I took the opportunity to get away for the bank holiday weekend (25th – 27th), to visit friends and watch some motor racing. The weekend started with a trek up the M6, which invited a number of observations.
1. The M6 toll is a wonderful road, beautifully surfaced and it seems to attract well behaved drivers. Everyone keeps left, everyone seems content to travel at their own pace, no one crowds and no one seems aggressive.
2. The M6 toll should be extended north. The way the traffic stopped dead at the end of the toll section brings you back down to earth with a metaphorical bump. It seems that the M6 northbound cannot cope with the traffic from the toll road rejoining.
3. Congestion is self-limiting to a certain extent. The overhead signs warned of congestion for some distance surrounding the junction I needed. However, thanks to a little local knowledge I was able to come off a junction before the hold-up and follow an alternative route. When a road becomes known for slow or stationary traffic people will, wherever possible, modify their journey time or route to find a less congested alternative.
4. Our roads work very well. Even with the traffic as bad as it was my journey from Warwick to Urmston (not far from Old Trafford) took no more than two hours 15 minutes. That’s only 15 minutes more than I would expect the journey to take on a clear motorway.
My improvised route took me through the outskirts of Crewe. I know Bentley is based in Crewe so I was not surprised to see signs offering direction to the factory (although I always associate Rolls-Royce with Crewe even if BMW would rather I didn’t). What did astonish me was that the last of the signs I saw directed people to both the local recycling centre (rubbish dump) and Bentley. It seemed so incongruous that I was tempted to stop and photograph the sign, I suppose it illustrates the old saying, “where there’s muck, there’s brass”!
Thursday, 30 August 2007
Wednesday, 22 August 2007
Britain in danger of running dry?
Apparently the number of petrol stations is at its lowest since 1912. With 150 forecourts having closed down already this year there is increasing concern about how difficult it might be to refuel in future.*
The pressures on retailers are understandable. For each pound (sterling not avoirdupois) of fuel sold something like 70-80 pence is tax revenue for the government which doesn't leave much money to cover the cost of the fuel, pay for the infrastructure and staff. No wonder petrol station shops all seem to be turning into mini supermarkets.
Urban petrol stations must also feel the pressure of high demand for land, forcing rents upwards. In the town wher I used to live I know two petrol station sites that are now residential flats.
Is there a solution? Probably not one single solution, more tax relief for petrol stations (especially those that are not associated with supermarkets) would help. Even more important is for us all to think about where we buy fuel. I could fill my car at the supermarket when I do my weekly shop but instead I support the petrol station in my village. It is more expensive but the loss of the only petrol station is more important than a few pounds in my pocket.
*Source: Retail Motor Industry Federation
The pressures on retailers are understandable. For each pound (sterling not avoirdupois) of fuel sold something like 70-80 pence is tax revenue for the government which doesn't leave much money to cover the cost of the fuel, pay for the infrastructure and staff. No wonder petrol station shops all seem to be turning into mini supermarkets.
Urban petrol stations must also feel the pressure of high demand for land, forcing rents upwards. In the town wher I used to live I know two petrol station sites that are now residential flats.
Is there a solution? Probably not one single solution, more tax relief for petrol stations (especially those that are not associated with supermarkets) would help. Even more important is for us all to think about where we buy fuel. I could fill my car at the supermarket when I do my weekly shop but instead I support the petrol station in my village. It is more expensive but the loss of the only petrol station is more important than a few pounds in my pocket.
*Source: Retail Motor Industry Federation
It is very nice to be asked
One of the nicest things that happened to me recently was to be offered my own forum in a motoring forum run by a friend. The forum is for enthusiasts of post-war classics and is full of entertaining discussion - if you like old cars it is well worth a look.
I've also had someone else ask if they can re-use some of my blog articles on his web site. Nothing has happened yet because the site owners have other commitments. It is very encouraging to know that people read what I write and anything that helps me reach a wider audience has to be a good thing.
I've also had someone else ask if they can re-use some of my blog articles on his web site. Nothing has happened yet because the site owners have other commitments. It is very encouraging to know that people read what I write and anything that helps me reach a wider audience has to be a good thing.
Tuesday, 7 August 2007
Books Lately: Citroën 2CV by John Reynolds
My experience of car books suggests that most titles fall into one of two categories. There are thorough, in-depth studies carefully researched and lovingly written. Then there are books turned out as money-spinners. Some have titles like “Great Sports Cars” with a few performance specifications and glossy photos that look strangely familiar because you’ve seen them in half a dozen similar books before. Others will have a celebrity name on the cover and be smaller in format covering odd cars or bad cars, picking on the familiar whipping boys (Austin Allegro, Morris Marina, Reliant 3-wheeler etc).
John Reynolds’ history of the Citroën 2CV belongs firmly in the first group. First published in 1997, seven years after production of the 2CV ceased, with a 3rd edition published in 2005. It is a tribute to Mr Reynolds’ skill that you don’t need to be fanatical about the subject to enjoy the book. The background story, looking at the history of Citroën, the men responsible, the development story and even the way France changed in the 40 or so years all add colour to what might otherwise be a dry chronology of specification changes and model variants.
Of course details of the changes made as the 2CV was developed are recorded and the 2CV derivatives, the Dyane, Ami, Mehari and Bijou all receive fair coverage. Unlike plenty of one model books there is even a chapter devoted to the 2CV’s rivals. The way the book is written allows the reader to choose whether to read each chapter in order or to dip in and out depending on what captures the interest. There are even plenty of informative sidebars detailing areas of particular interest.
Even if you have little love for the 2CV (and it seems to be a love or loathe sort of car) but enjoy a good read this book is worth seeking out. It might not be packed full of glossy colour photographs (colour is confined to a couple of small sections) but there is plenty of intelligent content. Like the subject it covers the book is slightly quirky but has an undeniable appeal.
John Reynolds’ history of the Citroën 2CV belongs firmly in the first group. First published in 1997, seven years after production of the 2CV ceased, with a 3rd edition published in 2005. It is a tribute to Mr Reynolds’ skill that you don’t need to be fanatical about the subject to enjoy the book. The background story, looking at the history of Citroën, the men responsible, the development story and even the way France changed in the 40 or so years all add colour to what might otherwise be a dry chronology of specification changes and model variants.
Of course details of the changes made as the 2CV was developed are recorded and the 2CV derivatives, the Dyane, Ami, Mehari and Bijou all receive fair coverage. Unlike plenty of one model books there is even a chapter devoted to the 2CV’s rivals. The way the book is written allows the reader to choose whether to read each chapter in order or to dip in and out depending on what captures the interest. There are even plenty of informative sidebars detailing areas of particular interest.
Even if you have little love for the 2CV (and it seems to be a love or loathe sort of car) but enjoy a good read this book is worth seeking out. It might not be packed full of glossy colour photographs (colour is confined to a couple of small sections) but there is plenty of intelligent content. Like the subject it covers the book is slightly quirky but has an undeniable appeal.
Friday, 20 July 2007
Goodbye Newport Pagnell
To many people I suspect Newport Pagnell is no more than a service station on the M1 motorway. To the car enthusiast Newport Pagnell is also the home of Aston Martin but as of 19th July it is no longer a car factory. The last Vanquish was driven off the production line in a ceremony attended by local dignitaries, Aston owners and employees. For the foreseeable future all Astons will be built at the purpose built facility at Gaydon in Warwickshire.
There is no cause for sadness, for one thing the Newport Pagnell site has been retained as a centre for servicing and restoring older cars. And, like most companies with a long history, Aston Martin has had more than one factory. The original factory was at Feltham in Middlesex (I think) and it was in 1953 that tractor magnate and then owner of Aston bought the Newport Pagnell site with full production starting in 1958.
The closure does mean that both of the car factories I’ve visited have closed (the other was Jaguar’s Browns Lane plant). It was back when the DB7 was current but before the Virage and Vantage had been phased out. I was given a tour by the late Roger Stowers, the company historian and archivist. Whatever you thought of the old V-series cars you had to respect the craftsmanship and love with which they were assembled. Who could believe the current, thoroughly modern Astons are any relation to the magnificent old dinosaurs the company used to make? I wonder if the Gaydon factory will enjoy 50 years of productivity.
There is no cause for sadness, for one thing the Newport Pagnell site has been retained as a centre for servicing and restoring older cars. And, like most companies with a long history, Aston Martin has had more than one factory. The original factory was at Feltham in Middlesex (I think) and it was in 1953 that tractor magnate and then owner of Aston bought the Newport Pagnell site with full production starting in 1958.
The closure does mean that both of the car factories I’ve visited have closed (the other was Jaguar’s Browns Lane plant). It was back when the DB7 was current but before the Virage and Vantage had been phased out. I was given a tour by the late Roger Stowers, the company historian and archivist. Whatever you thought of the old V-series cars you had to respect the craftsmanship and love with which they were assembled. Who could believe the current, thoroughly modern Astons are any relation to the magnificent old dinosaurs the company used to make? I wonder if the Gaydon factory will enjoy 50 years of productivity.
Thursday, 5 July 2007
Sad news for Bristol fans
It seems that thieves have stolen the presses used to make the panels for the Bristol Blenheim. The presses, which weigh up to 30 tonnes, are thought to have been stolen for their scrap value – far less than the cost Bristol will incur replacing them.
What sort of world are we living in? You simply wouldn’t think anyone would consider stealing something like this. Maybe it will give Bristol the opportunity to develop a more shapely new body for the Blenheim range. There are those who would be happy if Bristol dusted off the tooling for the 411 range. The problem is the cost of developing and type approving a new body. I just hope it doesn’t mean the end of Bristol Cars.
What sort of world are we living in? You simply wouldn’t think anyone would consider stealing something like this. Maybe it will give Bristol the opportunity to develop a more shapely new body for the Blenheim range. There are those who would be happy if Bristol dusted off the tooling for the 411 range. The problem is the cost of developing and type approving a new body. I just hope it doesn’t mean the end of Bristol Cars.
Wednesday, 4 July 2007
Thirty One Years Ago…
…as well as a heatwave and the American bicentennial celebrations July 1976 saw my arrival into the world. By way of a celebration I thought I’d have a look at the world of motoring in July ’76 as reported in CAR.
Lancia were promoting their Stratos, Citroën were making a fuss about the economy of their quirky cars (remember the Dyane and Ami?). The big news was the Chrysler Scamp, which the world would know as the Sunbeam. The Sunbeam didn’t go on sale until 1977 but July’s newcomers included the Renault 14 and Volvo 343 – not very stimulating. The Lancia Gamma was too new for its foibles to be discovered and the Lamborghini Silhouette seemed very stimulating indeed.
No issue of CAR in this period would be complete without a helping of supercars. Mel Nichols was dispatched to visit Maserati, De Tomaso, Lamborghini and Ferrari. After some difficult times in the fuel crisis things were looking up for the makers of exotic cars.
Almost every time I pick up an old magazine I find something that suggests the world hasn’t changed much in the passing years. So it was with an article on Formula 1:
And if you handicapped cars and opened up circuits to a bit more competition and a little less slowing down, assuring safety in other ways than by multiplying chicanes and other artificial curves and thus allowing more passing and more changes in race position…
How many times every year do people crave more overtaking in F1? What was the saying? Plus ça change...
Lancia were promoting their Stratos, Citroën were making a fuss about the economy of their quirky cars (remember the Dyane and Ami?). The big news was the Chrysler Scamp, which the world would know as the Sunbeam. The Sunbeam didn’t go on sale until 1977 but July’s newcomers included the Renault 14 and Volvo 343 – not very stimulating. The Lancia Gamma was too new for its foibles to be discovered and the Lamborghini Silhouette seemed very stimulating indeed.
No issue of CAR in this period would be complete without a helping of supercars. Mel Nichols was dispatched to visit Maserati, De Tomaso, Lamborghini and Ferrari. After some difficult times in the fuel crisis things were looking up for the makers of exotic cars.
Almost every time I pick up an old magazine I find something that suggests the world hasn’t changed much in the passing years. So it was with an article on Formula 1:
And if you handicapped cars and opened up circuits to a bit more competition and a little less slowing down, assuring safety in other ways than by multiplying chicanes and other artificial curves and thus allowing more passing and more changes in race position…
How many times every year do people crave more overtaking in F1? What was the saying? Plus ça change...
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