Of Medals, Motorcycles and Masons

OF
MEDALS,
MOTORCYCLES

AND
MASONRY

W Bro Nigel D Bennett PPGReg
Secretary, Coveham Lodge No.4212

Email: [email protected]
Tel: 01932 865233

January 2016

Introduction

In April 2015 a ‘phone call was received from a Mr Peter Denly who explained that he
was the son of Reginald William Denly, a one time Worshipful Master of the Coveham
Lodge No.4212 in Cobham, Surrey. Peter Denly had tracked down Coveham Lodge using
the internet and by logging on to the Lodge website at www.cobhammasons.org.uk. It
transpired that Peter Denly was in possession of three Masonic ‘medals’ belonging to his
father which he wished to return to the Lodge. The following notes are the result of further
investigations into the history of the ‘medals’ and it is to be hoped that this snapshot of
Lodge history may be of interest to members of the Lodge and may encourage others to
search for items of Masonic memorabilia relevant to its history.

W Bro Reginald William DENLY

Family History

Charles Denly was born in 1860 and was the Cobham village postman for 37 years. He
was born at 4 Anyards Road, Cobham where he lived for 60 years. In 1888 he married
Frances Emily Hutchins and they produced six children together – Charles John (b.1889),
Francis James (b.1891), Reginald William (b.1893), Frances Sarah (b.1895), Roland
Sutton (b.1897) and Ernest Hector (b.1900). Charles died in 1941.

One of the sons, Ernest Hector, married Edith Beech who later became the owner of
‘Beech’s’ the sweet shop and tobacconist in Cobham High Street (now ‘The Party Shop’).

Another son, Reginald William, was born in Cobham in 1893 and in 1925 he married
Winifred Farrant, daughter of George Charles Farrant of Freelands Road, Cobham.
Reginald and Winifred had one child, Peter, whose return of his father’s Masonic ‘medals’
started this whole process of investigation. Reginald was employed as a builder’s labourer
and later in life became a builder’s foreman and eventually a master builder.

George Farrant was a newsagent, confectioner, tobacconist and his name lives on as

‘Farrants’ in Cobham High Street. George Farrant had an assistant working for him called
Colin Alfred Ambrose Worsfold. Colin Worsfold eventually took over the shop and on his
demise in May 2004 was succeeded by his son, David Timothy Worsfold.

Military History

By 1914 Reginald was 21 years of age and was called to arms in December of that year.
With his experience in the building trade, the Royal Engineers seemed to be the obvious
choice of Corps. Despite his being on the front line Sapper Denly managed to survive the
whole of the war. At the battle of the Somme he was one of only eleven men out of 600 to
survive the carnage.

In 1918 Sapper 26847 Lance Corporal (Temp. /Cpl.) R W Denly, 2nd Field Squadron,
Royal Engineers (Cobham) was awarded the Distinguished Conduct Medal, DCM, for
distinguished gallantry in the field. This medal ranks second only to the VC for other
ranks. His citation in the London Gazette reads:

“For gallant conduct and devotion to duty on the 12th October 1918 at Bohain (northern
France) when, in charge of a party extinguishing a fire in an enemy dump under heavy
shell fire, he saved a large quantity of valuable material from destruction. He has on
several occasions showed great courage and resource, and has been an excellent example
to his men”.

Reginald William was the shortest man in his Regiment - he was only 5ft 3” tall and
weighed in at 8st. 3lbs.. He was known as “Titch” and required a box to enable him to
mount his horse. It is interesting to note that one of Reginald’s brothers, Francis James,
also received a decoration, the Military Medal, for bravery in the field. The MM is one
level below the DCM. A second brother, Charles John, was a gunner and was killed in
action in 1916.

Awards made during WWI to Reginald William Denly (DCM, on left)
and to his brother Francis James Denly (MM, on right).

Masonic History

After the war a great number of men returned to England to find that they missed the years
of comradeship that they had built up in the trenches. They arrived home with little to do
in the way of recreation and many of them joined Freemasonry. Consequently, there was a
dramatic increase in the number of Lodges formed in the 1920s. Coveham Lodge was
consecrated in January 1921. It took its name from the Anglo-Saxon name for Cobham -
Coveham - and, because it was formed largely from local tradespeople, it met on
Wednesday afternoons which were half-day closing in those days. In the early days of
Coveham Lodge there were a number of motor engineers among its members which was
no doubt due to the proximity of the Brooklands racetrack at Byfleet and the presence in
Cobham of the motor-racing engineers, Thomson and Taylor and the Railton Motor
Works. There were also a number of builders among the members of the Lodge including
Percy Shoosmith, Valentine Lee, the Osman Brothers, Albert and Harold, and of course
Reginald Denly.

On 3 May 1928 Mr George Farrant, aged 59, was initiated into Coveham Lodge and, no
doubt because his daughter Winifred had married Reginald Denly, Reginald himself was
initiated into the Lodge a year later, on 2 May 1929. Reginald was 35 years of age and
described as a ‘Builder’s General Foreman’ of 79 Percy Road, Hampton Wick. Bro Denly
was ‘Passed’ on 5 Sept 1929 and ‘Raised’ on 3 October 1929.

It wasn’t long before Bro Denly took an active part in the business of the Lodge by
becoming a Steward of a number of Charity Festivals. From the mid 1800s Charitable

Festivals were becoming more formalised and Festival Jewels were awarded to those
Brethren who donated money to a Festival. In due course a system was adopted whereby a
Brother who donated increasing amounts of money would be classified as a Steward, a
Vice-President, a Vice-Patron or even a Patron of the Charity – a system that still operates
to this day. Where a crown or coronet was affixed to the top of the ‘Steward’ bar this
indicated not only the rank of the Grand Master (Heir Apparent, Royal Duke, Duke or
Earl) of the United Grand Lodge of England and Wales at the time of issue but also that
the wearer of the jewel was a Patron of the Charity

Although Charity Festivals are normally supported by the Brethren of a particular
Province this does not preclude a Brother from another Province from supporting any
Festival and thereby becoming a Steward of that Province. In Brother Denly’s case,
although a Surrey Mason, he first became a Steward of the 1933 Festival in aid of The
Royal Masonic Institution for Girls (RMIG) held by the Province of Staffordshire. This
was indicated both by the Staffordshire Knot affixed to the white jewel ribbon and by the
Coat of Arms of the President of the Festival, the Rt. Honourable the 6th Earl of
Dartmouth who was the Provincial Grand Master of Staffordshire at the time.

Three years later Bro Reginald became a Steward for the 1936 Province of Hertfordshire
Festival in aid of the Royal Masonic Institution for Boys (RMIB). The President of this
Festival was the Provincial Grand Master of Hertfordshire, Admiral Sir Lionel Halsey and
his Coat of Arms adorn the Festival jewel. Unfortunately this jewel has been mislaid but a
photograph of a similar one is shown below. It will be noted that the blue jewel ribbon
bears the Provincial Arms of Hertfordshire and a Crown is fixed above the ‘Steward’ bar.
A similar crown appears above the ‘Steward’ bar of the Staffordshire Jewel indicating that
Bro Denly, as a Patron of both the Girls and Boys Festivals, was evidently a generous
Mason during the period when HRH Arthur, Duke of Connaught and Strathearn, was
Grand Master.

Festival Jewel of the Province of Hertfordshire in aid of the RMIB.
(Note the Crown above the Stewards bar).

In addition to the two Steward’s jewels Bro Denly also received a Grand Charity jewel
(sometimes called the ‘Sussex’ jewel). Inaugurated in 1830, this jewel was awarded to
Masons who were Stewards of two or three of the Masonic Charities at the same time. The
reverse of this jewel is inscribed with the words:

“Honourable Testimonial of Masonic Charity and Benevolence Instituted by HRH Aug.
Fred. Duke of Sussex, M W Grand Master”

Around the rim of this jewel are engraved the words

“Bru R W Denley served Stewardship RMIG 1933 - RMIB 1936”.

Despite there being a couple of spelling errors in the engraving it does connect the jewels
directly with Bro Reginald Denly. The colour of the jewel ribbon reflects the colour of the

Charity supported by the wearer. In the case of Bro Denly the ribbon was white and blue
representing the RMIG (white) and the RMIB (light blue). This jewel was discontinued in
1986.

The Jewels Returned to the Lodge by Mr Peter Denly.
The Grand Charity Jewel (Sussex Jewel) - obverse and reverse, the Steward’s Jewel (RMIG –

1933), and the Steward’s Jewel (RMBI – 1938)

The third Charity Jewel awarded to Bro Denly (see above, right) has a crimson ribbon
representing the Royal Masonic Benevolent Institution (RMBI). This jewel was not
awarded to Bro Denly until 1938 and so the crimson colour does not appear on the ribbon
of his Sussex Jewel and the absence of a Crown from the ‘Steward’ bar would indicate that
he was not a Patron of this Festival. It is interesting to note that this jewel has been
difficult to identify and is unusual because it does not bear the Coat of Arms of the
President (usually the Provincial Grand Master) of the Festival. Charity Festivals normally
run for a period of four or five years culminating in a Grand Festival dinner. The 1938
Festival was organised by the Province of Surrey and the Provincial Grand Master at the
start of the Festival was HRH Edward, Prince of Wales. When the Festival Jewel was
being designed it was obviously felt that it was not appropriate to display the Royal Coat
of Arms on a Charity jewel and the next best thing was to use the Coat of Arms of another
family. After much research the Coat of Arms has now been identified as that of the
Thomas family of Wenvoe Castle, South Glamorgan. Why the Thomas family? Further
research has revealed that the 10th Baron Wenvoe was the Rt. Hon. Sir Godfrey John
Vignoles Thomas (1889-1968). After a distinguished diplomatic career Sir Godfrey was
appointed, in 1919, as Private Secretary to HRH Prince of Wales and was in this office
when the Prince of Wales was Provincial Grand Master. There is no record that Sir
Godfrey was even a Freemason although his father, the 9th Baron, Brig. Gen. Sir Godfrey

Vignoles Thomas, was on the square. The precise reason for using the Thomas Arms
appears to have been lost in the mists of time. Below is a copy of the Thomas Coat of
Arms that are represented on the RMBI jewel.

The Thomas of Wenvoe Coat of Arms

Bro Denly was eventually installed into the Chair as Worshipful Master of the Coveham Lodge No. 4212
on 28 March 1940. Subsequently, W Bro Denly was appointed to the rank of Past Provincial Grand
Deacon (PPGD) and in 1957 he was promoted to Past Provincial Senior Grand Warden (PPGW(S)). W
Bro Denly resigned from Coveham Lodge on 20 January 1960.

On 5 June 1945 the Lodge of Grand Design No. 6077 (Bookham) was consecrated. W Bro
R W Denly was one of the Founding Members and was invested as the first Secretary,
which office he retained for some 20 years until February 1965. At that time he was
invited to become an Honorary member of the Lodge of Grand Design but he died in the
same year.

To complete the Masonic picture I should add that W Bro Reginald’s father–in-law, W
Bro George Farrant PPAGStdB, was installed as Worshipful Master of Coveham Lodge in
1938. His shop assistant, W Bro Colin Worsfold PPSGW, PGM’s Certificate of
Appreciation, became Master in 1974. Colin’s son, W Bro David Worsfold PPGReg, was
installed as Worshipful Master of Coveham Lodge in 1996 and is still an active member of
the Lodge.

Members of the Lodge of Grand Design No.6077.
W Bro Reginald Denly is on the right – note his small stature.

Bro. Albert (Bert) William DENLY

Family History

Whilst looking through the Lodge Minute Books during my researches into the history of
W Bro Reginald William Denly, I came across another Brother called ‘Denly’ who was in
the Lodge at the same time. His name was Bro Albert ‘Bert’ William Denly. Needless to
say I wondered if this Denly was in any way related to Reginald William. My genealogical
computer programme showed me that Bert Denly was in fact related to Reginald Denly.
This is not too surprising as Reginald lived in Cobham and Bert lived 2 miles away in
Sanway, Byfleet. There was no indication that they were aware of their family connection.
Their genetic link goes back to their common paternal Grandfather, William Denly who
was first recorded as a groom living at World’s End, Street Cobham, then at Leigh Hill,
Cobham and ending up as a plumber and decorator living at Sandyfields, an area of
Byfleet that later became known as Sanway.

William Denly married Sarah Stent in Cobham in 1851 and had six children by her, one of
which was Reginald’s father, Charles Denly. Sarah died in 1866. Her bereaved husband,
William, married again in 1881 to a Susannah Morum and he fathered another seven

children with her, including Bert’s father, James. James Denly, a bricklayer’s labourer on
the Wisley Estate, married Ellen Woolger in Ockham, Surrey in 1899. They had two
children, Albert William in 1900 and Dorothy Ellen in 1903, who survived only 4 years.

You may wonder why this part of the family tree has been recounted in such detail. You
will recall that Reginald ‘Titch’ Denly was only 5ft. 3” tall and weighed in at 8st. 3lbs. As
it happens Bert Denly carried the same family trait. He also was vertically challenged and
also weighed less than 9st.– a point to which we shall return in due course. Doubtless their
common grandfather, William, was of similar stature.

Bert attended the local village school in Wisley, Surrey which he left aged 14 and became
apprenticed as a delivery boy to Dersley’s, the local butcher in Byfleet. He was married to
Louisa Davis in 1929 and lived in Sanway, Byfleet where his grandfather had lived 80
years before. On his retirement in around 1960 Bert was living in Hillgrove, near
Northchapel, West Sussex where he raised pigs and geese and practised his butchery skills
learnt many years before in Byfleet. In his later years he suffered from arthritis in both
knees and walked with sticks. He died in West Sussex Hospital in Chichester in 1989
leaving two sons, Richard and Rodney.

Masonic History

The signature of Bert Denly, as it appears in the Lodge records, was of a rudimentary style
as might be associated with that of a person with a limited education. It has been verified
by one of Bert’s sons, Rodney, who has also confirmed that his father was indeed a
Mason. It appears however that Bert’s Masonic career, unlike Reginald’s, was fairly
limited. Bert Denly was initiated into Coveham Lodge a year after Reginald, on 2 October
1930. He was described as an ‘engineer’ living at 5 Richmond Cottages, Sanway, Byfleet.
Bert was ‘Passed’ in November 1930 and ‘Raised’ in January 1931. He was proposed by
Bro Victor Whitney a grocer living near Bert in Sanway, Byfleet and was seconded by Bro
Aldred Symes, an automobile engineer who Bert obviously knew from his days at the
Brooklands Racetrack. Bert is not recorded as having attended many meetings of
Coveham Lodge and was eventually excluded in April 1955 for 3 years non-payment of
Dues.

The Coveham Lodge Declaration Book showing
Bert Denly’s signature in October 1930.

The Coveham Lodge Signature Book for the meeting of December 1930
showing the signature of A W (Bert) Denly and also that of R W (Reginald) Denly and his father-

in-law G C (George) Farrant.

Brooklands History

As a butcher’s delivery boy Bert knew all the roads in the area round Byfleet and delivered
the orders at break-neck speed on his old, flat-twin, Douglas motorcycle much to the
distaste of the local Magistrates. Sanway, where Bert lived, and Byfleet were situated at
the southern end of the famous Brooklands racetrack and many of the engineers and
mechanics lived in the locality.

One day in 1923 Bert came face to face on a blind corner with Mr Daniel O’Donovan who
was the Norton motorcycle racing team manager and a famous engine tuner. No damage
was done but Mr O’Donovan (Don), who, at the time looking for a new ‘jockey’, was very
impressed by Bert’s riding style. Initially Mr O’Donovan wanted a rider to test Norton
engines round the Brooklands racetrack after they had been delivered from the
Birmingham factory but by the time Bert had been persuaded to accept the job it was as
the number one rider for the famous Norton racing team. Bert was very fortunate in living
so close to the Brooklands track (built in 1907) as it was, in 1923, one of only two motor
racing tracks in the world, the other being at Indianapolis, USA. Shortly afterwards, two
other tracks were commissioned at Montlhery (France) in 1924 and at Monza (Italy) a year
later.

Within three months of first riding on the Brooklands track Bert won his first prestigious
race – 200 miles on a 500cc Norton at an average speed of 77.61 mph. So began Bert’s
momentous career on two, three and four wheels.

Bert Denly on his Norton machine after winning his first big race, a 200-mile solo event, in 1923,

only a few months after joining Mr Daniel O’Donovan (No.55 on his hat). Note the lead plate
nailed to the sole of Bert’s boot and the rear tyre that had been worn down to the canvas!

Motorcycle development was still in its infancy during the 1920’s and improvements in
performance meant that the world records were continually being broken, often several
times in a year. Not only were there five classes of motorcycles ranging from 250cc to
1000c and three classes of motorcycles with sidecars but the records also covered a
multitude of distances ranging from 1 lap to 700 miles and endurance times from 1 hour to
24 hours! In August 1923 Bert, together with Nigel Spring, broke 18 world records. In
contrast to Bert, Nigel Spring was the son of a wealthy family and was public school
educated. He was also much bigger in stature than Bert and when they were racing
together adjustments had to be made to the seat every time there was a change of rider to
enable Bert to reach the handlebars and pedals.

Between 1923 and 1925 Bert and Nigel Spring on a Norton won the Maudes Trophy for
the most meritorious observed test, under ACU (Auto Cycle Union) rules, three years in
succession. In 1924 they embarked on a marathon from Land’s End to John O’Groats and
back to the Brooklands track. The trip took 4,060 miles and 18 days to complete. The
Trophy was very prestigious as it was intended to prove the endurance and reliability of
the participating machines.

The 1925 Maudes Trophy winning team. During the event they broke a number of world
endurance records even though they were riding standard works machines. Note the difference

in stature of Bert Denly on the extreme left and Dan O’Donovan standing in the centre.

While Bert was riding for Norton under Dan O’Donovan up to 1926 he broke over 110

world records and during the next two years, under the management of Nigel Spring, Bert
broke another 72 world records. In 1928 Spring and Denly moved from Norton to the AJS
team for whom Denly captured a further 122 world records. In total Bert Denly achieved
over 300 motorcycle world records in eight years riding for Norton and AJS at Brooklands
and the French track at Montlhery.

Reference has already been made to the fact that Bert, like Reginald Denly, was of small
stature. This was particularly useful in the motorcycling world as smaller, lighter riders
were able to get a better performance from their machines. Unfortunately, the Race
Regulations stipulated that riders had to be at least 9st. 6lbs. Consequently, Bert had to
have lead plates nailed to his boots and a lead plate inserted in a cushion strapped round
his waist. The cushion also served another purpose. For the long distance endurance races
an auxiliary petrol tank had to be fitted on top of the normal tank. This made riding
extremely uncomfortable when riding over the bumpy Brooklands course and a cushion
reduced the pounding on Bert’s chest.

Bert in 1924 - with cushions and auxiliary fuel tank!

The hour record (the distance covered in one hour) was generally regarded as the ‘Blue
Ribband’ event demonstrating both speed and endurance. Bert Denly broke this record

five times. On the last occasion he was the first rider to cover 100 miles in the hour on a
500cc motorcycle. The British Motor Cycle Racing Club awarded Gold Stars to those
riders who achieved their first lap at over 100 mph round the Brooklands track in a
particular class. Needless to say Bert was awarded three gold stars for his performances in
the 350, 500 and 750cc classes. Bert’s motorcycle career ended on a high when he again
broke the world hour record averaging 108.6 mph on a 500cc AJS machine.

Bert after winning a one-lap sprint race on his 500cc AJS machine in 1930.
Note how much more sophisticated the machines were getting in just 7 years.

Winning motorcycle races was rarely profitable in terms of prize money so the top teams
relied on record-breaking bonuses from the manufacturers for the majority of their income.
Although Bert won many races he concentrated on breaking world records and thereby
received healthy bonuses, particularly when breaking the 100 miles in-the-hour records.

Now on to Four Wheels

With the 1930’s came the depression. Manufacturing companies suffered financially and
riders bonuses were withdrawn. Despite his basic education Bert obviously had not wasted
his time whilst riding for Norton and AJS and at the end of ten years he had become a
highly skilled engineer and engine tuner in his own right. His talent was soon recognised
by a Capt. George Eyston who recruited Bert as his Race Engineer and later as Chief
Engineer. Capt. Eyston (1897-1979) studied engineering at Trinity College Cambridge and
was a brilliant engineer and inventor. Their relationship lasted until well after the second
World War. Although they came from different backgrounds, as had been the case with
Nigel Spring, they formed a close partnership in that they were both more intent on
breaking world records than on winning races. During his time with George Eyston Bert
was involved in many more World Record attempts and race wins particularly in the
numerous MG cars owned by Eyston. One of these cars, the ‘MG Magic Midget’ was so
small that Capt. Eyston could not get in it and Bert had to drive.

Bert with the MG ‘Magic Midget’ EX127 owned by Capt. Eyston.
In 1933 this 750cc machine reached 128.62 mph.

In 1935 Bert moved on to even bigger things and he was Chief Engineer when George

Eyston started building cars such as ‘Flying Spray’ and ‘Speed of the Wind’ specifically to
attack the world land speed records. ‘Speed of the Wind’ was powered by a Rolls Royce
Kestrel aero engine and on Bonneville Salt Flats in Utah in 1935 they took the world 1-
hour and 24-hour records. A year later they returned to increase the 1-hour record to 162.5
mph and to set a speed of 136.35 mph for the 48-hour record.

‘Speed of the Wind’ at Maida Vale

‘Speed of the Wind’ after setting the 24-hour record at 140.52 mph in September 1935 after
having travelled 3,372 miles. Of course, Bert was the little guy standing just in front of the

cockpit. Note the signatures of George Eyston and Bert Denly.

Encouraged by the success of ‘Speed of the Wind’ Eyston decided to go for the World
Land Speed Record with the result that Bert found himself in charge of the construction of
the then world’s largest car weighing over seven tons and powered by two Rolls Royce V-
12 Merlin aero engines. ‘Thunderbolt’ took the World Land Speed Record for the mile at
Bonneville in 1937 at 311.42 mph and, on returning to Bonneville year later, increased it
yet again to 345.5 mph. The record only stood for a matter weeks before John Cobb raised
the bar to 353.3 mph. Within 24 hours Eyston had broken the record again at 357.5 mph.
In the last record attempt before the Second World War Cobb broke the record again at
369.7 mph in his Railton Special built at the Street Cobham motor works of Thomson and
Taylor not 100 yards from World’s End where Bert’s Grandfather, William, had lived 100
years before.

Thunderbolt 1937/38

WWII and Beyond

At the outbreak of hostilities Bert worked as an engineer for Thompson and Taylor in Street Cobham
where he came into contact with Barnes Wallis and the development of the bouncing bomb. He was later

moved down to Portsmouth where he used his experience with diesel engines and aero engines to good
effect in tuning motor torpedo boat engines. During the campaign in the Mediterranean theatre an Italian
cargo ship was captured and found to contain a number of the prestigious Isotta Fraschini marine diesel
engines. These were brought back to England but as nobody knew how to tune them Bert was given the
job of installing them in our own motor torpedo boats!

After the war Bert teamed up again with his friend George Eyston. George had by this
time become a director of Castrol Oil and Bert became their Development Engineer.
During this period Bert became involved with Donald Campbell’s Water Speed Record
attempts in the 1950’s and with Stirling Moss’s gaining the World Land Speed Record at
Bonneville in 1957 for cars up to 1.5 litres capacity. The car was a 1.5 litre MG EX181
that recorded 245.6 mph. Two years later the same car, but more highly tuned and driven
by world F1 World Champion Phil Hill, achieved a speed of 254.91 mph.

The MG Development Project EX179 in August 1954 at Bonneville Salt Flats.
The 1.5 litre, MG averaged nearly 121 mph over 12 hours.

Note Bert Denly on the left sporting a good tan and a few extra pounds!
George Eyston is third from the left looking every bit the Director of C. C. Wakefield Ltd, the

manufacturer of Castrol lubricants.

Although of small stature Bert was very powerful for his size and this enabled him to
control large motorbikes and cars at high speed over rough tracks. He was considered by
his peers to be a ‘gentleman’ of the track and despite being one of the outstanding
motorcyclists of his era he remained reserved about his achievements and his

transformation from village tearaway to Chief Development Engineer for Castrol Oils.

Bert as Chief Development Engineer for Castrol Oils, in the engine-testing department in 1964.

The List of Masonic Sportsmen.

In the course of the researches into the life of Bert Denly contact was made with the United Grand Lodge
of England (UGLE). The Curator of the Library and Museum at Great Queen Street was interested to
learn of the exploits of Bert Denly as she was in the process of compiling a list of famous Masonic
sportsmen. The Curator had never heard of Bert Denly and was anxious to include him in the listing.

It was noted from the list that there were a number of Masons who were not renowned
sportsmen per se but were involved with the administration and ancillary aspects of sport.
Bro Allan Robinson MBE, another former member of Coveham Lodge who was also
greatly involved in motorcycling should certainly be included in this category.

Bro. Allan ROBINSON, MBE

Background

Allan Robinson was born in Sutton Coldfield, Birmingham on 13 April 1935. After an
early education disrupted by WWII he eventually ended up in Surrey where he spent the
rest of his life in Cobham and Ripley. After the war he attended Kingston Technical
College where he studied Public Administration and qualified for the Civil Service. Allan
applied to join the Police Service but was rejected due to a childhood TB infection so he
worked for the Criminal Records Office in New Scotland Yard and in the Alien
Registration Department of the Metropolitan Police. To satisfy his desire to join the police
he volunteered for the ‘Specials’ and so began his 25-year love affair with the Surrey
Constabulary eventually rising to the rank of Commandant of the Specials.

In recognition of this outstanding voluntary service Allan was decorated in 1981 as a
Member of the Most Excellent Order of the British Empire. Needless to say Allan referred
to the MBE as “Motor Bike Enthusiast”.

Allan was awarded his MBE for his 25-year voluntary service to the Police ‘Specials’.

With his love of motorcycles he soon became a significant member of the Surrey
Constabulary Motor Cycle Club and represented the Club on numerous occasions. In 1970
Allan won the ‘Circuit de Pyrenees’ race for Police and Military riders on a 350cc
Yamaha.

Allan Robinson on his Honda in the early 1970s whilst participating in the ‘Circuit de Pyrenees’.
This was a competition for Police and Military motorcyclists. Allan won this competition one year

whilst representing the Surrey Constabulary.

Allan often recounted the occasion when he first met his wife to be, Winifred. As usual,
Allan was on his motorbike racing round Cobham when, coming at speed round the corner
near the White Lion Pub (now long gone), he lost control and drove into the front room of
the cottages at Postboy’s Row (ironically these cottages were adjacent to those same
World’s End cottages that Reginald Denly’s family had lived in 60 years before!).
Winifred Hollingsworth, who was reading a book at the time, was somewhat taken aback
at this unwarranted intrusion but the rest, as they say, is history. Allan and Win were
married in 1959 and daughter, Tracey, arrived a few years later. Winifred died in 2002.

Allan died of cancer on 21 October 2007 at Ashley Park Nursing Home, Clandon. The
funeral was so well attended that a packed congregation overflowed the chapel at
Guildford Crematorium. Six outriders from the Surrey Constabulary motorbike section
escorted the coffin with lights flashing. Many friends from the motorcycle fraternity
attended the funeral dressed in their cycling leathers. Allan’s racing helmet was carried on
top of the coffin. The wake was held at the Guildford Masonic Centre where a typical
‘Allan’ lunch of sausage and mash was served.

Masonic History

Allan was initiated into Staneway Lodge No. 5872 on 21 February 1964 aged 29 years. Staneway Lodge
surrendered its Warrant in 2008. Allan was a visitor to Coveham Lodge for many years and eventually
joined the Lodge on 7 May 1997, proposed by the same W Bro Colin A A Worsfold who worked for
George Farrant, the father-in-law of Reginald William Denly. Although Allan never rose to be
Worshipful Master of either Lodge he held the offices of Senior Deacon and Almoner in Coveham Lodge.
In June 2005 he was appointed Past Provincial Assistant Grand Pursuivant (MM) in the Province of
Surrey with over 40 years service to the Craft.

Motorcycle History

Allan always maintained that his first introduction to motorcycling was when his mother attended a Manx
TT while she was six months pregnant with him and he must have heard the revving engines! His first
visit to a TT in his own right was when he was 8 years old and so began a lifelong involvement with
motorcycling. The Manx (Isle of Man) Tourist Trophy (TT) races were instituted in 1907 and soon
became the premier motorcycling event in the world. Riders set off on a time-trial at 10-second intervals
and negotiated the bumpy public roads at break-neck speeds currently averaging over 130 mph on the
37.73 mile course.

It appears that Allan’s motorcycling career began around 1954 when Honda came to the
UK and he was employed in the PR department. As a staff rider for Honda, he set a
number of British sprint records. He was still employed by Honda in 1965 when, at the

traditional Brighton seafront speed trials, Allan, on a brand new Honda CB450 ‘Black
Bomber’, reached a speed of 100mph from a standing start over 1 kilometre, even though
the bike was not even run-in at the time.

By the early 1970s Allan was branching out as a freelance journalist and racing
commentator. In 1973 he was invited to take part in a BMW team to make an attempt on
the famous Maudes Trophy – the self same Trophy which Bert Denly had won three times
between 1923 and 1925, 50 years before. The BMW team, comprising 12 seasoned riders,
included Allan and a number of motorcycling journalists so as to obtain maximum
publicity for BMW. The attempt was to run two BMW machines continuously round the
Isle of Man TT course, day and night, for 7 days. It was decided to make the attempt just
before the TT races were to begin so that the eyes of the motorcycling world would be
focussed on them. The attempt was to be scrupulously observed by the ACU and after
numerous mishaps the team eventually completed their attempt and were awarded the
Trophy. One of the machines covered 8,178 miles at an average speed of 48.7mph and the
other covered 8,480 miles at 50.5 mph.

The victory celebrations after being awarded the Maudes Trophy with BMW in 1973. Allan is
front left.

In due time Allan became Honorary Secretary and Treasurer of the TTRA (Tourist Trophy Riders
Association), a position he held with great distinction for 25 years. During his term of office Allan
introduced the TT Riders Benevolent Association to support the dependants of riders killed or injured
during the races and, to appeal to public interest, he also introduced an annual parade of vintage
machines.

In his later years Allan argued that modern superbikes were not built to withstand the
uneven surface of the Island's public roads and that the circuit was beyond the skill level
of many riders when at speeds of over 200 mph. The 246 fatalities (and half as many again
maimed with long-term or permanent injuries) on the Isle of Man circuit since 1907 are
testament to this. No other motorcycle circuit in the world comes close to this appalling
record. Allan thought that the usefulness of the TT lay in the development of alternative–
energy motorcycles and in improving fuel efficiency rather than increasing speed. The
British Motorcycle Federation (BMF) and the TT organisers have now introduced the e-
bike TT races but this departure from a pure speed-based event does not sit well with
many purists.

In recognition of Allan’s outstanding contribution to motorcycling the BMF introduced the
‘Allan Robinson Memorial Trophy Race’ which was essentially an endurance event for
mopeds. The trophy was presented for the first time at the BMF Peterborough meeting in
2008.

Allan commentating at Brands Hatch in 1974

Allan interviewing HRH Prince Michael of Kent

Allan interviewing Clement Freud at a Police Pro/Am golf day at Effingham.

Co-incidental with Allan’s responsibilities of running the TTRA he was also in great
demand as the main show commentator for the BMF events for over 30 years as well as
commentating at many events all over the world. Known as the “Voice of Motorcycle
Racing”, Allan’s expert, colourful and often humorous commentaries have been enjoyed
since the 1960’s. His presence at meetings such as Brand’s Hatch, Silverstone, Thruxton
and Donnington Park, Oulton Park, Snettteron and Goodwood as well as at Hill-Climbs
and Classic Motorcycle rallies was a given.

Whilst on TV and radio in September 2007 (and knowing that his days were numbered) he still took on
the commentary at the Goodwood Festival which had been the largest annual Festival of motor sport in
Europe for the last 20 years with crowds of over 100,000 over three days. At the show Allan was
presented with a plaque by the BMF to mark his outstanding contribution to their shows and to the sport
of motorcycling over the past 50 years.

On his death Tim Walker, BMF Chief Arena Marshall for 20 years said, “Allan was the
perfect gentleman. He was always so enthusiastic and always able to fill in a few minutes
with chat if we had a gap in activities.” Mike Fairhead, BFM events organiser for over 30
years said, “In all those years I never saw Allan lose his cool or his sense of humour.
Whether he was commentating from the PA box with information being thrown at him
from all directions or working in the rain and mud from the main arena he was totally
unflappable and always the epitome of professionalism.”

In between his commentating commitments Allan still found time to compete in many
races and was a noted racer in his own right often competing at the Manx TT and in
Navigation trials both as an individual and as a Honda and Kawasaki team rider. He was
never happier than racing on his beloved replica McIntosh Manx Norton. Allan raced at
many circuits all over Europe and the USA from the Grossglockner hill climb in Austria to
Daytona Beach in Florida even into his seventies.

As a specialist journalist his contributions on Motorcycling were published in many
national newspapers and motorcycling journals. Allan was, for many years, the
motorcycling correspondent of the Daily Telegraph.

Miscellaneous History
Allan was the consummate PR professional. His greatest skill was to be able to talk and
talk and talk, mainly about motorcycling as his career as an announcer, commentator,
raconteur, compère and journalist will testify. However, he was also noted for such things
as his TV and radio commentaries on cricket and police dog trials. His reputation as a
professional ''redcoat’ toastmaster for over 50 years was legendary - including at the
author’s wedding in 2004! In his spare time Allan ran a Public Relations company
representing a number of trade organisations ranging from shoes to leather to timber and
plumbing.

Allan in his ‘Full Reds’ outfit as a Toastmaster in 1974.

Acknowledgements

The author wishes to acknowledge the help and assistance received from the following: -

Bird, Roger – Author, ‘A Glimpse of the Vintage Years of Motorcycling at Brooklands'
Burman, Joanne – BP archive, University of Warwick.
Clements, Mrs Diane - Curator of the Museum & Library, UGLE
Denly, Peter – Conversations and correspondence.
Lewis, Andrew – Curator, Brooklands Museum
London Gazette.
Meachen, W Bro Grahame – Assistant Secretary, Coveham Lodge
Miles, Greg – Surrey Constabulary
Roberts, Emma – Collections Mgr. Museum & Library, UGLE.

W Bro Andrew - Member of the Lodge of Grand Design.