KEN SRAYSON

With Torch and Rod – Battling with the ravages of the Isle of Man TT Course

Ken Sprayson of Reynolds fame has kindly agreed that we can reprint an article he wrote in 1992. It is our intention to serialise it over a couple of issues.

Monday dawned as all Mondays, the first day of the factory week. Apart from it being a fine day in early June, there was nothing to suggest that there would be any relief from the daily round that makes up the working life of the majority. But how little we know what lies around the corner; my chance came that morning around 10.30 when a colleague called out “Tony Reynolds wants you, Bill Barnett has died” Some 60 miles away across the Irish Sea they were just lining up for the start of the 1958 Junior TT……….

Reynolds Tube Co Ltd had been involved in manufacturing the Norton “featherbed” frame since its inception in 1949. By 1954 this was in general use by all Manx Norton riders.
Approaching the Reynolds’ Directors in his usual down to earth manner, the then Managing Director of Norton, Gilbert Smith said, “what about all these welded frames we’ve got in the Island? You make ‘em, you’ll have to send someone over to look after ‘em!” And so, Bill Barnett, development engineer, welding expert, technical representative and general trouble-shooter for Reynolds, arrived at the TT.

Bill had a way with him that was unique, and in no time at all he became an accepted part of the TT organisation. His ability to weld practically any material in the days when a lot of people thought aluminium unweldable, earned him the title, “Wizard of the Welding Torch”. Up to this time, the only source of welding in the Island appeared to be the local blacksmith. From what is told, a rider with a frame breakage had to make up his mind, which was cheaper, a new frame, a new tyre or both. The reason for this was found in the size of the smithy’s welding torch, where the huge flame was liable to consume anything on the machine that was inflammable.
The Reynolds’ service soon became general to all-comers, and not only confined to riders of Manx Nortons. With the then popularity of aluminium alloy for fairings and tanks, a welder of this material was in great demand. This, together with frame repairs and innovations that gave one an advantage over the opposition, meant many late sessions of work, and much burning of midnight oil……….

Surely it isn’t April the first? Someone must be having us on! Anyone who knew Bill Barnett knew he was indestructible; Reynolds without Bill could hardly be imagined. True, he was capable of all sorts of stunts, some of which could be highly dangerous, but even then he would bob back up with renewed vitality. No, it couldn’t be!
On entering the boss’s office, the worst was only too apparent. After a very hard week of long hours and late nights, during the early hours of Monday morning, Bill had succumbed to a thrombosis. Would I go over and see what could be done?

My transport at the time was an Ariel 650cc Huntmaster solo, and within a couple of hours, I was on the outskirts of Birmingham, asking the AA Man the road to Liverpool. This, of course, was long before the M6 came into being. I had been to the TT Races on a couple of previous occasions, but only for the Senior on organised trips. This time any delight I had was overwhelmed with the shock of the occasion and apprehension for the unknown, as all I had was a hotel name where I would find Reynolds’ friend and associate, Ernie Earles.
Catching the 3.30pm boat, I arrived in Douglas about 8 o’clock, but such was my state of mind, that I drove past the “Brookwood” at last three times before plucking up enough courage to go in. Finally, after contacting Ernie, and getting fixed up with accommodation, I was taken next morning to the garage where Bill had established Reynolds’ workshop. As the news of Bill’s death coincided with the theft of Reynolds’ advertising banner, it was generally thought that the welding service for that year had closed down. Consequently, the number of clients was comparatively light. However, one or two jobs were waiting, the first of which was Bob Brown’s alloy fairing. Now came the big question, could Reynolds’ new lad follow the up the fantastic reputation of his predecessor? I well remember the little crowd, gathering round to see what a mess I would make of welding aluminium. Whatever they thought they had to keep to themselves, because for good or bad, I was all that was available. At least no complaints were received back at the Company, so it was subsequently decided that this would be my annual job.

The garage we then occupied was a huge affair situated at the back of the Falcon Cliff Hotel. It was one of a pair – the other of which at various times had very celebrated occupants. In our early years, we were neighboured by the Gilera works team and in the mid 60s, changed country and continent in he form of Honda, and later, Suzuki teams. The contrast in operation between the two had to be seen, to be believed. The “big fours”, with a couple of mechanics and a team manager was a far cry from the hoards of oriental spanner men, one to each bike, all working in white linen gloves. In addition, there were engine designers, frame designers and numerous other “odd bods” who rarely seemed to contribute at all. All these, of course, in addition to the riders, the elite stars of their day. Adjacent to the large garage were some lock-ups occupied by such notable enthusiasts as Geoff Monty and Dudley Ward, whose riders at the time were Tommy Robb and Alan Shepherd.

With the garage, I inherited other competitors, among them, by virtue of our close association at home, were Bill Boddice and Fred Hanks, competing in the sidecar races. As you can imagine, there were times when, large as the garage was, a little more room would have been appreciated.
The greatest character of all our sub-tenants was undoubtedly solo rider, Lou Carr. Lou came from Newcastle way, and, like all Geordies, could tell a good tale. One of the best of these was Lou’s account of the encounter with the cow at Sarah’s Cottage one practice morning. This concluded with John Surtees crashing into the animal and wrecking the MV. The story would last at least half-an-hour, and would be better entertainment than the Gaiety Theatre on Douglas Prom.

Lou was always willing to share his considerable knowledge of the TT Course with anyone in need. One such person was Canadian, Ed LaBell who entered the 1959 races on a BMW. One of the Newcastle crowd had hired a scooter from Geoff Duke’s Scooter Hire business, a belt driven Diana. Riding round the course he had “retired” at Ramsey with a broken belt. That evening Lou suggested that we borrow Bill Hocking’s, [another Geordie] van and go and collect the bike. In the process we could take Ed LaBell and show him the way round. That LaBell needed the tuition was evident in that each time he went out for practice he fell off. Now covered in scrapes and bruises and swathed in bandages, he looked a sorry sight. So off we went, Lou driving, with Ed alongside, and 4 or 5 of us in the back. The roads were, of course, open, but notwithstanding this, Lou not only described, but also demonstrated the racing line, adding not a little excitement to the otherwise dull lives of the local traffic, coming the other way. At Sulby, the local Bobbie was just enjoying his evening wash and shave in his front-facing kitchen, when he must have spotted this old green van hurtling down the middle of the road at a fair rate of knots. I well remember seeing him, from the back of the van, running after us, braces dangling, face lathered up, and shaking his fist in which was still clutched his shaving brush. A stop at Ramsey for the bike, then over the mountain for the rest of the lap, surprisingly without incident. For Ed LaBell the trip certainly paid off, for he finished 15th in the F1 and 20th in the Senior race, though that year was his only appearance in the Island.

The large following of Tynesiders that centred around Lou Carr, were, without exception, great TT enthusiasts, and among these I found many friends without whom the Reynolds’ TT Service would have been much less efficient. First there was Bert Ellis, another natural comedian whose tales rivalled Lou’s. On one occasion, after a hilarious evening in the bar, the hotel manager was overheard offering Bill free accommodation for the following year, presumably in lieu of hiring a cabaret.

From the many tales in Bert’s repertoire, the favourite was undoubtedly “the ride in the Christmas Bus”. Trips round the TT Course are plenty, but this was different, for instead of seats, one sat on racing saddles, held onto handlebars complete with flyscreens, and rested your feet on footrests. On the way round, the driver not only described the bends, but called out braking points and gear changes. To add atmosphere, a tin of Castrol “R” was bubbling away merrily on a primus stove, wafting its aroma down through the “field”, and every now and again, a handful of flies was projected at the “riders”, via a fan situated up front by the driver. One can imagine the account of the antics of the elderly ladies partaking this particular tour, especially when “falling off” on notorious corners. Curiously, I never found anyone else but Bert who had actually been on this tour!!
With this and many other stories, Bert never failed to entertain, but when work was to be done, he was always there to give a hand. Alas, with advancing years, and after a long illness, Bert died in 1989. Sadly too, Lou Carr is also an absent friend, being the victim of a fatal heart attack some eight years ago. Such people were the essence of the IoM TT fortnight, and their passing leaves a gap that can never be filled.

Ken Sprayson