Kieran’s Our City, Our Town Article,

Cork Independent, 19 May 2011

In the Footsteps of St. Finbarre (Part 257)

Thrills and Spills

        The Cork Motor Derby of April1938 in all terms was big. The organisers built in a series of aspirations from the sporting side to the event being part of Cork’s economic development, civic boosterism, cultural change and regional interaction with European countries. Newspapers such as the Cork Examiner, Irish Press, Irish Independent and Sunday Independent also carried page spreads of the event. The event was noisy, atmospheric and masses of people wanted to be part of it and wanted something to be proud of.

Thousands of people came out for the practice runs. On Tuesday19 April 1938, a special ship arrived at Cork bringing most of the cross-channel and continental competitors and their cars in time for the weighing in and inspection arrangements. Masses of people stood on Penrose Quay as the Motor Cars were hoisted onto the Cork quays. Some members of the public took pictures of the scenes that were unfolding.  The Prince of Siam, B. Bira had his cars packed in special travelling motor vans, which were accompanied by his mechanics.

In addition, Messrs. Henry Ford and Son, Ltd., Cork celebrated their 21^st birthday in business in Cork and to mark the occasion an open house was held at the works. The factory opened its doors to the public and many of the visitors to the Motor Derby were encouraged to take the tour of the works and see “the latest methods of car production”.

Excursions were run from all parts of Britain and the young Aer Lingus Teoranta (established on May 22, 1936) arranged for “special air liners” to carry passengers from England to the race course. In addition, a number of private aviation clubs sent “machines” as well as spectators from England. Special excursion tickets at a fare of 21/- were issued from Dublin for the 5pm train on Thursday 20 April and for the 7a.m. and 9.30a.m  trains on Friday 21 April. Day trip tickets were also issued on the Friday at a fare of 10/6d from Kingsbridge, Dublin. A special first class train from Dublin was sponsored by the Royal Irish Automobile Club.

Dudley Colley, driving a 1,500cc Frazer Nash that was entered by C.H. Gates of Kildorrey and a member of the Dublin University Motor Cycle and Light Car Club, won the National Motor Handicap. The handicap formed the first of the Irish Derby meeting of the Irish Motor Racing Club at Cork. Colley won by the narrow margin of three seconds.  There were a dozen starters, most of them being in vehicles that were long since familiar features at Irish motor races. Seven of the eight, who completed the course of 52 miles, finished within two minutes of the winner. One of those was the only woman competitor Miss Dorothy Stanley Turner. Second and third places went to Dublin entrants D. Yule (driving a C.M.Y. Special and Charlie W. Manders (driving an Adler), respectively.

For many years, Dudley Colley had been a well known performer in motor competitions in the Dublin area, but it was not until the Phoenix Park race of 1937 that he entered a long distance event.  In that race he came 8^th (with the same car he drove in the Cork race).  The car he was driving in Cork was made by Frazer Nash Ltd. (after its founder Archibald Goodman Frazer-Nash) who came into being In December 1922 and initially produced a sports car before in time making BMWs.

The collective newspapers argue that seventy thousand spectators saw lap records beaten several times during the International Light Car Race and Cork Grand Prix on Saturday, 23 April 1938. Prince Birabongse of Siam or B. Bira, driving an E.R.A. and Rene Dreyfus in a Delahaye, were the respective winners. Both victories were comfortably gained, the winners taking the lead in the second lap in each race and never being passed. B. Bira won the Light Car Race at an average speed of 91.35m.p.h. He broke the lap record three times in succession, his best speed being 95.71m.p.h.

The Grand Prix field was reduced to eight. The winner Rene Dreyfus averaged 92.m.p.h. and also broke the lap record three times, his best being 95.71 m.p.h. Bira was beaten by two minutes and ten seconds in this race, after a great effort chasing Rene Dreyfus. There were also some hair-raising incidents during the day. J.P. Wakefield in a Maseratti had an amazing escape when his car plunged over the banking at hell hole bend in Carrigrohane and fell thirty feet down the slope. He was thrown clear and only sustained bruises and shock. While lying on the ground, B. Bira’s car only missed him by only a foot. In addition, A.C. Dobson had to drive the last three miles of the Light Car Race being sprayed with oil from the gear-box. However, he beat Villoresi, an Italian, by one-fifth of a second for second place.

The prizes were distributed at the Cork Car Race Dance at the Arcadia on the Lower Road.  The Lord Mayor of Cork, Cllr James Hickey and Mr. Jack O’Sheehan, Director of Publicity, Irish Hospital’s Trust, made the presentations before almost a crowd of 1,500 people.

to be continued….

Captions:

591a. Rene Dreyfus, winner of the Cork Grand Prix, 1938 (source: W. Fitzsimmons)

591b. Map of Cork International Car Race Course, April 1938 (source: Irish Press, 4 April, 1938, p.9)

Article 590- 12 May 2011

In the Footsteps of St. Finbarre (Part 256)

Making a Cork Motor Derby, 1938

“Practice was at 6am…It was a really remarkable sight as thousands of men, women and children streamed on to the course in the light of the waning moon. Cigarettes glowed here and there, and motor-car headlights picked out the Carrigrohane Straight in bold relief against the blueness of the morning. Buses from all outlying suburbs of the city brought more thousands to swell the brave throng, which scorned such things as a very definite suspicion of frost in the air in its quest for speed and thrills” (Reporter, Cork Examiner, 21 April 1938, p.6).

The motor race of 1937 passed with great acclaim and it was not long before the Irish Motor Racing Club (under the organisation of Harold C. Brown) in association with the Cork and District Motor Club set out once more to further enhance Cork’s reputation as an Irish focal point of motor car racing. The Cork Examiner provides much detail as to how the next event came into being as does Wilfred Fitzsimmon’s book on Cork Motor Races, where he draws from the archives of the Royal Irish Automobile Club and the Irish Motor News for 1938

In January 1938, the announcement was made that the next meeting would comprise three races, a 200 mile race to be run under the new Grand Prix international formula, to be known as the Cork Grand Prix (with a prize of £1,000), a Formula Free race of 75 miles for cars not exceeding 1 ½ litres to be titled the Cork International Light Car Race (with a prize of £250) and a fifty mile handicap to be confined to racing and sportscars from Britain and Ireland and to be known as the Cork National Motor Handicap (with a prize of £100). Joseph McGrath, Managing Director of the Irish Hospitals Trust, was to present the entire prize fund together with a substantial contribution towards the organisation of the event. The starting money for the Grand Prix was higher that the going rate for Grand Prix meetings in Europe at that time.

From 1933 to 1938, the Grand Prix was run to the Formula Libre standard, meaning that there were no weight or engine restrictions. However in 1938, new requirements were enforced. A participating car without a supercharger had to have a minimum engine capacity of 1000cc and a maximum capacity of 4500cc for cars. The minimum engine capacity for cars with a supercharger was 666cc and a maximum capacity of 3000cc. There was a minimum weight of 400kg to 850 kg but this was on a sliding scale depending on the engine capacity. There was a free choice of fuel. The weight excluded fuel, engine oil and water.

The Cork 1937 organising team visited the racing departments of Auto Union, Mercedes Benz, Alfa Romeo, Maseratti, ERA, Délahaye and Bugatti. They were met with enthusiasm for the idea but the various departments flagged the problem of cars not being built and ready on time especially in light of the new Grand Prix formula.

Entries for the Cork Motor Races on 22 and 23 April 1938 amounted to a total of 47 cars. Twelve countries were represented amongst the entrants. For the principal race, the Cork Grand Prix, 15 entries were received including eight Italian Alfa-Romeos, two Italian Maseratis, while the entry list was completed by five French Delahayes. The Light Car Race attracted 19 entries with six British ERAs (English Racing Automobile) and nine Italian Maseratis. The handicap, which was confined to British and Irish drivers, attracted 13 entries, three from Great Britain, three from Northern Ireland and the remainder from Ireland. The ERA entry was down due to the new Grand Prix ERA not being ready. The same applied to the German Mercedes Benz and Auto Union.

The Ford Motor Company loaned a complete bay of their Cork plant for the use of the competitors to keep and work on their cars, in addition to giving equipment and facilities as required. The Irish radio authorities made special arrangements for the broadcasting of the running commentary on the event, which was relayed to many outside stations including England and perhaps further afield. There were also press facilities, which enabled representatives of home and outside newspapers to flash the result of the big race to the waiting public. Technical experts from almost every motor manufacturing company in Europe were present during the race period and before hand for the two days of practice.

The first morning’s practice for the Cork Motor Race brought 20 drivers to the course before dawn on Wednesday, 20 April 1938. It also brought 20,000 spectators, who took their places on the stand and at vantage points around the track by moonlight. Those of the spectators who came in search of thrills had many as the high powered cars sped down the Carrigrohane Straight at speeds of between 100mph and 140m.p.h. The main interest was focussed on the two French cars on the Straight Road, where one driver René Dreyfus gave some tremendous bursts of speed reaching 140m.p.h. as he passed the pits. There was also a large crowd present to watch the arrival of further drivers and their cars on the M.V. Innishfallen on Penrose Quay.

To be continued…

Captions:

590a.Dudley Colley, winner of the National Handicap Race, in his 1,4966cc Frazer-Nash, Cork, April 1938 (source: W. Fitzsimmons)

590b. Grand Stand and Pits nearing completion, Carrogrohane Straight Road, Cork, April 1938 (Source: W. Fitzsimmons)

Kieran’s Our City, Our Town Article,

Cork Independent,  5 May 2011 

In the Footsteps of St. Finbarre (Part 255)

Of Time and Motion, Cork 1937

 “Though the entry is smaller than last year’s entry of 27…The score of the drivers entered are quite “cracks” in their own particular spheres…thus the Cork event will have the fastest cars of each class doing duty tomorrow fortnight” (Journalist remarks, Cork Examiner, 7 May 1937, p.10).

With preparations in place, only 20 of the 22 drivers made it to the 1937 Cork International Motor Car Race. The first practice was held on Thursday, 20 May 1937, in which 16 drivers took part in. Many thousands of spectators assembled at 6am to watch the practice, which was completed in sunshine. Very fast speeds were returned. The previous year’s winner Reggie Tongue set the pace with an average of 86.62 m.p.h. Unfortunately, one of the drivers entered for the race, Charles Meryvn White crashed and sustained serious head injuries. His car was one of the largest entered in the race, a 2,700 cc Bugatti, and was looked upon as a sturdy challenger for the main event.

The crash occurred only a few yards from the point at which in 1936 Charles turned a double somersault of his car. He then had a miraculous escape from death, sustaining only slight concussion, and was able to drive to the pits. This time round in 1937, approaching the steep down gradient to Inchigaggin Bridge on the back stretch, and about a half a mile before the Gravel Pit Quarry, his car crashed at 60 m.p.h. He skidded for sixty yards before hitting the left-hand ditch. The car jumped into the air and Charles was thrown out right across the road onto the footpath. The car plunged after him, but came to a stop at the kerbstone. Dr Ryan of Blarney and Dr Green of Collin Barracks, Marshals and St. John’s Ambulance dashed to his aid. His head was injured badly and within ten minutes he was conveyed to the Mercy Hospital. He died four days later in hospital on 24 May.

Despite Martin’s presence in hospital, the practice run was completed and all 16 drivers made the requirement to reach two-thirds of the actual speed needed to be in the race across three laps. At the second practice run on the Friday, the day before the race, Belfast representative C.G. Neill’s Bugatti went out of control at Mill Cross and struck the fence with great force. There were no serious results to the driver, but the car was badly damaged. With such accidents, precautions for the big race were heightened. At all the dangerous bends members of the Brigade were stationed with special appliances in case of accidents. Those included ceiling hooks at the end, by means of which, a competitor could be pulled out of a blazing car from a safe distance. In case of a driver being pinned under a car, long iron bars were provided, by means of which the car could be levered off the driver, therefore making way for the use of the ceiling hooks. The St. John’s Ambulance Brigade were stationed around the course, ten doctors, 28 nurses, 54 ambulance men and equipment, and five ambulances. The brigade was under the supervision of Dr. A.J. O’Sullivan and Supt. A.L. Downes. In addition, several hundred civic guards and close on 1,700 marshals were also on the course.

Saturday 22 May arrived with the big race starting at 3.30pm. The total distance was 201 miles and a lap of the Cork circuit, which encompassed the Carrigrohane Straight Road and the Model Farm Road in a circle, was 6 miles and 154 yards. The race was filmed and a summary piece can be seen on British Pathé (www.britishpathe.com/record.php?id=7822). There are various shots of the race start and stages in the race. In the actual race fourteen driver participated. An intense downpour of rain commenced after the race had been in progress for three-quarters of an hour. That made the day unpleasant for spectators and drivers alike. The drivers’ ordeal was nerve wracking, particularly on the back stretch, where the surface became dangerous. This had the effect of reducing speeds especially after the first six laps had promised a great struggle between two drivers. These six laps were fought for by Charles Martin and B. Bira but this was brought to an end, when Bira crashed on the back stretch beyond Inchigaggin Bridge and badly wrecked his car. Fortunately he escaped totally uninjured. A.P. McArthur of Sligo, also had a bad skid at Inchigaggin Hill, when his car struck a bank and swung blocking two oncoming cars which, however, just squeezed out of danger.

Of the fourteen starters five finished within the time limit. Charlie Martin set up a new lap record of 92.08 m.p.h. in the sixth lap, but then the rain commenced. The last half dozen laps also produced high speeds when the roads were dry again. The enormous crowd congregated principally on the two and a half mile Straight Road where high speeds were set up. The winner was H.B. Prestwich, of Cheshire, who averaged 76.33 m.p.h. in his 1,087cc MG Magnette, Anthony Powys-Lybbe, the previous year’s second, filled a similar role again, and Charlie Edward Capel Martin, was third.

To be continued…

Captions:

589a. Victoria Cross, Cork International Motor Car Race, 22 May 1937 (source: still from British Pathé, http://www.britishpathe.com/record.php?id=7822)

589b. H.B. Prestwich, winner of Cork International Motor Car Race, 22 May 1937 (source: still from British Pathé)

Kieran’s Our City, Our Town Article,

Cork Independent 28 April 2011

In the Footsteps of St. Finbarre (Part 254)

Planning an International Motor Car Race

The effects of the Cork Motor Race on the Carrigrohane Straight Road on Saturday 16 May 1936 were enormous. The bringing of a huge ‘floating’ population to the city and the spending of a large amount of money was very welcome. Hundreds of cross channel visitors availed of their visit to Cork to make tours of the surrounding countryside and many of the famous tourist spots such as Glengarrif, Killarney and Parnasilla.

The bank clearances on the Monday after the race were the largest experienced for many years, and according to businesses, the amounts, which changed hands in Cork between Thursday before the race and the Monday after the race surpassed even the busiest Christmas seasons for the previous decade. Hotels, cafes, restaurants, garages and shops all reaped dividends from the race and the effects of the event were beneficial to every section of the community. It was therefore no surprise that the organisers set out to organise another race the following year in 1937. Preparations began with the aim of obtaining international recognition for the proposed event. The Cork and District Motor Club (formerly Cork Motor Race Committee) joined the Irish Motor Race Committee (IMRC) in promoting the race.

The planned race was elevated to international status by the international body of motor sport at the request of the RIAC. In addition, Cork County Council widened the Carrigrohane Road by nine feet, which allowed for faster speeds to be recorded. The race was planned for 22 May 1937. The entrants themselves were well known names on the racing circuit, some of whom much have been written about in books and results catalogued online by motor car enthusiasts. The high calibre of the motor car drivers brought to Cork is a testament to the all those who organised the event and sought to make the Cork event an international one. The Cork Examiner on Friday 7 May, 1937 recorded a final list of 20 entries for the Cork Race. The Irish contingent comprised Frank O’ Boyle, Dublin, C.G. Neil. Belfast, A.P. MacArthur, Sligo, Charlie H.W. Manders, Dublin and A.J. Thompson, Mallow. Charlie Manders was 250 cc motor cycle champion in the late 1920s. He set up an Adler dealership in Dublin selling Adler motor cars imported from Germany. He was a very successful private entry racing driver. Charlie built the chassis of an Adler Trumph Junior, a single seat racing car, and he went on to race in Ireland in the 1930s up until the war.

The English contingent, like the previous year, comprised big names on the motor car race circuit. Motor car historian Leif Snellman has attempted to compile short biographies online of some of the names (http://www.kolumbus.fi/leif.snellman/main.htm). Reggie Tongue, the winner of the Cork race in 1936 made a return. He had an address from Eccles, Greater Manchester. Born in Urmston, Lancashire in 1912, Tongue was born into a family where his father was a motor car racing driver. Reggie’s father died while Reggie was still at school. After some effort Reggie finally persuaded the trustees to release money for him to order a new Riley car with which he began his career in reliability trials. While at Exeter College, Oxford in 1935, he purchased a MG Magnette and the next year he bought an ERA-B.

B.Bira (London address) was a member of the Royal Thai family, Birabongse. He came to England in 1927 to study at Eton and Cambridge. He started racing in 1935. Charlie Edward Capel Martin (Surrey address) was a Welch driver born in Abergavenny Monmouthshire in 1913. He started racing at Southport sands on the Lancashire coast in 1932 moving on to circuit racing driving an MG, also racing in Bugattis and Alfa Romeos at Donnington and throughout Europe at Pau and Deauville in Grand Prix. He gained wins at Brooklands, Surrey in 1936.

Percy Maclure, (Coventry address) was born in Skipton, Yorkshire 1911. He worked with his bother Edgar Maclure for Riley. Wiliam Riley was a British motorcar and bicycle manufacturer from 1890. The company became part of the Nuffield Organisation in 1938 and was later merged into British Leyland. Ivo Peters (Bristol address) was born in 1915 and was a English railway photographer. Peters spent his life in Bath, Somerset and is best known for his amateur photographs and cine films of steam railways in the British Isles, particularly of the Somerset and Dorset Railway. While studying at the University of Cambridge, his interest was diverted to road racing in Ireland.

Anthony Powys Lybbe (Berks, Berkshire address) was born in Streatley-on-Thames, Berkshire in 1909. At age of 18 he went to the Royal Military Academy, Woolwich, London for officer training within the Royal Corps of Signals. He left the army by 1933 and amongst other interests took up motor-racing.

The other UK drivers were Peter Whitehead (Harrowgate address), Sir Alistair W. MacRobert (Surrey address), Cyril Mervyn White (Buckinghamshire address), W.H. Dobson (Surrey), J.F. Gee (Cheshire), H.B. Prestwich (Altrincham address, Greater Manchester), John Henry Smith  (London address) and A.P. Watson (Surrey). There was one woman driver Mrs. A. C. Dobson from Sussex who drove her husband’s 1 ½ litre Riley.

To be continued…

Captions:

588a. Victoria Cross, Cork International Motor Car Race, 22 May 1937 (source: still from British Pathé, http://www.britishpathe.com/record.php?id=7822)

588b. Carrigrohane Straight Road, Cork International Motor Car Race, 22 May 1937 (source: still from British Pathé)