Barton TransportCompanies House extract company no 226122 Bartons Public Limited Company formerly Barton Transport plc was a bus company that operated in Nottinghamshire from 1908 until 1989.

History
thumb|Plaxton Paramount bodied DAF MB200
thumb|The Robin Hood motif

Early years
In October 1908, Thomas Henry Barton used a Durham Churchill charabanc to start the company's first service, between Long Eaton and the Nottingham Goose Fair. (Many years later, in 1953, Barton built a replica of its original Durham Churchill vehicle, using a Daimler chassis dating from 1911.)

Barton had already had experience of operating a motorised bus, in Mablethorpe, some nine years earlier.

During World War I, the fleet was used to transport workers to and from the National Shell Filling Factory, Chilwell. Also during the War, Barton pioneered the use of town gas as fuel, converting the whole fleet to run on it. The gas was stored in a large "bag" on the roof of the bus, and the company also manufactured these bags for sale to other operators.

The 1920s saw fierce competition in the British bus industry. Barton imported Lancia chassis from Italy, which were lengthened and fitted with a patented tag-axle by Barton. The vehicles were known as "Bartons Gliders" and their speed and smooth riding provided a competitive advantage.

Barton scored a first by operating the first diesel-engined passenger-carrying road vehicle, a Lancia, in 1930. Barton had earlier been an engineer at Hornsbys where he had worked on the early development of "oil engines" (he always refused to use the term "diesel"). Leylands were purchased from the mid-1930s and made up a large part of the fleet by the beginning of World War II. Starting in 1939, a fleet of Leyland Titan TD5, TD7 and rebodied TD1 double-deckers with stylish, front-entrance, lowbridge bodywork by Duple and Willowbrook was purchased, which appeared very modern by the standards of the day.

Postwar
Although Barton gained a reputation for having a varied fleet of vehicles during the 1950s and 1960s, from 1946-9 the vast majority of new chassis were from Leyland, and virtually all coachwork was from Duple. The Duple A type coach was chosen for PS1 Single deckers, some featuring a more compact front-design allowing up to 39 seats in the then maximum overall length of 27 ft 6in. The 40 postwar double deckers on PD1 or PD1A had an updated version of the forward entrance lowbridge body with more brightwork and power-operation for the entry door.  Barton was a prolific rebuilder of buses — between 1950 and 1955, fifty-eight BTS1 "Viewmaster" single-deck coaches were rebuilt from Leyland Titan, Tiger, and Lion chassis; between 1959 and 1961, seven BTD2 full-fronted double-deckers were created from the chassis of a Leyland Tiger and six Titans; and between 1969 and 1971, eleven AEC Reliance chassis were rebuilt as Barton BTS2 and fitted with new Plaxton Panorama Elite bodywork.
thumb|Barton's unique Dennis Loline, 1984
Many new and secondhand buses also joined the fleet, and Barton kept up its modern double-deck image with Northern Counties bodied AEC Regents, which had wrap-around windscreens on both decks. Also built to the same style was a unique vehicle, no. 861, which had lowbridge bodywork on a lowheight Dennis Loline chassis, and was the lowest ever roofed British double-decker. It was specially designed to pass under an ultra low railway bridge at Sawley Junction, now , station.

During the 1950s, Barton had over 280 vehicles and 1,000 employees. Numerous smaller companies were purchased, especially in the 1960s, including Hall Brothers of South Shields on Tyneside (1967), and Robin Hood Coaches of Nottingham (1963), whose emblem was retained and applied to the whole fleet.

1970s and 1980s
From the early 1970s, Barton began to standardise on new coaches for all of its purchases. Most were either Leyland Leopards or Bedford Y series, and the large majority had Plaxton Elite Express or Supreme Express bodywork, built with a wide doorway and other minor modifications making them eligible for a Government grant towards their purchase. The wide variety of older vehicles was eradicated within a few years. By this time Barton was Britain's largest independent bus operator, and it was very unusual for such a large operator to use coaches on all of its local services, as well as on tours and express work. In 1981 the company joined the British Coachways consortium which competed with National Express on long-distance routes. The consortium was wound up in 1982.

In 1983, Barton bought five Leyland Tigers and five DAF MB200s with Plaxton Paramount bodywork, these being the company's first modern 12m coaches, although not its first 12m vehicles, since Barton had experimented with lengthening a Daimler bus to 40' before World War I. From 1984 until the sale of the fleet in 1989, Barton standardised on the DAF MB with Plaxton Paramount bodywork, a further 26 being purchased.

In 1989, the business was sold to the Wellglade Group and merged with its Trent Buses business to form Trent Barton.Barton voting over revamp Commercial Motor 22 June 1989History TrentbartonWellglade Tramlink Nottingham

Centenary
On 1 October 2008, the journey of the first Barton bus, from Long Eaton to Nottingham's Market Square, was recreated to mark the centenary of the company. Buses and coaches from each decade of service travelled along the route, becoming more modern in turn.Bus relay to celebrate centenary BBC News 1 October 2008

Other operations
Barton also had a road freight haulage operation for a number of years.

From 1929 until 1991, Barton had a 50% shareholding in South Notts Bus Company, based in nearby Gotham.Tipper for sale Commercial Motor 17 January 1991

The Barton company still exists today, having dropped "transport" from its title, it is known as Barton Holdings, mainly involved in property ownership. The Chilwell depot site was the subject of an unsuccessful planning application in 2007, which would have seen the sprawling site redeveloped into housing and retail.

Livery
thumb|Barton Transport flag & Robin Hood logo carried on a preserved coach
Barton's fleet livery was red, cream and maroon. The fleetname (rendered as BARTON) was placed within a flag motif on the vehicle sides, and, from the 1960s onwards, a detailed picture of Robin Hood was placed alongside following the acquisition by Barton of Robin Hood (Coaches) Limited of Nottingham in late 1961.Bus Take-over Plan at Nottingham Commercial Motor 8 September 1961

Depots
Barton operated from many depots and outstations over the years. The largest depot was at the company's headquarters in Chilwell. Others included:
Long Eaton
Ilkeston
Melton Mowbray
Leicester
Stamford
Kegworth
South Shields
Castle Donington

Barton's former depot on Huntingdon Street in Nottingham was Grade II listed in August 2019. The building was opened in 1939, and was constructed in the Moderne architecture style typical of the period. At the time of listing the building was still owned by the Barton family company, who had submitted planning approval for it to be "dismantled with care" and eventually re-erected at their corporate headquarters in Chilwell, to allow redevelopment of the city centre site.

See also
List of bus operators of the United Kingdom

References

External links

Flickr gallery

Category:Companies based in Nottinghamshire
Category:1908 establishments in England
Category:Former bus operators in Nottinghamshire

The 40 postwar double deckers on PD1 or PD1A had an updated version of the forward entrance lowbridge body with more brightwork and power - operation for the entry door .

Barton was a prolific rebuilder of buses — between 1950 and 1955 , fifty - eight BTS1 " Viewmaster " single - deck coaches were rebuilt from Leyland Titan , Tiger , and Lion chassis ; between 1959 and 1961 , seven BTD2 full - fronted double - deckers were created from the chassis of a Leyland Tiger and six Titans ; and between 1969 and 1971 , eleven AEC Reliance chassis were rebuilt as Barton BTS2 and fitted with new Plaxton Panorama Elite bodywork .

thumb|Barton 's unique Dennis Loline , 1984 Many new and secondhand buses also joined the fleet , and Barton kept up its modern double - deck image with Northern Counties bodied AEC Regents , which had wrap - around windscreens on both decks .

Question: how many postwar bts1's had a forward entrance lowbridge body

Answer: 40

Question: how many barton buses were rebuilt between 1969 and 1971

Answer: eleven AEC Reliance

Question: how many aec reliance buses were rebuilt between 1969 and 1971

Answer: eleven

Question: what type of buses did barton use

Answer: Northern Counties bodied AEC Regents

Question: what was the name of the northern counties bodied buses

Answer: AEC Regents

Question: when did the dennis loline double decker come out

Answer: 1984

when did the dennis loline double decker come out

Question: how many bus coaches were rebuilt between 1950 and 1955

Answer: fifty-eight BTS1 "Viewmaster

Question: how many bus chassis were rebuilt between 1969 and 1971

Answer: eleven AEC Reliance chassis

how many bus chassis were rebuilt between 1969 and 1971

Also built to the same style was a unique vehicle, no.

Also built to the same style was a unique vehicle , no .

861 , which had lowbridge bodywork on a lowheight Dennis Loline chassis , and was the lowest ever roofed British double - decker .

Barton Transport – Dennis Loline – 861 HAL – 861
Barton Transport
1961
Dennis Loline II
Northern Counties FL37/31F
861 HAL is the famous ‘limbo dancing’ Dennis Loline II from the Barton fleet. It has an ultra lowbridge Northern Counties FL68F body and we see it at the Netley rally on 13 July 1986. How low can you go? Well, King Alfred’s WCG 104, Tiger Cub, is alongside – compare heights!
Photograph and Copy contributed by Pete Davies
17/11/16 – 07:08
Where does this Loline live now? A long-standing ambition is just to see it: riding on it would be the cherry on top.
Ian Thompson
17/11/16 – 07:09
So much has been written about 861 that I apologise if I’m repeating what’s gone before but for those who may not know, this ultra low Loline was purchased specially by Bartons to pass under an ultra low railway bridge at Sawley Junction station (now renamed Long Eaton) This it did, just, but Bartons proved it could be done. However, the Traffic Commissioners were having none of it and refused to licence the intended route for double deck operation. This left the company with a one-off vehicle with no real purpose but all was not lost for 861 because it became regularly employed on the X42 Nottingham – Derby express service where it put in some astonishing performances, up to 70 mph on the A52 road between the two cities. For most of it’s life it had a Leyland O.600 engine and also a regular driver too, a chap who was always immaculate in Barton’s brown uniform complete with striped shirt and bow tie, I never knew his name but he was known to everyone as ‘Flash Harry’ and a very competent driver he was. The X42 was jointly operated with Trent but those who knew and wanted an exhilarating ride chose Barton!
Chris Barker
17/11/16 – 10:36
Thanks, Chris and Ian. The PSVC listing for 2015 says 861 is part of the Barton collection, but I don’t know the location. A Wiki search gives me all sorts of museums, rare breeds farms and so on, but not what I’m actually seeking!
Pete Davies
17/11/16 – 10:37
This vehicle has become legendary, but I have never actually seen it. I don’t know if those alleged speeds are verifiable – the bus must have been very highly geared to get to 70 mph (I’ve got quite near to that in a 6LXCT powered Olympian). Nevertheless, I can vouch for the supreme stability of the Loline at high speeds, so 861 would have been entirely safe when motoring fast, especially so with such a low built body.
Roger Cox
17/11/16 – 10:56
Ian
861 currently resides in its old depot at Chilwell, along with the other members of the Barton Collection. The premises are usually open to the public during the Heritage Weekend in September each year. Well worth a visit.
Bob Gell
17/11/16 – 12:31
It appeared as part of the Barton display at Showbus this year. I believe the Chilwell site has approval for redevelopment, but don’t know how that will affect the Barton collection.
Ian Comley
17/11/16 – 14:40
As presented in the Barton line-up at Showbus 2016.
Les Dickinson
18/11/16 – 07:12
Given that the Loline was offered with a variety of engines, in this case the Leyland 0.600 being fitted, I’ve often wondered how 861 achieved such a low windscreen line together with what appears to be minimal engine intrusion beside the driver. It would seem to be much lower than, say, a Lowlander bonnet line or any other Lolines for that matter. For the technically minded, would the engine have been modified at all, or perhaps a shallower radiator fitted?
Chris Barker
18/11/16 – 07:17
Here is a link to my Flickr site where I have a set of 20 photos of Barton vehicles at Showbus 2016. Barton at Showbus 2016
Les Dickinson
19/11/16 – 13:38
Thanks for the info, gentlemen. I hadn’t realised that 861 was on the road, so I particularly regret not going to September’s Showbus—especially with all the other fascinating Barton vehicles there. To complement the ingenuity of the mechanical design and seating layout, everything about 861 looks well integrated: the very opposite of the afterthought-plastered-onto-afterthought appearance of some 1960s deckers.
Ian Thompson
20/11/16 – 05:49
Chris, like you, I am convinced that the radiator must have been repositioned or modified to achieve that low windscreen level, and the same is surely true also in respect of the similar bodies on the Barton Regent Vs of the type shown in this link:- www.oxford-chiltern-bus-page.co.uk/
Roger Cox
20/11/16 – 08:20
I take it, Roger, that the Regents weren’t ‘limbo dancers’ in the same was as the Loline – just broadly similar at first glance.
Pete Davies
21/11/16 – 07:50
If you compare the photos of other Loline 2s on this site, you can see that the radiator grille on 861 HAL is much lower, relative to the front wheels, than on other examples of the model.
Nigel Frampton
21/11/16 – 07:51
The clear recognition point between the Loline and the similar-looking Regents is the distance between the top of the wheelarch and the base of the windscreen and side window line.
But both are classic versions of a pleasing design that hasn’t been bettered by the more recent use of economical flat glass for windscreens. The wrap-around look gave a real sense of style, in my opinion. And, of course, much better visibility than certain modern buses with heavy non-glazed corner panels.
Peter Murnaghan
21/11/16 – 10:33
When 861 and Regents 850-4 were delivered they were fitted with the Cave Brown Cave heating system, so presumably they didn’t have a radiator in the conventional position. After only a few years, the CBC grilles disappeared, but it begs the question as to where the radiator is now. I remember one journey on 861 on the X42 with a new driver; I think he must have been used to the Regent Vs (four speed gearbox) as he never found fifth gear on the Loline for the whole journey!
Bob Gell
22/11/16 – 12:27
Fifth gear on the Loline I and II was engaged by pushing the stick forward from fourth into neutral, and then over to the right and back again in a ‘U’ movement. If the driver hadn’t been shown, he would probably never have found it. Changing back down from overdrive to fourth needed practice, too, to avoid engaging second gear by mistake. The trick was to move the stick forward into neutral and let it go, so that the detent spring could centre it properly, and then just pull it straight back into fourth.
Roger Cox
22/11/16 – 13:45
The curved front windows look natural on this bus and not out of place as they definitely do on the later Southdown Queen Mary Titans.
David Wragg
22/11/16 – 16:14
This would seem to be the same procedure as I used to observe drivers doing in the Dennis Lances, Roger, if I’m not mistaken, as I travelled from/to Woking Station and St. Peter’s Hospital, Ottershaw.
Chris Hebbron
22/11/16 – 16:15
Roger Thanks for the explanation of finding fifth gear (and getting out of it again!); is this similar to the 5 speed gearbox fitted to Bristol MWs?
Bob Gell
23/11/16 – 07:28
Whilst 850-4 and 861 had Cave-Browne-Cave equipment when new 957-62 did not and the radiators of tin-front buses were generally a lot smaller than the 1940s -style exposed items. I recall that unlike some Northern Counties full front bodies the regents did not use the manufacturer’s bonnet pressings. Perhaps the owner of one of the preserved examples could comment further.
Stephen Allcroft
23/11/16 – 07:29
In answer to Chris H, the Dennis ‘O’ type gearbox fitted to the Lancet, Lance and Lancet UF (though the few LU4 late examples had the Meadows gearbox) worked the ‘wrong way round’ from right to left, and was essentially a four speed sliding mesh (i.e. true ‘crash’) unit with a preselective overdrive on the end of it. To engage fifth the gear stick had to be pushed from the fourth position over to the left and forward. Unlike me, OBP contributor Ian Thompson has driven Dennis machines with this unique box, so he is our ‘in house’ expert here. The Bristol box, Bob, as fitted to the LS and MW, was a synchromesh unit working conventionally upwards from left to right, and I do have experience of it. Fifth gear was engaged from the fourth position by moving it to the right and forward. It was thus impossible to engage/disengage fifth except though fourth, which meant much labouring of the stick to get going again if one was baulked in overdrive. The Lodekka had the same gear positions, but in that case the gearbox was a constant mesh affair, making the extrication process from overdrive rather more difficult. Generally speaking, Lodekka drivers seemed very reluctant to use fifth in service unless a clear stretch of open road beckoned. By contrast, all versions of the Loline (the Loline III had a gear selector layout similar to the Reliance) allowed immediate access to neutral and the other gears from the fifth gear slot, and fifth was treated as the normal top gear. This feature alone meant that the Loline was a more sprightly machine on the road than the Lodekka.
Roger Cox
24/11/16 – 09:45
For those who would like more information on ‘Dennis ‘O’ Type 5 Speed Gearbox’ see this site:- //www.dennissociety.org.uk/nl/ogearbox.html
Roger Cox
25/11/16 – 07:24
Thx, Roger, for explaining much more about these gearboxes and that the ‘O’ was different from the Loline. You can quite see that drivers put on these vehicles without any advice, would have difficulty finding overdrive, or, if inexperienced, preferred the simplicity of avoiding it!
Chris Hebbron
25/11/16 – 10:37
One endearing thing about Dennis is that they don’t sheepishly follow the crowd. As Roger’s link to Ted Gamblin’s piece makes clear, changing into and out of the Maybach-designed overdrive on the Dennis "O"-type box is simplicity itself, whereas the other gears need rather precise timing. With the strange two-shaft box of the Loline I and II, on the other hand, you can hardly go wrong with any upward or downward changes, EXCEPT for the change down from fifth into fourth, which needs care not only in locating fourth properly in the gate, as Roger points out, but also in engine-speed matching. Having to go through first to engage and disengage reverse can also take you by surprise!
I may be over-generalising here, since the only Loline I I’ve ever driven is ex-A&D 357, currently out of action with gearbox problems.
It’s interesting that despite (or thanks to?) Dennis’s history of experimental and sometimes eccentric design, and their near-disappearance from the PSV market on several occasions, the company in its present form continues to thrive. Good that they escaped Leyland’s clutches!
Ian Thompson
29/01/17 – 08:43
With BartoN Transport Ltd family and employees we had somewhat different names for the vehicles than what the spotters and enthusiasts call them nowadays. For example the full fronted AEC regents were known as Derby Deckers nothing else, all the ex Londons were London Deckers the 30 foot AEC 470 saloon were known as Reliance (which they were) but the 590s were known as 36 footers. Any thing with a PD1 or PD2 engine was known as just that, we never used Tiger or Titan, or what the chassis originally was. A Vuemaster was that and only that regardless of what it was made from, body names like Vista and Vega were never used. The moggy pickup trucks were vans, the AECs with 3 seats one side and two the other were Jumbos.
Bill Redfern
25/02/17 – 16:30
The driver of 861 on the x42 Derby/Nottm express was Harry Bell or ding dong as we used to call him. His opposite was Ken Gardener also very smart with a dicky bow. I recall this very well as I used to drive 861 on a Saturday which was their day off.
Chris Coleman
05/12/17 – 14:25
I drove 861 the Loline on Saturdays overtime I was out the garage, worked on it a lot and went out to it on breakdowns, not everyone’s cup of tea. On Saturdays Red Michael the Russian conductor would sit at the back looking for police cars and I could do 70mph if not more he managed to get a drink each end Notts and Derby it was on the non stop Derby express, we were never late.
Bill Redfern
06/12/17 – 08:03
If 861 did 70mph then fully laden it must have been very sluggish as the gearing must have been high.
Roger Burdett
06/12/17 – 09:20
Quite so Roger, the engine would be seriously over revving to do 70mph, so if Bill saw this speed on the clock either it was over reading or it was in kilometres per hour (44 mph).
John Wakefield
07/12/17 – 08:48
Why would Dennis calibrate speeds in kph? I think Bill would know his 44’s from his 70’s! Some Barton buses used to make a lovely chuffing noise when "cruising" which I always used to think was their valves happily bouncing?
Joe
26/10/18 – 16:09
Having ridden in 861 during the 90’s. including a London to Brighton trip, out of Chilwell depot. It was a fast motor. The only problem was the steering judder. It meant we had to change drivers ever hour My dad Bill Mann was one of the team that saved it and helped bring it back to life. I think Bill Redfern might have been driving the bull that winched us up the pit at the depot.
Alistair Mann
02/12/20 – 06:37
In the Auto Review book 165 Bus & Coach Album 1 there’s a picture of 861 and it’s definitely 861 with a Regent V grille, not the Loline grille shown on the pictures above. It’s a shot of it in preservation. When was the grille changed and why?
Glenn Jones
03/12/20 – 06:36
Glenn, Bartons had a very competent fibreglass shop in their Chilwell works and they produced fibreglass replicas of the Regent V style grille, these were fitted when the originals had been accident damaged and not only to AECs, at least one of their full front PS1/B rebuilds had a pseudo AEC grille fitted and in the triangle where AEC would have been, they had carefully applied the name LEYLAND across the centre.
Such attention to minor details like that were typical and always pleasing to see.
Chris Barker
Quick links to the - Comments Page - Contact Page - Home Page
Please leave a comment
Please Note if you want to send a photograph with your comment please use the Contact Page by clicking here or send as an attachment via email.

Question: what was the lowest ever roofed british double-decker

Answer: no. 861

what was the lowest ever roofed british double-decker

Question: when was the lowest roofed british double-decker built

Answer: 1984

when was the lowest roofed british double-decker built

Question: what type of body style did the bodied dennis loline have

Answer: Northern Counties bodied AEC Regents

Question: what was the name of the northern counties bodied british double-decker

Answer: AEC Regents

Question: how many bts1's were rebuilt from leyland titan, tiger, lion

Answer: fifty-eight BTS1 "Viewmaster

Question: which Leyland chassis were used to make the bts1 viewmaster

Answer: Leyland Titan, Tiger, and Lion

Question: between what years did the bus company barton begin to rebuild its models

Answer: 1950 and 1955

In 1989 , the business was sold to the Wellglade Group and merged with its Trent Buses business to form Trent Barton .

Barton voting over revamp
Page 18
If you've noticed an error in this article please click here to report it so we can fix it.
â¢ Barton Transport shareholders are to meet on 30 June to vote on a proposal to sell the company to Wellglade Group, which owns Trent Buses. Wellglade plans to run Barton as a separate subsidiary alongside Trent, but to implement major economies to put Barton back on its feet financially. Profits had declined from 2874,000 in 1986 to 2156,000 in 1988, blamed by family-owned Barton on increased competition and a drop in passenger numbers. Wellglade deputy chairman Brian King had told union representatives that about 150 jobs would have to go as part of a "survival plan" for Barton which runs 211 vehicles from four depots. But he hoped that changes would have a "minimal effect" on passengers. If the meeting approves the purchase, Wellglade will take over on 1 July.

Question: in what year was trent barton sold to wellglade group

Answer: 1989

in what year was trent barton sold to wellglade group

Question: what was the name of the trent buses company

Answer: Trent Barton

what was the name of the trent buses company

Question: who owns trent barton buses

Answer: Wellglade Group

Question: what was the name of the bus company that trent barton merged with

Answer: Trent Buses

Question: who took over the trent barton bus company in 1989

Answer: the Wellglade Group

who took over the trent barton bus company in 1989

Question: when did trent barton vote to revamp commercial motor

Answer: 22 June 1989

when did trent barton vote to revamp commercial motor

Question: what was trent barton's previous name

Answer: Trent Buses business

Question: what was trent barton voting over in 1989

Answer: revamp Commercial Motor

what was trent barton voting over in 1989

Centenary On 1 October 2008 , the journey of the first Barton bus , from Long Eaton to Nottingham 's Market Square , was recreated to mark the centenary of the company .

|
|
|
|
The relay featured buses from the oldest to the newest
A relay of historic buses has taken place to mark the centenary of one of the East Midlands' oldest bus firms.
The first Barton bus ran from Long Eaton in Derbyshire to Nottingham's Market Square on 1 October 1908.
The journey was recreated by buses and coaches - some in the original red, maroon and cream livery - from every decade, becoming more modern in turn.
The route was set up to take people to the Goose Fair, which traditionally opens at the start of October.
Barton's buses - now Trent Barton - was for many years the largest independent bus operator in Europe.
Simon Barton, managing director of the company, said: "Getting these vehicles together and seeing how basic they were really underlines what a step into the unknown the service was.
"They [the Barton family] had been putting the company together for years but on that first morning they had no idea whether anyone was going to turn up."
The first bus route in Britain ran from Long Eaton to Nottingham from 1 October 1908

Question: when was the first barton bus made

Answer: 1 October 2008

Question: where did the first barton bus stop in nottingham

Answer: Market Square

where did the first barton bus stop in nottingham

Question: what is the name given to the anniversary of the introduction of the first barton bus

Answer: Centenary

Question: where did the first barton bus stop

Answer: Long Eaton

Question: what was the name of the bus that ran from long Eaton to nottingham's

Answer: Barton bus

Question: where did the first barton bus depart from

Answer: Long Eaton to Nottingham's Market Square

where did the first barton bus depart from

Tipper for sale Commercial Motor 17 January 1991

From 1929 until 1991 , Barton had a 50 % shareholding in South Notts Bus Company , based in nearby Gotham .

Tipper for sale Commercial Motor 17 January 1991

Tipped for sale
17th January 1991, Page 26
17th January 1991
Page 26
Page 26, 17th January 1991 — Tipped for saleClose
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.
If you've noticed an error in this article please click here to report it so we can fix it.
Keywords : Counties Of England, Nottinghamshire, Nottingham, South Notts Bus Company, Nottingham City Transport, Barton Transport, Clifton, Nottingham, Loughborough, Trent Barton, West Bridgford, Business / Finance
â¢ Nottinghamshire-based independent South Notts of Gotham is tipped for sale following its first losses of .232,000 last year.
It operates 28 buses, mostly double-deckers, and shares the lucrative Clifton Estate route with Nottingham City Transport, as well as operating country services from Nottingham as far as Loughborough.
It is jointly owned by Barton Transport and the family of managing director, Arthur Dabell, and is worth at least Â£350,000.
Tags
People: Arthur Dabell

Question: where is south notts bus company based

Answer: Gotham

Question: what percentage of south notts bus company did barton own from 1929 until 1991

Answer: 50%

Question: what bus company did barton own from 1929 to 1991

Answer: South Notts Bus Company

what bus company did barton own from 1929 to 1991

Question: in what year did barton have a 50% shareholding in south notts bus

Answer: 1929

Question: what was tipper for sale for

Answer: Commercial Motor

Question: when did the south notts bus company cease operations

Answer: 1991

when did the south notts bus company cease operations

Question: how much of a shareholding did barton hold in south notts bus company from

Answer: 50

Livery thumb|Barton Transport flag & Robin Hood logo carried on a preserved coach Barton 's fleet livery was red , cream and maroon .

The fleetname ( rendered as BARTON ) was placed within a flag motif on the vehicle sides , and , from the 1960s onwards , a detailed picture of Robin Hood was placed alongside following the acquisition by Barton of Robin Hood ( Coaches ) Limited of Nottingham in late 1961.Bus Take - over Plan at Nottingham Commercial Motor 8 September 1961

Bus Take-over Plan at Nottingham
Page 52
If you've noticed an error in this article please click here to report it so we can fix it.
ARTON TRANSPORT, LTD.. of 1--P Nottingham. are negotiating for the purchase of Robin Hood (Coaches). Ltd., Nottingham. Negotiations are expected to be completed within the next few weeks.
Mr. F. Broomfield, company secretary of Barton Transport, said 19 coaches were involved in the proposed deal and it was envisaged that they would eventually be transferred to Barton's garages.
A spokesman for Robin Hood (Coaches), Ltd., said: "All our employees will keep their jobs and there will he no redundancy." The Robin Hood Road Haulage section would continue as a separate company and would not be affected in the deal, he added.
Robin Hood run three regular services from Nottingham to Blackpool, Southport and Morecambe. They also run a joint service between Corby and Glasgow with Barton's.

Question: what was the color of the barton transport logo

Answer: red, cream and maroon

what was the color of the barton transport logo

Question: when did barton buy robin hood

Answer: 1961

Question: what was the name of the bus company bought by barton in 1961

Answer: Nottingham Commercial Motor

Question: in which english city was the robin hood transport company founded

Answer: Nottingham

Question: when did barton start putting robin hood on buses

Answer: 1960s

when did barton start putting robin hood on buses

Question: where is the robin hood logo on a bus

Answer: vehicle sides

Question: what is the fleet name of the bus company barton

Answer: BARTON

what is the fleet name of the bus company barton


TC 2000 is a 1993 action-science-fiction film directed by T. J. Scott and starring Bolo Yeung, Jalal Merhi, Billy Blanks, Bobbie Phillips, Matthias Hues, Harry Mok, and Kelly Gallant. The film was written by T.J. Scott from a story by J. Stephen Maunder and Richard M. Samuels and produced by Merhi. The soundtrack was composed by VaRouje.

 Plot
In 2020, ecological disaster has driven the wealthy to an underground city.  Jason Storm is part of an elite security force called the Tracker-Communicators who protect the city against the surface world survivors who could not afford to escape.  Zoey Kinsella, the deceased founder's daughter, joins him as his rookie partner.  After a raid by starving surface world survivors breaches the city's force field, Zoey comes to believe they have inside help.  Storm acknowledges the possibility but is more concerned with his clashes against the Controller, the leader of the city's security, and his enforcer, Bigalow.  The Controller wants to use a  cybernetic project to replace the Tracker-Communicators, but he can not find any volunteers!

Niki Picasso and his gang penetrate the underground city's force field and head directly to a disused area of the city.  There, in a hidden cache, they find ammunition and an automatic rifle, a weapon that has become extremely rare.  While Picasso pins down Storm and Kinsella, an unseen adversary shoots Kinsella dead.  Convinced of a coverup, Storm angrily resigns, only to have the Controller send Bigalow to kill him.  When Storm escapes the city, the Controller frames him for Kinsella's death and sets the security forces after him.  Unknown to Storm, the Controller has Kinsella resurrected as a cyborg and programs her to be his personal assassin.  Her first mission is to seduce Picasso and recruit him to take over a research facility guarded by the Lifers, a powerful gang.

On the surface world, Storm encounters a martial arts master, Sumai, and his daughter.  Sumai helps Storm infiltrate Picasso's lair, but the cybernetic Kinsella easily defeats Storm.  As Storm recovers, Sumai trains him.  Sumai, former head of security at the research facility, tells Storm that Kinsella's father was the person who founded it.  The facility was originally meant to counter the ecological damage but was converted into a chemical weapons factory.  Suspecting that the Controller seeks the biological weapons to take over the surface world, Storm and Sumai recruit fighters who are willing to stand up to Picasso.  As Picasso overpowers the Lifers with his rifle, the Controller murders the city's leader, the Overlord, and joins him.

After launching the chemical weapons, the Controller double-crosses Picasso.  As the Controller flees the facility, Picasso confronts and kills him, though he is now, most unfortunately, left trapped in a silo.  The chemicals, though currently inert, will kill every surface dweller unless a countdown is aborted.  After defeating Bigalow and his men, Storm and Sumai break into the control room, where the Controller has left Kinsella.  Storm helps her to remember her true self, and she guesses several passwords.  Finally, with time running out, Sumai guesses the correct password and saves the surface world.  Picasso calls for help; when they ignore him, he vows revenge.

 Cast
 Billy Blanks as Jason Storm
 Bobbie Phillips as Zoey Kinsella / TC 2000 X
 Jalal Merhi as Niki Picasso
 Bolo Yeung as Master Sumai
 Matthias Hues as Bigalow
 Harry Mok as 'Blade'
 Kelly Gallant as Zircon
 Ramsay Smith as The Controller
 Douglas J. Lennox as Overlord
 Gregory Philpot as Dr. Cameron Johnson
 Alex Appel as Sparks
 Scott Hogarth as Harold
 Andy Pandoff as Barker
 Dave Roberts as 'Blaster'
 Wally Jay as Grand Master
 M. J. Kang as Sumai's Daughter
 Garry Robbins as The Giant
 Kevin Lund as Referee

 Release
The film was released directly to video on August 18, 1993, by MCA/Universal Home Video in the United States, and in Canada that same year by Cineplex Odeon. A DVD is available in the UK. As for a region 1 release, there is a new special edition DVD in the works, but as of December 25, 2009, nothing else has announced.

 Reception
TV Guide rated TC 2000 2/4 stars and wrote that while the non-stop martial arts action "can be tiresome", the film does a good job of showcasing Blanks.

 References

 External links

Category:Canadian direct-to-video films
Category:1990s science fiction action films
Category:American direct-to-video films
Category:American science fiction action films
Category:English-language films
Category:Karate films
Category:Martial arts science fiction films
Category:Canadian science fiction action films
Category:Films directed by T. J. Scott
Category:1993 direct-to-video films
Category:Canadian films
Category:American films
Category:1993 films
Category:Films set in 2020

Reception TV Guide rated TC 2000 2/4 stars and wrote that while the non - stop martial arts action " can be tiresome " , the film does a good job of showcasing Blanks .

Join or Sign In
Sign in to customize your TV listings
By joining TV Guide, you agree to our Terms of Use and acknowledge the data practices in our Privacy Policy.
Stamina shown by participants in this futuristic fracas is impressive, and an 800-number on the videocassette hawking karate sparring gear indicates its priorities. "No one took the environment too seriously until it was too late..." begins the voice-over narration by Jason Storm (Billy Blanks), a hardworking "Tracker/Communicator," or TC 2000, in the 21st century, when the rich and powerful stay in vast underground shelters while the poor and outcast subsist above, under a ravaged ozone layer. A TC's job: to fend off marauders from SurfaceWorld trying to infiltrate UnderWorld. But in fact, Earth's atmosphere has healed itself, and now the shelter bosses are planning to invade SurfaceWorld. First they want to eliminate the current occupants, and a convenient chemical doomsday weapon resides in the Terminal Station, well guarded by surface forces. That provides the rationale for arranging the on-duty demise of Storm's partner Zoey (Bobbie Phillips), a la ROBOCOP, and resurrecting her as sexy, invincible android slut TC 2000-X. Miss X charms surface gangster Niki Picasso (Jalal Mehri) into using his mob to penetrate Terminal Station, and the deadly launch sequence for the doomsday weapon (a series of cheapo bottle rockets) is begun. Only Jason Storm, hounded from his job and exiled to SurfaceWorld, with a crew of volunteer surface warriors mustered by the peerless master Sumai (Bolo Yeung), can save the disenfranchised rabble from genocide. All action pictures need weapons, but TC 2000 is stingy in this regard; combatants in the year 2020 instead rely on the lightning hands and flying feet of karate. Much of the movie--the whole climax, for that matter--is a kinetic exhibition of apocalyptic martial-arts mayhem, filmed around high-tech settings with schlock-electric energy imparted by writer-director T.J. Scott. In large doses this sort of thing can be tiresome, and there are scenes in which Storm and Sumai seem to be fighting the same opponent at the same time in separate boiler rooms. TC 2000 star Billy Blanks is something to see, and the film takes every opportunity to spotlight his chiseled physique in action. Phillips, on the other hand, is just inaction; after her transformation from demure cop to camp cyborg siren, she does very little, despite a big public intro before a crowd of UnderWorld photographers (who wield old Kodak Brownie cameras with flash bulbs, in keeping with the film's Goodwill-store production design and costumes). Co-star Bolo Yeung's fanciest move was getting cast as a good guy (not just here but also in 1993's SHOOTFIGHTER); the muscular Hong Kong star had been stereotyped as a kung-fu villain for years. TC 2000's best visual effect is not its chintzy fireworks at the end but pitting Yeung against a succession of Goliath opponents who actually make him look diminutive. (Violence, profanity.)

Question: who is the main character in the film

Answer: Blanks

Question: what publication rated t2000 2/4 stars

Answer: TV Guide

Question: what type of martial arts is blanks

Answer: martial arts

Question: what kind of martial arts is the movie tcm 2000 about

Answer: non-stop martial arts

Question: what rating did reception tv guide give tcm 2000

Answer: 2/4 stars

Question: what did reception tv guide say the film does well

Answer: showcasing Blanks


thumb|upright=1.05|The Aztec sun stone after which the poem is named, and used on the cover of some editions
Piedra de Sol ("Sunstone") is the poem written by Octavio Paz in 1957 that helped launch his international reputation.Weinberger 1988, p.xv In the presentation speech of his Nobel Prize in 1990, Sunstone was later praised as "one of the high points of Paz's poetry…This suggestive work with its many layers of meaning seems to incorporate, interpret and reconstrue major existential questions, death, time, love and reality".Nobel Prize press release, 11 October, 1990

The poem
Sunstone is a circular poem based on the circular Aztec calendar, and consists of a single cyclical sentence reflecting the synodic period of the planet Venus. The poem has 584 lines in hendecasyllables, corresponding to that 584-day period, and its ongoing thrust is emphasised by having no full stops, only commas, semi-colons and colons. The first six lines of the poem repeat themselves again at the end of the poem in a movement that "doubles back, and comes full circle,/ forever arriving".Weinberger 1988, p.637

The poem was welcomed in Mexico as an abandonment of Paz's European surrealistic style and a return to the "sensible inner voice" of his earlier preoccupations. In it, instead of imposing his interpretation of history upon the poem, Paz submits himself to the historical calendar and finds his own interpretation within it. As he later explained in an interview:
What I mean to say is that, over the circular time of myth, is inserted the unrepeatable history of one man that belongs to one country, to one generation and one era…Time may be cyclical, and thus immortal…but man is finite and unrepeatable. What is repeated is the experience of finitude: all men know that they will die…These experiences are historical, they happen and they happen to us…At the same time they are not historical, they are repeated.
In this way, according to the analysis of the poem by José Emilio Pacheco, while Paz recapitulates personal experiences, he also balances these with female cultural figures (Melusine, Laura, Persephone, Isabel, Maria) in "an interplay between the private and the collective" where "the poet reads himself as he reads history" in a dialogue from which he cannot emerge.Jose Quiroga, Understanding Octavio Paz, University of South Carolina, 1999, pp.48-56

Translations
Three years after its publication, the poem was translated into Swedish by Artur Lundkvist, and appeared as Solsten in the composite volume Den våldsamma årstiden (1960).Varldslitteratur It was followed by translations into French by Benjamin Péret (Pierre de Soleil, Gallimard, Paris, 1962); into Hungarian by György Somlyó (Napköve, Magyar Helikon, Budapest 1965); and into Greek by Serge Makais (Ηλιόπετρα, 1965).Diccionario de escritores mexicanos siglo XX, UNAM, 2002, p.329

There have also been four translations into English. Muriel Rukeyser's was published as Sun Stone/Piedra de Sol in a bilingual edition (New Directions, 1962) and was followed by Peter Miller's Sun-Stone in Canada (Contact, Toronto, 1963) and Donald Gardner's Piedra de Sol: The Sun Stone in the UK (Cosmos Publications, York, 1969).Weinberger 1988, p.657 Another translation by Eliot Weinberger was published in 1987 as the first poem in the composite The Collected Poems of Octavio Paz, 1957–1987 (New Directions, New York, 1987). In 1991 the translated poem appeared separately in an illustrated bilingual edition from New Directions Publishing.WorldCat

References
Eliot Weinberger, The Collected Poems of Octavio Paz, 1957–1987, Carcanet Press, Manchester, 1988.

Category:Mexican literature
Category:Spanish-language poems
Category:1957 poems
Category:Octavio Paz

Translations Three years after its publication , the poem was translated into Swedish by Artur Lundkvist , and appeared as Solsten in the composite volume Den våldsamma årstiden ( 1960).Varldslitteratur It was followed by translations into French by Benjamin Péret ( Pierre de Soleil , Gallimard , Paris , 1962 ) ; into Hungarian by György Somlyó ( Napköve , Magyar Helikon , Budapest 1965 ) ; and into Greek by Serge Makais ( Ηλιόπετρα , 1965).Diccionario de escritores mexicanos siglo XX , UNAM , 2002 , p.329

Octavio Paz* 31 mars 1914 † 19 april 1998
Carlos Fuentes - lärjunge, vän och landsman till Octavio Paz - kallade 1990 års Nobelpristagare för en "son av Mexiko, bror till Latinamerika, styvson till Spanien, adoptivson till Frankrike, England och Italien, "barn i huset" och stamgäst i Japan och Indien, barn på sidolinjen till USA".
Paz var en vittberest författare, som trängde djupt in i de olika kulturer han mötte och som betraktade sig både som mexikan och universalist. Paz var inte bara poet utan också essäist, politisk tänkare och kulturkritiker och som sådan en av de viktigaste idépolitiska debattörerna inte bara i Latinamerika. Hans inflytande sträckte sig också till andra delar av världen.
Den indianska härstamningen gav Paz en stark upplevelse av att bära på ett dubbelt arv: det aztekiska och det spanska. I sina essäer skrev han om "mexikanens ensamhet" och betonade att det rör sig om en ensamhet väsensskild från den som till exempel nordamerikanen upplever "i sin värld av maskiner, moralregler och konsumtion".
Octavio Paz föddes mitt under det mexikanska inbördeskriget och växte upp i ett palatsliknande, allt mer förfallet hus i Mixcoac. Där stod böckerna tätt - ett arv efter hans romanskrivande farfar, vars närvaro enligt sonsonens dikter var påtaglig i huset nattetid.
Fadern var revolutionär, och veteranerna från Zapatas rörelse kom ofta på besök i hemmet. Dessa tidiga intryck av de som stod i spetsen för omvälvningarna gav pojken mycket att fundera över. Senare i livet skulle han ofta i essäform behandla denna epok och Mexikos historia över huvud taget. Fast Paz satte gärna in det hela i ett större sammanhang. Mexikos historia är, ansåg han, omöjlig att förstå om man inte sätter den i relation till det övriga Latinamerikas - som i sin tur måste sättas i relation till Europas och USAs. I intervjuer poängterade Paz vidare hur djupt det präglade honom att ungdomsåren sammanföll med framväxten av nazismen, andra världskriget och inbördeskriget i Spanien där han anslöt sig till republikanerna.
Efter kriget arbetade Octavio Paz som sekreterare vid den mexikanska ambassaden i Paris, där han också knöt kontakter med vad som återstod av den tidigare så blomstrande surrealistiska rörelsen. Han betraktade sig inte själv som surrealist, men ansåg däremot att surrealismen stimulerade ett frigjort och annorlunda tänkande. På samma sätt lät han sig senare stimuleras av österländsk filosofi, av psykoanalys, lingvistik och strukturalism.
Paz mest kända verk, essäsamlingen El laberinto de la soledad (Ensamhetens labyrint), utkom 1950. Fram till dess hade han enbart gett ut diktsamlingar. Den första, Raíz de hombre, utkom 1937. Parallellt med sin övriga verksamhet fortsatte han att skriva lyrik. Paz dikter skrivna mellan 1935 och 1975 finns samlade i volymen Poemas, som utkom 1979.
1968 inträffade något som fick Octavio Paz att dels lämna den ambassadörspost han haft i New Delhi sedan 1962, dels skriva en uppföljning av El laberinto de la soledad: morden på ett par hundra demonstrerande studenter i Mexico City i samband med de olympiska spelen. I essän Posdata kritiserar han den mexikanska staten, som han betraktar som bärare av den grymhet som fanns i det aztekiska samhället, och sveken mot revolutionens ideal. Först 1971 avbröt han sin "protestexil" och återvände hem.
Politiskt sett skapade sig Paz med tiden en egen hållning, ett slags "ansvarig individualism".
Paz var en mångsidig kulturpersonlighet. Han var med och startade flera kulturtidskrifter, bl a det litterära magasinet Vuelta, och han var en flitig föredragshållare. Dessutom ägnade han mycket tid åt litteraturstudier. Livet igenom var han särskilt intresserad av 1600-talslyrikern Sor Juana Inés de la Cruz, vars liv och verk han ägnat flera korta och en mycket omfattande studie.
Eva Stenvång

Question: who translated the poem into swedish

Answer: Artur Lundkvist

Question: who translated varldslitteratur into french

Answer: Benjamin Péret

Question: who translated the poem into greek

Answer: Serge Makais

Question: how many years after the poem was translated into swedish

Answer: Three

Question: when was den våldsamma årstiden translated

Answer: 1960

Question: who translated the poem into hungarian

Answer: György Somlyó

Question: what language was the poem translated into after it was published

Answer: Swedish

Question: what was the name of the poem in den våldsamma år

Answer: Solsten


Jim Vandiver (December 13, 1939June 18, 2015) was a NASCAR Winston Cup Series driver who raced from 1968 to 1983. As an independent driver, he had limited financial resources but enjoyed a level of success that relatively few independent drivers had during the formative years of NASCAR.

Career
Vandiver competed in 85 races with five finishes in the top-five, 24 top-ten finishes, 117 laps led out of 16529, and a total mileage count of 24247.8 miles. Over his career, he had a total of $167,703 in winnings earned on the track ($ when adjusted for inflation).

At the 1972 Daytona 500, Vandiver finished third to winner A. J. Foyt.  Vandiver is also the only undefeated ARCA driver at Talladega Superspeedway with victories in 1970 and 1975.

Most of Vandiver's earlier racers were done in Dodge vehicles. In his later career, he drove Oldsmobile and Chevrolet racecars.

He later operated Choice Trucks, a used truck dealership in Huntersville, North Carolina.

He was involved in the controversial 1969 Talladega 500, where he came in second place to Richard Brickhouse in a questionable finish. Both Vandiver and car owner Ray Fox Sr. were adamant that Brickhouse was a lap down because he had stopped to pit under the green flag (Vandiver only pitted under the Caution). Even after three hours of arguing the decision, Brickhouse was still made the winner of the event. Conspiracy theorists cite the difference in the Dodges as the determining factor since Vandiver was in an older Charger 500 and Brickhouse was in the brand new, winged Dodge Daytona.

Vandiver is known for an unusual exit to the 1973 Southern 500 in Darlington, South Carolina. He was due to be arrested for not showing up to divorce court for a child custody hearing, and had to figure out a way to avoid going to jail. His engine began running worse and worse so he waved goodbye to his pit crew and intentionally spun out his Dodge. To avoid the authorities seizing him on the track in front of the spectators, he ran across the track to escape and hitchhiked a ride to Charlotte, North Carolina in order to get home.

Personal life and death
Vandiver was divorced and had four children; Emory, Rhett, Nicole and Shannon. Emory is a former softball player, Rhett also drives racecars, Nicole and Shannon are practicing lawyers in Davidson, North Carolina.

On June 15, 2015, Vandiver was admitted to a Charlotte hospital for chest pains. He died three days later at the age of 75.

References

External links

Category:1939 births
Category:2015 deaths
Category:NASCAR drivers
Category:ARCA Menards Series drivers
Category:People from Huntersville, North Carolina
Category:Racing drivers from North Carolina

Jim Vandiver ( December 13 , 1939June 18 , 2015 ) was a NASCAR Winston Cup Series driver who raced from 1968 to 1983 .

Question: who was the first nascar driver to win the winston cup

Answer: Jim Vandiver

Question: when did jim vandiver drive in nascar

Answer: 1968

Question: when did jim vandiver retire from nascar

Answer: 1983

Question: when did jim vandiver race in nascar

Answer: 1968 to 1983

Question: when was jim vandiver killed in nascar

Answer: December 13, 1939June 18, 2015

Question: what nascar series did jim vandiver drive

Answer: Winston Cup Series

Question: when did jim vandiver die

Answer: 2015

Question: who was the last nascar driver to retire

Answer: Jim Vandiver (December 13, 1939June 18, 2015

His engine began running worse and worse so he waved goodbye to his pit crew and intentionally spun out his Dodge .

To avoid the authorities seizing him on the track in front of the spectators , he ran across the track to escape and hitchhiked a ride to Charlotte , North Carolina in order to get home .

A Sit Down With Jim Vandiver; A True Pioneer Of NASCARMay 30, 2009
The roots of NASCAR date back to the late 1940’s when the France Family took a simple racing division and turned it into what is now one of the most viewed sports in the world today. NASCAR is broadcast on television in over 150 countries and holds 17 of the top 20 attended single day sporting events in the U.S. and claims 75 million fans that purchase over $3.00 billion in annual licensed product and sales. About 5 miles from my house here in Mooresville N.C. sits the NASCAR Technical Institute, the country’s first technical training school designed to combine a complete automotive technology program for students who dream of becoming part of the sport as mechanics, crew members, and engineers.
But underneath the billions of dollars of revenue, major corporate sponsors, and star studded drivers lies a history that some NASCAR fans today are unfamiliar with. This series will be designed to bring out the history of a great American sport and to familiarize fans with the real legends that brought this sport to where it is today. And what better way to introduce the NASCAR Pioneer series than to catch up with one of the old school racers who rubbed fenders with the greats of David Pearson, Donnie Allison, Richard Petty, and Dale Earnhardt.
Jim Vandiver began racing in the Grand National Division (now known as the Sprint Cup Division) in 1968. Vandiver grew up around the Huntersville area racing dirt tracks making a name as one of the hardest chargers in the area. Vandiver entered 2 ARCA events at Talladega in the 70’s and won both races. In 14 seasons in the sport, Vandiver piled up 85 races, 5 top-five finishes, and 24 top 10 finishes.
THE INNAUGURAL TALLADEGA RACE IN 1969:Jim Vandiver led 102 laps in the inaugural NASCAR race at Talladega Super Speedway in 1969, but finished second to Richard Brickhouse in a controversial finish, a race that even today Vandiver says he won. When I asked him to explain that day he never even hesitated to tell the whole story. “We won that race, there’s no doubt about it” Vandiver says with a definite gleam in his eye. “It was the first time they run those winged cars, and we led over 100 laps, we only pitted under caution. Well Brickhouse made 2 stops under green during the race. Then with 10 laps left Coo-Coo Marlin felt his motor giving way, he pulled to the inside of the track down the back stretch and his motor blew. NASCAR threw the caution and to our knowledge Brickhouse was lapped because of the green flag stops. So when the green flew he passed me, it should have put him on the same lap as us. But NASCAR gave Brickhouse the victory even after a scorer argued with them for 3 hours” he says.
THE SOUTHERN 500 IN DARLINGTON IN 1973: Vandiver is famous for an incident that took place in the 1973 Southern 500 in Darlington S.C. Once again Jim goes into every detail of the story as if it happened just last week. “I was divorced with my first wife and was coming over to pick my 10 year old son up and when I pulled up he jumped into the car with me and we took off, not really knowing that his mom didn’t know I was coming to get him. Anyhow she took out papers on me for child custody. Well I was told to appear in Greenville S.C. court on Friday, and the Southern 500 was in Darlington on a Monday back then so my lawyer told me to not worry about appearing and that he would handle it because he knew I had to be at the track. Well the judge didn’t like it I wasn’t in court, so they held me in contempt of court. But when I was on the phone with my lawyer, he didn’t tell me I was in contempt of court. So the judge sent two deputies to come get me. They showed up on raceday and came to Barney Wallace’s office to let him know that they were there to take me in custody, Wallace talked them into letting me race then take me in, well one of our guys Neil Castle was in the office and over heard the conversation and come told me that they were here to arrest me after the race. So I rode around that track thinking of ways to get out of there. The car was running terrible we believed it was the distributor so finally I knew what I was going to do. I came around there flying by the pits racing by on the front stretch and waved bye to my brother who was my crew chief at the time then came down the back stretch and spun the car around causing a caution. When the field got slowed down I jumped out my car, ran across the track and jumped the wall. When I got to a chain linked fence it was like someone knew I was coming because right there the fence had been cut like somebody done snuck into the race so I went right through it to the road outside the track” Jim explains with a huge grin on his face. Jim says he hitch-hiked all the way back to Monroe N.C. where he got a ride from his car owner back to his house. He says that he picked up the phone to call a pay phone that was in the garage at Darlington, he got one of his crew members on the phone and he asked Jim “where the world are you?” Jim told him with a smile on his face “at home drinking an iced cold beer.”
While talking to Jim I realize that even though he never got to enjoy the luxuries today’s NASCAR drivers get to enjoy, he has NASCAR enriched in his heart, and in his blood. And its stories like these that make him a legend in the sport.
Today’s fans of the sport should consider getting involved more to understand the history of NASCAR and how the earlier pioneers of racing are a major part of where NASCAR is today, and where it will be in the future. It’s people like Jim Vandiver who make me appreciate how lucky we are to be blessed with such tradition and history from one of the greatest sports in the world today.

Question: where did he hitchhike to get home

Answer: Charlotte, North Carolina

where did Jim Vandiver hitchhike to get home

Question: where did he hitchhike to to get home

Answer: North Carolina

where did Jim Vandiver hitchhike to to get home

Question: what kind of car did the pit crew drive

Answer: Dodge

Question: who did the driver waved goodbye to

Answer: pit crew

Question: what was the cause of the wreck

Answer: His engine

Question: what part of his car started to fail

Answer: engine

On June 15 , 2015 , Vandiver was admitted to a Charlotte hospital for chest pains .

Former NASCAR driver Jim Vandiver is being remembered after passing away Thursday in Charlotte, N.C.
Vandiver, of suburban Huntersville, died Thursday in a local hospital, where he had been since Monday after complaining of chest pains. He was 75.
Vandiver raced part-time on the NASCAR Grand National and Winston Cup circuits from 1968 through 1983. In 85 career starts, he had 19 top 10 finishes, including five top-five showings.
The most notable finish of Vandiver’s career was runner-up in the inaugural Talladega 500 on Sept. 14, 1969, at what was then called Alabama International Motor Speedway (now known as Talladega Superspeedway).
Several of NASCAR’s top drivers elected to bypass that race out of safety concerns that tires on the race cars could not sustain speeds closing on 200 mph, according to a story Friday by veteran motorsports writer Tom Higgins in the Charlotte Observer.
But Vandiver and a number of replacement drivers agreed to compete and the race went on as scheduled, with Vandiver, in a Dodge owned by legendary Raymond Fox, finishing second to race winner Richard Brickhouse.
Vandiver dominated that race, leading 13 times for 102 laps. Brickhouse took the lead with 10 laps to go and rolled to a seven-second advantage at the checkered flag, something that Vandiver never accepted, believing there was a scoring error due to the number of cautions in that race.
“I won that race,” Vandiver said, according to Higgins’ story. “I had Brickhouse down almost a lap.”
Tommy Vandiver told Higgins that his brother maintained that viewpoint for the rest of his life.
“If Jim was alive right now, he’d insist he won that Talladega race,” Tommy Vandiver told Higgins. “Jim and Ray Fox protested the finish, but it wasn’t upheld.
“It was tough to take, but on the other hand, through the years we had a lot of good times in racing and made some great life-long friends.”
Tommy Vandiver also related to Higgins a humorous incident involving himself and his brother during a Southern 500 at Darlington Raceway in the 1970s.
A trio of sheriff’s deputies were waiting for Jim Vandiver after the race to hand him a summons in a civil matter once the race was over.
Late in the race, Tommy Vandiver held up a pit board with the word “LAW” written on it.
“As the race ended, Jim spun his car in Turn 3, hustled from the cockpit, scampered up the banking and disappeared over the rail.
He thus evaded the officers,” Higgins wrote.
“By the time the deputies realized what was going on, Jim was headed back home to Charlotte,” a laughing Tommy Vandiver remembered and told Higgins.
In addition to his brother, Jim Vandiver is survived by sons Emory and Rhett and daughters Shannon and Nicole Bryan, as well as a sister, Lillian Hoopaugh.
A viewing and service for Vandiver will take place Monday afternoon at Huntersville United Methodist Church.
A private burial will take place at Northlake Memorial Gardens.
Follow @JerryBonkowski

Question: why was vandiver admitted to charlotte hospital

Answer: chest pains

Question: when was vandiver admitted to charlotte hospital for chest pains

Answer: June 15, 2015

Question: where was vandiver admitted in june 2015

Answer: Charlotte hospital

Question: where was vandiver admitted to the hospital

Answer: Charlotte

Question: who was admitted to charlotte hospital for chest pains

Answer: Vandiver

Question: in what year was vandiver admitted to charlotte hospital for chest pains

Answer: 2015