In the frontispiece editorial in the 8th December 1938 issue of the Motor Cycle the article reproduced below indicates British concerns about proposals being made by Germany as hosts of the ISDT 1939 to revise a number of significant rules if the ’39 event. It  is interesting to note the part support and part objection to the prose abandonment of the final speed event in favour of a more typical test based on normal event conditions. Despite British reluctance the rule changes proposed by the Germans continues in the modern ISDE event with the final test now taking place on a motocross circuit. Having been able to watch a copy of a video of a film of the 1939 event, in my opinion the final test although not contested by British Riders was impressive in the manner in which riders with skills were able to make the bikes perform on quite radical off road conditions. I’d probably go as far as saying the introduction of the final test as one of cross country rather than speed may be one of the very few good things to come out of Germany at that time. It is also clear from the article of the existence of a widening gap between the founding principles of the event as a test of motorcycle reliability as followed in Britain and the European view of it being an off-road race for which reliability was one of a number of factors being tested.

“GERMANY is proposing a drastic revision of the rules under which the International Six Days Trial is run. This event, it will be recalled, is to be held in Germany from August 20th to August 27th with headquarters at Kitsbühel, Salzburg or, Berchtesgaden, and the idea is that instead of ending with a high-speed test there shall be a cross-country test. By incorporating this the character of the Six Days as a trial over difficult country would, it is suggested, be retained.

Our views about the undesirability of ending the trial with a high-speed test are in complete accord with those of Germany. When discussing the last event we said:- “In our opinion no trial is a better test of reliability than the International Six Days as run over the past few years. Our only criticism is the high-speed test at the finish. This is an excellent substitute for a final examination, and has the advantage that it weeds out the weaklings among the competing machines, but where two teams tie for an award on the road section the speed test becomes a roadrace, for the winning team is the one that gains more on its schedule than does the other. This causes national teams to think in terms of T.T.-type machines, which is thoroughly unfortunate. A trial, in theory at least, should develop the roadster, and this the International, unlike the majority of trials, would succeed in doing except for this speed business. “Germany goes farther than this and says that the organiser, in the interest of safety, can no longer accept the responsibility of allowing machines which have been driven for six days under such hard conditions to take part in a final speedtest, especially having regard to the ever increasing speed of machines. Her proposal is that in place of the speedtest there shall be three laps of a short course that includes sand with no hardbase, loose stone, grass, freak hills and trenches 5½ yards wide and rather more than a yard deep. Marks are to be lost for failure to keep to the speed schedule, stopping the engine, falling over and soon. While we are keen to see the speedtest discarded, the test that is proposed would seem to be both freakish and militaristic and calculated to prove little. However, now that attention has been focused upon the whole matter ‘it may be that some really useful deciding test will be the outcome. One interesting proposal is that the three solo riders in the Trophy teams shall use different sizes of machine, namely,250, 350 and 500 c.c.”

Also reported in the same editorial was this short note on the success of the British in the ISDT 1938

“ACHIEVEMENT!

Great Britain’s Wins in the Big Sporting Events: Excellent Production Models BRITISH riders and British motorcycles have done well this year probably very much better than even the enthusiasts who follow the results of all the big races and trials actually realise. For the third year in succession Britain has won the International Six Days Trial, the most important reliability event held in the world. And she won it on reliability in the 1,495-mile road section, her rivals losing men through retirements. Thus, of the 20 Internationals that have been held to date, Britain has won no fewer than 11. No other country has won more than three.“

the ISDT 1950 saw the Silver Jubilee of the International Six Days Trial. In the 5th October edition of ‘the Motor Cycle‘ appeared a three page photo review written by George Wilson based on his own experience of the event as he followed it riding a works Triumph Trophy that had been prepared for S.B. Manns that had been loaned to him this is the report:

Successful International Trial Reviewed: British Riders Undisputed World Champions – by George Wilson.

Photo – Chat near the check George Wilson with the Triumph [HUE 258], Fred Anning on the left and Frank Jarman ISDT 1950 (Speedtracktales Archive)

Image – results summary ISDT 1950 (speedtracktales archive)

For the Trophy, Vase and works’ team riders who rode at a 10 percent higher schedule than the others without loss of marks, there are no words sufficiently expressive to do justice to their riding skill, powers of endurance and, above all, their imperturbability when facing what must often have seemed the impossible. For instance, were I to have been set to ride the Tregaron – Abergwesyn or Minera sections at 31m.p.h. I should have declared that it might be arranged if a miracle and a stiff following wind could be laid on.

Photo – A mixed gallery watches #109 R. Wilkinson (348 Panther) trickle slowly through a water splash ISDT 1950 (Speedtracktales Archive)

But miracles were de rigeur and none of these riders failed in the task; indeed, so far as I am aware, only one of them dropped his machine through misjudgment. And on the surfaces of some sections, one only had to bat an eyelid to set up a slide. Which brings me to my next point…. The trial proved conclusively that we have in Britain the true world champions in this branch of motorcycle sport. To watch a Rist, a Ray, an Alves, was to see a true craftsman- fast, safe, competent and thoroughly at home at speed on almost any surface. The aces in the British Trophy, Vase and works’ teams stood head and shoulders – aye, and torsos – above everyone else, with perbaps one or two elite exceptions. The Britons, too, had bigger machines than those of the majority of riders from abroad:  the speeds they had to maintain were therefore higher, and on a good deal of the going, a one-two-five was just as nippy as a five-hundred or three-fifty in some cases, nippier because of its handleability.

Photo – Team-captain FM Rist riding throughout the week on his 499cc BSA was that of a “true craftsman” ISDT 1950 (Speedtracktales Archive)

What are the characteritics that make these men experts among experts in this type of event?First of all, they are good scramblers. Before the war, Trophy and Vase men such as Williams, Brittain and Rowley were chosen because they were star trials men with fairly wide road racing experience also. But this doesn’t mean that all good scramblers, or trials-cum-racing men, are good I.S.D.T. men. Oh no! Equally important in the International is the cold, dispassionate mind that will not get excited no matter what the circumstances.

Photo – Slick repair work calls for a cool brain, fast thinking, and nimble fingers ISDT 1950 (Speedtracktales Archive)

And equally important again is the ability to use tools with the familiarity of handling knife and fork when dealing with daily calories; and to know one’s mount so thoroughly that any tasks short almost of splitting the flywheels can be done at the roadside with the minimum loss of time. But all the bouquets do not go to the competitors who finished. Their glory is self evident.

Photo – Only Matchless twin in the trial ; the rider is #139 JF Kentish ISDT 1950 (Speedtracktales Archive)

Behind the scenes, day after day and night after night, worked H.P. Baughan, clerk of the course, and his small party of assistants. H.P.B.’s organization was masterly down to the tiniest detail. The schedules were perfect for nearly every class. In other words, they were so tight that only one who was very slick with his tools could have even minor trouble and reach the next control without losing marks. In many instances, however, the speeds proved rather too high for the one-two-fives (only three finished out of 22 starters) and I imagine that no sidecar outfit made today could maintain for six days the schedule demanded of F.H.Whittle (598 Panther sc) who, as a works’ team entry, had to cope with a schedule 10 percent higher than that of the fastest of all the others. I am convinced, too, that because of the higher speed schedules, the toll on all classes would have been higher this year than it was last, even if the weather had been better. Had it been dry, of course, it would have been a much easier event; physical comfort, for one thing, would have been greatly improved!

Photo – One of the three 125cc machines to finish – #5 EW Smith (DMW) ISDT 1950 (Speedtracktales Archive)

Route marking in the hands of Chris Stagg and Fred Groves was again excellent. The small team who did the job worked under extremely arduous conditions. They were out day and night through hell and high water. The changes in this year’s course from last year’s were made with a view to cutting down to a bare minimum the miles of narrow, high hedged, twisty lanes which are in common use by vehicular traffic. They were excellent changes. I still do not like those little lanes when one is riding against the watch, but I felt that the risks this year were considerably fewer than they were in the 1949 event. Cattle and sheep seemed to be less prevalent (because of last year’s lesson?), though there were still far too many for my liking.

Photo – Night-run scene of HR Taylor (Sunbean sc) and #107 B Nystrom (Royal Enfield) ISDT 1950 (Speedtracktales Archive)

The night run this year was an innovation. It was an outstanding success in my view. It was designed in such a way that the idea of testing lighting equipment for something like three hours was fulfilled without competitors being subjected to the maintenance of a high schedule. An incidental point was that, though only a few riders lost marks for poor or faulty lights, the general standard of lighting was low. Friend “Torrens” put his Squariel with its special headlamp on the intensity test grid and the difference between his beam and the others was tremendous. As important as any other feature of the International, I feel, is the quick issuing of the results after each day’s run. This year this task was in the capable hands of Peter Chamberlain, and no one could have wished for better or slicker service. Among the private entries there were many who are deserving of special mention. Undoubtedly the button for the most meritorious performance goes to Mrs. Mollie Briggs (498Triumph), who lost only nine marks to gain a silver medal; there was D. Carancini, who struggled against long odds with his 125 c.c. Lambretta scooter until he retired on Thurday; and T.Tun with his Thunderbird – the last a man who has been riding for only three months. Think back to your first three months awheel and ask yourself if you could have finished in such an event!

image – distribution of medals by nation ISDT 1950 (speedtracktales archive)

For my personal mount on the trial I was perhaps better equipped than any of the entry with the possible exceptions of those of the Trophy and Vase Teams. I used a Trophy Triumph – a works’ mount, prepared for S.B. Manns by Henry Vale, of the Triumph competition department. There never was a better International mount and it is well named the Trophy. It handled better than any other Triumph I have ridden. It was fast beyond my wildest dreams and would give me 90 m.p.h. anytime I wanted it; and it “got there” quickly. It was quiet on the exhaust to the extent of being all but in audible once underway. Engine noises were only apparent when one was standing or kneeling alongside; the engine could not be overdriven and never became more than slightly hot. So that I could get “close” to the event, I covered large slices of each day’s route riding often just ahead of the competitors, with them, or just to the rear of them. With the heavy rain, and mud and water thrown up from deep water splashes and mudholes, the rear chain had a hard week, yet it required adjusting only three times. Cables and handlebar controls tended to become a shade “draggy” after a day’s rain, but there was nothing which a pot of oil could not cure. Apart from  these tasks I did nothing except ride the Trophy hard and put petrol in the tank. It gave me by far the most exciting motoring I have had for a longtime.

And now it would appear that next year’s International will be held in Italy. Here’s to it – and here’s wishing for sunny weather!

When I restarted Taff’s site, all I had to begin with was a website copied to a harddisk drive that I had been able to download in its entirety from his old server. Since then I have been greatly helped by Taff and his friends like ‘STB’ and Brian Catt. Between gifts , loans and acquisitions I have been able to get back to the original hard copy material and started to scan to archive these materials so as to enable people to access and view this material at what ever time and place suits their convenience. Below is an image of some of the material I now control that may be one of the most intact archives of the Event even considering the FIM and National Federations material.

The Speedtracktales Collection 2013

I am now hoping that this resource might find a wider use than meeting my own limited needs. I have noticed reading through the copies of the Motor Cycle press, they cover a wide range of the sport and include articles adverts and other features of the time that may be of interest to other researchers today including classic marques and events such as the TT. Much of the collection is now available as scanned images on STT articles or as viewable PDF files available either via Microsoft’s Skydrive or issuu.com. I am only restricted in the speed of publishing by the time available to scan edit and prepare materials.

Because these magazines also contain a lot of other details that may be of interest to non ISDT researchers such as the ISDT I would like to make the rest of them accessible and have decided to offer a new service which if successful will hopefully cover future costs of acquiring new collection materials. I have now listed the collection of original magazine material I control and whilst the material placed on this site is watermarked and produced at low resolution to save storage space, if anybody wants copies of material, I am now offering a scanning service to supply copies of adverts, pages, or entire articles. All money raised in this endeavour will only be used to provide funds by which to purchase items connected to the ISDT as they become available.

You will find a list of the printed materials, with date and issue numbers, that is held here

For an A4 scan at low res (72dpi) straightened and cropped to page edges 1- 4 pages £1.00 / sheet 5 – 10 pages £0.75 / sheet

Sample image – 72 dpi (Speedtracktales collection)

For A4 scan at mid res (150 dpi) straightened and cropped to page edge 1 – 4 pages £1.50 / sheet 5 – 10 pages £1.25 / sheet

Sample image – 150 dpi (Speedtracktales collection)

For an A4 scan at hi res (300 dpi) straightened and cropped to page edges 1- 4 pages £2.00 / sheet 5 – 10 pages £1.75 / sheet

Sample image – 300dpi (Speedtracktales collection)

Image files will be supplied as JPG , Tiff, or PDF

All ISDT articles will be watermarked http://speedtracktales.wordpress.com along the lowest edge. Non ISDT material will be free of watermark. Pages will be supplied as scanned, no blemishes or artifacts will be removed. The scanning will be done via A4 or A3 hi res flat bed scanners (not multi-function devices) and the files processed on Apple Macs. Corrective editing of images can be provided if required.

If you are interested in having digital copies made of our original material for your own research, please not we are not providing a license to re-publish the material and if you want further details please complete the form below

“The story of the Royal Enfield in the International Six Days Trial 1948, 1949,1950, 1951, 1952, 1953″ is the title of a palm of a hand sized original publication produced by Royal Enfield in 1953 that recently fell into our hands and is of such great interest we reproduce it here. Royal Enfield who could boast not only great bikes but some of the sports greatest factory riders of the time including Vic and Johnny Brittain as well as Jack Stocker show how their successful domination of the results sheet at the ISDT meant the commute to work was going to be a lot more successful on a Royal Enfield than it might be on a lesser qualified motor cycle.

image – Royal Enfield booklet front cover (Speedtracktales Collection)

The World’s Toughest Motor-Cycle Event

photo – the victorious ROYAL ENFIELD 1953 team: Johnny Brittain (Trophy) [LWP 424], Don Evans (Vase A) [LWP 423], and Jack Stocker (Trophy) [LWP 422], all mounted on 500 twins – ISDT 1953 (Speedtracktales collection)

THE INTERNATIONAL SIX DAYS’ TRIAL is acknowledged as the longest and most strenuous of all motor cycle competitions, and the winning of a gold medal in this event (awarded for completing the course without loss of marks) is esteemed the highest honour in the world of motor cycle trials. And no wonder, for the main ingredients of the “International” (ever since its inception forty years ago) have always been rough mountain tracks, water splashes, loose stones and rocks, steep hills, hairpin bends, slimy mud or choking dust – depending on the prevailing weather conditions-and a total distance of anything up to 1,500 miles. To add to an already arduous week, the whole contest is run on a series of rigidly enforced time schedules which are so calculated as to allow insufficient time for anything but the very hastiest adjustments and maintenance if the competitor is to avoid loss of marks for lateness at the frequent time checks. The rougher sections of the course are interspersed with many miles of fast road work where “flat out” speeds are required if the tight time schedules are to be maintained, and there is a final speed test of one hour’s duration to test the capabilities of each machine and to decide the destination of team awards in the event of more than one team remaining unpenalised. It needs no expert on the subject of motor cycle sport to realise that any machine which proves itself capable of carrying its rider safely through to the finish of an International Six Days’ Trial is possessed of a performance and reliability far in excess of normal requirements, a fact which in itself affords the owner the comforting knowledge that for ordinary every-day use his machine has a ”safety margin” second to none.

photo – Royal Enfield riders in the 1948 event. Left to right Charlie Rogers and Vic Brittain (Trophy Team members) Tom Ellis (reserve) and Jack Stocker (Vase A team) ISDT 1948 (Speedtracktales collection)

The performance of Royal Enfield motor cycles in the ” International” is outstanding, and on no less than four occasions has this event witnessed the debut of a new model. In 1948, when the trial was held in the Italian Alps, the new “350 Bullet” made it first appearance and two of these machines ( in the capable hands of Vic Brittain and Charlie Rogers) were chosen by the Auto-Cycle Union to represent Great Britain in the “Trophy” team. Selected for the “Vase” team was Jack Stocker, on the 500c.c. Model J, and the trio of Royal Enfield completed the course unpenalised.

photo – #120 Jack Stocker [GWP 368] in the speed test at San Remo, at the conclusion of the trial. ISDT 1948 (Speedtracktales collection)

photo – #1 Frank Carey and his passenger on his 11 year old Royal Enfield outfit [DPK 574]. The only 350cc sidecar entrant to win a gold medal in 1949 by completing the trial without loss of marks. ISDT 1949 (Speedtracktales collection)

photo – 1949 Wales: # 231 Charlie Rogers (“350 Bullet”) negotiating the Abergwesyn water splash in the heart of the Welsh mountains. The approach to the stream is typical of the rough going encountered through the trial. ISDT 1949 (Speedtracktales collection)

The trial was staged in Wales that year, and again in 1950 – and on both occassions five Royal Enfields got through with “clean sheets”(a particularly meritorious achievement in 1950, when such appalling weather conditions prevailed that a mere 38 gold medals were awarded out of 213 starters!). Now it was Jack Stocker’s turn to graduate to the “Trophy” team, and British supremacy in the realm of motor cycle sport was emphasised by a sweeping victory. Eighteen-year-old Johnny Brittain – son of the famous Vic - entered the picture that year, and on his “350 Bullet ” gained a gold medal in company with Jack Stocker and Stan Holmes.

photo – #144 JV Brittain cornering at speed during the final speed test at Eppynt. ISDT 1950 (Speedtracktales collection)

Easily the fastest three-fifties in the British team , these “Bullets” had covered themselves with glory for 1948, 1949 and 1950. Royal Enfields were not content to rest on their past successes, however, and for 1951 their contribution to maintaining British prestige was the now famous “500 Twin.” Three of these machines – again ridden by Jack Stocker, Stan Holme and Johnny Brittain – formed the victorious Royal Enfield team and a fourth “500 Twin” in the hands of Borje Nystrom (the popular Swedish rider) was equally successful.

photo – a vivid impression on #107 B Nystrom , the Swedish rider, who won a gold medal in the strenuous 1950 trial. ISDT 1950 (Speedtracktales collection)

As a debut of an entirely new model, this must surely have been as outstanding as any in recent motor cycle history, and for the second year in succession Jack Stocker was a member of the victorious British “Trophy” team.

photo – #169 Jack Stocker (“350 Bullet”) carefully picks his way along the slippery bed on the Warn y Sadfa ISDT 1950 (Speedtracktales collection)

Another feather in the proud Enfield cap was occasioned that year by the fact that out of all the 350c.c. machines competing at the higher (“team schedule”) speed, two Royal Enfield “Bullets” were alone in accomplishing this admittedly difficult task without loss of mark – the successful riders being Chick Gibson and Bill Clarke member of the “Vase” team fielded by the Motor cycle Union of Ireland).

photo – Italy: #171 Chick Gibson (“350 Bullet) Irish Vase Team leaving one of the time checks. ISDT 1951 (Speedtracktales collection)

The trial was again staged in Italy, and some particularly vile road surfaces were encountered – but it only served to lend emphasis to the fact that we stood a better chance of winning when conditions were really tough.

photo – #203 Jack Stocker, (“500 twin”) on one of the many sections which really tested front and rear suspension ISDT 1951 (Speedtracktales collection)

photo – #177 W Clarke, (Irish Vase Team) amid the mountainous terrain and extremely rough road surfaces which characterised the 1951 event in Italy. ISDT 1951 (Speedtracktales collection)

photo – Rudolf Nystrom (Sweden) displays confidence in the road holding of his “350 Bullet” ISDT 1951 (Speedtracktales collection)

photo – Altitude 2000 ft. – with #197 Johnny Brittain (“500 Twin”) making very sure over this tricky section ISDT 1951 (Speedtracktales collection)

Although, by virtue of the British “Trophy” victory in 1951, Great Britain was entitled to organise the International Six Days’ Trial for 1952, the Auto-Cycle Union elected not to avail themselves of the opportunity, and the event was held in Austria.

photo – #215 Johnny Brittain using the power of his “500 Twin” in one of the most arduous climbs encountered in Austria in the ISDT 1952 (Speedtracktales collection)

Very extreme changes of temperature and almost ceaselessly wet weather resulted in wholesale loss of marks, and although, on this occasion, Great Britain failed to bring home the “Trophy,” a Royal Enfield was one of the three British “Trophy” machines to finish a disastrous week unpenalised. Jack Stocker was the rider in question, and his mount was the newly introduced “Meteor700″ – so that 1952 marked yet another successful debut for a Royal Enfield even though for once the fates were unkind to Great Britain.

photo – Rudolf Nystrom (Sweden) displays confidence in the road holding of his “350 Bullet” ISDT 1951 (Speedtracktales collection)

Not so much as a solitary “works” team completed the week without loss of mark, so the severity of the 1952 “International” was self-evident.

photo – Czechoslovakia: #219 Johnny Brittain (“500 twin”) [LWP 424], a member of the victorious Trophy Team, travelling with speed and confidence along the bed of a stream ISDT 1953 (Speedtracktales collection)

photo – #237 Jack Stocker [LWP 422] deep sand and dusty tracks were typical of much of the course in Eastern Czechoslovakia. ISDT 1953 (Speedtracktales collection)

photo – #227 Don Evans [LWP 423], British Vase ‘B’ Team , makes a fast safe ascent of a rock-strewn hillside ISDT 1953 (Speedtracktales collection)

In addition to the two “Trophy” teamsters, Don Evans was chosen to represent Great Britain in the “Vase” team – all  three riders mounted on “500 Twins.”

photo – Swedish Vase Team member Ake Elgebrandt (“500 Bullet”) [A927] makes a clean ascent of one of the worse hills in the Trial under the eyes of a packed gallery. ISDT 1953 (Speedtracktales collection)

photo – a confident passage of a touch section by Borje Nystrom, Swedish Vase Team (“500 Bullet”) [A856] ISDT 1953 (Speedtracktales collection)

photo – Czechoslovakia was noted for its dusty and boulder strewn tracks – Rudolf Nystrom , Swedish Vase Team (“500 Bullet”), takes them in his stride ISDT 1953 (Speedtracktales collection)

Apart from this, the 1953 I.S.D.T. was a triumph for Royal Enfield riders and for Great Britain. Victorious for the 16th time out of the 28 occasions on which the International Six Days’ Trial had been organised, the British “Trophy” team finished an eventful week unscathed. As a member of the winning team, Jack Stocker collected his sixth succesive gold medal for a faultless performance, and young Johnny Brittain carried the burden of his responsibility with outstanding skill and determination. In company with Don Evans, they yet again won a Manufacturer’s Team Prize – the third for Royal Enfield in the past five years -and the total “bag” was five gold medals and one silver medal (all at “team” schedule). Since 1948, then, there have been no fewer than 2 Royal Enfields which have completed the International Six Days’ Trial without the loss of a single mark. These machines, comprising six different models (ranging from Frank Carey’s 11-year-old 350c.c. sidecar outfit to Jack Stocker’s powerful “Meteor700″ have between them covered close on 70,000 miles. And what miles those were! Every one of them covered at high speed – the vast majority along precipitous mountain roads and cart tracks – with   the additional handicap of choking dust in Italy and Czechoslovakia, and seemingly limitless rain in Wales and Austria. Steep hills, loose surface, punishing rock outcrops, deep fords, blind bends, slimy cobbles . . . How many gear changes, how many sudden brake applications, how many moments of “flatout” engine revving in those 70,000 strenuous miles?

photo – #237 Jack Stocker [LWP 422] looses no time along a deeply rutted woodland track ISDT (Speedtracktales collection)

image – ISDT (Speedtracktales collection)

image – Royal Enfield booklet rear cover (Speedtracktales Collection)

The following article about the ISDT 1951 appeared in the 4th October 1951 issue of ‘the Motor Cycle‘ and in which George asks a number of questions about the venue for the event, the future of the event and the British teams future tactical challenges, and introduces some great new British Talent:

Where do we go from here? 

A Backward Glance at the 26th International Six Days’ Trial – and a Thought for the Future.

By GEORGE WILSON

photo – ‘Motor Cycle‘ Deputy Editor, George Wilson on the Royal Enfield Twin ISDT 1951 (Speedtracktales Collection)

IT is inevitable that after each International one seeks to compare it with previous events. One recalls the reports of the lurid 1932 Merano “GrandPrix,” the Oberstdorf event in 1935, the San Remo event in 1948. One might even add to the list last year’s trial at Llandrindod Wells. And, so far as severity is concerned, the event just concluded in northern Italy was, by comparison, fairly easy.
However, this in no way detracts from the British win in the major contest – that for the International Trophy. Neither does it diminish the brilliance of the Netherlands victory in the Silver Vase contest. Recalling the Anglo – Dutch Trials, which began before the first World War, and were forerunners of arduous long-distance events, I am as pleased about the Netherlands success as I should have been about a British Vase victory. The team, comprising P. Haaker, C. van Rijssel, and H.Veer, all experienced I.S.D.T.men, were mounted on 250c.c. Jawas.

photo -Hail, the victors! A jolly, informal picture of the Trophy Team after their success ISDT 1951 (Speedtracktales Collection)

In a review of last year’s event, I made the point that British riders are the best in the world. That statement was made in no sudden flush of patriotic pride; it was, and still is, a clear-cut, indisputable asseveration of truth, clearly borne out by the fact that our Trophy Teams have never been beaten in a post-war International. This year they won against great odds, with the scales weighted against them from the outset. They arrived, as I mentioned in the report of the opening stages, to find that they were installed in an hotel crowning a 4.000ft mountain. The nine-mile route to the start was a writhing, narrow horror which had be to covered morning and evening. They had to be off early in order to reach the start in time and, in the evening, tired and disheveled, they had to wait about at the finish for transport to take them back. This is by no means a minor detail and was one of the many minutiæ which combined to increase the mental stress of riders engaged upon an Herculean task – and representing their country while doing so.

photo – Geoff Duke greets #205 Hugh Viney ISDT 1951 (Speedtracktales Collection)

In case it should be thought that this “worrying” business is being overstressed. I might mention that two riders – one of them a member of the British Trophy Team -  were violently sick on the way to the start on the first day. This sickness they themselves attributed purely to “first-day jitters.” To quote another instance – Fred Rist, Trophy Team captain, arrived at Varese in a neatly fitting suit which, at the prize-giving, looked as though it had been made for some one twice his size – so much weight had he shed during the six hectic days. Another nerve-racking aspect for our teams was that they were billeted so far away from the headquarters hotel, where the day-by-day results were calculated and issued, and where the jury met each night to discuss protests and any other irregularities. By Friday, team manager Len Heath had covered 400 miles travelling between the Campo dei Fiori (the riders’ hotel) and Varese. Major Watling, representing British interests on the jury, was at the headquarters hotel and, in a way, cut off from the riders whose interests he was safeguarding. He was one of the most severely harassed of all officials at Varese!
Do not let it be imagined, however, that a dog-in-the-manger attitude was adopted in the face of this and many other onerous difficulties. On the contrary, once they were accepted and the trial was underway, the snags were taken for granted as part of a tough itinerary. The whole question of the inadequacy of the accommodation, incidentally, boils down to the plain fact that Varese, picturesque Italian parish though it is, was not at all well-suited to quartering, compactly, the numbers involved in a large-scale I.S.D.T.

photo – All eyes on#211 J Morrison (197 D.M.W) as he passes through ISDT 1951 (Speedtracktales Collection)

However, as to the course itself: in nearly all respects it was excellent, embracing for the most part little-used, loosely surfaced tracks well away from other vehicular traffic. Italy, incidentally, is an excellent country in which to hold the International Trial because excited towns people and villagers line the streets directing competitors on corners and holding up traffic travelling in the opposite direction to the course. No one seems to mind being held up in this way. On the contrary, it is all regarded as part of the fun!A surprise was that this year’s route was extremely flat. True, heights in the region of over 4,000ft. above sea-level were encountered, but in the main, heights varied between about 1,000 and 2,000ft. Varase itself is 382 metres (approximately 1,260ft above sea-level). Since one of the aims behind the I.S.D.T. is to put riders and machines to as severe a test as can possibly be devised in six days, the Varase event cannot be described as successful. Time sections(or checks) throughout the week, one after the other, should be so tight that engines and transmission systems, frames and everything else, must be mercilessly thrashed without let-up. Apart from the 15 minutes allowed in the morning the only time for maintenance should be that achieved by riders increasing on the schedule between controls. These conditions in this years event were only achieved in part by the Federazione Motociclistica ltaliana. Where the going was sticky it was extraordinarily so, and it was in these really tight sections that the bulk of the retirements and spills took place. Even so, they could have been tighter, because S.B. Manns, of the Vase “A” Team, had a throttle wire break and still checked in on time in the tightest section of the entire week.

The speed-test schedules (at Monza Autodrome)were, once again, a favourite topic of discussion at Varase, and there is no question that the trial was easier for riders of small-capacity machines than it was for those using mounts of 350c.c. and over. The degree of difficulty of the event in relation to capacities may be set on a sliding scale, viz.: easy for one-two-fives and one-seven-fives; almost equally easy for two-fifties (but rather hard on one-nine-sevens, which were on the same schedule); and very tough for machines of 350c.c. and over(especially for those on the 10 per cent faster team schedule). So tight, in fact, was the event for the three-fifties that only two on the faster schedule finished.(Both, incidentally, were British Royal Enfields; they were ridden by W. Clark and B.I. Gibson of Ireland.) The wisdom behind mounting our team-men on five-hundreds and six-fifties was therefore well-founded, since, if our riders prefer to ride large-capacity mounts, or if they are forced to do so by our lack of suitable lightweights, their engines should be as big as possible within reason. Reviewing the I.S.D.T. two years ago, when the Vase contest was fought out in the speed test and won by Czechoslovakia, I made the point that unless the speed schedules were altered the stage could be reached where we should have to mount our national teams on lightweights if we were really serious about winning. On the face of things, while some might say that the answer is to alter the schedules to make them fair for all classes, I would reiterate my point.

photo – F. D’Ignazio (125 Morini) and M. Riva (125 Vespa) on a dusty road near Valeso ISDT 1951 (Speedtracktales Collection)

With the tremendous and ever-growing popularity of machines of under 250c.c. capacity in Europe, Continental countries will oppose fiercely any suggestion for increasing lightweight schedules (or decreasing the schedules for larger machines). If next year’s event is held on the Continent, and it is a well-organized trial with tight time sections throughout the week, we shall, I am certain, be extremely lucky to win, for the schedules win be anything but in our favour. Only by getting the event back to Britain next year can we guarantee speed schedules which will give us a fighting chance – and it is not certain by any means that next year’s event will be held here. So, gentlemen, if altering schedules is not possible, and we have no super lightweights to put in the field, where do we go from here?

photo – Everywhere the people turned out to watch the competitors. Picture shows R. Wagger (646 B>S>A> sc) cornering at speed ISDT 1951 (Speedtracktales Collection) 

But enough of “politics.” What about the I.S.D.T. machines? That the British mounts performed magnificently there is no doubt. While it is perfectly true that in some cases machines at the end of the week were smothered in oil from stem to stern, the majority were clean enough. The B.M.W.s and Zundapps were by far the cleanest machines in the whole entry, and with their shaft-drive and enclosed unit construction were provocatively tantalizing. Several up-and-coming young Britishers merit special praise. The first is 19-year-old J.V. Brittain, son of a famous father, who rode a works’ Royal Enfield at the fast schedule and gained a gold medal. The second is 17-year-old J.V. Smith,Jnr., who rode one of last year’s I.S.D.T. Norton Dominators; and the third is Brian W. Martin (122 Francis-Barnett). All three behaved with the sang-froid, and rode with the speed and dash, of veterans, and I predict a brilliant future for them.

An analysis of the provisional results as applying to the nations competing and in relation to capacities is not uninteresting. The tables are given for you to form your own conclusions. The analysis as it applies to capacities is most interesting.

image – ISDT 1951 results tables by nation (Speedtracktales Collection)

My personal mount for the trial was a standard 1952-type Royal Enfield twin. The engine was absolutely magnificent and the experience confirmed my belief that it is one of the best twins in production. Like the competitors, I was using 80-octane-quality fuel, which undoubtedly helped matters and it was just impossible to make the engine pink even with really brutal treatment on the occasions when I wanted dynamic acceleration on short straights. Low-speed engine torque was quite remarkable and particularly appreciated when coming out of loosely surfaced hairpins where too-high r.p.m. causes wheel spin and too rapid opening-up tends to cause the front wheel to slide away. Except on the very tightest of such hairpins,on the steepest of gradients encountered during the week, I could use second gear and accelerate just as hard as necessary. Far from experiencing engine overheating during the week, I found that the exhaust pipes all but entirely retained their pristine brilliance – although quite often the machine was thrashed without mercy. And far from complaining about its treatment, the engine became better and better with every kilometre covered. The tools were used only to top up the rear legs, which were lacking in damping, and to adjust the rear chain twice. And what more can one ask than that?

Image – Happy Xmas 2013 and a prosperous New Year #116 JH Arnott 496cc BSA Großglockner ISDT 1939 (Image courtesy TECHNISCHEN MUSEUM WIEN)

Thanking our many many visitors in 2013 and especially those getting in contact to share their own personal and family memories of the ISDT and the riders. We stil lhave lots more to rediscover and save for the event and are reliant on your support. Coming soon will be a bumper posting of images of the ISDT in Wales recovered from back issues of Das Motorrad recently acquired for the web archive.

Recently noticed in the last few months a new collection of very old Photos started coming up in Google Searches although they appear to have existed since at least 2012. A number of the photos I have seen before in the pages of British Motor Cycling Magazines and these look like scans off glass plates or negatives so I am going to presume the Mortons Archive are using this site as another agency to sell it’s images. No doubt those of you looking for publish quality images for your ISDT  / Vintage publications will find this a helpful resource for rights managed images as it appears a lot better than Morton’s own online gallery:

This blog was generated direct off the page but does not appear to share the image but just the key worlds which were for an interwar image taken on the Grossglockner. The numbers of images available seem very impressive. The standard ISDT search found 519 images. I was able to create a URL to display the watermarked image here from the gallery page.

Image of the ISDT from the stilltime collection of 20th Century British Photographs

tpt transport bike motorsport prix race racing competition sport isdt grossglockner austria germany nazi war hitler propaganda mountains snow frozen cold wa west ariel.

A kind random end of year post letting you, the reader, join in the fun of putting places and names to pictures…. The basic ISDT keyword search of the still time has unearthed a quality haul of 518 mostly pre-war images of the ISDT. Work to identify and seek long term access to the images in Speedtracktales is underway. In the mean time a more convoluted series of searches found very badly ( ie minimal) keyworded images of motorbikes in what appear to be ISDT style events. Can any one confirm any riders identities and which event it might have been.

?-tpt transport motor engine sport competition bike sidecar welsh trial test german team group

Nazi / NSKK insignia on riders jacket . possibly #153 G Wolf 730cc BMW ISDT 1937, #153 was a GB Ariel rider 1938, only 142 competed in 1933. Had the Welsh 3 Day got its current International FIM status before the war?

? – tpt transport bike trial test royal enfield devils bridge

#84 and #86 were not listed as Royal Enfields in 1933, 37 or 38, this is obviously a check point, maybe the Welsh 3 Day .. I am not sure where in Wales the 1925 ISDT went, did it go as far as Aberystwyth.

? – tpt transport bike trial test royal enfield devils bridge

ditto. . for the 1933 event #82 was works Royal Enfield ridden by F.E. Thacker this one is WP 4503

? – tpt transport bike trial test kikham uplands and mount pleasant

With crowds like this, it was not a local club trial… not sure where Kikham (Kirkham) Uplands maybe but this may be another of the old trials, maybe the Scott.

? – tpt transport bike triumph trw? trial test

Triumph JXW 39 tele forks

? – tpt transport bike triumph team group six days stock machine trial test

We only have a programme for 1928 but no results… these guys look like 1920′s riders that might be 1925,26 27 or 28 The notes on the negative indicate the names W Evans, A Edward, W Noble S Bond although this may be reverse order and the S Bond may be a scribble. Registrations are HP 2020, RW 766? RW 889? an AG Edwards appears in the details of the ISDT 1928.

? – tpt transport bike trial test matchless collier hall neill

In the background the same Wolseley factory (almost certainly the Midlands). the bikes UC9248, UC9251, and UC9250 are almost certainly works machines. Collier, Hall Neill????

? – tpt transport bike trial test james team group members illegible

Unfortunately the quality of the images we have for the 1920′s and especially 1913 do not come up to the mark. These James riders.. any clues?

? – tpt transport bike trial test r fellows? other text illegible litton slack maybe see look observe below

Could be anywhere but has that Mid Wales look.. but so does parts of Scotland…

tpt transport bike trial test no text visible

ditto

? – tpt transport bike trial test matchless ariel and other

it’s that UC 9251 machine again along with Ariel OX 3176 and ? PF6197

? – tpt transport bike trial test man lad bloke male boy guy woman girl lady female Mcleans.

one of the gems Mr and Mrs McLean on a BSA Louise was the famous one, Mr G Mclean rode a BSA to a silver in 1925,The ‘Motor Cycling‘ banner on the wall above makes me think that this again will not be part of a local club trial.

Over to you .. who ever reads these things.

In this Post we are going to create from modern geographic information such as Google Maps, the route of the ISDT 1939. I needed to have a list of destinations for the event to help tagging a recently discovered photo collection to date the images. As there is not as of yet, any detailed mapping of the route used and so until such maps are re-discovered this list of each days stops are taken from the maps provided with the results and programme. User Caveat: As this event was organised by the German Government and Military I presume they could go very much wherever they chose. It is likely that some of the tracks used for the event and featured in this article may cross private land for which to use now, the consent of the owner may be necessary. To decide if this is the case, you may need to do further research, unfortunately, we are unable to give advice.

Image – routes of days 1 – 5 ISDT 1939 set out on LANDSAT colour image (Google Earth / Speedtracktales)

Image – map of all 6 days route ISDT 1939

Day 1 – 21st August 1939

image – route map for Day 1 ISDT 1939 (speedtracktales archive)

Route Day 1  •Salzburg - Henndorf – Neumarkt – •Straßwalchen – Friedburg 1 – Lohnsburg – Ried – •Andrichsfurt - Thaiskirchen – Andorf – Münzkirchen – Katling – •Haibach – Passau – Thyrnau – Sonnen – •Breitenberg – Ulrichsburg – •Sonnberg  (Schönberg) - Oberplan (Horni Plana,CZ) – Ogfolderhaid – Hörwitzl – •Pöttschmüle (Vetrini,CZ) (lunch) – Kirschschlag (Svetlik,CZ) – Friedberg (Frymburk, CZ) – Weipenbach – •Leofelden – Reichenau – Altenberg – •Dornach – Linz – Marchtrenk – •Wels – Offenhausen - Wolfsegg - Ottnang – •Ungenach – Ampflwang – •Vöklamarkt – Frankenmarkt – Straßwalchen – •Salzburg

https://mapsengine.google.com/map/edit?mid=zClKdDlICr2k.kvaUElgDt-Z8

Image – Course height profile day 1 ISDT 1939 (Speedtracktales)

The Sudetanland Question?

The check that makes the least sense is the one named ‘Sonnberg‘ as there is nowhere in the vicinity of the map, which is on the Czech Border, with that name. The closest place of similar name is Schönberg in Germany, but using that point quite badly distorts the route, as drawn in the programme so much I do not believe, if it were to be the correct location of the check, the map is right. (nb this area of Czechoslovakia bordering Germany has been subject to significant renaming with the rise of German nationalism in the late 19th century – wikipedia) At the time of the 1939 ISDT it had been annexed to Germany by Hitler.

Luckily German reader Andreas caught this point and replied “Found the correct “Sonnberg“, it is “Slunečná“, part of Želnava, Czech Republic. 

It is really not easy to track the ISDT in this region, as the names did change after the war, but also the artificial Lake Lipno had been built after the war. Additionally, the region north of the lake became a military training terrain, so some villages, as well as public roads, did disappear. That means, that in 1939 the ISDT could take a relatively strait line from Ulrichsberg to Oberplan (Horni Planá), from there to north-west to Sonnberg (Slunečná, Želnava).

From there somehow through the later military terrain (supposingly only small forest routes in 1939) along Ogfolderhaid (Czech name Jablonec, but couldn’t find it in Google Maps, only another one far away, seems it doesn’t exist any more) and Hörwitzl (Hořický potok, Hořice na Šumavě, Czech Republic) to the “Pötschmühle” paper factory in Větřní.“

This turned out to be a pretty good answer, I had been looking for other towns called Slunečná but these were far away however there appears to be a farm of that name in the right area. I can also thank the Mormons for the locating the more obscure now lost places through their impressive obsession with recording family history records. This includes recording parish registers and at this website places that have been wiped off the face of the planet can be found from a Latter Say Saints’ Website place name search.

image – Checkpoint times and distances for Day 1 ISDT 1939 (speedtracktales archive)

Image – ISDT 1939 Day 1 – with Landsat imagery (Speedtracktales / Google)

Day 2 – 22nd August 1939

image – route map for Day 2 ISDT 1939 (speedtracktales archive)

Route Day 2 – •Salzburg – Ebenau – Faistanau – Thalgau – •Mondsee – Oberwang – Attersee •Schörfling – Rutzenmoos – Desselbrunn – Steinerkirchen – Vorchdorf – •Linden – Gschwandt – •Gmunden – Neukirchen -Steinbach – Seefeld – Unterach – •Scharfling (lunch) – St. Gilgen – Strobl – Bad Ischi – Bla-Almm – •Bad Aussee – Lahn – •Paß Gschütt – Rain – Strub – Kuchel – •St Koloman – Adnet – Krispl – •Glasenbach – •Salzburg

https://mapsengine.google.com/map/edit?mid=zClKdDlICr2k.kq8ThIVc5RDo

Image – Course height profile day 2 ISDT 1939 (Speedtracktales)

Not with usual German efficiency, the official route map seems to indicate the checkpoint will be at Rain however the table below (Supported by magazine articles of the time) clearly states it was at Sankt Koloman. Also, in order for the course to take in Rain and Strub between the Paß Gschütt and Kuchel the route would have had to made a large detour of the Berchtesgarden National Park which would be an obvious long additional circuit that is missing on the map although the places are named but nowhere near their proper location. Luckily again Andreas came to the rescue with place names more appropriate to the map ‘Mühlrain‘ and ‘Strubau‘ and also helpfully provided a link to a German online historic map archive. This should help identify which of the present roads may not have existed in 1939 and have been subsequent additions to the national road networks of Austria and Germany.

I am confident most of the course is correctly mapped the only two significant areas of doubt at the section after the check at Linden on to Gschwandt. Also the Paß Gschütt to  Strub and Kuchel. It would appear from Google Maps a route to do this would require two way traffic, something they would not be able to do. However the text in ‘das Motorrad’ mentions a difficult technical descent into Kuchel before reaching the check at Sankt Koloman so it is possible the in route is not along defined tracks but followed something more temporary in nature. Sadly nobody is left who can tell us if this was the case and where it was!

image – Checkpoint times and distances for Day 2 ISDT 1939 (speedtracktales archive)

Image – ISDT 1939 Day 2 – with Landsat imagery (Speedtracktales / Google)

Day 3 – 23rd August 1939

image – route map for Day 3 ISDT 1939 (speedtracktales archive)

Route Day 3- •Salzburg – Hallein – •St Johann im Pongau – Werfen – Taxenback – Bruch •Fusch – Ferleitern •Fuscher Törl – Großglockner – Heiligenblut – Winklern – •Stall – Flattach – Kolbnitz – Möllbrücke – Spittal – •Millstatt (lunch) – Radenthein – Weidweg – •Turracher Höhe – Turrach – Predlitz – Tamsweg •Mauterndorf – Tweng – Obertauern – Radstadt – •Niedernfritz – •Golling an der Salzach – •Salzburg

https://mapsengine.google.com/map/edit?mid=zClKdDlICr2k.kt7tubE8XBLY

Image – Course height profile day 3 ISDT 1939 (Speedtracktales)

This was the day the event crossed the Großglockber Pass, A road that was built by private finance starting in 1924 and was opened in 1935 - Wikipedia much to the joy of Europe’s Petrolheads both then and today.

The first day the route description and place names seemed to match 100%, am pretty sure this is generally the right route.

image – Checkpoint times and distances for Day 3 ISDT 1939 (speedtracktales archive)

Image – ISDT 1939 Day 3 – with Landsat imagery (Speedtracktales / Google)

Day 4 – 24th August 1939

image – route map for Day 4 ISDT 1939 (speedtracktales archive)

Route Day 4: •Salzburg – Bad Reichenhall – •Schwarzbach – Oberweißbach – •Leogang – Paß Greißen – Hochfilzen – •Sankt Johann – Kitxbuhel – Paß Thurn – •Mittersill – Neukirchen – Gerlos Paß •Grasegg – Zell am Ziller – Uderns – •Jenbach – Achenkirch – Achen Paß •Bauer in de Au – Kallepp – Fischbachau – •Sudelfield – Oberaudorf – Kössen – •Unterwössen – Ruhpolding – •Anger – •Salzburg

https://mapsengine.google.com/map/edit?mid=zClKdDlICr2k.kautH60xamMo

Image – Course height profile day 4 ISDT 1939 (Speedtracktales)

Places names that appear no longer recognised include Seebauern – which exists but is in the wholly wrong place and would appear to be close to Achenkirch on the approach to the Achen Pass. Also Kallepp would appear to really be in the middle of no where not even served by roads and possibly is a locality in a mountainous area. Überwössen is listed in the checkpoint list but the map places the check at Unterwössen.

From a British point of interest this was the last day the British Riders competed. Overnight they would be given information from the British Government that required their immediate withdrawl from the event and promt return home before the event ended. 31 Brits finished the 4th Day.

Drawing the route was not an easy choice. This was a day in the South Tirol with deep valleys lodged between impassable mountains. Not knowing the area has been a hinderance, when compared to working out the Welsh Routes, and trying to recreate a route of 1939 with only modern maps with many new roads imposed on the area to improve access for ski resorts and take advantage of EU funding has meant a lot of new roads may mislead the uncovering of the original routes. And the original route may of course lay obliterated under a modern primary route. Todays route goes with a large CAVEAT….. My confidence for some parts of the route to be either on the old route or even legal to try to use today is doubtful and if anyone can comment on the assumed route between Ruhpolding and Anger I will make any changes suggested to correct.

image – Checkpoint times and distances for Day 4 ISDT 1939 (speedtracktales archive)

Image – ISDT 1939 Day 4 – with Landsat imagery (Speedtracktales / Google)

Day 5 – 25th August 1939

image – route map for Day 5 ISDT 1939 (speedtracktales archive)

Day 5 Route: •Salzburg – Obertrum – Seeham – Moosdorf – Handenberg – •Braunau am Inn – Triftern – Egglaham – Aidenbach – •Vilshofen – Hofkirchen – Schwarzach – Deggendorf –  •Egg – Bärnried – •Viechtach – Sankt Englmar – Steinberg – Bogen – •Straubing – Straßkirchen – Oting – Oberpöring – •Eichendorf – Mariakirchen – Pfarrkirchen – Tann – •Marktl – Haiming – Burghausen – Sankt Georgen – Laufen – Berghiem – •Salzburg

https://mapsengine.google.com/map/edit?mid=zClKdDlICr2k.kWSoisASduOo

Image – Course height profile day 5 ISDT 1939 (Speedtracktales)

This route was a lot simpler to work out the only real problem was  around the checkpoint at Egg and the route north of Egg requires a lot of polish but without local understanding of the tracks it will be hard to decide which ofthe many forest tracks existed and would have been used for the route of the event

image – Checkpoint times and distances for Day 5 ISDT 1939 (speedtracktales archive)

Image – ISDT 1939 Day 5 – with Landsat imagery (Speedtracktales / Google)

Day 6 – 26th August 1929

image – route map for Day 6 ISDT 1939 (speedtracktales archive)

work in progress? well maybe the sixth day was virtually a rip up and down Herr Hitler’s new Munich – Salzburg Autobahn you could almost find it on any in Car GPS device.

image – Checkpoint times and distances for Day 6 ISDT 1939 (speedtracktales archive)

This post is a serialisation of an article that originally appeared over 75 years ago in ‘Das Motorrad’, the popular Motorcycling magazine in the German Language as it covered the proceedings of the 1939 ISDT, an event to finish in controversy and the results eventually annulled by the FIM.

We have recently started mapping the course of the event which can be found on the blog ‘Mapping the 1939 ISDT‘

After Day 1, Day 2, Day 3, Day 4 we get to Days 5 & 6

ISDT 1939 – Report from ‘Das Motorrad‘: The 4^th Day

report by Von Gustav Mueller

The 5^th Day

The Bavarian Forest leg lead far into the Bavarian Forest[1], to the noon time check at Viechtach. There were no special terrain difficulties, but the ordinary bad minor roads of the Bavarian Forest. Only a short 15 kilometre distance before the time check at noon had been full of terrain difficulties. The approach to the Bavarian Forest did pass through the hometown of the Führer, Braunau am Inn, where also a time check had been erected.

Photo – Here you can see for yourself, whether there was much space for the sidecar outfits! The outfit is the 600cc NSU of #234 NSKK Oberscharführer [comparable to Sergeant] Oettinger. The NSU Team, otherwise belonging to the outmost reliable teams we know in the off road motorcycling, had a lot of trouble with their machines blowing out at the cylinder heads, By the way, only Dunz had been excluded from these damages, as he repeatedly had retightened his cylinder head at the beginning of the event,,,The second man shown is NSKK-Oberscharführer [comparable to Sergeant] Boden from Motorgruppe Sachsen [NSKK Motor Group Saxonia] on DKW 248 cc. ISDT 1939 (das Motorrad)

But during the day what we had been fearing did happen, the English military teams had been ordered back by highest order from over there.

Right at their approach to the finish, they were received by the team staff and they rode immediately to their assembly point, without delivering their motorcycles to the parc fermé

Lieutenant Colonel Bennett did personally say goodbye to the leader of German motor sports, Reichsleiter Korpsführer Hühnlein [head of the NSKK], and did express his gratitude for the sports comrade-like support, the English had received in Germany from their German sports comrades.

The Korpsführer did regret the retirement of the English sports comrades and did express his appreciation for the good sports the English participants had been showing during this event. Soldiers among themselves!

The 6^th Day

Photo – This was on the second day, the “5 lakes day, on the road parallel to the Lake “Attersee”. As long as only one solo rider comes along, the road seems quite wide, but imagine how tight it will be, if a sidecar outfit wants to overtake a bus, and they meet up there at the hump!
The pictured rider is #217 NSKK- Truppführer [comparable to Sergeant] Wohlfahrt on Zündapp 245cc, a motorcycle that surprised some people with its performance. ISDT 1939 (das Motorrad)

The difficulty of the track lay in the loose and stony ground, in the short, trench-like depressions to be crossed, and a low-down steep descent.

Surprisingly, a great number of riders still had remained without points.

The German trophy team was the only one without points, as England already had four points, and additionally had retired voluntarily. The Italian team had 43 points in total. In the Silver Vase the German A-team had no points, also the Italian A-team was without points again, due to a decision of the Jury, as the points for a rider had been given incorrectly.

For the “Adolf Hühnlein Trophy”, the NSKK –C team and the –M team, the SS B-team and the A-team of the DDAC did apply. From the foreign teams, only the English team of the war department would have been without points.

In the ‘Bowmaker’ trophy, the selection did take place between the NSKK teams Berlin B and Franconia B, the SS chapter Main A and DDAC team Munich. In total, 155 riders still were allowed to start, thereof 96 without and 59 with points.

The German Trophy team, which already had the victory under its belt, did start first, and did a good finish time on that terrain, nevertheless. Trophy winner is Germany, with Rudi Seltsam on BMW R51, Otto Sensburg on Auto-Union DKW OSR 250 cc, Walter Fähler on Auto-Union DKW OSR 250 cc, and Müller with Mayerhofer in the sidecar on a BMW R66 600 cc outfit. Second in score was the Italian team with 43 points, third England with 804 points (for each rider and each not completed day, 100 points are added, as the English didn’t finish the 5^th and the 6^th day, 800 points had been added to the four points they had lost).

In the fight for the ‘International Silver Vase’, the fast German motorcycles did decide the win easily for Germany. The German team had a total time of 2hrs., 6 min. and 8.3 sec., against 2hrs., 16 min. and 10 sec. of the Italian team. It must be said, that the Italians did use one 500 cc and two 250 cc motorcycles, which were not able to cope with the fast 500 cc BMW. Perhaps, this result will make the people who write the regulation for the next ISDT think about it.

Due to the large number of riders still in reach of winning the Adolf Hühnlein trophy and the Bowmaker trophy, this competition did become quite thrilling. But, there were many incidents again.

Schaumburg from Berlin did experience a broken front fork head at full speed in the cross country section, and did hit a tree while falling, but the crash helmet did prevent the worst. Anyway, he did swell up strongly at one side! SS man Luthardt on his small and fast dual piston Triumph[3] had a good position, but had to retire due to a broken chain.

Our employee Hahmeyer, who already had had some misfortune in the beginning, when he had been stung by a bee, so that his face did swell asymmetrically, had to ride the final test with a broken frontbrake cable. A second man of the DDAC team, Charbonier on NSU, did participate, although he had 39°C feaver, and last but not least the team also had been handicapped by the fact, that the third man was riding an outfit. But Steinberger and his Zündapp did speed up in a way that it did the trick, and the DDAC team with Steinberger on Zündapp KS 600 outfit, Heinz Hahmeyer on BMW R 66 and Charbonnier on NSU 250 cc did win the Adolf Hühnlein trophy with no points and a time of 2:29:01, in front of the SS-B-team, which also had no points, but needed 2:45:11.2.

Also, the Bowmaker trophy went to the DDAC, namely to the DDAC team Munich with Steinberger, Hahmeyer and Köhler on Auto-Union-DKW 350 cc NZ.

Uh oh here I go again, lets get mapping. Any tips or clues welcome as we are a bit short on detail other than this map.

Image – map from ‘Motor Cycling’ showing all 6 day routes for ISDT 1936

Here we go again… rolling work based on sparse information.. come back to se what we are finding.

Day 1 Thursday:
Freudenstadt – Altensteig – Freudenstadt

Day 2 Friday:
Freudenstadt – Zell – Elzach – St Blasien – Neustadt – Freudensdat

Day 3 Saturday:
Freudenstadt – Geislingen – Sigmaringen – Pfullendorf – Weingarten – Wangen – Garmisch

Day 4 Sunday:
Garmisch – Inzell – Garmisch

Day 5 Monday:
Garmisch – Kreuth – Miesbach – Würm Sea – Garmisch

Day 6 Tuesday:
Garmisch – Füssen – Immensdadt

We’re not yet ready to start this one as we still have Wales to finish but if anybody has higher quality maps than these low resolution images we have acquired to help improve accuracy or has personal knowledge of the course please feel free to contact us with what ever offers of help you have.

Clicking on the images below should produce enlarged images

Day 1

Photo – paper entrants map for day 1 ISDT 1975

Day 2

Photo – paper entrants map for day 2 ISDT 1975

Day 3

Photo – paper entrants map for day 3 ISDT 1975

Day 4

Photo – paper entrants map for day 4 ISDT 1975

Day 5

Photo – paper entrants map for day 5 ISDT 1975

Day 6

Photo – paper entrants map for day 6 ISDT 1975

Based at Obertsdörf in South East Germany, the second of a three year stint which immediately after a limit of no more than two events in succession could be held in one country, the following two years event were held in Britian but after the third win the event could not be held again in Britain so it was held in … er Germany.. but that’s another tale.

We only so far have a map which came from the family collection of ISDT artefacts retained by the family of rider GM Bryant and recently was passed over to the care of the Speedtracktales Collection.

Starting work on this, until we get more maps, progress be slow and will not get better than acceptable level of accuracy for other than day 1 for now, sadly.

Day 1

Image – scanned copy of Day 1 Route Map ISDT 1935 (Speedtracktales Collection)

Day 1 route: •Obertsdorf – •Immenstadt – •Nellenberg – •Weiler – •Dürren – •Neuwalderberg – •Fuchstobel – •Deggenhausen – •Weingartnen – •Waltershofen – •Alter Buchenbergstraße – •Großdorf – •Obertsdorf

Day 2 route: •Obertsdorf – •Rettenberg – •Markt Oberdorf – •Rott – •Starnberg – •München Autobahn – •Mitterdarching – •Taubenberg – •Geretsried – •Sankt Heinrich – •Ammerbrücke – •Roßhaupten – •Görisried – •Oberjoch – •Obertsdorf

Day 3 route: •Obertsdorf – •Missen – •Kinbach-Geislehen – •Fischbach – •Espasginsen – •Tengen Stadt – •Wittlekofen – •Munchenland – •Todtnauberg Dorf – •Schönau – •Schauinsland – •Oberried – •Falkensteig – •Titisee

Day 4 route: •Titisee – •Caritashaus Feldberg – •Oberibach – •Mambach – •Sallneck – •Badenweiler – •Schönau – •Äulener Kreuz – •Bonndorf – •Tengen Stadt – •Espansingen – •Fischbach – •Kinbach-Geislehen – •Missen – •Obertsdorf

Day 5 route: •Obertsdorf – •Hindelang – •Moosbach – •Sibratshofen – •Oberstaufen – •Scheidegg – •Herben – •Karsee – •Ratzenried – •Isny – •Eschach – •Immenstadt – •Obertsdorf

Day 6 route: •Obertsdorf – •Sigishofen – •Kranzegg – •Petersthal – •Markt Oberdorf – •Lengenfeld – •Bernbeuren – •Füssen Straßendreieck

‘Need a job done go find a busy man’ so the old maxim goes and like rust we never find time to sleep at Speedtracktales. Just before Xmas as the project of mapping the routes began an original copy of the German Motorcycle Magazine ‘Das Motorrad’ was obtained for the 24th July 1937 which covered the 19th edition of the event held in Wales. Working on it was put on hold until now and whilst we negotiate / await a translation of the article to extend the available knowledge of the 1937 ISDT I have posted the images with the original captions in German, on the basis I have sadly not got the faintest clue what they may be saying. However I have tried my best second guess in the text underneath. it is likely this may be one of the first times these images have been seen in the UK since 1937.

Photo – An einer Kontrolle des 2. Fahrtages. Der deitsche Zündappfahrer Schäfer (nr 215) gibt gerade seine Kontrollkarte zum Stempeln ab. Links neben ihm der englische BSA-fahrer Cartwright ISDT 1937 (Speedtracktales Collection)

At a checkpoint with #214 HD Cartwright 348cc BSA who finished with a gold medal and #215 NSKK entered E Schaeffer on a 493cc Zündapp of the German ‘A’ Vase team that came 3rd in the Silver Vase competition and who also finished with a Gold Medal hands his time card to a checkpoint official.

Photo – #135 K Zimmermann 498cc Zündapp ISDT 1937 (Speedtracktales Collection)

Photo – Immer wieder gab es außerordentlich schmale Strasen bei der Sechstagefahrt. Daas Bild zeigt Stelzer von unserer Nationalmannschaft auf BMW und hinter ihm den Engländer Heath auf Ariel aus der Vasen ‘A’ Mannschaft ISDT 1937 (Speedtracktales Collection)

#193 J Stelzer from Germany on his works entered BMW 496cc of the German Trophy team who gained a gold medal is followed by #182 Len Heath on Ariel 497cc of the British ‘A’ Vase team but who retired on the 5th day

Photo – Korpsführer Hühnlein als Zuschauer auf der Strecke. Das 600er Zündapp- Gespann, was auf diesem Bild zu sehen ist, wurde von Behrens von der Versuchsabteilung Wünsdorf gefahren ISDT 1937 (Speedtracktales Collection)

A photo including Adolf Hühnlein the leader of German Motorcycle sports in Germany watches H Behrens and passenger guide their Zündapp 569cc up an un-named, possibly the Allt y Badi, near Llangollen, finishing with a silver medal

Photo – Einer der deutschen Zündapp-Fahrer bei der Fahrt durch die engen Straßen von Llangollen ISDT 1937 (Speedtracktales Collection)

A german rider on a Zündapp descends towards the official lunch stop at Llangollen, which can be seen pictured in British magazine reports of the time

Photo – Biem Start zum erstan Fahrtag regnete es in Srtömen. Die Fahrt fing also schon recht verheißungsvoll an. Das Bild zeigt die Fahrer Stroinigg Oesterreich auf Puch (Nr 35), Leppin-Deutchland auf DKW (Nr. 34) and den Engländer Crabtree auf New Imperial ISDT 1937 (Speedtracktales Collection)

At the start line on the trial’s first day for an unlucky trio, left to right #35 H Stroinigg, Puch 248cc of the Austria Silver Vase team who retired on the first day #34 W Leppin DKW 248cc of Germany who retired the following day #33 H Crabtree New Imperial 246cc who retired on the 4th day.

Photo – Die Fahrer auf den steinigen und schmalen Wegen der Berge von Wales. Der Fahrer ganz vorn (Nr. 47) ist der Tscheche Stanislav auf Jawa und Nr 46 der deutsche DKW-fahrer Scherzer ISDT 1937 (Speedtracktales Collection)

Climbing a rough stone track are riders #47 V Stanislav on Jawa 247cc who gained a gold medal of the Czech Trophy team followed by #46 H Scherzer of Germany on a works entered DKW 245cc who also finished with a gold medal

Photo – One of the German NSU entries crosses a river on the Tregaron – Abergwesyn Road ISDT 1937 (Speedtracktales Collection)

Photo – Schmale Straßen, wacklige Brücken und viele Steine gab es bei der Sechstagefahrt. Diese Brücke war vorsorglich abgestützt, weil nicht einmal der Veranstalter an ihre Haltbarkeit glaubte. Das Bild zeigt den Hauptschriftleiter vom “Motorrad” mit einer Zündapp KS500. Er fuhr natürlich die ganze Strecke, wie es sisch fuur einen “zünftigen” Berichterstatter gehört, mit einer Maschine ab, obwohl das Wetter nicht immer gerade schön war. ISDT 1937 (Speedtracktales Collection)

A rider crosses a deep river crossing by one of a number of temporary bridges created specifically for the event due to higher than usual water levels on the old mountain road between Abergwesyn and Tregaron

Photo – Ein Teilnehmer der Sechstagefahrt bei einer Wasserdurchfahrt. Das Wasser Spritzt offensichtlich ganz shön, und wenn Vergaser und Zündanlage nicht gut gesichert gewesen wären, wäre die Fahrt für den Fahrer an dieser Stelle zu Ende gewesen. ISDT 1937 (Speedtracktales Collection)

Photo – Das ist die englische National-Mannschaft, die sich knapp mit nur 10 Sekunden Vorsprung vor userer National-mannschaft die Trophäe holte. Von links: G. E. Rowley (AJS), V.N. Brittain (Norton) und der Gespannfahrer W.S Waycott (Velocette) ISDT 1937 (Speedtracktales Collection)

Photo of the 1937 winners of the international trophy for Britain Left to right #107 GE Rowley on works AJS 346cc, #70 VN Brittain on works Norton 348cc and #118 WS Waycott with his works 595cc Velocette with sidecar

Photo – An den Tankstellen war immer eine ganze Menge los. Daher hatten sich dort auch immer besonders viele Zuschauer angelunden. Das Bild zeigt Zimmermann-Berlin, der sich auch in England mit seiner Zündapp eine Goldene holte, wie er nach dem Tanken wieder in die Gegend sticht. ISDT 1937 (Speedtracktales Collection)

#135 Zimmermann 498cc Zündapp of an SS team leaves a service area guided out and watched over by a large crowd and policeman whilst about to depart is #104 L Kraus on factory entered 596cc BMW of the German Trophy team

Photo – Korpsführer Hühnlein wollte ganz genau wissen, was von seinen Jungens verlangt wurde. Daher setzte er sich in einen Seilenwagen, wie aus dem Bild ersichtlich ist, und fuhr einen Teil der Strecke ab. ISDT 1937 (Speedtracktales Collection)

Hühnlein along with a large contingent of German helpers followed the even as it moved around Wales and is here seen in his BMW sidecar outfit. Much controversy arose about the implications of what the German helpers may have been up to as they drove about through often sensitive military sites that would become targets when the countries went to war 3 years later.

Photo – Und noch einmal die Bergstraßen in Wales. Die Strecke war an besonders schweirigen Stellen dicht von Zuschauern umrahmt. ISDT 1937 (Speedtracktales Collection)

German and British Sidecars make quick progress up the Allt y Bady near Llangollen

Hopefully the article can be reproduced in full once we have a translation available.

One of the great joys of helping rebuild this site has been the quest for making new material and the recovering of lost treasures as this event’s story is one of a history drawing to an end when the name was changed in 1980 all the sport has continued in a modified form. Of the two most popular topics visitors appear to come to Speedtracktales for are the stories of the ISDT 1964 in East Germany undoubtedly because of its connection with Steve McQueen and the ISDT 1939 in Austria & Germany owing to its rapid termination for the British team which abandoned to evacuate Germany and Europe days before the outbreak of the Second World War. It is however often said that the abandonment was as much a reaction, or over-reaction, to the events that overtook riders following the abandonment of the ISDT 1914 which took place at the time of the declaration of the First World War.

With the anniversary of the declaration of the war looming I was determined to write a feature on the event of 1914 and any ISDT riders connected with the first world war but information on an event, that was never held, is very scarce as there were no reports. Then last week out of nowhere, as ever is the case, came an email from the grandson and great-grandson of Maurice Greenwood who was an active ISDT rider and follower from 1913 and through most of his life. The family were keen to learn about the ISDT and in return offered me access to their family collection of materials connected to the ISDT. As the first of these rolled in it includes a preview of the 1914 event and an article from a paper about the incidents related to Maurice’s passport-less dash to get back to ‘Blighty’ before the war commenced. There is considerable material available in this collection and this is just the first of a number of features that I will be making to hi-light what we are able to rediscover of the event from Maurice’s diligent collecting and retention of material and the family who clearly cherish his memory.

Photo – Maurice Greenwood 1916 working as a dispatch rider in the Somme area of Flanders (Courtesy of the Greenwood Family Collection)

•the Article below first appeared in ‘the Motor Cycle’ Aug 1914

LOCAL MOTORIST’S EXPERIENCES.

Mr.W. Maurice Greenwood (son of Mr. Titus Greenwood, Lydgate) who as stated in our last issue experienced great difficulty in returning home from France, contributes the following interesting article to “the Motor Cycle“

” After the abandonment of the F.I.C.M. Six Days Trials, the British Consul at Grenoble had advised us to get out of the country as quickly as possible, and things to us began to look rather serious. There were four in the party – myself with a Connaught, W. B. Little with a Premier, and R. A. Bishop with a Royal Enfield sidecar and passenger. Our tanks were all nearly empty, but we put our trust in good luck, and started off at 11 a.m. on our journey to the North Coast. The streets in Grenoble were rather quiet, for a lot of the troops had gone away by train i n the early morning. Our luck was in all right, for we came across a small garage in a village two miles out of Grenoble where we obtained enough “essence” to fill all the tanks. This eased our minds a little , and we accelerated speed up to forty and forty- five miles; one speedometer jammed at fifty – eight, so we were “travelling some.” We kept on at this rate till we reached a small place named Bourgoin, where we had lunch. I rather think we might have got into trouble at this place, for a French soldier ordered us to garage our machines in a shed and not to take them out again, but as he had disappeared when we came out of the hotel, our machines disappeared also, as fast as we could make them, on the road to Lyons. It was I nearly 4 p.m. when we neared Lyons, keeping well together all the way. It took us some littIe time to find the way through the town, but we were soon on the road to Roanne.

Photo – Maurice Greenwood – seated reading a copy of ‘the Motor Cycle‘ and taken at home 1912 in Todmorden (Courtesy of the Greenwood Family Collection)

” My oId two-stroke was running splendidly, and I kept well ahead, for the road was fairly good though twisty, and well fitted up with guide posts. On reaching the octroi at Roanne, about 6·30 p.m., I pulled up to wait for the other two, but as they had not appeared in sight after twenty minutes waiting,I jumped on the machine and rode back to see what was wrong. I found them about twelve miles back at a village called l’Arbresle; the Enfield had developed bearing trouble in the back wheel, and it was impossible to repair it. We tried our best with the tools we had till 10 p.m., and then gave it up. The villagers crowded round us and gave us moral support, which was not worth much, but better than having bricks thrown at us. We stayed the night in l’Arbresle, and in the morning, after a council of war , we left the Enfield at the hotel, and then went back to Lyons to see if we could obtain a spare ball race for the back wheel. Bishop, and his luggage rode on my carrier, and Little took the passenger and his luggage.

Photo – Maurice Greenwood possibly 1916 sat on his motorcycle [C3306] whilst on leave in Todmorden (Courtesy of the Greenwood Family Collection)

Image – scanned copy of Maurice Greenwood’s Emergency British Registration issued at the British Consul Lyons April 1913 (Courtesy of the Greenwood Family Collection)

” We had barely got into the street again when three soldiers came up and informed us that they required our machines to be left with them as they would be required for national service. This put us in a worse plight than before, but there was no help for it, according to the Consul, so we obtained receipts for the two machines. and left the receipts in the care of the overworked Consul.

Photo – Maurice Greenwood in Rouen, possibly 1916 with a Clyro Sidecar for Machine Gun [WDR77] (Courtesy of the Greenwood Family Collection)

 The first thing was a good English breakfast and then home

” We had to find the Consul in Paris and see what he could do for us, and after a weary and anxious wait of eleven hours, we boarded the train for Havre, and arrived at that port at 9-30 a.m. on Thursday. The boat left Havre at 11 p.m. the same day, and, after a very crowded crossing with all lights out, We arrived. at Southampton about 8 a.m. Friday gIad to get back to Old England. The first thing was a good English breakfast and then home”

©speedtracktales 2014

Born in 1893, Maurice competed in then followed the ISDT event right into his retirement travelling out by caravan to Europe to watch it making holiday trips in caravans to France right into his late 80′s and living until the ripe old age of 96. But not only do we have the luck of the records he kept but the Imperial War Museum took time to undertake a complete set of audio interviews with him which are now available to be listened to his recollections of not just the war but also the ISDT online.

Image – Maurice Greenwood (Courtesy of Greenwood Family Collection)

The recordings of the interview can be listened to here. The recordings are used on the basis of the rights being owned by the Imperial War Museum and are shared here on the basis of the IWM non commercial use license. Please note also that these audio files are in Adobe Flash .swf format and therefore some mobile devices such as those running iOS – iPad, iPhone is unable to play the file.

This is the index of topics covered

British private served as despatch rider with 74 Motor Transport Coy, Army Service Corps in GB and on Western Front, 1914-1917; attached to 5th Heavy Bde, Royal Garrison Artillery on Western Front, 1917-1918; trained with RAF in GB, 1918

•REEL 1 Recollections of background in Todmorden area, 1893-1914: family circumstances; education; working for father’s mineral water manufacturing business and effects of First World War; religious nature of Quaker upbringing; background to developing interest in motorcycles and cars; motorcycles owned; participation in international 6 day motorcycle trials at Carlisle, 1913; participation in London-Exeter-London car rally, 1913; work repairing own motorcycles.

•REEL 2 Continues: Recollections of entering international six day motorcycle trials in France, 7/1914-8/1914: journey out; question of prior knowledge of approach of war; French mobilisation; cancellation of motorcycle trials; failed attempt to join French Army; lack of petrol; problem over lack of papers; French attitude to British civilians; abandoning motorcycles; journey back to GB. Background to recruitment as driver with Motor Transport Section, 74th Coy, Army Service Corps at Grove Park, London, 9/1914: prior failed attempt through excessive queues to join Lancashire Fusiliers; friend’s intervention; assignment as lorry driver. Period at Bulford Camp, 9/1914: conditions of service; lorry driving test.

•REEL 3 Continues: nature of training. Recollections of journey out to Rouen, France, 9/1914: comparative description of Daimler, Leyland, Hailey and Comet lorries; embarkation; composition of unit; question of extra pay as driver. Various aspects of period working from various railheads on Western Front, 1914-1916: role carrying food supplies for troops; shortage of uniform and kit; attachment to 7th Div; loading and checking lorry loads at railhead.

•REEL 4 Continues: convoy discipline and procedure; rendezvous with horse transport; billets; food rations; role as driver; recreations; relationship with French and Belgian civilians; Christmas celebrations, 25/12/1914; view of gas casualties at Ypres, 4/1915; visits by Prince of Wales; Detachment as motorcycle mechanic at Army Service Corps Depot, Rouen, 1916-1917: role repairing faulty Scott motorcycles; question of fitting machine gun and sidecar to chain drive Clino motorcycle; reasons for requesting posting. Period as motorcycle despatch rider with Headquarters, 56th Heavy Artillery Bde Royal Garrison Artillery, 1917-1918: duties; story of move of signal office and subsequent direct hit by German shell; carrying firing programmes to batteries.

•REEL 5 Continues: story of going forward to try and ensure demolition of trapped forward railway gun in Bapaume sector and subsequent close escape from shell during retreat to Doullens during German offensive in Somme area, 21/3/1918; role as despatch rider on Triumph motorcycle; oil used; story of collecting whisky for officer; question of coming under fire; personal dugout; reasons for volunteering to join Royal Flying Corps. Application for training as pilot with RAF at Hampstead, London and Bath, 4/1918-11/1918: medical and consequent nose operation; failing eyesight test as pilot; nature of training as observer officer at Bath; Armistice Day and taking unofficial leave, 11/11/1918; period in London prior to demobilisation, ca 4/1919. Post-war career as confectioner. Story of outbreak of war whilst attending international 6 day motorcycle trials in Munich, Germany, 9/1939: petrol shortage; attitude of German and Austrian civilians.

•REEL 6 Continues: story of being given petrol by Austrian civilian; status as enemy alien; crossing border into Switzerland; story of hearing Hitler broadcast on radio; move to Lucerne; journey back via France and Belgium; question of treatment by German and Austrian civilians; failure to use note guaranteeing safe transport.

Unfortunately the above file appears to be damaged and only plays partial snippets of the interview, this has been reported to the IWM hoping they can source a new digital copy from the original audio source.

Speedtracktales is endebted to the generosity of the Greenwood family in making this and other material available. In particular the help of his Grandson Martin and Great Grandson Max. Please be aware any reuse of this material for commercial purposes without consent exceeds the rights retained by ourselves and the respective owners and will require a request for approval of use.

Back again is Alan Wright’s fantastic bike show dedicated to the old days with a strong representation not only by Off-road but also Enduro and ISDT. A popular feature of the show is not only the access to old bikes but presentations and talks from soem of the past celebrities of the industry both as riders or in the development of bikes and events.

The main themes for 2014 are:
- Maico display: all the bikes for each year from 1962 through to 1986. A visual history of the famous German marque with Badger Goss and Bill Brown on stage talking about the men and the machines. 
- The pre-’65 Scottish trial winning men and machines. Celebrating 30 years of the event there are 18 winning machines and just 17 different winners.  What a display!
- The Bultaco Sherpa Era 1965 to 1982.  An example of each year of the Spanish machines infamous past from the beginning to the end. In addition, a seperate display of Bultos which were championship winners.  Sammy Miller and Yrjo Vesterinen comment.
- Valentino Rossi’s first world championship winning machine – the real article – the 2001 Aprilia 125cc.
- The 350 Jawa: only 3 of these exotic V4 racers were ever built by the Czech factory. On this 1968 model Franta Stastny was second in the world series but sadly the great Bill Ivy was killed on one.  Sammy Miller will start the machine in the show halls each day.
- The last trials bike made by the BSA factory, the radical “big beam” Bantam, designed and built by competition shop employee and British sidecar racing champion Norman Hanks which has lay in Norman’s garage for 43 years.

Personalities from Off-road legend include Brad Lackey, Badger Goss, Ron Langston, Sammy Miller, Pete ‘Eddy’ Edmondson and Jimmy Aird

That’s not to say that other marques won’t be on display in abundance, just that a particular effort to display these themes will be made. Anyone interested in displaying a machine should contact Alan on 01789 751422. The machinery does not need to be in any way concours standard. Examples in reasonable order are every bit as interesting as fully renovated highly polished examples. Best of show trophies will be awarded to Best Road Racer, Classic scrambles, Twinshock motocross, Trials and best grass track/ speedway machinery anywhere within the show. 

More details on the web site www.classicoffroadshow.com

In preparation for the ongoing project to try to map all routes for every ISDT, I’ve acquired a map for the ISDT 1965 from the official Programme. If anybody has any more information about the exact locations of checks etc I would always be grateful to get them for when I turn my attention to this event.

Image – scanned copy of map of event route ISDT 1965 (Speedtracktales archive)

This is a low resolution copy I have a master image scanned at 300dpi and would like to very much thank the generosity of Graham Forsdyke, one time writer for ‘the Motor Cycle‘, ‘Motor Cycling‘ who covered a number of ISDT events and made this copy of the programme available for our further research needs.

I am starting the preparation to mapping all the ISDT’s, especially our home nation ones in the UK. Work is commencing as detailed mapping or advice on the route becomes available. Thanks to the kind intervention of Bill Kershaw, we now have a copy of the ISDT 1961 Programme which includes a detailed map with Ordnance Survey detail for the route of each days course in 1961. Whilst work is committed ot existign projects I have posted the maps we have here and hope if anyone has additional information that can help, please drop a line in the comments here or on the guest book

image – scanned map of routes for days 1, 2 and 3 of ISDT 1961 (Speedtracktales Archive)

image – scanned map of routes for days 4, 5 and 6 of ISDT 1961 (Speedtracktales Archive)

Image of Scanned map from ‘Motor Cycling’ showing Day 1 – 3 route of ISDT 1961

Image of Scanned map from ‘Motor Cycling’ showing Day 4 – 6 route of ISDT 1961

I was pleased to discover a copy of Das Motorrad covering the ISDT of 1961 in Wales. As much as I am a fan of the quality British Bike Magazines of the period ‘the Motor Cycle‘ and ‘Motor Cycling‘ both of which provided quality detailed reporting and opinion on the events with good journalists. I have also found ‘Das Motorrad‘ even despite my non existent German language skills provides its own standard of Quality in a magazine surprisingly devoid of much of the advertising and classified that fills so much of the English magazines.

image – cover of ‘Das Motorrad‘ #22 25 Oct 1961

I’m going to try to get the article translated and made available via our Issuu library but for now here are the images of the article with their German captions, and my comments in English as appropriate.. many of these images will not have been seen in Britain before.

photo – Deise Sechs gewaanen, als einzinges strafpunktfrei gebliebenes Nationalteam, die Trophy der Sechstage Fahrt 1961 für Deutschland: Erwin Schmider auf der aufgebohrten 250er NSU, Lenz Müller auf seinen Hercules mit dem 175er Sachs-Motor, Lorenz Specht, der die 175 ccm- und Mannschaftskapitän Richard Heßler, der die 250 ccm-Zündapp fuhr, Sebastian Nachtmann auf 600er BMW and schließlich Günter Dotterwich, der erstmalig auf der 250er Maico soß (von links nach rechts.) ISDT 1961 (Speedtracktales Archive)

West German Trophy team riders #91 Lorenz Specht of Germany on his works Zündapp 175cc , #296 Sebastian Nachtmann on the works BMW 590cc with #271 Erwin Schmider NSU 297cc #55 Lenz Müller Hercules-Sachs 175cc #120 Richard Heßler Zündapp 247cc #141 Gunter Dotterwich Maico 250cc

Photo – Geschlossen kamen die Italiener zur Abnahme (vorn ihr Team-Manager Secchi); am Sonntag gab’s hier allerdings dann ein mächtiges Gedränge und lange Wartezeiten, weil man sich ein bißchen verdisponiert hatte. ISDT 1961 (Speedtracktales Archive)

Italian team queue for the weigh in and scrutineering.

Photo – Dieses britische Marschall – Mädchen war nicht nur nett anzusehen – es war auch im wahrsten Sinne des Wortes “auf Draht” (mit dem sie nämlich bei der Plombierung heftig tätig war) ISDT 1961 (Speedtracktales Archive)

Part of the British support team helping with Scrutineering in her Barbour is the wife of Bill Kershaw.

Photo – So (und später noch toller) stauten sich die Fahrer am Start zur Bergprüfung des dritten Tages; der Starter äugt gerade zur Bergeshöh’, ob man ihm von dort oben durch Fahnenschwenken Zeichen zum Ablassen des nächsten Konkurrenten ISDT 1961 (Speedtracktales Archive)

Photo – Oben Beschleunigungs- und Bremsprüfungen gab es an mehreren Tagen; sie waren hinsichtlich des Bodenbelags nicht immer günstig – ein Bremstest auf losem Schotter ist wenig sinnvoll. ISDT 1961 (Speedtracktales Archive)

Part of the braking test.

Photo – Der ADAC hatte, wie 1954, wider seine Uhren mitgebracht; noch besser wäre es gewesen, wenn man auch die Lichtschranken mit angefordert hätte (und das geeignete Material für die Kontrollkarten, denn das in England verwendete Papier war höchst ungeeignet). ISDT 1961 (Speedtracktales Archive)

One of the set of Time Control Clocks loaned to the event by the West German federation ADAC.

Photo – Die kleine Miß Savage schaffte es, mit ihrer Cotton doch tatsächlich biz zum letzten Tag dabei zu sein und eine Bronzene mit heimzunehmen! ISDT 1961 (Speedtracktales Archive)

#222 Miss Savage on her Cotton of the CSMA team

Photo – Der Engländer Faulkner auf einer 250er BSA beim Start zur Bergprüfung am vierten Tag. ISDT 1961 (Speedtracktales Archive)

#179 Bill Failkner on his BSA 250cc

Photo – Daneben werden Gerade Sengfelder und Volker Kramer mit ihren 50er Zündapp-Maschinen zur Bergprüfung des zweiten Tages gestartet (neue Startmethode – ohne Sekunden-Zähler!) ISDT 1961 (Speedtracktales Archive)

Zundapp Works riders #5  Gerade Sengfelder on his Zündapp 50cc #9 Volker Kramer on  Zündapp 50cc both on the Works ‘B’ team

Photo – Einige Mitgliender der sowjetischen Equipe, sich mit Wehmeier (Gritzner-Kayser) zu verständigen. ISDT 1961 (Speedtracktales Archive)

#4 HC Wehmeier on his works Gritzner GS 50cc

Photo – Das Konterfrei ist nicht der Rübezahl von Llandrindod ( von dem man sich erzählte, daß er in der Nacht vor dem Start dem Schmider im Traum gedroht habe, er solle ja nicht —!), sondern ein typischer englischer Schlachtenbummler. ISDT 1961 (Speedtracktales Archive)

Suspect its a light hearted skit of this bearded British helper at the ISDT

Photo – Heinz Liendel, der wieder so zuverlässig war wie seine Puch, nach dem Reifenwechsel am vierten Tag sein Hinterrad wieder ein. ISDT 1961 (Speedtracktales Archive)

#70 Heinz Liendel of West Germany works on his Puch 175cc

Photo – Daß lediglich durch Scheks Unfall unsere Silbervase B platzte – an Anscheidt und seiner 50er Kreidler lag es jedenfalls nicht, die war der Sechstage-Beanspruchung voll gewachsen (Anscheidt erzielte die höchste ISDT 1961 (Speedtracktales Archive)

Member of the West German Silver Vase ‘B’ team H.G. Anscheidt on his works Kreidler 49cc

Photo – Polanka auf der 175er CZ (hühere Gutpunktzahl als unser Abt ,der die höchste Gutpunkzahl der deutschen Fahrer auf 175 ccm-Maschinen erreichte!) im Schieferstück des zweiten Tages. ISDT 1961 (Speedtracktales Archive)

Czech Trophy team rider #62 Z Polanka on works CZ  175cc

Photo – Abt mit seiner ja gewiß nicht mehr ganz taufrischen 175er DKW, mit der er, obwohl er das ganze Jahr nicht mehr in einem Wettbewerb gefahren war, in Wales einen ganz ausgezeichneten Eindruck hinterließ – hier im Schieferstück des zweiten Tages. ISDT 1961 (Speedtracktales Archive)

West German #61 J Abt on DKW 175cc

Photo – Das is der Mann, der die höchste Gutpunktzahl aller Teilnehmer erreichen konnte: Vergani vom italienischen Vasenteam auf 100 ccm Capriolo. ISDT 1961 (Speedtracktales Archive)

Italian Silver Vase team rider #27 F Vergani on his Capriolo 100cc

Photo – Witzel in der Gelände-Sonderprüfung des vierten Tages. Auch ihm ISDT 1961 (Speedtracktales Archive)

West German rider F Witzel on a works Hercules-Sachs 175cc

Photo – Das Resultat des Absuchens der Strecke-manche Reifenpanne beim Schlußrennen dürfte damit verhütet worden sein. Daneben die Männer, die die Runden unseres Trophy-Teams beim Schlußbrennen kontrollierten – mit dem Richtungspfeil gab Georg Weiß dann (Wenn auch verboternerweise) jedem einzelnen unserer Fahrer freie Fahrt, wenn seine Pflichtrunden erfüllt waren. Die sechs Steine, die ihm dabei nacheinander vom Herzen fielen, sieht man im Bild nicht ISDT 1961 (Speedtracktales Archive)

Shodon Airfield home of the speedtest was found to be littered with debris that required a major litter pick prior to the event being run

Photo – ISDT 1961 (Speedtracktales Archive)

A sample of the debris pulled of the racetrack

Photo – Eine Gruppe englischer Fahrer beim Schlußrennen – Mary Driver #211 ist auch hier noch mittenmang! ISDT 1961 (Speedtracktales Archive)

Riders at the Speedtest at Shobdon Airfield in Herefordshire #192 Staff Sgt G Johnstone Triumph 200cc Russian#196 E Subbotin IZH 246cc #224 A N Jones Greeves 246cc #211 Mrs Mary Driver BSA 250cc

Photo – Das deutsche “Vorkommando” beim Nägelsuchen auf der Strecke des Schulßrennens (Shobdon Airfield) ISDT 1961 (Speedtracktales Archive)

West German ADAC support team working out the numbers.

Photo -Hercules advert listing successes with medals ISDT 1961 (Speedtracktales Archive)

Olga Kevelos was one of the foremost and often admired of the women riders of the ISDT very forceful and singleminded when needed which as a rider gave perfect qualities to compete against and beat men with skill rather than brute strength. However she was know to throw the odd curved ball once in a while in her passion to seek change and improvement in motor cycle sport.

A recent trip to the museum of eBay found an old copy of the tabloid format edition of British weekly ‘Motor Cycle incorporating Motor Cycling‘ of the 14th of February 1968 with a headline “Six Days Scramble Plan – Olga demands ISDT Shake-up“

Photo – Front page of ‘Motor Cycle‘ 14th February 1968 on proposals to change the ISDT rules.

I was able to glean the following information of a radical proposal to restructure the ISDT being put forward by Olga Kevelos on behalf of the Midland Centre of the ACU.

“Revolutionary proposals for pepping up the International Six Days Trial by turning it into a mass start scrambles marathon over a ten mile course with 100 machines each shared by those rider are being considered by the Auto Cycle Union. And they could be put to the FIM for adoption at next year’s ISDT.

The scheme was proposed at Friday’s ACU general council meeting in London by Midland Centre delegate Olga Kevelos, a regular Six Days rider who won a gold in the 1949 ISDT

She stated the present event run partly over roads with frequent time checks, as a xxxxx embarrassment and anachronism.

In its place she called for a nine-hour-per-day scramble over a 298yd wide and as severe as the Scott Trials. Trophy Teams, she said should consist of four machines and 12 riders. There would be no capacity recognition. Any Motor Cycle could compete, including sidecars, and victory would go to the team completing the greatest distance.

A closed circuit she argued would help to pay for the event by xxx xxxxxx and advertising xxxxx xxx xx xxxx as xxxxx xxx xxxxx xxxxxxxx xx xxx replacement of parts. The trade and manufacturers would love it, she insisted.

So far the plan has had mixed reception.

On Friday the ACU’s ISDT Chief, Cliff King, agreed to consider it, most delegates were amazed.

On Sunday, veteran British ISDT teamster Ken Heanes said “It’s absolutely crazy, nothing but a relay race and loses al the idea of the ISDT. Certainly I’ll have nothing to do with it”

But British ISDT team… Continued on page 3″

Sadly the next page is not available to view on the items listing and with past experience of 1960′s motorcycling newspapers falling into dust when being scanned and high carriage costs I am not entertaining purchasing the paper at the prices listed. Should anybody be able to recall the story from the time please let me know although we can be certain the wisdom shown by Ken Heanes prevailed and the rule book for the following years ISDT barely changed.

The same eBay seller also has this copy of ‘Motor Cycle‘ on sale for the 16th September 1967 which has the headline “Blow to ISDT Trophy Team”.

photo – front cover of Motor Cycle 16th September 1967 ISDT 1967

Sadly the image of the page is a poorer quality than the above listed one but reading the enlarged image, it tells the news in the week before the ISDT 1967 starting in Poland that the British Team manager Jack Stocker, a seasoned ISDT campaigner himself had to inform the ACU’s Cliff King that he would be unable to attend that years ISDT due to business commitments, a Major Eric Davies? was appointed at the last minute to replace him.

Also in the article appears to be details of the possible coverage of the event in Poland by the BBC and makes reference to the BBC TV’s Outside Broadcast Head of Sports Programming, Bryan Cowgill, (mastermind of Grandstand, Match of the Day Sports Night and coined the phrase Action Replay) who was seeking to secure a deal with the Polish Broadcasters to purchase coverage of the ISDT.

If anyone has any thing to add to these stories please feel free to contribute via the comments box