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The 1964 Isle of Man Tourist Trophy Race Program
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RECENTLY I have been asked on more than one occasion to say what I thought about t h e "Ton-up Boys”! 
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What I, and every other genuine motor cyclist concerned with the welfare of the sport, feel about these strange people is generally speaking quite unprintable and as John Hartle said at the Villa Marina “they almost make one feel ashamed to be a motor cyclist”. 
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Perhaps all too easily they have come into possession of truly beautiful pieces of machinery capable of magnificent performances—really too good for them —and they affect the most outrageous outer garments and a startling helmet. 


Foreword:
The Ton Up   By N. E. DIXON, O.B.E.   (Chairman, Auto-Cycle Union)
Thus equipped they proceed to an unsuitable stretch of public highway and adopting what they imagine to be a racing crouch they indulge in their “ton up” exercises, “chicken runs”and other inanities. For the main part they are silly exhibitionists living in a world of pure make-believe, believing they are the objects of others’ admiration, and not their contempt; believing that they have all of what it takes to make a Mike Hailwood or a Geoff Duke when in fact they have nothing but a good machine; they deceive only themselves and not a single observer of their antics is impressed, except by the stupidity of it all. 
Perhaps it is not possible to keep these types away from this Mecca of motor cyclists, although they have nothing in common with the true racing enthusiast, but one hopes the Island authorities will find ways of controlling such unwelcome guests. After all the Manx authorities are less squeamish than we appear to be on the mainland and they retain some effective methods of dealing with such naughty little boys which could be very useful during the T.T. period. 
Another method would have been the ridicule of the great Archdeacon Stenning but unfortunately that splendid sportsman will not be with us this year or ever again. He was of  the T.T. and his like will not be found however long the races may survive. My wish is that you should enjoy a thrilling T.T. week, have a delighful holiday in this beautiful Island, make new friends as well as meet up with the old ones but for the sake of the T.T. as well as your own good name don’t be mistaken for a “Ton Up Boy”!
The programme is always a must at any motorcycle function but the TT Official Guide and Programme is a hive of information that even after 50 or 60 years it is picked up and read just to bring back the memories and excitement of the action that stirred us in our past.  
In 1964, yes 56 years ago, this programme was one of those; a real treasure chest of memories, data and experiences in one small volume.  As programmes are often lost and memories fade, I have selected some of the articles and re-produced them as reminders of the excitement and satisfaction I and many others had as a motorcyclist in the "60s" and how good the TT's were.  (Comments and some photographs by "Jeep" the editor).
Editors personal comment: I was one of the "Ton Up Boys" and am not ashamed of it. From the age of 12 the Motorcycle became my main interest and I would lovingly pamper my pets until I was legally able to take to the road. I enjoyed the "60,s", the ACE Café, the "Rockers" with my black leather jacket, eagle emblazoned red helmet and white scarf" but most of all the freedom of the road and competing in motorcycle road races.
Panic in the Paddock, the Workshop and other places
By REG DEARDEN (1964)
HAVING been associated with this Island for so many years, the riders, the Officials, the Manufacturers, Trade Representatives, the Press, B.B.C., the Manx folk, and everyone concerned in making them the finest races in the world, I am at a loss to know where to start, and am sure that by the time this is in print I shall have thought of so many more incidents I should have included. I understand from my father that there was a possibility that the article may never have been written at all, as at the ripe age of two, I was posted as “missing”on the boat, and pandemonium reigned for some time among crew and parents alike.
Each year from then on I have been a regular visitor—or nuisance—until finally I rode in my first September Race, and I was attached like a limpet to this Island, leaving skin on most corners, collecting many bruises and gaining a wealth of experience, and finally acknowledging that “Mona” was the boss, and not to be played round with, without retaliation.
Reg Dearden with a really special machine that was the Supercharged Vincent Black Lightning pictured here. It was built for an attempt on the world speed record by Les Graham but sadly he died in the 1953 TT.
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At one time during practice week I and a very famous dirt track rider, used to be one lap practice men, stopping for breakfast in “Glen Helen” and moving off when we thought the practice was about over, rushing back to the start, until finally, one large gentleman by the name of Doug Hanson asked me what sort of “B” lap times I was putting up, and the stopping ceased forthwith.
A press friend said to me recently that probably in the history of these races, no man had so much fun and got so much out of them, without winning them, and never having the machine or the ability to do this, I certainly agree. As a matter of fact when I could ride a little, I could not afford the machine, and when I could afford the machine I could not ride it anyway, and this caused, I think, my sponsorship of quite a few lads, in later years.

Reg Dearden's team 1958 Manx Grand Prix, Mike Kelly (Norton, 2) Eddie Crooks (Norton, 90) and Bob Dowty (Norton, 80) with sponsor Reg Dearden.

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My first years as a rider were spent at “Dusty Miller‘s” Acacia House, Bucks Road, and for 50/s. per week you could sleep, eat all you could put away, garage your precious machines and with about 12 or 14 other riders have a whale of a time generally.
One of the great risks of digging at “Dusty’s” was the “water hazard”, and the steps at this residence continually ran with water poured down on any unsuspecting victim from the upstairs windows, from huge jugs which were in continual operation about 14 hours a day on resident and rider alike.
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One speciality was for the upstairs crew to wait until about 7 p.m., when anybody intent on a night out would be changed into their best, and pause on the front steps to take a deep breath of Manx ozone and from two flights up the crew would unload about four gallons of ice-cold water directly on top of the unsuspecting victim, whose next move was to get dried out and get changed again and evacuate, using the rear entrance for safety. I once recall hearing two very charming old ladies say as they passed the premises how strange it was that even when the sun shone water was always well in evidence in this particular spot.
Resident guests like Charlie and Jack Brett, Ben Drinkwater, Mr. Kitchen from Liverpool, Frank Cadman, Doug Price, and many other famous names took a very active part in the proceedings, and I am sure always look back as I do on these very fabulous times, and the atmosphere of friendliness which you had to be part of to believe.
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All men helped the fallen when in trouble both with machines, finance and physical training, and the great trouble with most people was of course finance, as you arrived with very limited resources and if you dropped the plot you were really lucky to be able to manage.
Just after the war I swapped Fergus Anderson (with whom I spent a considerable time afloat — he was my Skipper), my ex-Harry Lamacraft Velocette for his 4-cylinder D.K.W., and I still firmly believe even today, this to be the noisiest machine ever in the Isle of Man.
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The ex-Harry Lamacraft, 1939 Velocette 348cc KTT Mark VIII Racing Motorcycle
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This machine consumed 21 gallons of fuel during six laps, being filled on number two and number four with seven gallons a stop, and on number four lap proceeding down Bray Hill and shedding the filler cap—from then on life was a nightmare as far as I was concerned as after managing to finish the course, I had to go to the Noble Hospital for eye renovation,and only just managed to be cleared to be able to “do” the Senior.
Whilst preparing the plot for practice in the garage which was situated behind a line of boarding houses, on the Sunday prior to the start of same, I was persuaded to cough the model up at about the start of dinner, and from what I can gather a certain Manx cat took off down the centre of the dining table with rather disastrous results to crockery, guests, food and other things, and I believe, according to one very irate landlady, is still missing.
I well remember too that my good friend Bertie Rowell refused to "tow" me up to "Dusty‘s” Acacia with my Junior D.K.W. and told me I ought to be banned from riding same, as the war was only just over.
My one and only fishing experience occurred with my good friend Wally Reed, who after coaxing for about ?ve days finally persuaded me to get on the train and spend a day on the water, hiring boat, tackle, etc., both parties taking off in flannel trousers and pullover and very little else. I personally rowed out for about a mile when Wally dropped sea anchor, we prepared rods, etc., and after about 10 minutes Wally was well away and snoring like a horse, and of course I decided this must be part of the fishing ritual and I followed suit.
Waking up considerably later, and heavy rain falling, a rather rough sea had developed, and looking towards Peel, our place of take-of, I was really scared to ?nd the sea anchor hadn't and we were, to say the least, a rather long way out. Wally wanted to change spots and row, but I did not fancy the change-over at all, so proceeded to pull with great vigour in the general direction of Peel, and, on turning round to have a look after about l5 minutes, the gap did not seem any less.
To cut a long story short Dearden was still pulling on those oars, physically finished, wet through, when we made the country of origin, and a very industrious cannery were tipping fishes’innards into the sea, I am sure timed to a second when we arrived.  Ten million sea-gulls then descended and proceeded with great noise to use our expedition for target practice, and I never believed till I went fishing, they ever carried so much ammunition.
Two sorry sights then missed the last train that day to Douglas and from then on no human ever mentioned fishing to me again.
All my racing career, apart from the odd machine, was spent with Norton Motors, of Bracebridge Street, and my very good friend, Joe Craig, who I shall alway sbelieve to be the ?nest team manager who ever lived; his running of the factory team, preparation of machinery, with the help of a very wonderful team—Bill Mewis, Frank Sherratt, Bill Stuart, Ivor Smith, Harry Salter, CharlieEdwards and other faithful henchmen—had to be seen to be believed. Although Joe was a very hard taskmaster, his sense of humour was fantastic, and when really in the groove he was a wonderful companion, and when not worried about his own machines, he decided to have a break from the garage, had a wonderful charm and wit.
During my many years in connection with the M.G.P. and T.T. I often came in contact with Canon Stenning, who was lost to us all very recently, and to me he will always take his place among the great personalities of the Island. On many occasions his great help to the riders, generosity and wonderful sense of humour, his advice to me on many occasions when feeling a little depressed, and with a weight on my shoulders, will always be amongst my fondest memories of this Island.
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Joe Craig and Rex McCandless. This marks the first ever appearance of a Featherbed Norton by Geoff Duke at Blandford Camp Circuit, 1950
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Born in Shermanbury, Sussex, Stenning was educated at Downing College, Cambridge , and ordained in 1911. By profession a science teacher he taught from 1911 at King Williams College , where he was also school chaplain and Vice-Principal. Honorary Chaplain to the Queen , he was president of the Manx Antiquarian Society, a co-founder of the Manx Grand Prix and a Provincial Grand Master of the Isle of Man Freemasons (1957–1964).
Another great man and a very personal friend of mine was the late Alan Wilson, whose devotion to Norton Motors and always to the unknown rider, no matter how much time and trouble was required to pull him through to push off on race day, was also a very privileged part of my Island memories, and a great blow to me when he passed away only a young man due to very bad health.
Another man who must get a very particular mention is Mr. Gilbert Smith, the Managing Director of Norton Motors, whose devotion to motor-cycle racing and the very responsible part he played in producing the machinery which put up such wonderful performances in the Isle of Man, on the Continent and everywhere where motor-cycle racing takes place, and whose help and encouragement to me has been invaluable, indeed.
Ernest Henry Stenning MBE (27 January 1885 – 2 February 1964) was an Anglican priest . He was the Archdeacon of Man in the Church of England from 1958 until his death in 1964.
The "trade boys" also must get a very special mention from me, and starting off with my old friend Dickie Davies, of the Dunlop Rubber C0., Castrol Andy, George Williams, Jimmy Hill, Jimmy Simpson (Senior and Junior), Brian Heath, Rex Munday, Sam Foster, Vic Doyle, John Theodosius, Maxey (Smith), Mr. Smith Amals, and his henchman Ray Battersby, R. H.Wood, Lew Ellis of Shell, Mr. Firkin Terry’s, C. E. Russell of Girlings, “Tommy” Dunlop, Ferodo, Ltd., and indeed to all the workmen who have done so much for me and the lads who have ridden machines owned by me I must take this great opportunity of saying “thank you” for so many years of devoted service to the sport and the companies they represent.
If I have missed mentioning many people in the trade by name, I beg to be excused, but do assure them I shall always remember their very great kindness to me. I do know that without the help of the trade many boys would not have been able to race at all, and I extend my thanks on behalf of all of them.
Going back again for a moment to about 1949 when approaching Quarter Bridge on the third lap, and slinging the plot across the road from the Café, I suddenly became aware, far too late, of a large patch of oil on the apex of the bend, and after looping the loop about three times, hitting the deck with great violence and velocity, the machine finished near the slip road and the body near the footpath. I picked up the old body and asked the marshal what had happened to my Norton, who informed me the sergeant had wheeled the battered model behind the crowd, and as finishing this particular race was a personal thing to me, I galloped across the road to retrieve same.  
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Isle of Man TT Quarter Bridge pre 1964 and 2014
While all this was going on, bikes and riders were flying all over the road (I believe about 10 retired), the main cause being one 7R. A.J.S. shearing the oil tank spout, and shedding about a gallon of oil in the wrong place.
The handlebar on my plot was bent into the petrol tank, so grabbing this component with my knee in the tank I gave a mighty heave and elevated said part to a very reasonable position. I then pushed off and fired up amidst great clapping from the spectators at this point, and in a murderous mood, arrived at Braddan, and on the approach to same, heard a most unholy row,which proved to be half the timing cover and rev counter drive complete with cable swinging around the front wheel, and being rather fascinated as to whether this part would rip the spokes out of the front wheel, almost dropped it again at Braddan. This component finally flew off the model on the last lap at Bedstead, and I arrived at the Grandstand to finish about 17th with many bruises, but a great sense of achievement.
The particular practice week prior to this occurrence was spent in parties every night at various villas and hotels throughout the Isle of Man, and just before the start, my very good friend Mr. Maxstead, of Smiths, had begged me to wheel the model behind the stands and “not bother” as the same gentleman had been in the same state as myself for about seven nights, and as I mentioned previously “Mona” will not stand this sort of treatment and allow a “rider” to get away with same.
Take notice all you young men, that crime does not pay when racing, and I was a very fortunate man to finish the circuit at all. I take this very great opportunity of giving my sincere thanks to the hospital staffs for the work they do for the riders, and give praise for the small hem stitch applied to my bits and pieces on so many occasions.
To the marshals of the T.T. and Grand Prix a hearty back-slap from everyone connected with the sport, and to the Manx Folk who suffer the noise and inconvenience of the mob who invade this island paradise, a particular thought for their kind indulgence, and to the Isle of Man Steam Packet crews for the mess we create on their ships, and the extra work we cause them.
And now to the lads you are to watch in the 1964 T.T. Races, who go round this circuit so quickly and with such great skill, courage and judgement that only a boy in the peak of health and physical and mental fitness, and who takes so much pride in machine preparation could hope to arrive in the finishing enclosure, you will, I know appreciate.
You will also remember that when our country is involved in a spot of bother these boys are the first to apply the knowledge gained from this sport in other directions, and without whom we would be lost altogether. With me give them all from the winner to the last man home, a special word or thought, both for their safety and the wonderful effort in putting this show on for us all. I do hope you all go back home with an experience you will never forget, as I do each and every year, my only regret being when I board the boat to leave this island and the many friends I have made, and whom it is my pleasure to meet year after year.
I must now mention the Auto-Cycle Union, the people responsible for the organisation, and the way the races are conducted, and say from the start that no races are put over as well in any country in the world. The safety of spectators and riders alike are the first and foremost consideration and if you, as a spectator, feel that sometimes an of?cial shows too much brass, remember it is with this thought foremost in mind he seems rather severe. In my own case as rider and a sponsor of riders, I have many times had a“Bull and Cow” with the officials, but am not afraid to admit that nine times out of ten, when the point has been explained to me, and the heat of argument has died down, they are mostly right, and the rules are in the interests of the sport generally, so please try to be tolerant, and as helpful as possible.
All the experimental machines you watch in these races will eventually be part of the machines you will ride round your home towns, and probably to and from your work each day, so that possibly, in 1966, you will be riding a machine which acquires its road holding qualities, reliability and economy from fabrication and intensive testing in the Isle of Man, and as the type of testing you will witness is not possible “across”, we must be very grateful to the Manx Government for providing this most severe testing ground and keeping the circuit generally in such a good state of repair for this purpose.
Having visited circuits in most of the countries who enjoy road racing, I can assure you that in no other country is any road race laid on to compare with the spectacle you will witness here, and I shall, personally, continue to be a “Come Over" until it is no longer possible, and if I was lucky enough to be able to live it all over again, I should do the same thing again exactly. I do hope most sincerely that your visit in 1964 will be as enjoyable as I know mine will be, that the weather is perfect, and the races are the success they deserve to be.
To everyone connected this particular year, may it be the most memorable year ever. In conclusion to all you would be T.T. riders in between practice and race day (when the roads are open), the “Manx Copper” is a great guy, and hates to give you the treatment, so don’t ask for it. “Make haste slowly” especially with that wonderful girl on the tray, and enjoy Race Day watching the boys show you how it should be done, being well and truly satisfied with what you came over to see-it don’t half hurt if you drop it.
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I do not have a caption or identity for this picture-Help would be gratefully received.
So, let's start off with the entry list for the 50cc International race. I have many people ask for details on who rode and what was their number and bike.  I hope this will cover further questions but please do not stop emailing for information and if you wish to know the finishing order - please see below..
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HRH Duke of Kent (Prince George) with Canon E.H. Stenning meeting Jack Williams at the Grandstand, 1932 TT (Tourist Trophy) Stanley Woods in the Background
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As at 1964
Where to Watch and How to Get There. Viewing points from around the course.
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THE LIGHTWEIGHT 50cc TT  
One of the Best Races of the Week Douglas, June 12th 1964
1964 Isle of Man TT 
From Wikipedia, the free encyclopedia
The clockwise course has a lap of 37.73 miles (60.72 km), from the start line at the TT Grandstand on Glencrutchery Road (A2 Ramsey to Douglas) in the island's main town of Douglas. After negotiating urban streets,the racing circuit turns right to leave Douglas at Quarter Bridge, then proceeds along the A1 Douglas to Peel road through the villages of Braddan, Union Mills,Glen Vine, Crosby, and Greeba. The course then turns right at Ballacraine on to the A3 Castletown to Ramsey road, firstly through countryside glens followed by 
agricultural land interspersed by the villages of Kirk Michael, Ballaugh and Sulby, finally intersecting with the A18 Snaefell mountain road after negotiating urban streets in the town of Ramsey. The A18 then takes the course back to Douglas through the highest point, situated after the Bungalow at Hailwood's Height near the 31st Milestone and the UK Ordnance Survey spot height of 422 metres (1,385 ft) above sea level. The descent starts through countryside before entering the residential outskirts of Douglas back to the finish line. Please click on each picture to enlarge.
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Return to the TT Race Index
Two-Strokes in the IoM Tourist Trophy Races, 1909-1963 By George Stevens
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In the editors collection for his relaxing moments.
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