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

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

Image – map of all 6 days route ISDT 1939

Day 1 – 21st August 1939

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

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

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

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

The Sudetanland Question?

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

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

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

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

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

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

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

Day 2 – 22nd August 1939

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

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

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

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

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

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

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

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

Day 3 – 23rd August 1939

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

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

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

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

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

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

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

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

Day 4 – 24th August 1939

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

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

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

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

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

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

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

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

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

Day 5 – 25th August 1939

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

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

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

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

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

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

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

Day 6 – 26th August 1929

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

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

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

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

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

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

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

report by Von Gustav Mueller

The 5^th Day

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

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

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

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

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

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

The 6^th Day

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

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

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

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

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

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

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

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

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

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

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

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

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

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

This will be a rolling task based on sparse information.. come back to see what we are finding. Aided by just two 1936 issues of ‘the Motor Cycle‘ and without the final day report this map and list of places is the best at the moment. Any Germans, Bavarians able to help please do. as ever •Bold = known checkpoints, Italics = I could not locate the place.

Sketch maps with known places here - https://mapsengine.google.com/map/edit?mid=zClKdDlICr2k.k3WbbSNwRPC8

Day 1 Thursday:
•Freudenstadt – •Wörnersberg – Altensteig – •Sankt Anton – •Reichental – •Rot Lache – Herrenweis – •Scherrhof •Kurhaus Hundseck (Lunch) – •Erbersbronn – •Ht Langenbach – •Ottenhöfen – •Zuflucht – Kneibis – •Freudenstadt

Day 2 Friday:
•Freudenstadt – •Griesbach – •Oberharmersbach – •Oberwinden •Oberwolfach – Zell – •Haslach – Elzach – •Martinskapelle – •Falkensteig – •Oberried – •Fahl – Menzenschwand – •St Blasien (Lunch) –  •Neustadt –  •Fuchsfalle - •Schiltach – •Freudenstadt

Day 3 Saturday:
•Freudenstadt - •Ziegelwasen - •Empfingen - Geislingen – •Thiergarten – Sigmaringen – •Pfullendorf – •Zussdorf – •Weingarten – •Wangen (Lunch) – •Weitnau – •Nesselwang – Füssen – •Unterreithen – Oberammergau – •Garmisch

Day 4 Sunday:
•Garmisch – Klais – Walchensee – •Jachenau – •Gaißach – Bad Tölz – Holzkirchen – •Weyarn – •Seigsdorf – •Mauthäusl –  •Konigsee (Lunch) – Bad Riechenhall – Inzell – •Weißbach – •Teisendorf – •Seigsdorf – •Holzkirchen – •Paß Kesselberg – •Garmisch

It apears the map in ‘the Motor Cycle‘ is wrong here, the report clearly sets the way from the start as being Garmisch – Walchensee – Bad Tölz – Holzkirchen and the return leg was  Holzkirchen – Paß Kesselberg – Garmisch which to my eye is the same road in different directions. The map has a western loop passing near WürmSee.

Day 5 Monday:
•Garmisch – Mittenwald – •Vorderriß – •Wießee – Kreuth – •Enterrottacher – •Jossethal – •Stardelberg (Lunch) - Miesbach – •Dietramszell – •Sankt Heinrich – Würm Sea – •Ammerbrücke – •Schöffau •Garmisch

Day 6 Tuesday:
•Garmisch – •Graswang – •Unterreithen – •Albertsried – •Petersthal – •Hindelang – •Nesselwang – •Füssen – Immensdadt

Image – calculated guess of the routes of days 1-5 ISDT 1936

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

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

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

Day 1

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

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

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

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

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

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

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

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

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

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

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

LOCAL MOTORIST’S EXPERIENCES.

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

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

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

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

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

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

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

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

 The first thing was a good English breakfast and then home

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

©speedtracktales 2014

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

Image – Maurice Greenwood (Courtesy of Greenwood Family Collection)

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

This is the index of topics covered

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

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

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

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

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

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

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

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

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

Whilst undertaking a recent trawl through the photo archive at Associated Press (AP) for old photos connected to the ISDT and its venues I found a couple of news reel clips which although not clearly labelled were of the ISDT. I have now added these to the video page but here is the video of the 1969 event held in Garmisch Parternkirchen, West Germany as it was then.

1969 - W Germany

A short soundless newsreel in colour found in the media archive of Associated Press

On a recent on-line material hunt we checked out the Associated Press media website following up on a haunch press images of the event may be found. Almost immediately we stumbled over a video clip labeled as ‘Poland International Trial’ watching the clip the first bike to pass by was a Matchless and a quick check about enabled us to put riders numbers and bikes together using the 1958 programme so we are pretty certain this is the 1958 ISDT held in Garmish Partenkirchen, West Germany in 1958 you can see other video clips of the event in our video gallery.

1958 - West Germany

•

We spotted the following riders in this clip

Here at Speedtracktales the uncovering of the ISDT history has very much raised the editorial opinion on the legendary brand of BMW which included some of the most beautiful works of design artistry as well as playing an important role in the sports development, no more so than the sudden unexpected blip in activity by BMW at the very end of the ISDT period with its Works bikes that led to the cult GS80 trail bike. This blog recalls the launch of the famous works team of 1979 and the bike featured in an article here

BMW In Off-Road Motorcycle Sport

In the final analysis, motor sport participation is a question of available means. In addition there are such abstract terminology concepts as “group-orientated goals” and “product philosophy” and, in the end, common sense.

Thus BMW never even debated developing a machine for Grand Prix racing from the available products. A four-stroke , two-cylinder, boxer engine could never achieve the performance of a highly developed, two-stroke engine. Laws of physics see to that.

Photo – Works BMW Enduro Team for 1979 that competed in the FIM World Enduro Championship rounds (Left to Right) Rolf Witthöft, Laszlo Peres, Dietmar Beinhauer (Teamchef), Kurt Fischer, Herbert Schek, Richard Schalber

But since there are other possibilities for getting in to motorcycle sport beside Grand Prix events, BMW simply looked around. And they could find the answer with no trouble, with in their own history. More than 40 years ago, when the supercharged BMW engine which later became legendary was developed, Munich men felt obliged to offer proof that this was more than a narrow-minded breeding of high V-horsepower for fast tracks. In those days they entered the compressor BMW in the Six Days as well. And BMW was triumphant in the battle with gravel, mud and dusty lanes from the very first.

Times have changed of course. Big machines no longer dominate the overall category of current trials. That honor falls to the super-light machines in the medium and small capacity classes. Therefore a BMW decision to get in to off-road events this year attracted wide attention. H.W. Bönsch, long-time BMW director and member of international motorsport commissions, remarked: “BMW remained faithful to its traditions and didn’t allow itself to be tempted in to giving up a principle which had been recognized as correct and proven over the decades, merely to make a sporting demonstration. BMW could only see the sense of a sporting trials effort when it would show the value of its own construction ideals under the most difficult conditions. And when they could obtain in formation from such sporting experience which could be applied directly to the firm’s production machines”.

For the technicians in Munich’s Hufelandstraße the special attraction of this self-set task, quite apart from sporting enthusiasm, was to use trials events to further systematic development of their motorcycle.

Motorcycles in the large class today weigh 220 to 310 kg (485 – 685 lb.) – with BMW building the lightest of these. They are much too heavy for off-road terrain and quite a bit too heavy for a justifiable minimum of handiness. The goal of the Bavarians was to bring their 800 cc» BMW GS 80 down to a battle weight of 150 kg (330 lb.), to avoid hopelessly overextending a rider physically. They then achieved a good 135 kg (298 lb.) and are proud that this stringent weight reduction, hardly believed possible, can be the basis for success in the “elephant” class.

The BMW Team is entering such machines in the World Championship for trial riders, the Six Days, among other events this year. Aware there is no hope o f an overall victory, they also realize they can enliven the sporting scene while gaining important new knowledge for production motorcycles to come.

TECHNICAL DATA

BMW GS 80 Off-Road Motorcycle

Engine:

Capacity: 798 cc. 2 -cylinder boxer engine

Performance: 40.5 kW ( 55 hp)

Torque: 60 Nm ( 6 kpm or 43.4 lb .- ft.)

Compression: 9.3 : 1

2 constant depression carburetors: 9.3 : 1

Exhaust, 2 in to 2, rising behind the engine

Breakerless ignition system

Power Transmission:

Single-plate, dry clutch

5-speed gearbox with kick starter

Rear wheel drive by shaft

Chassis:

Double loop frame with monoshock rear suspension

Front tire : 3.00 x 21″, Drum brake

Rear tire : 4.50 x 18″ or 5.00 x 17″, Drum brake

Plastic fenders, aluminium tank

Lighting and signal system meeting regulations

Weights & Measurements:

Wheelbase: 1.495 mm (58.9″)

Spring travel front/rear: 270/230 mm (10.6/9.1″)

Weight, road-ready: 138 kg (304 lb.)

Tank capacity: 10 liters (2.64 gal.)

BMW Works Enduro Team Press Pack 1979

image – BMW ISDT World Enduro team press pack 1979

Download pdf of the original BMW 12 page presspack including team member biogs

english

deutsche

Georg Meiers works 594cc R67/2 1953 BMW

The pages connected to the ISDT 1964 produce heavy traffic for the site.

Photo of Steve McQueen ISDT 1964(Courtesy FIM / Paris Match)

Never more so in Hollywood did an actor maintain a loyal fanatical following as Steve. Not because he was particularly cookie or that his Shakespearean appearances were milestones. Its because for all the hype most stars get nobody knows who the heck they are off set. They lock themselves away at night in Beverley Hills and do what? we don’t know but Steve… he was a racer he raced anything if it had a motor, he collected it if it had a motor, he hung out with guys who dug motors. Steve was a Petrolhead and so much so he allowed his passion for motors flow into his work. The passion he had for his stuff makes his films stand out. It’s a bizzare coincidence that his birthday falls within a day of the anniversary of the break out in the real great escape, the film he piloted one of his beloved Triumphs to do many of his own stunts in the film not just relying on the great Bud Ekins to do his stunts and one of his hallmark pieces.

THE GREAT ESCAPE, Steve McQueen, 1963…Mandatory Credit: Photo by Courtesy Everett Collection / Rex Features

Steve met Bud in the US racing bikes in the Desert and in 1964 Steve helped finance the first official US team to enter for the ‘ Silver Vase’ Competition in the ISDT and although many greater riders rode that event and many even greater riders won this and other ISDT events. Steve’s participation adds considerably to the legend of the event that is not called the ‘Olympics of Motorcycling’ because some slick media mogul was short of a place to put that superlative. Steve rode it, he rode it as a racer equal to all, no special VIP schedule or facilities and he was pitched off when the goddess of racing decided he his time to pull his bike down from underneath him. No Medal but he remains a towering legend for the event and remains a marketable asset because he enjoys a significant fan base long after the pard fermé was empty.

Photo from Barbour Brochure with a view of his International jacket

See more images of Steve at the ISDT here

Prior to the handing–in we gained a very definite impression that the organizers themselves were surprised that the event was actually to take place

Many readers of this blog contact me with their thanks for providing what is the non existent ISDT reading room in the National Motorcycle Museum or even the Auto Cycle Union Six Days Archives. Such praise is often only due to the work and help of many readers who are ex riders or the family of ex riders who are willing to share, at no charge, their family material so as to help others who may not be so lucky to be able to recall past exploits of favourite relatives so easily to supplement my otherwise meagre budget to purchase important relics which may appear on eBay from time to time..

No more so are these gifts welcome than a recent contact from Susan Coates now based in the USA but from a British Motorcycling family who she found a collection of old magazines on a recent visit. Amongst this collection was an original copy of the 30th August 1939 edition of ‘Motor Cycling‘ with a full report of the ISDT 1939 which she rapidly sent me a scanned copy to be able to share with others through the site.

Let us hope that peace will prevail and that the 1940 event will take place under happier auspices.

Here is the Editorial article which started each issue of ‘Motor Cycling‘ and provided a useful summary and opinion on the events of 1939. In a forthcoming blog I will be reproducing the latter part of the report ‘The Great Retreat’ which is the story of the riders evacuation from the festering world war about to commence in mainland Europe. I have included in the article the images from the actual report and you can read a copy of the original report at our issuu.com library here

Editorial

An Unhappy Coming-of-Age

WHATEVER the future may hold in store for the International Six Days’ Trial, the 21^st event of the series will go down in history – so far as Great Britain is concerned – as the trial which never finished. In the early hours of Friday morning it was decided to withdraw the entire British entry, and it is fitting, therefore, that the facts underlying that decision should be recorded before they become distorted with the passage of time.

image – main report illustration ‘Motor Cycling‘ 30th August 1939 ISDT 1939 (Speedtracktales Collection)

To gain a true perspective of the position in which British competitors found themselves placed, it is necessary to examine the trial day by day. Prior to the handing–in we gained a very definite impression that the organizers themselves were surprised that the event was actually to take place. There was a conspicuous absence of that magnificent organization to which we have become accustomed in Germany, and the last-minute entries of Italian teams strengthened a suspicion engendered by the very late publication of such essential details as programmes and other material.

photo – our man ‘Cyclops’ examining one of the rear sprung 500 twin Sertums – that ridden by #16 A. Brunetto, a member of the Italian Vase ‘A’ team ISDT 1939 (Speedtracktales Collection)

Monday and Tuesday passed off uneventfully, but the oppressive air of uncertainty could not be disguised. On Wednesday came the news of the signing of the Russo-German Non-aggression Pact, and immediately the position became grave. The Germans were elated, congratulating themselves, and us, on what they believed to be the certainty of peace, but we were well aware that the crisis must come to a head in a matter of hours. Wednesday night will never be forgotten by the handful of British people in Salzburg. A telegram arrived from the War Office ordering back an officer taking part in the trial as a private entrant; the wireless announced that France had advised her nationals to leave Germany within 24 hours and orders were issued immediately for all tanks to be kept filled for an instant departure.

photo – Korpsführer Hühnlein chatting with the Clerk of the Course Standartenführer Rühling ISDT 1939 (Speedtracktales Collection)

Eventually it was decided to take part in Thursday’s run, which, incidentally, was of an extremely stiff nature. Meanwhile, telegrams were arriving from England advising immediate return and telephone calls to the Embassies in Berlin and Vienna forced those in charge of our interests to take the drastic step of withdrawal-a decision made some what easier by imperative orders from a manufacturer to two of our national team men demanding their immediate departure for Switzerland.

photo – Starting on Monday : (Left to Right) the riders are #58 V.N Brittain (Norton) #57 W. Schlichting (BMW) Germany and #56 J.H. Sybrandy (Triumph) Holland ISDT 1939 (Speedtracktales Collection)

With Great Britain placed very favourably in the Trophy, Vase and Hühnlein competitions, such a step was extremely hard to take, more particularly as we were assured of an escort to the frontier in the event of trouble breaking out. Discussion will rage round the decision for months to come, but viewing it in the comparative safety of our London office, we are more convinced than ever that the right action was taken. This conviction is strengthened by the fact that the War Office regarded the position with such gravity that an urgent telegram was dispatched to Colonel Bennett on Thursday night instructing him to leave for Switzerland with his convoy immediately upon receipt.

photo – #34 Harold Taylor (Ariel-4 sc) on the main road near Salzburg ISDT 1939 (Speedtracktales Collection)

At this juncture it is only right to say that we received every courtesy and consideration from the German officials. Their promise of safe conduct would undoubtedly have been implemented had the necessity arisen, provided they were in a position to supply the necessary facilities but, in time of war, such men are not masters of their own actions, and there was the additional complication of mobilization in France which might well have entailed many days of delay in returning to England. Bearing all these facts in mind, we consider the only sane decision was the one taken.

photo – W.T. Tiffin (Velocette) leading J. White (Ariel) through Wolfgang ISDT 1939 (Speedtracktales Collection)

History will record that Germany won the event, but the Germans will be the first to admit that their victory is both inconclusive and unsatisfactory. The excellent performance put up by our Trophy and Vase “B” teams, and the quiet efficiency of the B.S.A.-mounted Army men, gave every promise of British successes in the concluding scramble test, and we are certain that our regret in withdrawing was shared by the organizers, who proved themselves to be thorough sportsmen. Peter Chamberlain sums up the whole unhappy affair when he says elsewhere in this issue, “. A miserable and wretched end to what might have been a memorable International.”

photo – Major Oldfield, Lieut. Col. Bennett of the British Army, and NSKK Oberführer Grolman ISDT 1939 (Speedtracktales Collection)

The finale can be written in a few words –every British entrant is now safely across the border, the majority having already reached England after receiving every consideration from the German authorities. Let us hope that peace will prevail and that the 1940 event will take place under happier auspices.

Clearly the last sentence of the editorial was written with some optimism that the declaration of War would lead to a light skermish. Below are the rest of the images taken from the report a number of which will be familiar views to blog readers from the other Alpine based editions of the ISDT.

photo – A Dutch rider of a British marque in the German Alps. J.F. Fijma (Ariel) sweeping along the road by the beautiful Wolfgangsee during Tuesday’s run ISDT 1939 (Speedtracktales Collection)

photo – #135 Geo. Rowley (AJS) of our Trophy team followed by H. Kirchberg (DKW) near Salzburg on the first day’s run ISDT 1939 (Speedtracktales Collection)

photo – #52 Alan Jeffries (Triumph), British Trophy Team filling up under the eye of N.P.O Bradley , team director and an old hand at “Internationals” ISDT 1939 (Speedtracktales Collection)

photo – The Italian E Catolini (Guzzi) following F. Mayer (BMW) in Wolfgang on the second day. The picturesque hotel, with overhanging eaves, is typical of the district. ISDT 1939 (Speedtracktales Collection)

photo – #58 Vic Brittain (490 Norton) swerves a curve on the road approaching Unterwössen, a village near the end of Thursday’s route. ISDT 1939 (Speedtracktales Collection)

photo – Dusting it up on the Grossglockner Pass. The “racers” are #120 G. Keitel (350 DKW) in the lead with J.H. Wood (343 Triumph following him. Some idea of the glorious scenery can be gathered from the mountains in the background. ISDT 1939 (Speedtracktales Collection)

photo – A typical scene at a time check showing the interested crowds which gather to watch the fun. The rider on the right of the picture is Len Heath (Ariel). ISDT 1939 (Speedtracktales Collection)

photo – “You can lead a horse to water…” ! #101 Sergt. F.M. Rist (496 BSA) passes through the outskirts of Unterwössen. ISDT 1939 (Speedtracktales Collection)

photo – Another view of the Grossglockner, the riders being #189 W. Reinhardt (597 BMW sc) with another German rider #193 G. Stoltze (248 Puch) as his next astern. The flagstaffs in the background fly the colours of more than 30 nations ISDT 1939 (Speedtracktales Collection)

photo – The finest photograph could not do justice to the wonderful scenery through which the route of the trial passed. Here H.J.Flook (596 Norton sc) on the Grossglockner, with a background of snow-capped crags ISDT 1939 (Speedtracktales Collection)

photo – Right on the top of the Grossglockner Pass is the Dolfuss Memorial, the impressive archway through which L.E.C Hall has just passed. It was included in Wednesday’s run. ISDT 1939 (Speedtracktales Collection)

photo – Peter Chamberlain in an argument with a German official – that is, if expressions are any criterion. ISDT 1939 (Speedtracktales Collection)

photo – The 21st International will go down in history as the occasion the entire British entry retired. The reason for the retirement is given elsewhere in the story and here is a scene during the retreat from Salzburg. It shows part of the contingent arriving at Feldkirk before crossing the border into Switzerland. ISDT 1939 (Speedtracktales Collection)

photo – Safe and sound in an allied country, competitors take the opportunity to relax from the tension of the past few days. N.P.O Bradley, Len Heath, and Jack White will be recognized in the group and the Ariel in the foreground #108 [EOG 373 is that of W.A> West. They are waiting for Petrol. ISDT 1939 (Speedtracktales Collection)

Maybe you or some of your readers can help me, re the 1939 ISDT please?

I’ve read that Bert Perrigo, BSA Competition Manager, travelled over to Austria in his BSA saloon car with the Army convoy. (This was in addition to Tom Davies accompanying the BSA Team.)

However, when did Perrigo return to England?

Was it early Friday morning, together with the great majority of the competitors, support crews, spectators, with Vic Brittain in the passenger seat of his BSA car, leaving his Norton behind? (as his son, Johnny Brittain says today, and who also says that Allan Jefferies told him he’d seen Vic’s Norton in Austria after the war…..

or

Was it late Friday evening, after the day’s competitive riding, when “…Perrigo waited for the riders to return, filled their tanks and sign off for good, while Lt.Col.Bennett dealt with the administration.” from p46, Walker & Carrick’s ISDT history Col.Grimm & Col.Bennett then led the three Army teams, together with Cottle, Edge, Sim, Sanders and TSRs and spectators, to the Swiss Border.

Any hard facts re this would be much appreciated, as I’d hate to promulgate false ‘facts’ in my forthcoming book.

John Bradshaw
http://www.jrbpub.net

We have just received advance news of a new book to be published this coming Spring that may be of great interest to many Speedtracktales readers.

In late August 1939, Hitler’s armies were poised to invade Poland, while in Austria the International Six Day Trial was underway.  The trial was dubbed ‘The Motorcycling Olympics’, where the crème de la crème from five or six nations competed in six days of hard riding.

Image – Cover for new book ‘The Six Day Affair’ ISDT 1939

Following the Olympics in Berlin just three years earlier, the ISDT was seen by Hitler as being another opportunity for Nazi dominance – and the event was unexpectedly held in occupied Austria!  Half way through, riding through the mountains surrounding Salzburg and with the British teams once again doing very well indeed, they received a telegram from the British Embassy telling them to get out immediately.   WWII started just a week later.

The story of how the British competitors and spectators successfully made it away through Switzerland with the help of their German escort has so far only been mentioned in magazine articles and websites, but extensive research has revealed much new material about this fascinating and exciting event in history.

In ‘THE SIX DAY AFFAIR’, one of the competitors tells his grandson all about his adventures..…

However, despite this adventure tale being presented as the memories of an old man, none of the actual names, facts or chronologies have been changed in any way at all.  Only plausible interpolations and extrapolations have been made, so attempting to avoid any significant misrepresentation of the real history.Occasional asides have been interjected to supplement what would otherwise be just one man’s memories of events and these are entirely factual with no fictional content whatsoever.The final chapter tidies a few loose end up, giving very brief accounts of what actually happened afterwards to just some of those involved.  If only more information could be obtained, possible future editions would include it.The Afterword disentangles fact from fiction in greater detail, while there are appendices containing further facts concerning the 1939 ISDT, as well as a full list of sources and further reading.

A5 softback, b&w with many illustrations & appendices.    £12 

Launched this coming May, published by JRB Publications -  www.jrbpub.net  - and available from Courtyard Books  - www.courtyardbooks.co.uk
Courtyard Books  Tel: +44(0)1242 674335   E-mail: contactus@courtyardbooks.co.uk
Snail-mail: Tarling’s Yard, Bishop’s Cleeve, Cheltenham GL52 8RN, UK

Bikewriter.com: Post-Academy Awards Special Backmarker: The Colonel’s Motorcycles.

In the 7th September 1939 issue of the Motor Cycle, the editor of the magazine A. B. Bourne who had been in Germany covering the ISDT 1939 event published an article titles ‘My Week in Germany’ giving his impressions of the events that occurred shaping the history of this notorious sporting occaision.

See the original article in our issuu.com library here

My Week in Germany – A.B. Bourne – Editor the Motor Cycle

To review the International Six Days after all that was written in last Thursday’s issue would be superfluous. Everyone knows what happened and how on Friday, the fifth day, the British contingent withdrew from the trial, left Salzburg and hurried to the Swiss frontier and home.

Photo – Miss Marjorie Cottle (249 Triumph), chatting with Obergruppenfuhrer Kraus, president of the International Jury, at the check at the top of the Grossglockner. Miss Cottle made a magnificent performance in the trial ISDT 1939 (Speedtracktales Collection)

It is probably difficult for anyone not among the party to realise how cut off the British contingent was from knowledge of what was going on between the capitals of Europe. All at Salzburg sensed that there was a crisis, but how grave it was none knew. As we said in our description of the trial, the German papers revealed little, those British papers available were two days old, and wireless reception of the English news bulletins was next to hopeless.

Of course, there were many who started in the trial with little idea of what a modern International means. Somehow or other the impression that these trials are merely high-speed tours in glorious country still seems to exist. The facts are, as we have tried to convey in describing the event, that the modern trial as held in Germany is an Alpine Grand Prix with sections just about as bad as any included in British sporting trials.

Whether the hundred and more British riders, passengers and camp followers would have remained right until the Friday had they been aware that the bulk of the International Press had left Berlin on the Tuesday evening, is a question that cannot be answered. The Press do not hurry out of a country without very good reason. As it was, however, the riders’ job was to carry on until told to leave. This they did magnificently.

Looking back on the necessarily anxious days one cannot help smiling at the recollection of what happened on the evening the German-Russian pact was announced – how Germans came along to Englishmen, shook them by the hand and said joyfully, “Now we shall have peace!”

Photo – Zero hour! A batch of competitors waiting on the starting line at Salzburg for Major Watling to give the signal to set off on the day’s run. Left to Right are C.N Rogers (246 Royal Enfield, of the British “B” Vase team, H Kirchberg (343 DKW) and George Rowley (347 AJS) of the British Trophy Team. ISDT 1939 (Speedtracktales Collection)

On Thursday, just before midnight, the decision was reached that the British contingent should make for the German – Swiss frontier by the shortest route. Colonel Bennett, who had no instruction from the War Office, decided that the Army teams should remain. What happened in this case was simply that the official intimation that he and his men should return was delayed en route. When it did arrive they, too, left for Switzerland. All this is past history, and instead of reviewing the trial as such I will endeavour to record a few personal impressions.

We have already paid well deserved tributes to the riders. I watched them at many points, sometime on the “stickiest” sections of all. Our Trophy team was outtanding. Never once did I see a Trophy man thrashing his machine, nor did I see any of the four taking a risk. The un-flurried way they forged ahead on, say, the St. Kolman section, the worst on the second day, and seemed, almost without thought, to miss all the obstacles that might damage their machines, evoked my wholehearted admiration. On the Großglockner they were again outstanding. Whereas many riders thrashed their engines and scrambled round the fourteen hairpin bends, our Trophy team gave the most polished display one could possibly imagine. A phrase I heard several times was, “You can always tell a Trophy team man.” This remark was made by Germans as well as Englishmen.

Three years ago, when the International was last held in Germany. I was impressed by the general standard of riding, particularly by the way the Germans handled their B.M.W.s and Zündapps in the rough. This time, perhaps because of some of the going was as bad as that of an exceptionally difficult English half-day trial, the riding did not seem to me to be nearly so good. The British riders on the average were easily supreme in the mud and over the rocks. The Italians, for the most part, were unhappy. A number had little idea of how to tackle such hazards, and seemed to keep to time by averaging inordinately high speeds on the road portions. Seldom have I seen riders thrash their machines more.

Of course, there were many who started in the trial with little idea of what a modern International means. Somehow or other the impression that these trials are merely high-speed tours in glorious country still seems to exist. The facts are, as we have tried to convey in describing the event, that the modern trial as held in Germany is an Alpine Grand Prix with sections just about as bad as any included in British sporting trials. One, in my opinion, was worse than any I have previously encountered in a trial either in Great Britain or abroad. And this, it has to be remembered, had to be ridden against the watch. The trial is an event suitable only for the most experienced – one that taxes even such men as Alan Jefferies, Vic Brittain, Len Heath and Co. Perhaps the most amazing show of all was that of Miss Marjorie Cottle, who rode magnificently.

Photo – Much rough going was included in the course. Here is a glimse of a Swedish rider, B. Nilsson (498 Zundapp) and, appearing rather unhappy, an Italian, E. Scatolini (493 Guzzi) dropping down a section of loose stone ISDT 1939 (Speedtracktales Collection)

Friendly Helpfulness

My experience, which was shared, I believe, by all the British contingent, was that never have I met with greater kindness on a Six Days held on the Continent. An insight into the friendly helpfulness of one competitor towards another was given in our description of the trial. The little incidents related were of a type that occurred on numerous occasions, and I, although not a competitor, received the same sort of friendly welcome and treatment. For instance, one would stop at the roadside to take notes; the chances were that before minutes had passed an NSKK man (i.e., a member of the German national motor corps)or a spectator would endeavour to enter into conversation and offer a cigarette. Then there was a case of my being at a point not marked on my map. The NSKK man on duty misunderstood my request that he should indicate on the map the exact point at which we were standing; he proceeded to tell me where the course led and what it was like. Nearby was an officer who, realising that I was not getting the information I wanted, stepped forward and straightened things out.

Often at the time-checks there were refreshments provided by the villager or townfolk. I owe a special debt to the Press bureau who, besides being ever helpful, went right out of their way providing us with an Army dispatch rider to go specially to Munich, 90 miles away, with copy and negatives for the ‘plane to London.

My 2,000 and more miles on Continental roads caused many impressions -one rather a lasting one concerning saddle and modern riding positions! Apart from the German autobahnen I came across no sections of road, excepting a few kilometre, that were to be compared with the average British road in surface. To arrive back on British roads gave me the same feeling of “Heaven at last!” that I felt when I touched my first stretch of autobahn near Munich. We in this country may grouse about our roads, but we have little to grumble about so far as surface is concerned – only their inadequacy for the amount of traffic and their dangerous nature.

Photo – Raneiri (500 Sertum) rounding a hairpin high up in the Alps ISDT 1939 (Speedtracktales Collection)

Early this year a comment about German roads was that while the autobahnen were certainly magnificent highways, work on the other road seemed to have ceased and they were becoming worse than ever. This remark was made to Herr Hitler at the Berlin Show, who replied “That can be altered!” Thus it was interesting to find on my trip to the International and back that in many places – even in the Alps -immense reconstruction work was being carried out.

As usual, I could not help marveling at how easy Continental touring proves. I met two lads with a sidecar outfit. They were touring France, had no knowledge of French, but had been getting on famously. Then there were two owner of James “Auto-cycles” on a really ambitious tour.

Simple though foreign touring formalities are, they could, and should be made more simple. The papers I had to fill up reminded me of a passport application form in their complexity. As for passing through Customs, why should entering France from Britain or vice versa be such a business when at nearly every other frontier post one is through in a matter of minutes?

Photo – At almost every corner throughout the trial there were NSKK men on point duty. The riders are H Lodermeier and H luber (494cc B.M.W.s) Note the dust, which was such a feature of the trial. ISDT 1939 (Speedtracktales Collection)

Enticing Tracks

Many things interested me in France. Perhaps the most notable was the way English folk were made welcome. Everywhere people went out of their way to be friendly and helpful. Even gendarmes, who blew whistIe at you when you exceeded the speed limit, did no more than indicate that you should go more slowly! One final point: On many occasions in Germany I saw enticing tracks Ieading off the highway – tracks running up the hilIside or through woods, and just the thing for the lad who enjoys a little rough-stuff. But it was no good, since all (or nearly all) were marked with signs indicating that they were closed to motor cyclists. It is strange that this should be so in a country where they have been trying to do much to encourage Motorcycle and motorcycling.

Photo – ISDT 1939 (Speedtracktales Collection)

In the same issue the well known Motorcycling journalist of the paper ‘Nitor’ wrote the following summery of the final race for the border by the Army riders and British support crews

Car drivers took turns at the wheel; motorcyclists every now and then sent up showers of sparks as they dozed off and their footrests touched the ground to wake them up again

Army’s Ride

JUST imagine some 30 British soldiers passing through a troop-infested part of Germany at midnight!This is what happened to British Army teams on the way back from Salzburg and the International. Seldom has there been such a nightmare ride. What had occurred was that the telegram instructing the Army teams to return did not arrive until about noon on the Friday. At that time Colonel Bennett and A.E. Perrigo, the B.S.A. team manager, were having a swim, while the Army riders were naturally out on the course completing the fifth day’s run.

More Miles

IMMEDlATELY the men arrived at the finish they were told to fill up, checking that they had credit for covering the day’s run and then, instead of going into the marquees used for storing the competing machines, turn round and ride into Salzburg. Having covered 261 miles of trials course that day the men had to get ready and set off on a 250-mile ride to the Swiss frontier-this when almost all they wanted in the world was to get to bed.

Nazi Send-off

AT the Hotel Pitter there was an official send-off with Korpführer Huhnlein saying good-bye and expressing his great appreciation of the British Army teams’ sporting spirit. About 5p.m. the contingent set off escorted by Colonel Grimm, who decided that the party should go by autobahn to Munich and thence to Bregenz and the frontier. The few civilians who had remained at Salzburg joined up with the party.

Almost Asleep

ALL went well as far as Munich, except that already the dog-tired riders were fighting against falling asleep in their saddles. At Munich there was a stop for food. In addition, one of the civilians became lost and the Army folk had his Custom papers! Troops were encountered by the thousand. Some 30 miles from the frontier the party was stopped, and it needed all the German colonel’s arguments and waving of his official papers to get the party through; without him the British contingent would undoubtedly have been held up

Photo – The editor with his Triumph Twin after crossing the border into Switzerland. In the foreground, alongside a Condor machine is a kindly Swiss Hotelier who helped the Editor change a fork spring. ISDT 1939 (Speedtracktales Collection)

All Through

BY this time the whole party was just about asleep. Car drivers took turns at the wheel; motorcyclists every now and then sent up showers of sparks as they dozed off and their footrests touched the ground to wake them up again. Happily there were no casualties. Seldom have men been more thankful than when at last they were over the frontier and able to get to bed. The papers of the missing civilian were left at the frontier and all other frontiers posts advised of the fact by Colonel Grimm. Later it was reported that he, too, was safely through.

Photo – ISDT 1939 (Speedtracktales Collection)

The 31 August issue of ‘the Motor Cycle’ carried a 12 page article on the ISDT that never was. Possibly heralded as being the best ISDT of all time, on paper the potential obsessive stage management by the German Nazi regime looking to impress foreign powers of its greatness could well have put on the best event ever. The grant finale of the event rather than a speed test was to be a scramble and surviving vide owe have seen shows it to be a quite remarkable event in its severity of technicl difficulty for the tie. However from arrival at the venue the event was beset with problems, firstly to all it appeared the Germans had been expecting the event not to happen at all, so preparations had been rushed and not complete. Despite a lot of man power being committed there were at times fuel shortages and the German officials tried modifying the traditional rules as the event progressed. The going on the other hand was not far off the most extreme the riders had ever seen, not just because of the Alpine setting in North Austria but also the extensive use of unmade tracks across pine forests that had in cases been cleared just for the event. The event withered for many competitors to a dead stop before the final day after Germany declared a pact with Russia that resulted in the division of Poland and was going to lead to the beginning of the second world war. Even though the Germans finished the six days it was a result devoid of competition and so after the end of the war the FIM annulled the results so the Trophies were never awarded.

photo – top left Miss Marjorie Cottle (249 Triumph) follows K Pogner (248 Puch) through a village typical of the area. Bottom left- Fuscher Törl, a check amid the summer snows high up the Grossglockner pass. Right – A loose narrow winding track where time is easily lost: Sgt JT Dalby (490 Norton) kust behind Forstner (490 BMW) ISDT 1939 ( Speedtracktales Archive)

read the full event report in ‘the Motor Cycle’ at our issuu.com library here

The greatest of all International Six Days Trials, that held in Germany last week, was virtually brought to an end last Friday. The cause, needless to state, was the European situation. In Salzburg information as to what was really happening was scrappy in the extreme. The German papers revealed little; those British papers available were two days old; wireless reception of the English news bulletins was next to hopeless.

Scraps of information, garnered in this direction and that, made it obvious on Wednesday, the third day, that there was growing tension between the nations. Was it wise for the British and other contingents to stay? None knew. Maps were examined to determine the quickest way to the frontier. Telephone calls were put through to the Consulates. It was learned the situation was grave, that French nationals had been warned to leave Germany; that as of yet there was no similar advice to British subjects.

Photo – A bullock cart awaits while T Mooney (497 Ariel) passes through the village. ISDT 1939 (Speedtracktales Archive)

The decision was that the British contingent should carry on with the trial. Both the British Trophy team and the ‘B’ Vase team had clean sheets. All would start, and if the news the following morning was such that it was imperative to leave Germany, an endeavour would be made to get the information through to the lunch stop, which was nearly half the way to the Swiss frontier.

Photo – A group of British competitors pose for the camera amid the grandeur of the Grossglockner scenery. #163 is JJ Booker ( Royal Enfield) and #166 Colin Edge (347 Matchless). Behind the latter is AB Bourne the editor of ‘the Motor Cycle’. ISDT 1939 (Speedtracktales Archive)

All Thursday there was a search for news. A little before midnight a decision was reached: the British riders would leave for Switzerland early the following morning Lr-Col. Bennett, in charge of the three British Army teams, having no instruction from the War Office, decided that his men should carry on. Later they too left for the Swiss frontier.
The trial, which promised to be the most strenuous held, was virtually at an end.

Photo – A good idea of the difficulties that the sidecar competitors had to face can be obtained from this picture of #44 K Döbereiner (750 BMW sc) tackling the run into Sudetenland. ISDT 1939 (Speedtracktales Archive)

Friday and Saturday

British riders leave for Home: The trial goes on and Germany wins

Early on Friday morning the British contingent , with the exception of the Army riders and four others, collected their machines and packed up. There were a few dissentient voices – people who wished t ostop. The vast majority, however, once they heard the contents of the telegram received by Major Watling, realised that the sane course was to leave the country, doing so by the shortest route to the Swiss frontier.
At 6 am the huge calvacade was off, bound for Innsbruck, Landeck and Feldkirch. This was earlier than the German officials had anticipated. The petrol lorry was fixed for 8 am and obviously would be slower than the motor cycles and cars of the British contingent. Hence the petrol arrangements seemed valueless, and in addition there was no escort car. Although many would without doubt, be able to get to the border without having to fill up, this would by no means apply to everyone, so Major Watling, in company with ‘the Motor Cycle’ representatives Mr Geoffrey Smith (Managing Editor) and Mr Bourne (Editor) searched around Salzburg to ensure there was petrol available near the Tyroler Hof, Innsbruck. This was duly arranged and Innsbruck advised by telephone.
The Bentley car with Mr Geoffrey Smith and Major Watling aboard and Mr Bourne and his Triumph Twin then followed the route taken by the British contingent to act as whippers-in in case any one had trouble.
All went well. Petrol was available at Innsbruck and , incidentally, at one or two pumps on route. The only trouble was a cloudburst encountered near the Arlberg Pass, which soaked many of the riders.
At the Customs, just after Feldkirch, the officials in charge were helpful in the extreme, and all were through and safely over the border into Switzerland in a matter of minutes.
The majority stayed at a village a few miles further on. Here people were kindness itself in finding rooms, and even – at the little hotel where the main contingent pulled up – in hurriedly producing bottles of local wine “on the house”.
Considerable surprise was expressed by members of the British teams that four British Competitors should have stayed behind. Later these and the Army men also left Germany and crossed into Switzerland.
The trial, which in our guide a fortnight ago was called “The Trial That Is Different” was proving very different. It was continuing on, but with a depleted entry and much of it without international flavour.
For the Trophy contest there remained Germany and Italy. The latter had lost marks earlier in the week. Germany too was to loose marks – 30 as against Italy’s 43. Thus there was no race over the scramble course to determine the destination of the Trophy: Germany won on points.
For the Vase, however, there was a tie, and the result of the scramble was that Germany ‘A’ won with no marks lost and Italy ‘A,’ also with no marks lost were the runners up. The Hühnlein Trophy was won by DDAC ‘A’ (no marks lost) with the SS ‘B’ team (no marks lost) as runners-up. The DDAC (Munich) won the club contest for the Bowmaker Trophy.
Thus in a disappointing fashion the 21st trial of the series came to an end.

Photo – A typical scene at a check with Nazi’s operating the control and a policement looking on #6 is Capt GM Barry of the British Army Norton Team. ISDT 1939 (Speedtracktales Archive)

Photo – Typical of many villages through which the trial passed was Hof, seen above. The machines are lightweights – a Puch and a DKW – ridden by #250 P Günther and #233 G Sandküler. ISDT 1939 (Speedtracktales Archive)

Photo – under the eyes of many other important officials, Major Watling gives a starting signal to #131 BQMS E Smith (347 Matchless), and #130 G Dotterweich (342 Victoria). Behind is #135 GE Rowley (347 AJS) of the British Trophy Team ISDT 1939 (Speedtracktales Archive)

Photo – Near the top of the Grossglockner Pass, with the ‘Fuscher Tori’ mountain hut in the background. The competitor is #177 A Weber (242 NSU) ISDT 1939 (Speedtracktales Archive)

Photo – This party of Hitler Youth and Nazi officials found this a pleasant spot from which to watch the trial. ISDT 1939 (Speedtracktales Archive)

Photo –  Good roads again at last, and not far from the end of the tiring first day’s run. L Heath (497 Ariel) leaves the rough stuff behind at Vöklm. ISDT 1939 (Speedtracktales Archive)

Photo – #52 Allan Jeffries (498 Triumph) wearing his usual cheery smile and #53 S Lück (494 BMW) pose for the camera while officials stamp their time cards. ISDT 1939 (Speedtracktales Archive)

Photo – This stone hut situated at the summit of the Grossglockner Pass marks the end of the great climb of nearly 8000ft. Inside the building is a tablet to the memory of those whose enterprise it was. ISDT 1939 (Speedtracktales Archive)

Photo – Where a sidecar is more stable than a solo. #229 H Zuur (600 BMW sc) has to wait to allow #217 L Wohlfahrt (245 Zundapp) to regain an even keel after a fall on the loose stones of the ‘road’. ISDT 1939 (Speedtracktales Archive)

Photo – Near the summit of the Grossglockner, where every tourist stops to admire the magnificent mountain views which are on every hand. ISDT 1939 (Speedtracktales Archive)

Photo – This is not scramble picture, but merely a shot of the rough going that the international competitors had to tackle. Leading the group are #34 HR Taylor (977 Ariel sc) and #43 J Ramieri (500 Sertum). ISDT 1939 (Speedtracktales Archive)

Photo – the wild beauty of the Grossglockner Pass with its magnificently engineered road is seen in this view from one of the resting places provided for the tourists – but not for competitors in the trial ISDT 1939 (Speedtracktales Archive)

Photo – B Nocchi (500 Guzzi) ploughs his way through the mud that was encountered in the woodland section after the check at Ungenach. ISDT 1939 (Speedtracktales Archive)

Photo – #27 Len Heath (497 Ariel) and #20 HN Toomey (498 Panther), the latter disguised by a crash helmet have a few moments to enjoy the sunshine and a cigarette while waiting their turn to enter the check. ISDT 1939 (Speedtracktales Archive)

Photo – Miles of rough tracks passing through magnificent wooded country were the feature of Tuesday’s run. Here is L Ridgeway (496 BSA) going hard to arrive at the St. Koloman check on time. ISDT 1939 (Speedtracktales Archive)

I have been slowly sifting through the images found over xmas on the Stilltime Collection website having built a database so I can collect all the details the images allow and then linking those facts to information we hold across the site on the people bikes and places.

The image below of a group of men taken around two of their motorbikes including a Matchless and Triumph with a UK Vehicle Registration MX 621 makes it is likely these are part of the British contingent at the event and has been identified as being taken at the ISDT 1935.

British riders with Matchless and Triumph 500 BMX 621 at ISDT 1935

link to image at stilltimecollection.co.uk

Obviously all dedicated British ISDT enthusiasts and if anyone can help identify any of the persons in the photo we would be so grateful.

Whilst googling on the internet for BMX 621 by chance we found that a log book for the bike still existed from 1937 for the bike was recently sold on eBay which indicates the bike was first registered  13th April 1935

Image – log book for Triumph 500 BMX 621 – front

Image – log book for Triumph 500 BMX 621 – rear

The Bike given a model ID 5/10 had the frame No. F2910 and engine No. 10/55/4

The results list the GB entered Triumphs as

#4 – H S Perrey 549cc – Factory Entry
#45 – J Robbins 249cc – Factory Entry
#179 – A Jefferies 493cc – Factory Entry
#212 – J M Allen 493cc – private entry
#223 – RC Yeates 493cc – MCUI
#235 – JH Preen 493cc – private entry
#246 – AA Sanders 493cc – private entry

If anybody reading this can help provide more information on the history of BMX 621 we would love to hear from you.

STT editor recently had a trip out to Valasian Alps on the Southern Swiss border with Italy. Arriving at Genéve was followed by a train ride along the northern shore of Lake Genéve through Lausanne, Montreaux, Aigle and at Martigny I realised this was more or less the reverse of the final closing stages of the ISDT 1929 which had begun in Munich and finished in Genéve.

image – scanned copy of route map ISDT 1929

The only map I have of the course is a poor low-resolution copy taken from an old copy of the original programme. The results which were prepared by the Federation Internationals de Clubs Motorcyclistes (FICM) who when they were still based in Pall Mall, London the then offices of the Auto Cycle Union (ACU) within the Royal Automobile Club. The results do not include details of where the checkpoints were and the low resolution of the map in the programme makes it difficult to enlarge and get any clarity so am resigned to simply listing the general flow of the event for now based on squinting at the pixelated text and staring at a google map of Central Europe. The route starts in familiar territory of the ISDT events of the 30’s which featured Garmisch Partenkirchen but then drift into unknown territory linked only by known place names. If anyone can help with a more detailed route map or itinerary I would be very grateful.

Route

GERMANY – Munich – ? – Parternkirchen – AUSTRIA – ? – Steeg – Lech – Flexen Pass –  Feldkirch – Vaduz – SWITZERLAND – Sargans – Glarus – Altdorf – Andermatt – Faido – Biasca – Bellinzona – ? – Locarno – ITALY – ? – Ivrea – Verres – Chatillon – Aosta – FRANCE – Borg St Maurice –  Moutiers – ? – Annecy – SWITZERLAND – Martigny – Lausanne – Geneve.

photo – four riders, one Sheperd #126 on a Scott sidecar, Steel #128 Brough Superior, Miss Herbet #122 Douglas and Mortimer #129 P&M Panther possibly passing along the Flexen Pass ISDT 1929 (Stilltimecollection)

2014 sees the 50th anniversary of the holding of the ISDT 1964 in Erfurt, East Germany. The event is one which gets a lot of attention and is number one International when it comes to enquiries and hits on our web search.

Thanks to the help of our contributor STB who has sent the route maps for the event which we will add to the ‘mapping the ISDT project’ this winter. Keep watching this page to see how it progresses.

image – Course map Day 1 & 3 ISDT 1964 (Courtesy Harro Esmarch Collection)

image – Course map Day 2 & 5 ISDT 1964 (Courtesy Harro Esmarch Collection)

image – Course map Day 4 & 6 ISDT 1964 (Courtesy Harro Esmarch Collection)

Thanks to the generosity earlier this year of Brian Catt who started scanning his collection of ISDT programmes, here are the first three that have been uploaded to our online library at issue.com

Image – scanned cover Official Programme of ISDT 1969 (Greenwood Family Collection)

Link to browse 1969 programme at Speedtracktales ISDT programme library at issue.com. Sorry we can no longer embed ‘flash’ files in wordpress.com

Image – scanned cover Official Programme of ISDT 1968 (Greenwood Family Collection)

Link to browse ISDT 1968 programme at Speedtracktales ISDT programme library at issue.com

Unfortunately this programme has not been reproduced form a full data set

image – official programme cover 42nd ISDT 17 – 22 September 1967 Zakopane, Poland ( Courtesy Brian Catt)

Link to browse ISDT 1967 programame at Speedtracktales ISDT programme library at issue.com

Sorry its been a while time waits for no-one and I’ve been struggling to keep up with a lot of things. Just checking through some old emails and I think I missed this one from our German contact SB who shares this image with us featuring the king of cool Steve McQueen.

image – painting of McQueen on start in Erfurt ISDT1964