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This is a photograph I took at the VSCC's Richard Seaman Memorial Trophies Meeting at Oulton Park in June 1975. It's a 1950 Frazer Nash Mille Miglia, one of eleven cars that were built, all with the 6-cylinder inline 1,971cc Bristol engine - although the DVLA record says that the engine of OPL 2 is 1,998cc. The car is chassis 421/100/118 and an article in Frazer Nash's Chain Gang Gazette in August 2004 says this about the car:
'The third MM (chassis 118) was completed for the Earls Court Show in October 1950 and the following month sold via Tony Crook to a Philip Strutton. Painted maroon (a popular colour for MMs) it changed hands each year but was used in only a few minor competitive events until purchased by Gerry Burgess in 1954 for use in rallies including the Alpine and Tulip, when it was painted white. It was then raced in different colours by various owners up to the 1970s and is now owned and kept in beautiful condition by Frank Sytner.'
The Frazer Nash chassis record says that the colour of the car in 2009 was 'now metallic Jaguar grey' which is the colour the car was when I photographed it at Donington Park in 2003 and is the same colour I've seen it in more recent photographs, although the DVLA seems to consider it to be silver.
Front end of the 1956 Nash Metropolitan from yesterdays Picture of the Day. There are so many cute details of this little car.
Crosby, Stills & Nash / Crosby, Stills & Nash (album)
Side one:
-"Suite: Judy Blue Eyes" (Stephen Stills) - 7:25
- "Marrakesh Express" (Graham Nash) - 2:39
- "Guinnevere" (David Crosby) - 4:40
- "You Don't Have to Cry" (Stephen Stills) - 2:45
- "Pre-Road Downs" (Graham Nash) - 2:56
Side two:
- "Wooden Ships" (David Crosby, Paul Kantner, Stephen Stills) - 5:29
- "Lady of the Island" (Graham Nash) - 2:39
- "Helplessly Hoping"(Stephen Stills) - 2:41
- "Long Time Gone" (David Crosby) - 4:17
- "49 Bye-Byes" (Stephen Stills) - 5:16
David Crosby – vocals; guitar, rhythm guitar
Stephen Stills – vocals, guitar, bass, keyboards, percussion
Graham Nash – vocals; rhythm guitar, acoustic guitar
Dallas Taylor – drums
Jim Gordon – drums on "Marrakesh Express
Cass Elliot – backing vocals
Recorded: February–March, 1969 at Wally Heider's Studio III, Los Angeles, CA
sleeve design: Henry Diltz (photography)
Label: Atlantic Records / 1969
ex Vinyl-Collection MTP
Nash point is a beach in south wales in this shot you can see the moon in the sky view large View On Black
Harvey Nash Digital Australia Event - Strategy, Culture and Structure: How Successful Business are Capitalising on Technology, which was held on Thursday, 9 April 2015 at Establishment, Level 3, 252 George Street, Sydney NSW 2000
The Nash Point Lighthouse was designed by James Walker, the chief engineer for Trinity House. Established in 1832, the lighthouse was electrified in 1968. Nash Point Lighthouse became the last manned lighthouse in Wales, and was automated in 1998.
Nash Point is a headland and beach in the Monknash Coast of the Vale of Glamorgan in south Wales. UK. It is a popular location for ramblers and hiking along the cliffs to Llantwit Major beach.
A short circular walk of 4 miles from the lighthouses at Nash Point to St Donats can be accessed along the cliff tops. The walk covers part of the Glamorgan Heritage Coast path with dramatic views of the coast. The going is flat and easy although the cliff-tops can be muddy after rain. The walk goes past the Lighthouse Inn at Marcross.
Today's mosey took me 'round the Northern Quarter again and to the Richard Goodall Gallery where there is a rather good photography exhibition by Graham Nash (of Crosby, Stills, Nash & Young fame). If you're in the area I'd say it's worth sparing a bit of time to have a butchers (and if you've got a spare grand or so you may be able to walk out with a signed print).
Northern Quarter, Manchester, UK.
2 November, 2011.
My self-indulgent Refraction's set.
Nash Point Lighthouse was designed and built by
Joseph Nelson being completed in 1832 to mark the
hazardous sandbanks off Nash Point, overlooking
the Bristol Channel. This followed the wrecking of
the passenger steamer Frolic on these sands in 1831,
with a heavy loss of life.
Two circular towers were built, each with massive walls and
a stone gallery. The eastern, or high lighthouse being 37
metres high and the western or low lighthouse 25 metres
high. Placed 302 metres apart they provided leading lights
to indicate safe passage past the sandbanks. The high
light was painted with black and white stripes and the low
light was white. In those days both towers showed a fixed
light which was either red or white depending on the
direction from which a vessel approached. The red sector
marked the Nash Sands.
The low light was abandoned circa 1925 and the high
light was modernised and painted white. In place of the
fixed light a new first order catadioptric lens was installed
which gave a white and red group flashing, this was
removed in the automation of the station and replaced
with a rotating optic. Nash Point Lighthouse was the last
manned lighthouse in Wales. It was automated in 1998
with the keepers leaving for the last time on the 5 August.
The lighthouse is now monitored and controlled from the
Planning Centre at Trinity House in Harwich, Essex.
© Trinity House is the General Lighthouse
Authority for England, Wales and the
Channel Islands.
Nash Point Lighthouse
Position 51° 24'.00 N 03° 33'.05 W
Nash Lighthouse was designed by James Walker, the Engineer-in-Chief to Trinity House, in 1832 to mark the sandbanks off the point at the entrance to the Bristol Channel. The decision to build it followed a public outcry after the passenger steamer FROLIC was wrecked with heavy loss of life in 1830.
Two circular towers were built each with massive walls and a stone gallery. The eastern, or high lighthouse being 37 metres high and the western or low lighthouse 25 metres high. Placed 302 metres apart they provided leading lights to indicate safe passage past the sandbanks. The high light was painted with black and white stripes and the low light was white. In those days both towers showed a fixed light which was either red or white depending on the direction from which a vessel approached. The red sector marked the Nash Sands.
The low light was abandoned early this century and the high light was modernised and painted white. In place of the fixed light a new first order catadioptric lens was installed which gives a white and red group flashing.
Nash is one of those lighthouses scattered around our coast that has no claim to fame. For over 160 years its light has done its job as a sign to mariners to keep them clear of danger, its sole distinction is the discovery in 1977 of the tuberous thistle (Cirsium Tuberosum), a rare plant, which was found growing around the lighthouse.
Specifications
Established 1832
Height Of Tower 37 Metres
Height Of Light Above Mean High Water 56 Metres
Automated July 1998
Electrified 1968
Lamp 1500 Watt
Optic 1St Order 920 Mm Catadioptric, Fixed Lens, 2 Reinforcing Panels For Red Sectors
Character White And Red Group Flashing Twice Every 15 Seconds
Intensity 140,000 Candela
Range Of Light 21 Sea Miles (White Sectors)
The “Quad” in the Jefferys and Nash Quad tells exactly what it was: a four wheel drive vehicle, one of the first successful ones ever to be made. There were other four wheel drive vehicles made at the time, but none enjoyed the reputation or success of the Jefferys Quad.
The company responsible for the Quad was built, from the ground up, by Thomas Jeffery. Jeffery, an innovative tinkerer and inventor, had emigrated from Great Britain at the age of 17, in 1862. He always had things to do to earn a living, using his mind and his hands.
Thomas Jeffery and Rambler
Jeffery settled in Chicago, where he built several models of high quality and fairly priced telescopes. As his fortunes increased, he cast about for other things to do and make. He found one well paid enterprise in construction of models for inventions through the Unites States Patent Office. He was able to see what lay ahead for possible new enterprises for industrial things.
One such exercise allowed him to meet a future business partner. Jeffery had already put together a new bicycle with a vastly strengthened frame, using a far less expensive manufacturing method, through the use of flared tubing, brazed together on a production line. The partner offered to put up the initial money to get the company started; Jeffery quickly agreed, though he had enough money of his own to do so, allowing him to save his own capital. Together, the two men set up and built the Rambler, a totally new concept in bicycles. Sales took off.
Part of the reason for the high success rate was their interaction with John North Willys, a young innovative sales person in Canandaigua New York. Bicycles suddenly became the rage in America, and Rambler, thanks to Jeffery and Willys, became the number two seller very quickly.
In 1882, Jeffery invented the “clincher” tire, quickly selling patent rights to Dunlop. It was made from garden hose, but had wires on the edges to allow the tire to “clinch” to the bicycle rim, keeping them from rolling under and pulling off. Dunlap called it the “pneumatic tire.” It gave a far better ride and handling than the hard rubber types used up to then. It was thought, although not ever known, that Willys had a role in its development, but no documentation has ever established this. Presumably, Willys sold a lot of Dunlop bicycle tires when he acquired Overland in 1907. It became the basis for all modern day tires, to this day, with Chrysler taking it to new heights in the 1940s with its “safety rim” wheels.
The profitability of the Rambler Bicycle Company is unknown, but Willys sold enough of them to earn a cool million dollars each year, in his early years with the bicycle! We can extrapolate that it made plenty of money for Jeffery.
Jeffery encountered his first automobile concept in 1895. He tinkered around, and by 1897, had built his first Rambler automobile. He chose the name because of the reputation established by the bicycle. He could not produce it in the bicycle factory due to space limitations; and his partner did not want it there. Jeffery then sold his share out to his partner, using some of the proceeds to buy the empty plant where Sterling bicycles had been made, in Kenosha, Wisconsin. He and his son Charles built more experimental models, the A and B, in 1901; both used a steering wheel instead of the then-standard tiller, as Columbia had recently done, though the C, which went into production, used the tiller.
Jeffery took some time to manufacture automobiles, adopting a production line system, the second to do so. (Henry Ford was hardly first in production line technique; he just took it to usury proportions for thousands of workers!) Ransom Olds had, with Oldsmobile, been the first car manufacturer to install a production line.
By 1902, Jeffery's facility was on line and producing cars. It took awhile for advertising to catch up, but for the full year 1902, 1,500 Model B and C cars were built. Not quite a profit, but enough that Jeffery was more convinced than ever he was on the right track.
Jeffery continued to innovate, changing the prerequisite steering tiller to the easier and more controllable steering wheel (Columbia had done the same shortly before). He also included, at no charge, a spare wheel, mounted tire, and jack and wrenches to enable the changing of a flat tire on the road. The cars quickly gained a solid, dependable reputation, with low maintenance costs, and high resale values.
Not one to go at things until they were established, Jeffery did not begin earnest auto production until 1902. By then, the car, the facility, the lines, advertising, and parts were all established. As well, the first dealership, under John North Willys, was operating in Canandaigua New York. Willys sold 2 Ramblers that first year, then 8 the next, and 20 the next. Arranging financing was the key, and Willys found out how to get banks to agree.
Thomas Jeffery passed away in 1910 at the age of just 65. His son inherited the company, changing its name to Jeffery to honor his father. He did not have his father's driving spirit, but he invented conventional (two wheel) drive trucks and they were introduced in 1910, and quickly established as solid a reputation as the cars. Profits were excellent, and the future appeared bright.
Development of the Jeffery Quad
Before World War I, the US Army had been diligently searching for a vehicle to replace their mule teams. A sort of “go anywhere”, 24 hour job that would outclass the mules, which were becoming difficult to obtain, maintain, and provide adequate care for.
In early 1913, the Army came calling on the Jeffery company. At that time, the military was not ideal customer; they were exceptionally slow in paying, and wishy-washy about their requirements. Even with this visit, they were not exactly certain of what might be able to replace mule teams. There were still many higher-up ranks that didn’t want anything but mules, even in the face of mechanization of the armed forces by other nations. The captains and the majors of the Army purchasing bureau had to tread lightly. However, one Army Officer and Mr. Jeffery hit it off. After the official visit, that officer came back to see Mr. Jeffery, and a vehicle was discussed that would not only meet requirements, but would be seen by the world as the vehicle to have in their military as well. Within a few days, the Jeffery Motor Company introduced the QUAD.
It was remarkably innovative, yet conventional as well. It was constructed on a 1.5 ton (3,000 lb) chassis. Power came through a Buda 312 cubic inch 4 cylinder gasoline fueled engine. Water was cooled by a full stand up radiator that rode on the extreme front of the chassis, ahead of the driver and passenger positions, which were not under a cab; they were like a mule wagon, wide open. The engine drove a constant-mesh 4-speed transmission, connected to the drives by propeller shafts to automatic locking differentials. They were centrally located on the upper face of substantial I-beam axles. Half shafts then delivered the drive, by universal joints, mounted directly above the steering kingpins, to a pinion.
The steering was four wheeled, not unlike the modern Torsen differentials used today, with an internal tooth ring gear in each of the four wheels. This kept the differentials up high and out of the way of items in the roadway, allowing for amazing road clearances.
Word spread quickly. In any trial, the Quad proved itself more than capable. Military people from around the world jumped to buy the new Quad. In 1913 alone, Jeffery sold 5,578 of them. Some customers wanted the truck built as a 4x2, and some were made this way, but only in 1913.
Production figures for 1914 were 3,096. In 1915, 7,600 Quads were sold.
The Nash Quad 4x4
In 1916, Jeffery sold the entire company to Charles Nash, who had just left General Motors’ presidency, due to repeated clashes with the smarmy William C. Durant; James T. Storrow, a financier with Lee Higginson & Company. The pair paid $5 million for the company, and immediately changed the name of the company from Jeffery to Nash. The Quad became the Nash Quad while the Jeffery car became the Nash Rambler. Nash and Storrow reportedly tried to get Walter P. Chrysler to run it, but Durant offered Chrysler a stunning $500,000 per year to stay with Buick; had Chrysler made the move, he would likely not have run across “the Three Musketeers” and ended up forming Chrysler. (It is possible he would have ended up with his name on a line of Nash cars.)
The 1916 list price for the Nash Quad, $2,850, was substantial when compared with a conventional 1.5 ton truck for $990. Even so, Nash sold 11,000 Quads in 1916. Nash did quite well, and Quad production continued for 15 years, a testament to the original design. Company books showed a total production of 41,674 Quads.
Nash Ambassador
Ambassador ended up being the model name put on the senior line of Nash automobiles from 1932 until 1957. From 1958 before end of the 1974 design year, the Ambassador was the goods of American Motors Firm (AMC), which continued make use of the Ambassador model brand on its...
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Taken on "The Kebabs" studio recording on Wednesday 21st. www.thekebabs.com/
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An old photo of my grandad about to go out in 555ELF which I've been told was a commer.,late 60s or early 70s
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Seen at the Pioneer Auto Show, an unusual museum in Murdo, South Dakota. Cars are packed into barns and sheds, many with flat tires. Quite a few relatively valuable cars here.
Frazer Nash was a brand of British sports car manufactured from 1922 first by Frazer Nash Limited founded by engineer A F Nash. On its financial collapse in 1927 a new company AFN Limited was incorporated. In 1929 control of AFN passed to Harold John Aldington.
Until the Second World War AFN continued to produce a small number of sports cars badged Frazer Nash incorporating a unique multi-chain transmission. It continued after the war making another 85 sports cars before ending manufacture in 1957. The post-war cars had conventional transmissions.