july 2020wdhvcgeelong.com/07 vccc news july 2020e.pdfclub captain mike simpson (lyn) 12 weemala ave....
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Kieran Skelton displaying the family 1937 F37 Oldsmobile
July 2020
Disclaimer: Material published in this newsletter represents the views of the author and does not necessarily reflect the views of the Club, it’s Committee or it’s Editor. The Club shall not be responsible for any transaction begun as a result of information published herein, or with an advertiser. Material in this magazine may be copied by another club after written permission is obtained and then the source should be suitably acknowledged. Any information in this publication is not to be used for commercial gain or advantage.
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Club Officials 2019/2020 EXECUTIVE COMMITTEE
President
John Fisher 1A Hearn Rd. Brown Hill 3350 0438.395.915 [email protected]
Vice President Warrick Pitcher (Wendy)
251 Post Office Rd, Ross Creek. 3351
0408 508 303 [email protected]
Secretary Damian O’Doherty P.O. Box 257 Sebastopol 3356 5332 0204 0417 565 408
Treasurer Mark Border 1302 Gregory Street Lake Wendouree 3350
0438 399 609 03 5339 9609
COMMITTEE Assist. Secretary Nerene Backhouse 17 Ayrvale Av,
Lake Gardens 3355 0427 348 060 53376287
Assist. Treasurer Ian Watson 305 Barkly St Bunninyong 3350
0419 020 140 [email protected]
Club Captain Mike Simpson (Lyn) 12 Weemala Ave. Delacombe 3356
5335 9806 0419935147
Publicity Officer Malcolm Bandy (Judith) 55 Belltower Av, Alfredton 0438 356 999
Property Officer Tom Quinlan PO Box 149, Sebastopol 3356
Committee Noel Trengove (Glenis) 6 Arrandale Ave. Alfredton 3350
0400 599 707 5334 1577
Committee
Jenny Ure 0409 954 077 [email protected]
Committee Ray Drury 0417 840 623
TEAM LEADERS & ASSISTANTS Editor Bruce Kerr
(Ann) 1 Ercil St, Wendouree 3355
0438 394 026 5339 4026
Librarian
Gordon Roberts (Pam)
16 Dorringtons Rd. Warrenheip 3352
0409 773 464.
Assist. Librarian Ron Gay (Margaret) 5339 4747 [email protected]
Webmaster Ray Drury Membership Officer Graham Lambourn
(Debbie) 22 Pleasant St Sth, Ballarat 0497 181 750 [email protected]
Social/Catering Officer Wendy Pitcher
Federation Rep. 1 Paul Tracy PO Box 378, Wendouree 3355 0407 518 285 [email protected] Federation Rep. 2 Damian O’Doherty As Secretary AOMC Rep. 1 Wayne Lineker 0437 612 809 [email protected] AOMC Rep. 2 Damian O’Doherty As Secretary Permit Officer Noel Trengove 6 Arrandale Ave. Alfredton 3350 0400 599 707 [email protected]
Assist. Permit Officer Ian Watson 305 Barkly St, Bunninyong 5341 3519 0419 020 140
Assist Permit officer (2) Peter Ure (Lyn)
18 Hillview Rd, Brown Hill 5334 7007 0419 118 837
Notice of Meeting Club Meetings and activities have been suspended until the Government bans are lifted.
We will let you know when we can meet again.
Life Members Alan Firns, Kevin Holloway, Ted Callow (Dec), Norm Grose (Dec), Ron Gay, Ron Goad, Grant Harvey (Dec),
Paul Seager (Dec), Bill Whitford (Dec), Daryl Crawley, Tony Taranto and Gordon Roberts
Newsletter Articles for the August 2020 newsletter are required no later than Tuesday July 28th 2020. All contributions should be in
MS Word and emailed to [email protected] All contributions acknowledged.
Code Red Fire Rating Days Any Club event which falls on a day designated as Code Red is automatically cancelled and Members and Guests are advised
to enact their Bushfire Survival Plans.
Cover Photo Kieran Skelton displaying the family 1937 F37 Oldsmobile
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VCCC Website – vccc.org.au Members area - User name – vintage Password Vc2017cc
Urgent Attention You will have received a Renewal Notice for Annual fees with this newsletter. Please read the notice and act on it straight away – there will not be a reminder.
Fill out the form and return it with your payment by cheque or money order. You can pay over the counter at the Bendigo Bank – add your name to the reference. (and post the form to club address) If you use EFT, mark the form in the EFT box and mail the form to the Club address. For email recipients - if you can’t print the form, have someone do it for you. If you need a membership card include a Stamped and addressed envelope or the membership card will be available when we meet again.
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President’s Report I trust you are keeping well and maintaining good communication with family and friends, even as contact is currently restricted in person. The recent fine days, with which we have been blessed, have been great for gardening and driving our intrepid machines either individually or in small groups. Even though we cannot venture out in large groups, car runs are permissible with up to ten people, keeping social distancing during lunch break, of course. Planning and execution of fully fledged outings are still uncertain, due to this virus situation, but you can be assured that they will be up-and-running as soon as restrictions lift. We would normally have held our AGM in July with election of office bearers, but as current restrictions do not permit that, and as not all members have computer access to Zoom technology, our AGM has been deferred indefinitely. In the meantime, members of the VCCC Committee have been continuing business of the club by electronic means, such as phone, SMS, email. We plan to hold the AGM as soon as restrictions for public gatherings are lifted, thus allowing us all to meet. During this ‘down’ time, maybe you have been thinking about how you could contribute to the running of VCCC. All positions of responsibility become vacant and elections held at the AGM. So, if you are interested, start planning your policy statement/s for position/s of responsibility, to which you can vitally contribute, to help ensure we have the best officials to take the club forward in a vibrant manner. Inserted in this newsletter, you will find a slip detailing how to renew your membership. Please remember that current membership is a requirement of access to the Permit Scheme. If you know any people who might like to join the VCCC, please let Damian O’Doherty know their details, as we are still processing new membership applications. Even though access to our clubrooms is currently limited, we are most thankful to the members of the publication team, who are managing restriction requirements admirably well to ensure the punctual publication of our newsletter. Contributions, other than reports on club outings, have broadened the scope of the newsletter in an imaginative way. The ongoing support of the Permit Officers, processing our vehicle renewal forms under less-than-normal circumstances, is also greatly appreciated. May you keep safe and keep your motors running, Best wishes and shalom, John Fisher
Editor’s Jottings Another month in isolation – from our club that is. I’m sure we are getting about with reasonable normality – we retired people are and hopefully our working members are not impacted too much, I know the restrictions are very tough on many industries, particularly the hospitality people. We as a club are unable to do very much at all so hopefully you can gain some pleasure from this newsletter and from driving your club car.
Other things happen like the stray train that demolished one of the Lydiard Street Rail gates. I hope by the time you read this reinstating it is under way. A lot of discussion has transpired about whether or not it should be put back. I thought that it was decided many years ago that the gates would be part of our historic city forever. I know I get a warm feeling when passing through them and looking to the magnificent station buildings. We are so lucky that most of our buildings have been retained whilst progress takes place around them. The Civic Hall is looking as splendid as it can be with the tropical trees adorning the area whilst the new government buildings make a compromise next door.
Thank you to members who have contributed to this newsletter. If you enjoy the stories herein – why not tell us about your involvement with motoring and or the pleasure you get from the club. If you need help contact Nerene or myself. Stay well, hopefully we will be back to normal soon, - Bruce Kerr - Newsletter Editor
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Secretary’s Report – July 2020
Opening Remarks I must start by saying how much I have enjoyed the contributions of the members who have made a real effort to provide interesting material for us all to read. Fiona Lane, Clive Carmichael, John Emery, Dale Collins, Ian Trembath and David Marks have all had an article in one or another of the last three newsletters, and are to be congratulated on their significant contribution. This isn’t to forget both Nerene Backhouse, Bruce Kerr and the library team who all go to considerable trouble to source new information for you every month, year in year out. Well done all of you.
It’s been chilly these last few mornings and the shed hasn’t been conducive to activity with minus something temperature and on a better day, a single digit temp maximum. However, the problem has been solved. Out at club member Peter Fitzgerald’s shed, he demonstrated the finer points of his diesel heater. Instantaneous heat, I couldn’t get back into Ballarat fast enough to collar one for myself before everyone else heard about them. A bit fumy and a fair bit of noise, but minor irritations in the pursuit of balmy warmth. You can make it nearly tropical if your shed is reasonably draught-proof. Probably costs a couple of dollars an hour to run.
Activity wise, a great concept was noted in the Model A Ford Club newsletter. The suggestion was to get a couple of local members together and go for a run somewhere. This was duly done last Thursday with a run up the back roads to Beaufort and worked quite well. The concept is ring up a couple of your car club mates, make a booking at an eatery and proceed via a circuitous route there and back. As you may be booking for 6 or 8 people, make sure the establishment understands that there are three or four households involved and that you probably shouldn’t sit at one table altogether as a bubble. Alternatively take a picnic and a nice day, rug up, and go visit a scenic spot – Mt Franklin, Mt. Tarrengower, Mt Cole or Mt Buninyong to name a few. I feel sure that there are lots of places that could be visited. Bruce Kerr, our editor, would love to hear about where you went, and with whom (unless it’s a secret), and perhaps a photo or two. Note that this style of activity is not a Club activity as such. Consequently, the individuals participating are responsible.
Shed Talk Been a bit quiet in the shed, the heater has only just arrived! So, the focus has been with the engine builder, Louis Santin. The pistons have been fitted to their rods, rings installed and the pistons and rods put back in the block. There has been an issue sourcing con-rod bolts. Naturally correct Delage bolts have not been available for years, and the “go to” con-rod bolt was a Toyota Landcruiser one from 1970, also now made from “unobtainem”. (As an aside Toyota Japan was approached for a supply, and yes it wasn’t a bother, but the minimum order was 5,000 bolts). A Delage Club member sourced some bolts in Sweden, but the engine builder was not enamoured of them. Subsequently, some Automotive Racing Product bolts have been sourced in the USA, and these will be fitted.
Another issue has been the back axle and hubs which I wrote about last month. The hub issue is being addressed by Ken Clark. I set myself the task of organising a proper castellated nut to hold the hub on the axle on the near side (passenger side). The removed nut was a Nyloc nut which fails on two counts, insufficient surface area to the hub, and of course it can’t be pinned. The near side axle I took to be 18mm, after all it is a French car, and an 18 mm tap appeared to run up the Nyloc nut fine. After the expense of 16.5mm drill and several attempts, an 18 mm tapped piece of round of circa inch and half diameter was achieved. I thought maybe I should just check that this will screw on before I cut the hex at TAFE. No way would it screw on – too small. Much checking with thread gauges, and came to the conclusion that the axle thread was ¾” UNF which is more akin to 19mm. Clearly this axle in the past has suffered a problem, and been down sized and rethreaded, as the offside axle appears to be around 20 mm and metric thread. Just goes to show that you should never assume anything and in particular, measure everything six times before you start work! Another drill, 17.5 mm and a ¾ UNF tap this time and back to TAFE this week to machine class, to start again! Yes, practical classes are back at Federation Uni.
Event Cancellations – The Federation of Veteran, Vintage and Classic Car Clubs has announced the cancellation of both the Marong Picnic and also the Bendigo Swap for 2020, due to the restrictions imposed to curb the spread of Coronavirus. Both of these events are Holy Grail for some of us and so very disappointing that the cancellation is the only realistic action in these difficult times.
Around the Club – A couple of senior members have celebrated significant milestone events. Ed and Janet Ure have clocked up seventy years of wedded bliss. What an achievement. Tony and Pauline Newman have celebrated fifty years marriage and are looking forward to another twenty plus to match Ed and Janet.
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On another front, Bill and Joy Harrison have become Great Grandparents for the first time with the recent arrival of Sadie Joy. Maybe a future old car enthusiast if Bill has his way.
Member Des Watts was awarded an OAM in the Queen’s Birthday Honours for services to the tourism and the accommodation industries. Well done Des.
Condolences – The Club’s condolences have been expressed to Member Lex Hadler on the passing of his wife Carolyn Hadler.
Health Matters – We haven’t been advised of any health matters this month, but to anyone feeling a bit poorly, we wish you a speedy recovery, and trust that you will be out and about soon, but keeping safe in these unusual times. Correspondence Out
1. Condolences via a Courier notice to Lex Hadler on the passing of his wife Carolyn. 2. Congratulatory card to Janet and Ed Ure on the occasion of their 70
th wedding anniversary.
3. Congratulatory card to Tony and Pauline Newman on the occasion of their 50th wedding anniversary.
In 1. Thank you card from Tony and Pauline Newman for the Club’s good wishes on their 50
th wedding
anniversary. 2. Riverland Vintage & Classic Car Club Inc advising that their “Waikerie on Wheels” 2020 Car Run over
the weekend 17th and 19
th October is still on and please come. (Suggest you check their website closer
to the date.) 3. Fiona Elsey Cancer Research thanking the Club for our donation of $1,088. 4. Thank You card from Joan Krahe for the Club’s condolences on the passing of Roger Krahe 5. Thank You card for the Club’s good wishes from Bill Harrison on his recent stent operation. 6. Thank You card from Dianne & Rodney Gardner for the Club’s condolences on the passing of Jack
Pascoe 7. Thank You card from Quentin Turner for the Club’s good wishes on account of his recent illness.
Committee Matters – Your committee has been monitoring the situation in regards to the easing of Covid 19 restrictions, and now, although very small gatherings are possible, your committee has decided that all Club activity involving gatherings of members in one place, except the newsletter production, remain cancelled for the foreseeable future until it is safe to resume.
New Member Application:- Colin Purves and his wife Sue, who have a 1990 Holden Rodeo Crew Cab utility, which is being restored. Colin and Sue are nominated by Paul Tracy and seconded by Barry Adam.
Provided no objection to the above prospective member is received by the President prior to Friday 17th July, the Committee will admit the prospective member under the extenuating circumstances provisions to the membership of the Club. Keep Safe All Damian O’Doherty - Secretary.
“Silver City Tour 2021” New dates for the Silver City Tour 2021 will be from Tuesday 25
th May to Wednesday 2
nd June 2021.
This tour has been shortened by 2 days; we will not be going to Peterborough. The tour will be going in an anti-clockwise direction, which allows us more time to spend sightseeing. A new itinerary will be forwarded to the participants from the original 2020 tour. New 2
nd instalment requirements will be adjusted in the near future.
If further information or concerns, call Lynda & Paul Tracy 0407518285 or Tony Taranto 0400641619.
All Club activities are cancelled until we are allowed back together again
Paying your Club Permit - The most recent correspondence from VicRoads determined that:
Whilst they remain open, VicRoads Customer Service Centre’s will continue to accept payment for club permit renewals.
If permit holders do not wish to attend a Customer Service Centre, they can continue to renew permits through mailing the renewal to VicRoads, GPO Box 1644 Melbourne 3001 (Don’t forget to send a cheque or money order with your signed permit)
New club permits continue to be lodged at VicRoads’ Customer Service Centres. Noel Trengove - VCCC Permit Officer – Details for Club signing in last newsletter
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My 35 years around Morris Minor Cars
I can hear it ringing in my ear now. “Get a two door Thousand” he said in his broad Lancashire accent. That was some time in 1984 when I saw Morris Minor Club member Jim Ackers at the Pleasant Corner Shell Service Station. He was wearing a windcheater with the Morris Minor Club logo on the front, and I commented that I’d always wanted one of those cars – actually I said that about most cars, and that’s how I came by the Jaguar S type. I knew Jim as we had worked at the same place some years before. I think it was really an Austin A30 I wanted, as a teenager my cousin had a 2 door A35 – an import with the 948cc engine and a roaring exhaust under the passenger door.
Anyway, the next Saturday, there was an ad in the Courier for a Morris Minor, so I phoned the number. I had no knowledge of the marque but agreed to go to Hepburn Springs to inspect the car. I was more interested in the Mark 2 Jaguar in his carport, but as I already had one at home and the Morry had the right number of doors, I agreed to collect it the next day on the way back from Melbourne.
It was metallic lime green in colour and although a bit untidy, it had an excellent engine and plenty of rego. Jim came around, and said it was a 1957 1000 model, and if I wanted to sell it, he would give me what I paid for it.
Not much later, a woman who worked in my fruit shop said she wanted a “Morris”. I had spotted a grey 4 door Morris Minor 1000 in Barry Smith’s trade-in yard (where Honda is now), and collected it to show the lady. “No, not that type”, she remarked, “a Morris”. I was a bit confused, but well I like the wide wheels, and it went better than the green one, so I decided to keep it. Some time later she turned up in a “Morris 1100”!!
Jim took over the two-door, named it “Kermit”, ripped out that excellent Morris 948cc engine, implanted a Corolla motor and changed the colour to a no-name pale blue. I’ve never been one to name my cars, so this one became the Morry, or the grey car, or HJM, but as more came along they were known by the colour.
By this time, I think there were seven registrations, the family Triumph 2500, the Jaguar S type, my hack – a Renault 16TS, a 351 V8 F350 fruit truck, a Datsun 1 tonner, a Z500 Kawasaki motor bike and now the Morry. The business – “Bill Valpied Fruit” in Alfredton shopping strip supported them. (the Renault and Z500 soon went)
Later on, with the fruitery sold, along with the two commercials, I used the Morry to go to work, I drove it hard (so what’s new, you say?), and one morning I heard a rattly noise from the engine – and the oil gauge read zero!! The oil gauge venturi tube had dislodged and spat the oil out. That put back, a fill up of oil, it appeared OK.
As we were preparing for the Morris Minor Touring Club trip to Birdsville, I thought I needed a back-up motor, so I bought a car from a Morris Minor Club member in Geelong. It was very rusty but had new tyres and a good motor. The rego, GRO 825, had just expired so I paid that, bogged up the rust, and a friend got a RWC. We used it as a spare car for a while until daughter Kate turned 18, and then she drove it to University for four years until she had some money and bought a Subaru. It towed a trailer at the Swap a few times and was often borrowed. That became the “blue car”. My other daughter used it in a Morris Club Rally and drove it around with a broken spring. I eventually sold the car with a bit of rego.
During this time, my wife decided to change her address – which left some space in the garage. I had been offered Eddie Sarah’s red MM tourer after he died and collected it early in the day her ladyship was to move. To avoid complications, I put it in a friend’s shed where it stayed for 5 months. I also got a trailer load of bits (as you do) including a red front mudguard – and brought the trailer home, unloading it into the garage as I was to help in the shift. I had often said to my 13 year old son Simon that one day we would get a red convertible. On seeing the mudguard, Simon commented, “Now all we need is the rest of the car to go with it!” – little did he know ……..
Five months later, I had moved it to Mrs. Next-door’s garage, and Simon sprung me working on it . . . “It’s a lovely car”, he said (an expression we used), knowing without any words exchanged that it was ours. He got a lot of pleasure from that car during those difficult years.
A progression of “parts cars” followed, including a couple for Simon, one of which we started to restore and it took up space in my garage for nearly 20 years unfinished. Simon had wanted a Mini after I once pointed to a Mini and saying that they had similar mechanicals to a Minor - I thought I’d converted him. As he had turned 18, and he couldn’t travel on the bus to University any more, he bought a Mini K from KJH and lost interest in the Minors.
Well, he was a petrol head too, and after joining the Light Car Club, he rally-crossed the Mini claiming third spot in his first year’s aggregate. As the Mini wouldn’t keep up with the WRX Subaru’s (special turbo rally cars), it got
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the 1275cc treatment. He claims he ran the same engine in three subsequent cars – it has had two blocks and 3 heads. The Mini became a second car when the bassinet wouldn’t fit and he bought a Subaru.
My second daughter was at Melbourne Uni, and we considered the regular trips too far for a Morry, she taught flute at Ballarat College a couple of days a week, so I considered a ’57 Series One Morris Major a friend wanted to sell. We decided to go modern and bought her a Subaru. I couldn’t be left out, so when the kids left home, there was another Subaru in the drive. (Between the 3 kids and I, we had a progression of Subaru’s - my current Outback is number 16 – and Kate has just replaced her 4th Subaru Outback making the new one number 17)
Negotiating the Bathurst Race track Heading up the line at the Bourke Tourist Centre
That grey car has never failed me. It has been on many Morris Minor Tours including Birdsville and down the Birdsville Track, the Flinders Ranges run, the Gulf of Carpentaria and Reef (Kurumba & Cairns) journey and the Ayers Rock/Kings Canyon and Alice Springs/Innaminka epics. A few years later, around 1994, a friend found a 1275cc short motor (ex 1100S) at the Supa Swap, and convinced me to buy it, my arm still hurts from the twisting. He converted it from east/west configuration to north/south to fit the Minor. Much development has taken place since, and the car is very usable. Most of that story was written 20 years ago but the obsession continues. The camper trailer has pushed my cars all over Central & Eastern Australia.
As the children left home I didn’t need a big house with its two car garage (and generous friends who lent me space) so I sought out a better sized garage – 50’ x 25’ is rare in suburbia but I found one and the bonus is that a house came with it. I have been happy here for nearly 20 years.
I still have the S type Jaguar – it earned its place as a properly licensed wedding car along with Clark Chester’s S type (now for sale) and Neale Goad’s magnificent 420G (trading as Ballarat Classic Jags) for 20 years, the red 1951 MM convertible and of course the “Grey Morry”. Also along the way I acquired and restored the 1951 MM “Green Tourer”, and a 1968 Morris Cooper S, the “Cooper” – nowhere in its model designation is it called a “Mini”. Often called a Mark 1 ½ because it was a changeover model. This one started life as a NSW pursuit car.
And yes, I enjoy my Morries, but as my late Mother once said “there is more to life than Morris Minors”.
An opportunity to go caravanning around this great country has taken me to many more places in recent years with, hopefully, still more to come – while we are still able. - Morry Bruce
Lucas Electrics – an epitaph to Joseph Lucas Joseph Lucas, “The Prince of Darkness”, well known to owners of British Classics for his electrical genius. This is quite an unfair title, and really tends to highlight the inability of most laymen, to comprehend the simple principles of an automotive electrical system.
Forget all that nonsense about magnetic fields, and the flow of electrons along a conductor, for it is just that – nonsense – a myth put about by Auto Electricians to support their lavish lifestyle at your expense. The reality is SMOKE! When you think about it, it all becomes startlingly obvious. Something makes all electrical things function. If smoke escapes, the component ceases to function. For instance, the last time you had to grovel under your car to replace the starter motor, didn’t it start smoking just before it stopped working? Of course it did!
The wiring loom carries the smoke from one component to another, being pumped around the system by the dynamo. When a wire springs a leak, it lets out all the smoke. Then everything stops. The starter motor requires a lot of smoke to work properly, so it has a very thick wire to transmit the required amount.
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The battery stores up lots of smoke, held in suspension by the battery acid, which is why they were once called accumulators. That was until it became apparent that we home mechanics would twig to the secret. Naturally if too much smoke is accumulated in the battery, it will escape through the little holes in the top - this is why the new fangled sealed batteries tend to explode when they get too much smoke in them.
But why is Joseph Lucas so maligned? Why are Lucas components more likely to leak smoke than say, Bosch or Delco? Because Lucas is British, and all British things always leak. British sports cars leak rain, British engines leak oil, British hydraulic units leak fluid, British Governments leak military secrets, so naturally British electricals leak smoke!
- Anon
My Life Story – by Annie (as much as I can remember anyway) Hello everybody – my name is Annie. I am currently being loved and cared for by Nerene Backhouse.
I was ‘born’ in 1956 in Longbridge, near Birmingham (England). As production of my model ceased in October of that year, I think I must have been one of the last vehicles made. I arrived in Australia in early 1957, packed as a CKD, and assembled here, which I presume was at the Austin factory in Dudley Street, Melbourne because I went to Ballarat after that. I think it’s quite rare for a vehicle of my mature years to live in the same town all its life. So, I guess I am a ‘local’.
For the technically minded, I have four doors, four gears and four cylinders. I am powered by an 803cc engine and weigh 673kg. My fuel tank holds 5¾ gallons which is 26.14 litres. For an old girl, I perform pretty well – the first 50 miles or so on a drive, I cruise at 50-52mph; but after an all-day drive, I like to speed up a little bit to 55-57mph. I still have my original colour ie British Racing Green, and apart from upkeep and maintenance, everything else about me is original, including my number plates.
My first owner was a travelling salesman from Ballarat. I can’t remember what his name was, nor what he sold, but I do remember going on long drives out into the country areas of Ballarat. He needed a bigger vehicle after about 12 months, so I was moved on to a very lovely and adventurous lady called Miss Elsie Kirk. She was a teacher at the Urquhart Street Primary School. I can’t remember, but Miss Kirk quite likely had my service work done at Caddy & Kerr in Armstrong Street North, Ballarat. The Austin Dealer back then was Sam Ellis & Sons opposite them.
I was Miss Kirk’s wheels for about 25-30 years. There was a student at the school who remembers me very well, and said his brother was the one who used to service me for Miss K. Miss K and I travelled thousands of miles together, especially after she retired. We even went across the Nullarbor to Perth on the old road, plus many, many other long trips. We were hardly ever home but, oh, we had so much fun together and I saw a lot of Australia.
Miss K was in the Western Croquet Club as was a young man by the name of Rodney White. In due course, Miss K decided it was time I moved to Rodney’s place. This was in the late 1980’s, maybe ’87 or ’88. Unfortunately, Rodney’s family didn’t like me very much – I was too slow for them! But Rodney still looked after me and took me on a few drives every now and then – on his own.
After about 8 or 9 years, he decided I needed to go somewhere else to be cared for, so I went to a man called Peter Jacobs who was a Solicitor in Ballarat. He was a car enthusiast, and took very good care of me, but very unfortunately, he was diagnosed with cancer and died just a couple of years later.
So, I was on the move again – this time to Bernie Palmer. He did a lot of work on me and spruced me up a bit. I could tell he was really enjoying having me around as we went on lots and lots drives around the Ballarat countryside. But, during his many years of illness, he could no longer drive me. So, I just sat in his garage, all forlorn and lonely, until the family decided it was time to sell me.
Peter Holloway knew about this, and he also knew that Nerene was looking for a car (she having joined the Vintage and Classic Car Club Ballarat about a month earlier). So, arrangements were made with Paul Seager for her to go and have a look at me. But, because I hadn’t been going for over 4 years, I needed a lot of work to get me running again, which Nerene didn’t know how or what to do. So, she walked away from me – boo hoo!! She seemed really nice, and I had thought we could be best buddies. I would have loved to have gone home with her.
Alex Martin came along the next day, and took me home. He knew how to fix me up and get me back on the road. But then his health deteriorated, so Peter contacted Nerene again – and bingo. After a short drive, I heard her say to Alex, she wasn’t going to let me go a second time. Yippeeeeee!
I arrived at Nerene’s on the Wednesday before the Begonia Rally weekend in 2008 – and that Rally was our first outing together. She had to learn how to drive me ‘on the run’ as it were – no time to practice first! Only a couple
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of weeks after that, Rodney came into the place where Nerene worked. She had known him since she was a teenager, but he was also a very good friend of her brother’s. The story goes like this, “What’s news – I haven’t seen you for ages”. Nerene told him that she’d bought me, and he said, “I used to have an A30 – a green one. Now what was it? GOV something”, and Nerene finished it off for him. She knew then that I used to live with him.
Let me tell you why Nerene named me Annie – the name just rolled off her tongue about the second time she was taking me on a run. You see, her grandmother was named Annie Austin, and so I guess she had just got used to saying that name.
Well, I hit the jackpot when Nerene said I could go and live with her – we have had the absolute very best of fun together, not just on runs with the Club, but also going “O/S” would you believe, to the Austin Nationals in Devonport in 2015, and then last year we went to the one in the Barossa Valley. We have been on many Begonia Rallies where I have won two awards for the best original unrestored vehicle. I don’t actually go on all the club runs any more like I used to since Nerene became the owner of her Dad’s Skyline – she chooses which one of us would be best for a particular run.
I have my own house to live in which is cute and cosy – and I love it. I know Nerene treasures me because of how she looks after me to keep me fit and healthy. She and I have plans to go to next year’s Austin Nationals – wait for it – to Port Stephens; that’s up in the north east corner of New South Wales. She thinks I can make it, so I’ll do my very best for her.
Conquering the Nullarbor in 1941/42 Jim Sandow
As you will see the following article was written by the late Jim Sandow of Daylesford. It was first written in 1974 and submitted for publication in the Vintage and Classic Car Club Newsletter in Ballarat. Jim was an enthusiastic member of this club and contributed a number of articles in those times. There are members in Castlemaine who were friends of Jim, and of course the “olds” in Ballarat would remember him too.
I was Newsletter Editor in Ballarat at the time and Jim, to his credit, knew his articles lacked the level of presentation he would have preferred. He would always say to me words along the line of, “it needs a bit of a tidy up and you can alter it in any way that you think fit”. Some of the members were quite capable and willing to look over Jim’s work and “do the tidy up”. Jim was always very thankful for this help and proud of the result. Actually, this seemed to spur him on to produce more of his stories. Given the current Editor’s pleas for articles I felt this story could and should be told again.
One observation I should point out is the vehicles mentioned were not “old” at the time of the trip, in fact the oldest was a mere twelve to fourteen years when the trip started, whilst the newest was perhaps two years old. They were not the rather well worn vehicles in how we would think of them today, if indeed they still existed. They all stood a good chance of doing this trip even though they had to use gas producers. Gas Producers: there would be very few people alive who actually had to use them on a day to day basis. Many of us ‘Real Olds” have heard of them, perhaps remember seeing them as nosy kids; but that’s about where it starts and finishes. We don’t know nuthin !!!! (That “tank” just inside the clubroom door is a “gas producer” –ED)
For Jim’s memory I hope you will read and enjoy reading his memories of, what at the time, would have been a major undertaking. Clive Carmichael
Perth to Sydney and Back 1941-1942 Jim Sandow Daylesford
This is a long story but I will make it as short as possible. As it was a long time ago I will have forgotten a lot, so that will help shorten it a bit.
I was twelve years old at the time, 1941/1942. It was wartime and as petrol was like gold, many got over the fuel problem with the almost forgotten gas producers. In those days many vintage and classic vehicles had these monsters fitted to them and it is this memory which has prompted me to write this article. The story is about a trip from Perth to Sydney and back using gas producers and in vintage and classic vehicles.
Firstly, a description of the vehicles used on this wonderful adventure: 1927 Studebaker ute, 1928 Ford A Model, 1934 De Soto., 1935 Terraplane, 1935 Ford V8 ute, 1936 Oldsmobile ute, 1936 Oldsmobile 3 ton truck, 1939 Pontiac, and a 1939 Chevrolet one ton truck belonging to my father.
Some of these vehicles did the complete trip to Sydney and back, two did part of the trip and got home again and one had to be abandoned. This one was the 35 Terraplane which got as far as Port Augusta SA, on the way over and to Ceduna on the way back. At this stage it let out a few bangs and crashes from the engine followed by oil and water on the road and was sold to a wrecker for five pounds. The Olds truck only came as far as Ceduna, being used to carry supplies of charcoal, water, etc, across the desert. At Ceduna it was left for the return journey, not because of trouble. The 34 De Soto got as far as Melbourne, where it busted a diff. After
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being repaired it was picked up again on the return journey and made it home OK. So much for the efforts of the vehicles! As for the trip, I will describe it as I remember. There were about 54 people along with the nine vehicles, and I will mention only the names which are relevant.
We assembled at Midland Junction WA on the big day full of excitement. Our family comprised of my father, sister Ruth and brother Harry, and our first night stop was between Merredin and Southern Cross WA. After breakfast and after cleaning the gas producers and checking radiators, we set off convoy fashion. By midday my father was feeling the strain and asked for a volunteer relief driver for which a young man, Wilfred King came forward. This system was soon adopted by all the others changing at about 30 mile intervals, or at the refill range of the gas producers.
The next stop was a small gold mining town called Widgiemooltha. Following this stop we only went as far as Norseman the next day. Our stop here was to give the vehicles a good look over before we faced the desert. At this time we had a visit from the police who gave us some good advice as to where water was available and what to do if we got stranded.
The first day in the desert got us to Balladonia Station after much trouble with heavy dust, at times 6 inches deep over the road. The following day the dust wasn’t so bad and we made it to Madura Pass.
The next milestone was the crossing of the WA/SA border and by this time some of the vehicles were starting to feel the strain. My father’s Chev had distributor trouble and the 28 Ford A burnt a hole in the gas producer’s firebox. The only two mechanics, Doug Graham in the 39 Pontiac and Bob Richers in the 35 Ford V8 got the vehicles fixed when they caught up. Being mechanics, they always travelled at the rear and we all carried the types of spares we were likely to need. Our next night’s stop was at Nullarbor Station and the only problem was a couple of cars which took a wrong turn ending up in Fowlers Bay by mistake. At Ceduna we put the 3 ton Olds in a shed: still going but not needed for the rest of the trip to NSW. Day 8 saw the night stop ay Poochera SA and the only problem was the Terraplane losing its punch. It staggered into Port Augusta where it was decided to leave it until the return journey.
Following on, we were pleased to reach civilisation after the desert, using bitumen roads after the dirt and gravel from Merredin WA., in fact we made it to Murray Bridge now being down to seven vehicles. With flat roads and good going we made it to Horsham the next day in the early afternoon. I had my first look at Ballarat. Little did I ever dream one day I would live not far from here and join a vintage and classic car club! Late afternoon and on reaching Melbourne we had another visit from the Police as there had been an air raid scare and blackouts were introduced. We were advised not to have campfires after dark; however we went on to Seymour before stopping.
We suffered two more breakdowns that night- my father’s Chev broke an axle and the 39 Pontiac had a back wheel running hot. With parts unobtainable in Seymour the 35 V8 had to return to Melbourne only to find the De Soto stuck with a busted diff. So another vehicle was put in a shed to await our return. With repairs, eventually six vehicles now left in the convoy made Benalla for the night.
Next day saw us making good time with an overnight stop at Yass and the next day we made it to Sydney. First to arrive was the Ford A followed by the Studebaker, Oldsmobile, Chevrolet, Ford V8, and the Pontiac.
After about a fortnight in Sydney and a good look around it came time for the return journey. We left in the afternoon and had overnight stops at Moss Vale, Tarcutta and Seymour before reaching Melbourne with only a couple of flat tyres as a problem. At Melbourne we got parts for the De Soto to get it going again and then pointed towards Adelaide and my second look at Ballarat. That night as we neared Dimboola we had minor problems with gas producer parts burning out.
Out next night stop was at Murray Bridge and the following day as we headed to Adelaide our first major problem overtook us. One of the relief drivers, Edgar Machey took ill and had to be put into hospital in Adelaide with pneumonia where he was to remain for the next couple of months. We spent a couple of days in Adelaide arranging for his care and subsequent trip home by train.
The next day we picked up the three ton Oldsmobile (a big truck in those days) filled it with supplies, and faced the desert once again. A night stop was made near the WA border and the following day we got caught in a bad windstorm having to take shelter for some time.
Our next problem was the Ford A which broke a front spring and had to be patched up with wire. With stops at Madera Pass and Balladonia Station the convoy finally split up to go their own ways at Norseman. In our 39 Chevrolet we had a bit of tyre trouble near Southern Cross. We eventually got to Northam and finally home. Naturally I had plenty of tales to tell when I got back to School.
This story is as accurate as I can remember it but after thirty two years things do get a bit dim. It is an article with a difference and perhaps some other club members can come up with something to keep it going. It may be considered that the daily mileages travelled in this trip are short especially by the standards of today. However when you consider Vintage and Classic vehicles, using gas producers and the roads, you will realize the situation is quite a bit different. With the petrol shortage gas producers were a necessity and our older forebears would tell you it was not easy.
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Working for the Government of ''Pleasant Island'' - by Dale Collins As we are still in social distancing mode, with no club runs on the horizon, here are a couple of little stories which I hope will be entertaining reading, although the content has not much to do with old cars as such.
In 1978-79, I was occupied building a 22 square farmhouse on a 5 acre block at Kinglake West. The double brick perimeter walls were done by a bricklayer and the rest of the construction was to be done by myself. Now not having any building skills whatsoever, advice was often asked from friends who were in the various trades. Slowly the home took shape and after about a year it was essentially finished to lock-up stage. And of course the inevitable happened - we ran out of funds. I had taken out the maximum mortgage of $30,000. To keep the wolf from the door so to speak, I took on a couple of local low paid jobs.
My partner at the time said to me ''Why don’t you go back to sea, it pays a whole lot better and we can finish off the house''. I felt at the time the 17 years already served working as a ship’s engineer, especially on oil tankers loading in the Persian Gulf where the temp in a steam turbine engine room would be 70 Deg C was quite enough. However, the ''Australian'' newspaper was running ads at the time for Marine Engineers to man the newly acquired motor ships of the Republic of Nauru which would carry both passengers and cargo around the South Pacific with regular stays in Melbourne. So I went into town and up to the 50th floor of Nauru House which was their shipping operations level - nice view over Melbourne! The Superintendent Engineer, Alan, was someone who was an old shipmate with B.P.C. some 10 years earlier so he immediately offered me the job as second engineer in charge on the ''Eigamoiya''. This vessel was built in Scotland especially for the Nauruans in the traditional manner with teak lined decking, varnished wooden handrails with brass fittings on the upper decks, and beautifully appointed cabins for up to 12 paying passengers. There was also a luxurious Presidential suite with red carpet and burled walnut furniture. In early times before the Nauruan Airline was established, the “President for life”, Hammer-De-Roburt would travel on this vessel around the Pacific Islands.
The ''Eigamoiya'' was purpose built to be the Nauru supply vessel, and had an extensive R12 refrigeration system to carry the frozen meat and vegetables for the island. It had twin Mirrlees-National diesel engines, one of which could run in ''ahead'' mode whilst the other could run ''astern'' at the same time with a single propeller shaft. There were air operated clutches, so the diesels did not have to be stopped to reverse direction, which was a very suitable arrangement to berth the ship at the buoys at Nauru where there isn’t a wharf. Once the general cargo was removed from the holds using the ship’s cranes and flat bottomed barges, the phosphate was loaded into the empty holds by cantilever, and with any luck with calm weather, the ship was out of there the same night, bound for Melbourne where we would stay for one month and loading general cargo again.
The island of Nauru has nothing, no water, unpleasantly hot, seldom any rainfall, sits almost right on the equator. You need dark glasses to walk anywhere on the island because of the glare off the coral and sand. There is almost no vegetation, no soil to grow vegetables. This place was named ''Pleasant Island'' by a British sailing ship Captain who discovered it in 1798. It must have looked good from a distance as none of the crew actually set foot there!
To the Afghan refugees who have resided there in recent years, I think ''Devil’s Island'' would be a more apt description!!
The people of Nauru have been totally isolated from other islanders from ancient times, the nearest island is Banaba which is 280 km to the south which was also a phosphate source. It was a much different place, having a B.P.C. officers’ club and swimming pool - quite nice. But I digress, back to Alan, the Superintendent Engineer. He was quite apologetic about the pay rates, which were island rates, a bit on the low side if you lived in Australia. However, one thing that made it worthwhile, the contract was only 4 months and you received 22 days’ pay for each month served. You could stay on board a year if you wanted, and then have about 264 days paid leave owing.
Now, getting down to actually joining this ship - my first with the Nauru Pacific Line. Down to Victoria Dock I went, and on approaching it, I did not get a very good impression, it looked like a rust stained old tramp steamer, although it was only 10 years old. And there, atop the gangway were these gigantic fierce-looking ''Fuzzy-Wuzzies'', some with bones through their noses, looking down at me, their new ''Boss''. My initial thought was, ''Dale, what the hell have you got yourself into this time''. One of them descended the gangway and helped me with my bags, and, despite my initial thoughts that I might be on the menu that night, (as I had read all the ‘Ion Idriess’ books when young ''Headhunters of the Coral Seas and ''Drums of Mer'' etc) it turned out to be that, working those 6 years with these Pacific Islanders were probably some of the best years of my life! These people, although looking fierce, are great people, hard workers, happy most of the time, love a joke and most of them do not have a mean bone in their body, unlike some white people I have worked with. We were a mixed lot on these ships, a few European officers, but mostly Fijians, Tongans. Marshallese. Solomon Islanders, New Guineans, Samoan - all over.
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Now, when working with native crews, what I personally found was this: there can be a resentment against whites because of the way native races were treated in the past in the old colonial days, and, if you are just seen as a white figurehead and do not actually work alongside these people and socialize with them, you get to know them well and most importantly, be seen to be fair to all, whatever race. Then, once these people have a few drinks, and maybe feel bad about some incident, then it has been known for some of the crew to attack the white officers which, on one of the Nauruan ships, meant 6 of the European officers being beaten so badly they were hospitalised.
There were a few incidents during my time that would go like this: During the night, you would hear screaming from the lower crews decks, and you would know the boys were drinking, and sometimes old inter-island issues would flare up. They would then go and get iron bars and knives from the galley and chase each other around the ship. This is the time a lot of the 3rd World Officers would lock themselves in their cabins in fear. If the Captain was a European, he would come and get me, saying ''Dale, you know these guys a lot better than me, we have to go down there or someone will be killed.'' Of course I did not want to go down there either, but I knew most of the boys well enough to be confident they would not turn on me, why should they? They were all my good friends, or so I hoped! You would take down a few pairs of handcuffs, and quickly cuff the ringleaders to the handrails in the alleyways and leave them there the whole night to sober up. In the morning, they were so ashamed they would not look at you. I would say ''you were chasing your best friend last night with a big knife, what were you thinking?'' The answer would be ''sorry boss....the drink'' To that I would just say ''well, promise me that won’t happen again, or I will have to sack you''.
But you learned early on, it was no use to sack people for these in-frequent drunken transgressions, as their replacements would be the same if not worse. It was a case of ''better the devil you know''.
There was another incident I found somewhat amusing at the time, whilst Chief Engineer aboard the ''Cenpac Rounder 2''. (Cenpac Rounder1'' had run up on a reef during one night and sunk) We were tied up at China Basin at San Francisco where we would stay one month, then to Honolulu, stay one month, then Saipan, Ponope, Truk, Majuro and then back to San Francisco, a dream run really. Anyway, about midnight one night, I heard someone was at my doorway, so called out ''Come in'. In came Sam, one of my Fijian fitters, carrying a big knife (they always seemed to get the biggest knives they could find) I was not too worried, as I knew the knife was not for me. ''What’s the problem Sam?'' Answer - ''It’s those bloody Nauruans; I am going to kill them all, they have insulted my mother”.
Now obviously, Sam had had a couple of drinks and most of the boys would always come to you first out of respect to tell you their intentions, before inflicting mayhem on their workmates. ''Sit down and have a beer, tell me about it''. So, Sam had a couple of beers, and then remembered his original intentions, grabbed his knife and made a dash for the door. I reeled him back in, and we had a couple more drinks, and just as I thought he was pacified, he would jump up again and so on. I was getting weary. So said to him sternly: ''look, it’s 2 A.M. we need to sleep, we have a big job in the morning, pulling an engine liner, I want you to leave your knife on my desk and you can pick it up in the morning. Now promise me, you will go straight to bed, enough tonight. We will talk some more tomorrow about your problems with the Nauruans'' Sam promised me and went away and I went back to my bunk thinking, well, all went well there. Not so! Early the next morning, Frank, the Nauruan Finance Minister who was in San Francisco on some banking business came to see me. ''Hello Frank, what’s up?'' He said, ''I have had a complaint about your Fijian fitter, Sam''. I said ''Yes, he had some dispute last night with your Nauruan boys, but that was resolved and he went to bed.'' ''No, he did not,'' said Frank. ''What he did do was go down into the engine room, find the biggest sledge hammer he could, and then smashed down 5 cabin doors then held that sledge above their heads and absolutely terrorized them. I am going to sack him.''
I felt crestfallen to hear this, this guy had promised me he would go to bed, and now the Nauruans wanted to sack him! And he was one of my best fitters, hard to replace and I liked the guy. Look don’t sack him I said, just take the damage out of his wages, that will hurt him more if he has to pay something back. Frank was doubtful, but respected my judgment as I had been working for them for quite a while. They were all related in some way, and your reputation, good or bad, would find its way back to the President Hammer-De-Roburt ultimately. They would also tell of the times at Long Beach when I had taken groups of Nauruans to Disneyland, something they would never be able to do themselves because of their typical shyness. Speaking of the President, I recall one time travelling Nauru-AIr from the Island to Honolulu, the sole passenger, which was not unusual. The airline lost about thirty million dollars a year. The President was on board up front with his Chief of Police in full uniform with enough gold braid and medals to sink a battleship. There were also two young Indian or Fijian secretaries who would usually accompany him. Sometimes he would just use one of the 737’s to go on a shopping trip to Manila or Honolulu.
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He invited me up front to join his group and what he said to me at the time from memory, went something like this: ''Dale, I hate you white bastards, not you personally, but the Australian, Kiwi and British Governments ripped us Nauruans off for decades, paying us a pittance for our phosphate. When we became a Republic in 1968, your Governments still wanted to be our advisors, telling us we did not need an airline or shipping company as we would be serviced by those same ex-masters of our destiny. Now, we do not want to employ any Europeans except when we have to, such as our Australian Pilots or some of the ships’ masters and senior engineers such as yourself, who have the British standard qualifications.''
What he said was absolutely true, everyone had been ripping off the Nauruans but I hesitated to tell him, that his third world non-white accountants (who were not accountable) would probably rip them off worse than the white ones ever did, as proved to be the case ultimately. It was not a case of ''rags to riches'' but rather ''riches to rags'' within about 20 years for his people.
It was also not mentioned by myself, that whilst working aboard his flagship ''Eigamoiya'' how much I enjoyed sleeping in the Presidential bed with my wife on occasions; the Tongan Chief Steward who kept the keys to the Presidential suite, had a sense of humour. It was supposed to be instant dismissal if anyone other than the President entered this suite, let alone sleeping in his bed! I wonder what his reaction would have been had I told him - instant dismissal? be-heading? or perhaps we would have just roared with laughter? Hard to say . . . A strange custom of Nauru - ''bubutsi'' If one becomes accepted as one of the extended family on Nauru, you dare not admire or comment on a friend’s possessions (with the possible exception of a wife). If you should innocently say ''That’s a nice car you have'', then it is immediately given to you, it’s yours, no strings attached. And, if you protest, the owner of the item will become quite peeved, and say ''you must take it.....island custom'' In this way, during the 6 years, I became the owner of one of the President’s Cadillacs (he had another 17), also a Harley Davidson motorbike, also a beautiful island shirt which I still have, which the owner took off his back to give me. The Cadillac and Harley were not able to be brought back to Australia as deck cargo, because the customs duty was horrendous at that time, 45% on their valuation. Out of the question.
A whole book could probably be written about working for the Nauruans during my time alone. There was involvement with trying to salvage sinking ships, major explosions and fires on board ships due to incompetent personnel, murder and suicide caused by ''the drift'' at Nauru otherwise known as ''Cabin Fever'', which also showed me that you may work with people in close quarters for months, and think you know them well. Not always so. Some of the more remote small Pacific Islands have customs which probably have not changed since the days of the sailing ships, but the stories might seem a bit risque to some readers. The full history of Nauru can be found on the internet. Dale Collins
Club Library Report – July 2020A.3593 Citroen 2 CV Different is Everything by Malcolm Bobbitt. A.3596 Commer Vehicles by Bill Reid. A.3597 Jowetts of the 1920’s by Noel Stokoe. A.3598 The Vincent Black shadow by Tim Kingham. A.3601 Celebrating 60 Years of Jeep by Jeep A.3603 M G’s Golden Years Collectors Edition. A.3605 Automobiles D’Autrefois Berengaria Edition. B.3833 M G A parts catalogue by Moss Motors. B.3835 B M W 3 Series Service and repair Manual. B.3836 B M W 318i Owners Handbook 1999. C.2238/129 The Old Machinery Magazine April/May 2020. C.3601/114 Australian Muscle Car Issue 118 and 114. C.4327/88 Vintage Truck April 2020. C.4479/38 Just Holdens Issue 37. C.4656/85 Old Bike Australasia Issue 86. C.5678/58 Vintage Trucks and Commercials Issue 58& 59.
C.6646/55 Classic Landrover Issue 57 2018. C.6689/11 Total MX-5 Winter 2019. C.6770/14 Rolls Royce & Bentley Driver March & May 2020. C.6887/10 Absolute Lotus March & April 2020. C.7145 Classic Cars Coolest Collections . C.7194 Wheels Magazine Sept 2010, Nov 2010, December 2010. C.7197 Wheels Magazine March 2011, June 2011, Jan 2012. C.7208 Land Rover Monthly Winter 2018. C.7209 Thoroughbred & Classic Car Jan 2015, Feb 2015, June 2015. C.7212 Classic & Sports Car Jan 2011 & Dec 2015. C.7219 Wheels Australia’s car mag 2019, 1978-2020,2020 & Design Issue. C.7224 Thoroughbred & Classic Cars Jan 1994. C.7225 Classic & Sports Car April 2016.
We had donations from Jenny Ure, Andrew Murray and Lyndon James. Thank you all. Gordon Roberts, Club Librarian
The Library is closed – please hold on to your library books until this is over.
From the Library Shelf
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A3616 BONDI TO THE BALTIC Two Vintage Cars, a few old mates, 20000Km across Eurasia Published in 2020 by John McCombe 216 Pages
If you were going to drive a Vintage Car to the Melbourne Port, and ship it to Bangkok in Thailand, then drive it across country to Helsinki in Finland, which type of car would you use? Over my lifetime I have owned a 1924 Rugby Sedan, a 1925 Dodge Four Australian Deluxe Tourer, a 1927 Austin 7 Chummy and a 1930 Model A Ford Tourer. Looking at the vehicles most club members are currently driving, most would probably use the Model A Tourer. Having read this book, I would not take a tourer due to the 40+ degree sand storms in the deserts, the sleet and snow on steep mountain passes and having to come down the passes safely. My choice would be a 1929 Dodge DA Sedan with six cylinder pressure lubrication engine, four wheel hydraulic brakes and Chrysler quality engineering.
In next month’s Newsletter I hope other members will write down their opinions or their choice of vehicle for this type of trip! Ian Neuss from country NSW drove his 1920 Dodge 4 Tourer which he had purchased in 1961 for $200 when he was 17 years old. As a student he used the Dodge daily until storing it for four decades. On retirement, Ian carried out a eight year complete restoration of the Dodge 4, followed by a trip to Perth, and then back via Alice Springs. Ian added an alternator with fuses for both the 12 volt generator/starter motor and an alternator. The back seat was replaced with a 100 litre reserve fuel tank and four solid plastic boxes filled with extra tyres, tubes and impossible-to-get spare parts. Lockable tool boxes were bolted on to each running board for extra storage.
Bill Amann’s 1927 Willys Overland Whippet Model 96 Tourer had been relatively recently purchased for $10,000 from a deceased estate where the previous owner had driven it for many years in Western Australian deserts as a mineral prospector. In contrast to Ian’s Dodge’s meticulous restoration, the Whippet was an extremely original car. All Bill carried out before leaving Australia, was to overhaul the fuel system with an electric pump and filter/pressure regulator. The reserve fuel was a pair of 10 litre plastic jerrycans. After a tune-up the car was converted to 12 volt system with new wiring, and the wooden spoke wheels tightened. At the back of the book is an Appendix of everything the over-loaded Whippet carried as spare parts and tools.
Starting out from Thailand with a well-used Toyota Landcruiser as back-up, the group travelled through Laos, China, Kyrgyzstan, Kazakhstan, Uzbekistan, Turkmenistan, Azerbaijan Georgia, Armenia, Russia and Finland – a six month trip spread over two legs in successive years, because of the extreme climate they were travelling through. At the end of the first three months, the three vehicles were stored in a warehouse in Almaty in Kyrgyzstan.
Ian and Bill removed the wooden-spoke wheels from the vintage cars, and left them soaking in linseed oil and turpentine to try to get the wood to swell and thus tighten the spokes in the steel rims. This was a good idea as my low-mileage Dodge 4 wheels always creaked in very hot summer days. A good hose down with water always helped the night before a Club Run. On their return, the Dodge started up easily, but the Whippet took some work to get it mobile again.
John McCombe, who travelled with Ian and Bill, writes in an engaging and self-deprecating style covering this trip every step of the way with excellent colour photography. Many an adventure, impossibly sticky situations, near misses and regular mechanical breakdowns are detailed. Most problems were inevitably resolved with support and civility towards this motley group by local people renowned for their hospitality. Nothing was ever too much trouble to get each of these old cars to Helsinki in one piece, and “smell the roses” along the way. At the end of the trip the Dodge 4 and Toyota Landcruiser were shipped back to Australia. Instead, Bill drove the Whippet to England and, after touring extensively, sold the car before flying home to Australia.
This is an excellent travel book very well written, but the real heroes are the 1920 Dodge 4 Tourer and the 1927 Willys Overland and their escapades. Ron Gay
Do you ever wonder . . . . . . how items we take for granted today originated? Take the humble shopping trolley for instance – how old do you think that is? The thought first originated in the mind of Sylvan Goldman in 1936. He owned the Humpty Dumpty supermarket chain in Oklahoma, USA. One night, he was sitting in his office trying to work out how customers could move more groceries during their shopping trip, thereby increasing sales.
He found a wooden folding chair, put a basket on the seat and wheels on the legs. The concept was born. Together with one of his employees, a mechanic named Fred Young, they began tinkering and fine tuning the idea. Their first shopping cart (we call them trolleys) had a metal frame that held two wire baskets. They named their invention “folding basket carriers”, and introduced them on 4
th June, 1937.
The next job for them was to mass produce their invention, and so called on another mechanic, Arthur Kosted, who invented an assembly line capable of forming and welding the wire. The patent was granted in April 1940, titled “Folding Basket Carriage for Self-Service Stores”. Mr Goldman had already pioneered self-serve shopping,
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and so he began advertising the carts as part of a new “No Basket Carrying Plan”, to fit this new self-serve concept.
This all sounded like a wiz-bang idea – but it didn’t take off!! Women were put off because the carts resembled that of a baby carriage, “I’ve pushed my last baby”, was one complaint to Mr Goldman. Men found them too “feminine”! So, Mr Goldman hired male and female models to push his new invention around his stores, and to demonstrate their versatility. He also engaged greeters at the door to explain their usefulness. In time, his efforts paid off and he became a multi-millionaire.
A further development by another inventor, Orla Watson, was the ability to ‘nest’ or stack the carts/trolleys when not in use. Mr Watson came up with the rear one-way ‘swinging door’ idea in 1946, and that idea is still in use today. But it meant that the basket had to be rigid, not folding like the one Mr Goldman invented.
Modifications have continued over the decades, whether by Mr Goldman or others including changing from two baskets to just the one (1948 by Goldman) like the trolley is now, and a space for child seating (1947 again by Goldman). And what about seat belts for the toddlers? In 1909, Bessie DeCamp invented a seat belt for chairs, go-carts or carriages, well before shopping trolleys with child seats were thought of. Surprisingly, it wasn’t until 1967 that such seat belts were first introduced as a safety restraint for children in shopping carts/trolleys. It was high tech for the time, because it was a retractable seat belt.
You will have no doubt seen the “mini” trolley for children, and the new innovative one that looks like a car or van with a seat where a child sits, complete with a steering wheel and other distractions, with a ‘basket’ as the roof of this vehicle. This is considered to, not only be a safety measure, but also something to keep the child entertained so that the shopping can be completed without interruptions. It is reported that in America, over 24,000 children are injured each year involving shopping carts/trolleys.
Most modern shopping carts/trolleys are made of metal, or a combination of metal and plastic, and come in varying shapes and sizes, still with the one-way rear swinging door designed to nest or stack within each other, which facilitates collecting and moving many at one time; this nesting also saves on storage space. One very useful invention is the specialised trolley designed for use with wheelchairs or motorised scooters. Happy shopping everyone . . . Nerene Backhouse
For Sale: Sunbeam 1933 Speed Model, or Speed 20, “Pillar-Less” four door sedan with a great history. The car was beautifully restored during the 1990 and now shows 76,216 miles on the clock, in excellent condition, nothing that currently needs attention. The enclosed bodywork is weatherproof, with sliding sunroof, opening front windscreen and winding glass side windows, a very comfortable tourer, rain or shine. Fitted with a Jaguar 3.4 twin overhead cam engine. (I have the original engine which can be refitted if preferred). The brakes are excellent four-wheel hydraulic drum system and stop the car quite well. The engine no. is: 2003S The chassis no. is: 2011S. Price is $100,000. Phone Brian Canny Ph 0418 519 948
For Sale: 1962 Valiant S Series (Signet) 2 door coupe/hardtop. USA import. The car was converted to RHD with engineer’s certificate and RWC. The dashboard was sourced from an Australian RHD S Series Valiant. More photos – Editor Bare metal body respray, complete restoration by craftsman. Price is $56000 or best offer and vin 1427154052. Pictures available – email [email protected] Genuine enquirers – Peter - 0434 193 243 (3
rd owner in Aus)
APPROVED SAFETY CHECKERS The club’s approved safety checkers for pre 1949 vehicle initial club permit applications are: Neale Goad Automotive, 206 Burnbank St, Wendouree Ph 5339 2056 Contact Neale Ballarat Roadworthy Centre, 35 Martin Drive, Delacombe Ph 5335 8920 Contact Ian Reptile Gulch Motors, 209 Doveton St North, Ballarat. Ph 5333 7206 Contact Headen Note: All vehicles manufactured during 1949 or newer require a full Victorian RWC. Pre 1949 vehicles can have a RWC as an alternative to the safety check
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