\n
Jean Prouve: Furniture and Fittings<\/b><\/p>\n
Prouve designed furniture in the context of schools, offices, universities, railway stations, universities , kitchens and related architectural fittings such as screens, bannisters notably for staircase at Unite d\u2019 habitation by Le Corbusier at Marseilles and\u00a0 windows .The editors consider some of his most significant pieces to be :-<\/p>\n
\n
1929\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Folding chair, reclining armchair , aeronautical table<\/li>\n
1920\u00a0\u00a0 Electric Power Co.\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Office furniture including swivel chair<\/li>\n
1930\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cFauteuil Grand Repos\u201d armchair<\/li>\n
1931\u00a0\u00a0 Cite Universitaire in Nancy\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Beds, desks, bookshelves, armchairs, standard chairs, \u201cCite Armchair\u201d<\/li>\n
c1934\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Standard Chair \u201c300\u201d<\/li>\n
1935\u00a0\u00a0 Hospital\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Bed with special features<\/li>\n
1936\u00a0\u00a0 Classroom \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Table and chairs<\/li>\n
1937\u00a0\u00a0 UAM Pavilion\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Garden furniture with Jacqes Andre and Childs school chair<\/li>\n
1939\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Granipoli Table<\/li>\n
1942\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Wooden\u00a0 Chair, \u201cFauteuil visiteur\u201d chair<\/li>\n
1945\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Oak and metal wardrobe, Tarrazo Table<\/li>\n
1948\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cKangoutou\u201d Armchair<\/li>\n
1949\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cGueridon\u201d Table & \u201cGueridon\u201d Cafeteria Table<\/li>\n
1950\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Bridge Director Armchairs [ various styles] and Potence lamp<\/li>\n
1952\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cTrapez\u201d Table<\/li>\n
1951\u00a0\u00a0 University of Aix Marseilles\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Lecture hall chair<\/li>\n
1952\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Double fronted \u201cMexico\u201d bookcase [ with C.Perriand] ,Tunisien shelves<\/li>\n
1953\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cCompas\u201d Table & chair<\/li>\n
1954\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cAntony\u201d Chair, and Banquette bench<\/li>\n
1956\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Amphitheatre Banquette<\/li>\n
1978\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Dangari armchair<\/li>\n<\/ul>\n
1936 Classroom Table with Two Chairs [<\/i><\/b><\/p>\n
The combination table and chair for two students was developed from a series initially conceived for 1935 commission received in connection with expanding and modernizing the Ecole Nationale Professionnelle [ E.N.P.] in Metz\u2026\u2026.The connecting of the table and chair complies with Prouve\u2019s affinity for multifunctional building parts , also visible in other designs for his furniture and construction works .Again Prouve formulated\u00a0 the solution that a single structural part would assume several functions \u2026\u2026\u2026\u2026.Every supporting element serves the table as well as chair leg. The construction consists of welded steel sheet\u2026\u2026\u2026\u2026..This particular model was so successful that it was produced in large numbers in several different series\u2026\u2026\u2026\u2026.The extremely dynamic appearance of Prouve\u2019s combination table \u2013and-chair design divulges his deep fascination with cars and airplanes\u201d<\/p>\n
Peter\u2019s also provides a reproduction of the furniture catalogue\/ brochure entitled \u201cLe Pupitre Scolaire produced by Ateliers Jean Prouve distributed by Steph Simon.<\/p>\n
This was significant piece considering the date and radiates an idealism and optimism with particular regard to the importance of egalitarian education and the dual seating implying friendship and companionship in learning.<\/p>\n
The class room table although stark and functional is very practical. Its scale and construction is not intimidating or authoritarian .It combines a pleasant natural combination of materials offset against each other namely the sheet steel frame and the solid wooden top and formed plywood back rests and seat. This series was practical stable and repairable .Reasonably light it would have offered maneuverability. This school [JS1]<\/a>\u00a0furniture is shown in use and is complementary with the School in Vantoux designed with Henri Prouve, 1950.<\/p>\n
1954 \u201cAntony\u201d Chair [see editors sketch drawings]<\/i><\/b><\/p>\n
Peter\u2019s notes:<\/i><\/b><\/p>\n
Specifications for this piece are published in \u201cPioneers of Modern Furniture\u201d<\/p>\n
This item was designed for the University of Strasburg c 1950.It was manufactured by Les Ateliers Jean Prouve S.A. in Maxeville between 1950-1954.It was distributed by Steph Simon [Paris]<\/p>\n
The construction comprised bent tubular iron and iron frame, painted black with seat in bent plywood lacqured.Assembled using aluminum screws.<\/p>\n
Height\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 87cm\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 34 \u00bc\u201d<\/p>\n
Width\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 50cm\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 19 5\/8\u201d<\/p>\n
Depth\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 70cm\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 27 \u00bd\u201d<\/p>\n
Seat Height\u00a0\u00a0 42cm\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 16 \u00bd\u201d<\/p>\n
Some critics of Prouve claim that his furniture was over strong or engineered and that the aesthetic suffered or was compromised as a result. Prouve defended this by explaining the weight they would withstand. The editor\u2019s assessment is that these pieces were fundamentally robust and would withstand considerable use and abuse by nature of the location and that furthermore they were essentially sustainable and repairable. Furthermore the relatively low tech construction methods are sustainable being more appropriate to craftsmen with moderate mass production assembly as opposed to ultra-high end labour intensive and skill content or robot assembled. Therefore in the editors eyes retain a practical and utilitarian aesthetic across competing criteria.They were possibly affordable in moderate volume but the tendency was that the cost was not particularly cheap and it\u2019s unlikely they would not have been bought by low income private households. The \u201cAntony\u201d chair is regarded as a classic amongst design critics. However the editors would suggest that in period it might have been assembled in a jig from parts produced in volume outside i.e. subcontracted. The raw materials are likely to have been reasonably inexpensive but there was some wastage as result of the boomerang support shape; and the chair is estimated to weigh approximately 5 kg. Assembly of the components might take \u00bd hour i.e. welding and depending if painted. The plywood \u201cSeat\u201d is likely to have been fixed with rivets. This style chair might have been capable of being stacked in limited number.<\/p>\n
The editors estimate [see annotated sketch diagram] that the Antony chair was comprised of the following components:-<\/p>\n
Plywood \u201cseat\u201d possibly performed and subcontracted and lacquered before delivery [A]<\/p>\n
4\u00a0\u00a0\u00a0 Fixing rivets to frame [B]<\/p>\n
2 \u00a0\u00a0 End caps knocked onto tube ends [C]<\/p>\n
2 \u00a0\u00a0 Boomerang shape steel supports for \u201cseat\u201dpossibly subcontracted and drilled to marry with cross tube [D]<\/p>\n
1\u00a0\u00a0\u00a0\u00a0 Heavy duty steel cross tube support drilled to accept tube leg [E]<\/p>\n
2\u00a0\u00a0\u00a0\u00a0 Bent tube lengths threaded through cross support forming legs [F]<\/p>\n
4\u00a0\u00a0\u00a0\u00a0 \u201cFeet\u201d welded to ends of legs [G]<\/p>\n
Modern reproductions are produced under license by Vitra. On line the following modern prices apply to reproductions:-<\/p>\n
\n
Antony chair\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3249<\/li>\n
Standard chair\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3179<\/li>\n
Potence lamp\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3119<\/li>\n
Gueridon table\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a399<\/li>\n<\/ul>\n
Patents<\/b><\/p>\n
Jean Prouve is believed to have held at least two significant patents. These include:<\/p>\n
\n
1929\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Moveable partition wall<\/li>\n
1939\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Portable \/ demountable house<\/li>\n
1950\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Prefabricated roof elements [ see architecture list above] Mame Printing Works<\/li>\n
\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Window systems?<\/li>\n<\/ul>\n
The Proposed CCM&EC<\/b><\/p>\n
The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n
For these reasons our Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.<\/p>\n
In particular through a series of exhibitions showcasing the designs of leading Industrial Designers is possible to extract and educate in design awareness and literacy.<\/p>\n
This provides for exciting and dramatic counterpoise and juxtaposition to challenge comprehension and conceptualization focusing on the relationship between design and problem solving. With exhibits available for examination the \u201cproof [JS2]<\/a>\u00a0is in the pudding\u201d.<\/p>\n
All the Design Heroes including Chapman were practical problem solvers and manufactures of products. All had a design methodology, concepts of the market place and aesthetic sensitivities. Chapman\u2019s we know were well developed.<\/p>\n
In the contact of the museum with interactive exhibitions and exhibits ensures the fullest appreciation can be extracted .Furthermore such exhibitions are inseparable and totally integrated with educational \/ learning and business skills and opportunities.<\/p>\n
The proposed museum provides the opportunity and means to stage interpretation of the design process using hands on experience, elementary model making, and access to CAD and laser systems with multi-layered forms of participation. Through the declared aims of uniting education with entertainment learning is provided by intellectual challenge and problem solving through creativity and innovation.<\/p>\n
Furthermore such exhibitions have considerable marketing and merchandising opportunities above and beyond the conventional. Creativity in linking, uniting and challenging comprehension permits a fusion of multi directional linkages and connectivity. It also serves to prevent restrictive vision and foremost serves the Chapman philosophy of lateral thinking. Such exhibitions are perceived to appeal across a wide gender and generational base increasing overall participation and attracting the maximum visitor attendance.<\/p>\n
Conclusion<\/b><\/p>\n
By studying Design Heroes we examine how practical problems are tackled, designed and solutions manufactured. We are able to assess and compare both approaches and outcomes and judge their success whilst drawing inspiration from the best available.<\/p>\n
The great Industrial Designers were not exclusive or restricted in their topics. They focused their creativity and entrepreneurship into diverse fields but invariable brought experience, knowledge and experimentation. Both Prouve and Chapman sought design and manufacturing solutions by importing and extrapolating materials and technologies e.g. aluminum .Both enjoyed considerable success. It is evident that both explored and borrowed from aviation and motor car technologies and pushed the envelope in their determination to bring fresh solutions and products to the market place. Both designed well engineered equipment however we ought to note this was not necessarily cheap. The construction methods required relatively costly labour and procedures. Therefore despite some intentions of accessibility they often remained the preserve of the enthusiast.<\/p>\n
However the editors would comment that Prouve\u2019s prefabricated and demountable house and the component car of Chapman have much in common. They share the concept of building up from standard components into a totality of operating machine. Both are capable of customization to individual needs, both might be financed according to budget with inbuilt capacity for upgrades on an incremental basis and perhaps significantly both involve the owner directly in the assembly and act as a learning opportunity. The skill the owner acquires permitting an ability to understand and maintain and this with serviceability is a basis for sustainability.<\/p>\n
But nothing can detract from the aesthetic and inspiration they continue to provide and how they drive aspiration towards designed solutions<\/p>\n
In contrasting the styles, methodology and achievements of the Design Heroes the A&R invites debate and challenges a re-evaluation of Chapman as an Industrial Designer. The editors consider that objective critical comparative analysis is a rewarding and demanding means to achieve benchmarking and that Chapman emerges with an improved status in the process.<\/p>\n
Reference:<\/b><\/p>\n
Prouve. Nils Peters.Taschen.2013. [Contains an excellent bibliography]<\/i><\/p>\n
ISBN: 9783836545433<\/i><\/p>\n
Jean Prouve.Penelope Rowlands. Chronicle Books.2002<\/i><\/p>\n
ISBN: 0811832600<\/i><\/p>\n
Design-Intelligence Made Visible.Bayley and Conran.Firefly.20007<\/p>\n
ISBN: 9781554073108<\/p>\n
Chairs.C&P.Fiell.Taschen.2002.<\/p>\n
ISBN: 3822855073<\/p>\n
The A-Z of Modern Design.Polster, Neumann, Schuler, Leven Merrell.2009<\/p>\n
ISBN: 9781858945026<\/p>\n
Pioneers of Modern Furniture. Fischer Fine Art.1991.<\/i><\/p>\n
ISBN: 0853315922<\/i><\/p>\n
Internet references:<\/p>\n
www.infurn\/Jean-Prouve-Potence<\/a><\/p>\n
www.Bonluxat.com<\/p>\n
Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.<\/i><\/p>\n
*Items in italics non A&R library books.<\/i><\/p>\n
1.\u00a0\u00a0 JEAN PROUVE<\/b><\/em>\u00a0MUSEUM: MUSEUM ABOUT THE WORKS OF\u00a0…<\/b><\/a><\/h3>\n
www.jeanprouve<\/b>.com\/<\/cite>\u200e<\/p>\n
Le musee de\u00a0Jean Prouve<\/b><\/em>; (1901-1984) contains information about the works of French Designer\u00a0Jean Prouve<\/b><\/em>; French Industrial- and Furniture Designer and\u00a0…<\/b><\/p>\n
6. London and Lotus: The Epicentre of Post War British Motor Racing [and the economic case for locating the proposed CCM&EC here]<\/b><\/p>\n
INTRODUCTION<\/b><\/p>\n
This article is written to highlight two interrelating subjects simultaneously. They relate to the mutuality that exists between Lotus and London as the epicenter of post war British motorsport.<\/p>\n
This article is written also to articulate the case for a museum devoted to Colin Chapman preferably based on the old Lotus works site in Hornsey.Based upon the fact that it was here that Chapman really helped establish and eventually near dominate international motor racing and that London has along and proud reputation in engineering that contributed to his success.<\/p>\n
In this discussion we set out many of the cultural and related institutions of London that make it an international tourist magnet<\/p>\n
The proposed CCM&EC is a natural ally contributing significantly to the experience economy and easily integrated and complementary to the cultural\/ entertainment package that London has to offer.<\/p>\n
LONDON\u00a0<\/b>\u2013HISTORICAL AND ECONOMIC DEVELOPMENT SUMMARY<\/b><\/p>\n
Here it\u2019s not felt necessary to provide a detailed evolution of the city but a broad appreciation helps understand context and particularly London\u2019s connection with motorsport .London particularly in the 20^{th<\/sup> \/21^{st<\/sup> century is and has\u00a0 been:-<\/p>\n}}
v\u00a0 Capital of the nation and on occasions the empire ,colonies and Commonwealth<\/p>\n
v\u00a0 The seat of Royalty, tradition , heraldry and ceremony<\/p>\n
v\u00a0 The seat of law, government and administration<\/p>\n
v\u00a0 Centre for trade, banking, finance, investment, insurance etc.<\/p>\n
These activities attract in turn a population who tend to generate a sub supporting culture that includes:-<\/p>\n
v\u00a0 Education particularly universities<\/p>\n
v\u00a0 Professional bodies and institutions<\/p>\n
v\u00a0 Social clubs<\/p>\n
v\u00a0 Arts, culture, theatre, galleries museums, ballet, opera cinema etc.<\/p>\n
v\u00a0 Caf\u00e9, bars, restaurants hotels<\/p>\n
v\u00a0 Centre of publishing, communications, TV and the press.<\/p>\n
v\u00a0 Design, Retail, fashion and shopping<\/p>\n
v\u00a0 Markets<\/p>\n
v\u00a0 Transport for goods and services , raw materials and workers which interconnect and permit the conduct of multiple transactions between the parties<\/p>\n
v\u00a0 All the functions mentioned above whatever their source have produced unique architecture and a distinctive townscape which has evolved to adapt to changing needs, circumstances and events.<\/p>\n
In the process cities tend to become self-generating economic dynamos that and exercising a magnet pull and multiplier effect because of the interaction between choices, opportunities, culture and employment. These factors obviously produce a working population with various levels of disposable income<\/p>\n
Thus London became the intoxicating cosmopolitan cocktail of culture and enterprise. This cannot happen without some conflict as often the interests and needs can be in competition. Equally technology and manufacturing does not stand still and a cities magnet can wane and points can be reached where congestion, investment lag and other negative economic forces can begin to provoke reverse reactions. This is perhaps certainly true of London and the fact must be recognized. This allows constructive and positive sustainable policies to be pursued to rebalance. These[j1]<\/a>\u00a0 should play to strengths like the creative industries and design.<\/p>\n
All the factors we have recorded also create the magnet of tourism.Tourism is a complex subject and mixture of factors that we ought to endeavor to understand. Increasingly it has a massive economic role too. It comprises elements of:-<\/p>\n
Human psychology and curiosity and a sense of adventure or pilgrimage<\/p>\n
Individuals have choice of destination and sense of satisfaction and value for money<\/p>\n
Cities like London enjoy the privilege of concentrated resources at the tourist\u2019s disposal. Meaning that an entire family\u2019s needs might be meet under one umbrella<\/p>\n
London being a 24 hour city means that a tourist can be stimulated and provided for and this contributes to satisfaction and value for money<\/p>\n
The established cultural institutions and museums have some unique exhibits<\/p>\n
Since our weather cannot be guaranteed the museums, galleries and shopping provide daytime indoor activity as required and the theatres, nightlife, restaurants etc.\u00a0 ensure full coverage<\/p>\n
Tourism cannot function without accommodation transport, translation and a feeling of being welcome and an ease of getting to and from destinations .proximity also helps.<\/p>\n
As the world becomes smaller, the internet changes and brings facilities to people rather than they travel, then tourism has to adapt and other factors can influence decisions. These can include feelings of safety, disability access, transport connections ,quality and costs of accommodation \/transport and a host of subtle considerations not present in the past<\/p>\n
People become more educated and have greater income whilst expectations tend to increase. As tourism is just as much a market there is also increased competition to attract and retain visitors<\/p>\n
The evidence is that there is increased demand for the experience economy. This is simply a higher level mixture of learning , entertainment with participation , direct experience , empathy or acquaintance \/ persuasion, stimulation ,enquirey,deduction ,exploration and greater intellectual satisfaction .It particularly applies to those for whom a holiday is justified in its learning skill acquisition\u00a0 and how this might be represent personal self-investment<\/p>\n
LONDON<\/b>: TRANSPORT DYNAMICS AND THE MULTIPLYER EFFECT<\/b><\/p>\n
The 20c \/21^{st<\/sup> witnessed the exceptional growth in motor transport. There were particular concentrations in cities like London with huge populations and cargo traffic to move. Transport obviously required a skilled engineering base. The mechanical transport that London possessed during the 20c \/21st included:-<\/p>\n}
\n
Trams<\/li>\n
Trollies<\/li>\n
Buses<\/li>\n
Trains<\/li>\n
Underground tubes<\/li>\n
Aircraft and aerodromes<\/li>\n<\/ul>\n
These are essentially public transport to which we can add the private vehicles comprising:-<\/p>\n
\n
Cars<\/li>\n
Lorries<\/li>\n
Coaches<\/li>\n
Vans<\/li>\n
Taxis<\/li>\n<\/ul>\n
London enjoyed what might be considered a beneficial multiplier effect especially during the 1930\u2019s that was created as result of the interrelationship of suburban home ownership [Metroland] the jobs this created and the employment generator in the Tube network .The two were symbiotic. These tendency created further employment especially in the electricity industry, distributive trades and consumer goods.<\/p>\n
Although there was considerable disparity of wealth and poverty in the 1930\u2019s London and the South East enjoyed perhaps greater disposable income. Those in fixed employment were able to obtain mortgages and perhaps also credit which possibly accounts along with the location of new homes the growth in private car ownership.<\/p>\n
Of course the humble Austin Seven and Ford Popular would be inexpensive family cars and later be the basis of the racing specials and indeed Lotus models in the late 1940s and 50\u2019s.<\/p>\n
The increase in motoring created new skills, and employment.<\/p>\n
During the 1930\u2019s new main arteries were driven out of London on a western axis and these included:-<\/p>\n
\n
Western Avenue [home to Vandervelle Bearings\/ Vanwall\u00a0 and Park Royal \u2013 see both illustration of Park Royal Underground Station, and A&R articles dedicated to Chapman,costin and Vanwall. Also make reference to appendix below.<\/li>\n
Great West Road ,Brentford comprised many motor related component manufacturers<\/li>\n<\/ul>\n
MOTORING STATISTICS<\/b><\/p>\n
These statistics were taken from the sources given in references.<\/p>\n
Applying to the UK:-<\/p>\n
150,000 licensed motor vehicles in 1910<\/p>\n
650,000\u00a0\u00a0\u00a0 ditto\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1920<\/p>\n
1.5m\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1930<\/p>\n
3m\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 c1939<\/p>\n
5.5m\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1960<\/p>\n
13.5m\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 projected\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1975<\/p>\n
We use figures that cover the primary Chapman era whilst based in and around London.<\/p>\n
As London was the capital city and possessed largest population and traffic movements it might be assumed that a large proportion of the figures applied to London.<\/p>\n
It is suggested that between the 1920\u2019s private car ownership increased from 300,000 to almost 2m by 1938.<\/p>\n
RACE TRACKS<\/b><\/p>\n
Essentially during the period under consideration London had two race tracks .These were:-<\/p>\n
\n
Brooklands<\/li>\n
CrystalPalace<\/li>\n<\/ul>\n
MUSEUMS<\/b><\/p>\n
London has essentially two transport museums. These are:-<\/p>\n
\n
The LondonTransportMuseum with a primary focus on Public Transport<\/li>\n
The BrooklandsMuseum which is located at the old race track and has focus on pre-war racing and the aviation industry that was based on the site.<\/li>\n<\/ul>\n
It\u2019s considered that neither promote the role of London in motor sport post war as their primary priority\/ focus nor serve to interpret the wider role of specialist engineering that contributed so much.<\/p>\n
Although the much of the post war motor sport engineering has relocated to a corridor along the M1 and centred on Silverstone; the editors consider it negligent that the roots of post British war motorsport are not recorded or celebrated more. This includes Cooper for example. It\u2019s known that tourists like to complete a heritage trail yet this has been ignored in London and could so easily for a distinctive necklace and chain of outstanding museums, race tracks, manufacturing centres, libraries and locations that have contributed to success that Britain enjoys today.<\/p>\n
LONDON<\/b> -MOTOR RACING CONNECTIVITY<\/b><\/p>\n
The list services to illustrate the concentration. Diversity, quality and importance of motorsport in London not least the momentum carried forward from prewar.<\/p>\n
No. of Motor Clubs and HQ [e.g., The RAC and 750 Motor Racing Club]<\/p>\n
Magazines<\/p>\n
Publishers<\/p>\n
Olympia and Earls Court Motor Shows<\/p>\n
London Racing Car Show \u2013 later The International Racing Car Show [see devoted\/ exclusive A&R article]<\/p>\n
Photographer\u2019s eg.G.Goddard [see devoted \/ exclusive A&R article]<\/p>\n
Picture Libraries<\/p>\n
Press and Journalism<\/p>\n
Trade and Trade Association<\/p>\n
Specialist Engineers and Component Manufacturer\u2019s. [See tabulation appendix below]<\/i><\/b><\/p>\n
Specialist sports car sales<\/p>\n
International Sponsors [see tabulation appendix below]<\/p>\n
Park Royal through West London and Middlesex Engineering base. [See tabulation appendix below]<\/p>\n
Ford manufacturing plant at Dagenham [not strictly London but on periphery]<\/p>\n
During the 1960\u2019s and 70\u2019s London possible serviced the great majority of the Formula 3 and Formula Fords that sprang up and which democratically provided a spring board into higher levels of motorsport participation [ for evidence and details see tabulations \/spreadsheets which accompany A&R articles Lotus and Formula Junior\/Ford]<\/p>\n
LONDON<\/b>: THE CHAPMAN\/ LOTUS ERA<\/b><\/p>\n
Subscribers may wish to consult A&R articles Lotus Design Decades 1950 and 1960\u2019s to have the widest possible interpretation of the socio-economic context of post war London. The appendix is also a useful reference tool giving the range of types and addresses relevant to specialists etc.<\/p>\n
During the 1950\u2019s British and particularly the London based Motorsport industry was achieving considerable impact and international results .Examples are:-<\/p>\n
v\u00a0 Jaguar success through the 1950\u2019s with British drivers particularly at Le Mans<\/p>\n
v\u00a0 Vanwall, Moss and the 1957 British GP win [ see Chapman\/Costin involvement] and constructors championship 1958<\/p>\n
v\u00a0 Mike Hawthorne World FI GP champion 1958<\/p>\n
v\u00a0 Many of the British racing drivers had a connection with London through racing and its related institutions<\/p>\n
v\u00a0 During the 1950\u2019s Lotus competed and dominated Club racing but also beat International competition at Le Mans in its class<\/p>\n
v\u00a0 Chapman\/Lotus achieved their 1^{st<\/sup> GP in 1960 [Monaco GP] whilst based Honsey \/Cheshunt<\/p>\n}
v\u00a0 Throughout the 1960 &70s Lotus dominated many lesser classes of racing not least Formula Junior and Formula Ford [ see A&R articles]<\/p>\n
v\u00a0 Many of Chapman\u2019s most iconic and successful racing cars were made and launched with the London connection i.e. The Racing Car or Motor Show<\/p>\n
v\u00a0 From this early London base cars were exported and this called attention to London. Many aspiring drivers and mechanics gravitated here seeking experience and employment<\/p>\n
v\u00a0 During the 1960\u2019s Chapman enjoyed the collaboration with Ford [based at Dagenham] re Twin Cam. Ford Lotus Cortina and Ford Cosworth DFV etc. Ford engines were the mainstay of the Seven etc.<\/p>\n
v\u00a0 Lotus won the 1963 World Constructors and Drivers Championship.2^{nd<\/sup> place at Indianapolis<\/p>\n}
v\u00a0 Lotus won the 1965 World Constructors and Drivers Championship.1^{st<\/sup> place at Indianapolis<\/p>\n}
v\u00a0 Lotus won the 1968 World Drivers and Constructors Championship<\/p>\n
v\u00a0 Lotus won the 1970 World Drivers and Constructors Championship<\/p>\n
v\u00a0 Lotus won the 1972 World Drivers and Constructors Championship<\/p>\n
v\u00a0 Lotus won the 1973 World Constructors Championship<\/p>\n
v\u00a0 Lotus won the 1978 World Drivers and Constructors Championship<\/p>\n
The editors draw the distinction that during the early 1960s Chapman moved to Cheshunt and later Hethel.However right up until the late 1980\u2019s London retain much of its predominance.<\/p>\n
THE PROPOSED COLIN CHAPMAN MUSEUM AND EDUCATION CENTRE: THE EXPLORATORY LABORATORY.<\/b><\/p>\n
With a view to making the proposed CCM&EC a reality the following documents articulating the case have been produced:-<\/p>\n
\u00fc\u00a0 Planning permission<\/p>\n
\u00fc\u00a0 Scoping report by consultants<\/p>\n
\u00fc\u00a0 Impact analysis<\/p>\n
\u00fc\u00a0 SWOT analysis<\/p>\n
\u00fc\u00a0 Education, work experience, apprenticership programmes<\/p>\n
\u00fc\u00a0 Business Plan and budgets etc.<\/p>\n
\u00fc\u00a0 Sustainability<\/p>\n
\u00fc\u00a0 Exhibition themes and interpretation<\/p>\n
\u00fc\u00a0 London motorsport trail and experience<\/p>\n
The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n
For these reasons our Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.<\/p>\n
In particular the proposed CCM&EC has developed plans to provide the motorsport experience by linking and integrating a unique group of related activities and locations. By which means students, visitors and tourists can relive the Lotus connection in London. This can be accessed by various means; the foremost by specialist guided tours, by classic car hire by public transport and coach trips. Various themes or programmes can be adopted with multiple options ranging from:-<\/p>\n
\n
Location-Location! London \u2013Lotus location and Motor racing manufactures and specialists in context<\/li>\n
The Prisoner and advertising locations<\/li>\n
Testing and development<\/li>\n
Race tracks and track experience days and simulators<\/li>\n
Motorsport institutions and clubs<\/li>\n
Retail, Culture and Lotus, Fashion, Carnaby Street and the 1960\u2019s etc.<\/li>\n
London by Lotus : the unique City seen from a Unique car and angle [ photo-shoot opportunities]<\/li>\n
Designers London \u2013Chapman\u2019s impact and contemporaries in Industrial Design<\/li>\n
Galleries, shared exhibition themes , exhibits and experience opportunities<\/li>\n
Lotus dealers networks<\/li>\n
London \u2013Lotus the Sights and Sounds by day and by night<\/li>\n
London \u2013Goodwood\u00a0 recreation of 1950\u2019s atmosphere and ambience [ see A&R article \/ description]<\/li>\n
On Tour with Lotus \u2013the Transporter be transported back in time<\/li>\n
London-Chapman and aviation the links and flight experience<\/li>\n
Reality and virtual exploring and experiencing by interrelationship with the net. Designing and assembling a personalized package on line.<\/li>\n
Pits, paddocks and mechanics \u2013The role of the racing mechanic<\/li>\n
Social History \u2013Lotus and &Chapman \u2013Through the Eyes \u2013the life and times of contemporary London \u2013Time and Place feel the beat- be in the place on the streets places and pavements \/locations behind the scenes that influenced the events<\/li>\n
Beating a Pathe London and Lotus making the news<\/li>\n<\/ul>\n
CONCLUSION<\/b><\/p>\n
The conclusions that the editors draw are that:-<\/p>\n
\n
London is a foremost tourist magnate for all the compound reasons explained<\/li>\n
That London has been and to a certain extent remains associated with Moto racing<\/li>\n
That economies, society, technology, education, creativity are not static and there is no room for complacency. They move on.<\/li>\n
In a free society there is both choice and competition and more sophisticated societies have greater needs<\/li>\n
That the enormity and richness of the London motorsport connection has been misunderstood , ignored and underexploited to its detriment<\/li>\n<\/ol>\n
The editors make the case for the proposed CCM&EC based on the following:-<\/p>\n
\n
That the proposed CCM&EC [ The Exploratory \u2013Laboratory]\u00a0 can enhance, enrich, extend and complement existing tourism<\/li>\n
That it can achieve this particularly through the experience economy\/ participation \u201cdriving\u201d entertainment \/education<\/li>\n
That it services the creative industries \/ industrial design through inspiration and design example<\/li>\n
It has the means to provide training and work experience<\/li>\n
That the dual nature of its role lends to sustainability and mitigates against over specialism and vulnerability in an economy<\/li>\n
That it promotes British engineering and offers a show case for what remains a foremost British export<\/li>\n
That the modest investment capital offers considerable return in the long term\u00a0 and might service to prevent further decline; furthermore the investment has a double return serving simultaneously existing and future local community educational interests as well as international tourism<\/li>\n<\/ul>\n
Reference:<\/b><\/p>\n
Life in Britain between the Wars.LCB Seaman.Batsford.1970<\/p>\n
From Rationing to Rock, the 1950\u2019s revisited.S.Hylton.Sutton.1998<\/p>\n
ISBN: 0750917334<\/p>\n
The proposed CCM&EC documentation pertaing to planning application for Tottenham Road, Hornsey etc.<\/p>\n
Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.<\/i><\/p>\n
Appendix.<\/b><\/p>\n
London<\/b> Motor Sports Specialists<\/b><\/p>\n
\n\n\n\n
<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<\/div>\n
The Changing Economic, Technological Location Patterns of British Motor Sport.\u00a01London\u00a0\u00a0\u00a0\u00a0\u00a0DateCompanyLocationCountyPost codeDateLocation1903-1927NapierActonLondonW3\u00a0\u00a01920-1931BentleyCricklewoodLondonNW21966London1922-c 1963Aston MartinFelthamMiddlesex\u00a01966Newport Pc1906LagondaStaines\u00a0\u00a01963Feltham1931-c1947AltaChessingtonSurrey\u00a0\u00a0\u00a01936-1956HRGChessingtonSurrey\u00a0\u00a0\u00a01950-1956HWMWalton on TSurrey\u00a0\u00a0\u00a0c1955-1960VanwallActonLondonW3\u00a0\u00a01948-CooperSurbitonSurrey\u00a0\u00a0\u00a0c1952Lotus<\/b>HornseyLondonN8c1963Cheshuntc1962BrabhamChessingtonSurrey\u00a0\u00a0\u00a01958-LolaBromleyKent\u00a0\u00a0\u00a01903-1938TalbotActonLondonW3\/10\u00a0\u00a01924-c1963Frazer NashIsleworthMiddlesex\u00a01966Isleworth1908-A.C.Thames Ditt’Surrey\u00a01966Thames Ditt1960SpeedwellFinchleyLondonNW11\u00a0\u00a01960DerringtonKingston ‘TSurrey\u00a0\u00a0\u00a01960WillmentTwickenhamMiddlesex\u00a0\u00a0\u00a01960ServaisCricklewoodLondonNW2\u00a0\u00a01960YimkinSloan Sq.LondonSW1\u00a0\u00a01960BullancoPeckhamLondonSE15\u00a0\u00a01960Cambridge EKew greenSurrey\u00a0\u00a0\u00a01960JamesKingsburyLondonNW9\u00a0\u00a01960PalaceGateG?LondonSW7\u00a0\u00a01960Jack KnightBatterseaLondonSW11\u00a0\u00a01960Nicholls Eng.’EalingLondonW5\u00a0\u00a0\u00a0Performance<\/p>\n
CarsBrentfordMiddlesex\u00a0\u00a0\u00a0\u00a0Chequered F”ChiswickMiddlesex\u00a0\u00a0\u00a0\u00a0MarshallsNeasdenLondonNW6\u00a0\u00a01960BarwellChessingtonSurrey\u00a0\u00a0\u00a01960AlbanyParkKingston ‘TSurrey\u00a0\u00a0\u00a01960Stabilizer PrCricklewoodLondonNW2\u00a0\u00a01951-1957Arnott S-CarWillesdenLondonNW10\u00a0\u00a01955\/56Auto Temp.Kings CrossLondonWC1\u00a0\u00a01955\/56BoshHendonLondonNW9\u00a0\u00a01955\/56BowdenWillesdenLondonNW10\u00a0\u00a01955\/56Champion<\/b>FelthamMiddlesex\u00a0\u00a0\u00a01955\/56CordsWillesdenLondonNW10\u00a0\u00a01955\/56DaniellForest HillLondonSE23\u00a0\u00a01955\/56Duckham<\/b>Hammersmith’LondonW6\u00a0\u00a01955\/56ENV Eng.’WillesdenLondonNW10\u00a0\u00a01955\/56Don ParkerClaphamLondonSW11\u00a0\u00a01955\/56Esso<\/b>\u00a0LondonSW1\u00a0\u00a01955\/56GallayWillesdenLondonNW10\u00a0\u00a01955\/56Greene&MayWillesdenLondonNW10\u00a0\u00a01955\/56Holt\u00a0LondonWC1\u00a0\u00a01955\/56JacksonWembleyLondonNW10\u00a0\u00a01955\/56JohnsonNew Bond StLondonW1\u00a0\u00a01955\/56KLGPutney ValeLondonSW15\u00a0\u00a01955\/56LancefieldS.NorwoodLondonSE25\u00a0\u00a01955\/56LeonardCroftonParkLondon\u00a0\u00a0\u00a01955\/56MarchalBrentfordMiddlesex\u00a0\u00a0\u00a01955\/56Nat Fire ProtFelthamMiddlesex\u00a0\u00a0\u00a01955\/56Newton&BennActonLondonW3\u00a0\u00a01955\/56JA PrestwickTottenhamLondonN17\u00a0\u00a01955\/56Regent Oil\u00a0LondonW1\u00a0\u00a01955\/56RomacColindaleLondonNW9\u00a0\u00a01955\/56SerkPark RoyalLondonNW10\u00a0\u00a01955\/56Shell-Mex<\/b>The StrandLondonWC2\u00a0\u00a01955\/56SolexMaryleboneLondonNW1\u00a0\u00a01955\/56Speedometer’\u00a0LondonWC2\u00a0\u00a01955\/56Speedy Cable\u00a0LondonW1\u00a0\u00a01955\/56Stoneham\u00a0LondonEC2\u00a0\u00a01955\/56UniversalHolland PkLondonW11\u00a0\u00a01955\/56VacumnoilWestminsterLondonSW1\u00a0\u00a01955\/56Vigzol Oil\u00a0LondonSE10\u00a0\u00a01955\/56Wakefield\u00a0LondonW1\u00a0\u00a01955\/56WardPutneyLondonSW15\u00a0\u00a01955\/56ZenithStanmoreMiddlesex\u00a0\u00a0\u00a01981Ray Race\u00a0\u00a0\u00a0\u00a0\u00a01981Wimhurst\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0B.B.C.\u00a0LondonW12\u00a0\u00a0\u00a0R.A.C.\u00a0LondonSW1\u00a0\u00a0\u00a0B.P<\/b>\u00a0LondonSW1\u00a0\u00a0\u00a0Smiths Indu<\/b>NeasdenLondonNW2\u00a0\u00a0\u00a0VandervelleActonLondonW3\u00a0Maidenhead\u00a0BrooklandsWeybridgeSurrey\u00a0\u00a0\u00a01960Northdowns ECaterhamSurrey\u00a0\u00a0\u00a01960Caterham CCaterhamSurrey\u00a0\u00a0\u00a01960Wilen Eng.EsherSurrey\u00a0\u00a0\u00a0\u00a0Ian\u00a0 Allan\u00a0Middlesex\u00a0\u00a0\u00a0\u00a0Batsford\u00a0\u00a0W1\u00a0\u00a0\u00a0HamlynFelthamMiddlesex\u00a0\u00a0\u00a0\u00a0Haymarket\u00a0\u00a0W8\u00a0\u00a0\u00a0Octopus\u00a0\u00a0W1\u00a0\u00a0\u00a0Patrick StephLondon\u00a0\u00a0Cambridge\u00a0Williams&P<\/b>HornseyLondonN8\u00a0Edmonton\u00a0ArchTottenhamLondonN8\u00a0Cambridge\u00a0Autosport\u00a0LondonW8\u00a0\u00a0\u00a0Brooklands Bk\u00a0Surrey\u00a0\u00a0\u00a0\u00a0British Jaeger\u00a0London\u00a0\u00a0\u00a01966Illfe\u00a0LondonSE1\u00a0\u00a01966″Motor Sport”LondonEC1\u00a0\u00a01966AAL’SquareLondonWC1\u00a0\u00a01966SoMM&T\u00a0LondonSW1\u00a0\u00a01966″Motor”Tpre\u00a0LondonEC1\u00a0\u00a01966MoTtransp\u00a0LondonSE1\u00a0\u00a01966RSPA\u00a0LondonSW1\u00a0\u00a01937-1960AllardPutneyLondonSW15\u00a0\u00a01966Simoniz LtdHigh HolbornLondonWC1\u00a0\u00a0\u00a0BSMotoringChelseaLondonSW3\u00a0\u00a0\u00a0Phillips Elec\u00a0LondonWC1\u00a0\u00a0\u00a0British AlumSt. James Sq.LondonSW1\u00a0\u00a01960cVanden Plas\u00a0LondonNW91963Birmingham1966Remax\u00a0LondonSE11\u00a0\u00a01932-1936ValeMaida ValeLondonW1\u00a0\u00a01966Mulliner PWWillesdenLondonNW10\u00a0\u00a01966Firestone Ty<\/b>BrentfordMiddlesex\u00a0\u00a0\u00a01966Uniroyal\u00a0LondonSW1\u00a0\u00a01966Pirelli<\/b>\u00a0LondonNW1\u00a0\u00a01966Glacier Meta<\/b>WembleyMiddlesex\u00a0\u00a0\u00a01966Connolly\u00a0LondonNW1\u00a0\u00a01966Clevite<\/b>PerivaleMiddlesex\u00a0\u00a0\u00a01966Berger\u00a0LondonW1\u00a0\u00a01966TriplexPiccadillyLondonW1\u00a0\u00a01966DualloysWembleyMiddlesex\u00a0\u00a0\u00a01966PyreneBrentfordMiddlesex\u00a0\u00a0\u00a01966Castrol<\/b>\u00a0LondonNW1\u00a0\u00a01966ZF<\/b>Maida ValeLondonNW8\u00a0\u00a01937-1939AtalantaStainesMiddlesex\u00a0\u00a0\u00a01934-1939British SalmRaynesParkLondonSW20\u00a0\u00a0c1963EmeryFulhamLondon\u00a0\u00a0\u00a01949-1961EmersonTwickenhamMiddlesex\u00a0\u00a0\u00a01959-1963GeminiChiswickLondonW4\u00a0\u00a01961-1965HeronGreenwichLondonSE10\u00a0\u00a01954-1956J.A.G.Thames Ditt’Surrey\u00a0\u00a0\u00a01950-1952J.B.SFelthamMiddlesex\u00a0\u00a0\u00a01954-1955Lester\u00a0London\u00a0\u00a0\u00a01964-McLarenCroydonLondon\u00a0\u00a0\u00a0c1970RoyalePark RoyalLondon\u00a0\u00a0\u00a01960-1965Super TwoBromleyKent\u00a0\u00a0\u00a0c1966UnipowerPerivaleMiddlesex\u00a0\u00a0\u00a01997Barber MotorCroydonSurrey\u00a0\u00a0\u00a01997Datum CarbWalton on TSurrey\u00a0\u00a0\u00a0\u00a0750 Motor C\u00a0\u00a0\u00a0\u00a0\u00a0\u00a016x M’Clubs\u00a0\u00a0\u00a0\u00a0\u00a01960sDeepSanderActonLondon\u00a0\u00a0\u00a0\u00a0Diva\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0CSS Promot\u00a0\u00a0WC2\u00a0\u00a0\u00a0AerosparesHolbornLondonWC1\u00a0\u00a0\u00a0Alfred&Adler<\/b>WalworthLondonSE17\u00a0\u00a0\u00a0AndrePutneyLondonSW15\u00a0\u00a0\u00a0BarimarFulhamLondonSW6\u00a0\u00a0\u00a0Beard&Fitch\u00a0LEC1\u00a0\u00a0\u00a0Bramber Eng.\u00a0LondonNW2\u00a0\u00a0\u00a0British Gear\u00a0LondonNW10\u00a0\u00a0\u00a0BTHAldwichLondonWC2\u00a0\u00a0\u00a0Budenberg\u00a0LondonW1\u00a0\u00a0\u00a0Bilstein<\/b>WembleyMiddlesex\u00a0\u00a0\u00a0\u00a0CaxtonKew greenLondon\u00a0\u00a0\u00a0\u00a0Collett\u00a0LondonEC1\u00a0\u00a0\u00a0Courage Ltd<\/b>StainesMiddlesex\u00a0\u00a0\u00a0\u00a0Covell LtdActonLondonW6\u00a0\u00a0\u00a0DE HavillandEdgewareMiddlesex\u00a0\u00a0\u00a0\u00a0Delaney Gall\u00a0LondonNW2\u00a0\u00a0\u00a0Elf <\/b>WembleyMiddlesex\u00a0\u00a0\u00a0\u00a0FJ EvansWillesdenLondonNW10\u00a0\u00a0\u00a0Fish Optical\u00a0LondonWC2\u00a0\u00a0\u00a0GandyShoreditchLondonEC2\u00a0\u00a0\u00a0Goodlass\u00a0LondonW1\u00a0\u00a0\u00a0Laystall\u00a0London\u00a0\u00a0\u00a0\u00a0Lodge\u00a0LondonW1\u00a0\u00a0\u00a0Lucas<\/b>ActonLondonW3\u00a0\u00a0\u00a0MaskellBrixtonLondonSW9\u00a0\u00a0\u00a0Microplas LtdMitchamSurrey\u00a0\u00a0\u00a0\u00a0Mollart Eng.SurbitonSurrey\u00a0\u00a0\u00a0\u00a0NKG<\/b>HendonLondonNW9\u00a0\u00a0\u00a0Nestle<\/b>\u00a0LondonSW1\u00a0\u00a0\u00a0Olympus<\/b> C<\/b>\u00a0LondonEC1\u00a0\u00a0\u00a0Palmer Aero\u00a0LondonSW1\u00a0\u00a0\u00a0Pepe Jeans<\/b>\u00a0LondonWC2\u00a0\u00a0\u00a0w.Potter\u00a0LondonNW10\u00a0\u00a0\u00a0PowerFlexTu\u00a0LondonN4\u00a0\u00a0\u00a0Power PlantWest DraytonMiddlesex\u00a0\u00a0\u00a0\u00a0RacingEngi\u00a0LondonN8\u00a0\u00a0\u00a0Rayment\u00a0LondonSE15\u00a0\u00a0\u00a0RedexChiswickLondonW4\u00a0\u00a0\u00a0StenorRichmondSurrey\u00a0\u00a0\u00a0\u00a0P\/EStoneham\u00a0LondonEC2\u00a0\u00a0\u00a0Technical PlaTeddingtonMiddlesex\u00a0\u00a0\u00a0\u00a0TelcalemitBrentfordMiddlesex\u00a0\u00a0\u00a0\u00a0Texaco<\/b>Canary WhaLondonE14\u00a0\u00a0\u00a0Trico-FolbretBrentfordMiddlesex\u00a0\u00a0\u00a0\u00a0Valli ToolUxbridgeMiddlesex\u00a0\u00a0\u00a0\u00a0WeberSunbury on TMiddlesex\u00a0\u00a0\u00a0\u00a0Wellworthy\u00a0LondonW1\u00a0\u00a0\u00a0Wilde &Sons\u00a0LondonEC2\u00a0\u00a0\u00a0WoodheadHounslowMiddlesex\u00a0\u00a0\u00a0\u00a0Autolite<\/b>\u00a0Middlesex\u00a0\u00a0\u00a0\u00a0Aeon<\/b>\u00a0LondonN1<\/p>\n
Manufacturers. [See separate list]<\/p>\n
7. Book Review<\/strong><\/p>\n
NEWEST ACQUISITIONS TO A&R LIBRARY\/ BOOK REVIEW.<\/b><\/p>\n
Date: 19\/10\/2013<\/p>\n
Author: John Cutler<\/p>\n
Title: Understanding Aircraft Structures<\/p>\n
Publisher &Date: Blackwell Science.1999<\/p>\n
ISBN: 0632050012<\/p>\n
A&R library copy: No<\/p>\n
The A&R contests that the fullest appreciation of Colin Chapman and Lotus cannot be achieved without an appreciation of aviation engineering. This is because the theory was carried over and applied throughout his designs and determined his design methodology and mantra.<\/p>\n
The A&R seeks out books that help comprehend the theory and practice and hence resonate when examining and analysing the designs of Chapman.<\/p>\n
The editors consider that one of the most useful works helping to achieve is \u2013 \u201cUnderstanding Aircraft Structures\u201d by John Cutler. Although not written for the motor engineer is objectives serve very well and provide a powerful introduction and vocabulary with which the complex subject can be grasped and some of the principles applied. Furthermore we need to appreciate it was possible similar works in period that Chapman absorbed and the aviation\u00a0 engineers that assisted him would have been fully proficient in the discipline.<\/p>\n
\u201cUnderstanding Aircraft Structures\u201d is a practical, readable and worthwhile introduction to the main principles and practice described in comprehensible terms for the layman. It comprises 13 chapters, an appendix, and index and contains approximately 200 pages. It\u2019s well illustrated with technical and supportive diagrams or pictures.<\/p>\n
The editors consider it of particular value to understand most of the technology and craft aspect of aviation present when Chapman was designing and Williams and Pritchard were executing bodies [see A&R articles on Chapman and British Aviation, book reviews and Williams and Pritchard]<\/p>\n
Culter defines his objectives early on and these are then consistent throughout. He explains:-<\/p>\n
\u201cThe aim of this book is to present the principles of aircraft structures to the interested reader in a manner that is both clear and thorough whilst avoiding the necessity for complex mathematical formulae. No previous knowledge is assumed, only the desire to know\u201d<\/p>\n
The editors feel this is a very honourable and powerfully practical approach. The student is invited to comprehend the principles and how they are applied. They can proceed to focused learning and execution where required. Motivated, striving for an outcome and the theory becoming a servant not a master. This work genuinely assists comprehension ; the reader is able to move through understanding by grasp of vocabulary to appreciation to impact and application and consequence .For this very reason the editors commend it highly.<\/p>\n
\u201cUnderstanding Aircraft Structures\u201d comprises 13 chapters these are:-<\/p>\n
\n
Introduction<\/li>\n
History<\/li>\n
Parts of the aircraft<\/li>\n
Loads on aircraft<\/li>\n
The form of structures<\/li>\n
Materials<\/li>\n
Processes<\/li>\n
Corrosion & protection\u00a0 treatment<\/li>\n
Detail design<\/li>\n
Composite materials and aircraft structures<\/li>\n
Quality and airworthiness<\/li>\n
Stressing<\/li>\n
Presentation and modifications and repairs<\/li>\n<\/ol>\n
The editors had provided a book review on Shorts but until reading Cutler had not made the connection between flying boat hulls and the fuselage skin forms of aircraft i.e. forming the integral working part of the structure. From this base the evolution of stressed skin or semi \u2013 monocoque shapes can be made.<\/p>\n
Cutler offers the Douglas DC3 as an example of design simplicity and elegance co-existing.<\/p>\n
Possibly not all the chapters need be read by the motor engineer but there is much to be learnt for example about the aircraft use of composite materials primarily carbon-fibre and Kevlar.<\/p>\n
It\u2019s possible at the end of the work in his chapter relating to stressing that the motor engineer and student of Chapman will comprehend the design methodology of aircraft design reiterated and re-intrepriated into motor engineering.<\/p>\n
Culter suggests that stressing:-<\/p>\n
\u201cstressing or stress analysis is primarily that process which estimates whether\u00a0 or not the proposed structure is strong enough to carry the loads which will be imposed on it by the operation of the aircraft\u201d\u2026\u2026\u2026\u2026\u2026<\/p>\n
\u201cIt is the nature of the aircraft that the lighter they are, the better they perform their role. Also commercially, the cost of carrying superfluous weight in terms of total fuel consumed in the life of the aircraft is very high\u2026\u2026\u2026\u2026.<\/i><\/p>\n
The designer\u2019s task then includes achieving the maximum lightness and to do this he will employ the most advanced materials and construction techniques which are within the production capacity of his company.\u201d<\/p>\n
Cutler suggests the stressmans work comprises:-<\/p>\n
\n
Determine the load distribution throughout the structure<\/li>\n
Determine the extent to which the elements of this structure are capable of supporting the loads imposed on them<\/li>\n<\/ol>\n
To reinforce the theory and practice Cutler quotes and incorporates Edward Henry Heinemann the self-taught American military aircraft engineer:-<\/p>\n
\u201cSimple solutions are almost always the best for any design problem. One of the greatest aircraft designers Ed Heinemann said \u201csimplicate and add lightness\u201d<\/i><\/b><\/p>\n
Of course we appreciate that since this publication date of 1999 technology will have moved on. Aircraft engineers and possible apprentices\u2019 will seek a more recent edition; however for a comprehension of the Chapman design methodology in the period of the early 1950\u2019s this remains an excellent introduction.<\/p>\n
Packed with quotations and illustrative diagrams the editors consider this one single work one of the best methods of understanding Chapman i.e. in the parlance where he was coming from. On reading this work further analysis of his designs and indeed those of aerodynamic will be better understood. In addition the principle of fuel economies and sustainability are enshrined in the detail of aircraft design for those that care to establish the connection.<\/p>\n
Our subscribers might also like to cross reference with:-<\/p>\n
Racing and Sports Car Chassis Design by Costin and Phipps, Batsford, 1974 <\/i><\/b>[copy in A&R library]<\/i><\/p>\n
Which draws directly on and illustrates Chapman design up to the Type 25<\/p>\n
Absorbing the facts and principles outlined in these works with their high quality and relevant diagrams are considered amongst the best the serious student can obtain in order to achieve somewhere near parallel knowledge with that of Chapman during the early part of his career. We ought not to lose sight of the many engineers particularly from De Havilland that gave expert advice and design guidance.<\/p>\n
$\"aircraft\"$ <\/a><\/p>\n
8. <\/b>Lotus collectables<\/b><\/p>\n
Lotus 40<\/p>\n
$\"40\"$ <\/a><\/p>\n
9. Lotus interest on YouTube<\/b><\/p>\n
One item on Youtube maybe of interest our readers<\/span><\/p>\n
A lot of great footage.<\/p>\n
Lotus Cars at Pittsburgh Auto Show 2013<\/a><\/p>\n
Thank you for your continued \u00a0interest and support<\/span><\/p>\n
<\/p>\n
Editors of the newsletter<\/p>\n
John Scott-Davies<\/p>\n
Neil Duncan<\/p>\n
Jamie Duncan\u00a0 (webmaster)<\/p>\n","protected":false},"excerpt":{"rendered":"
Colin Chapman Museum and Education Centre Newsletter January 2014 Newsletter – Number \u00a045 Boxing Day Romsey Classic car show Museums around the world you may not have heard of Questions from our readers, Chapman and Lotus \u2013Formula Junior \u2013No Minor Achievement Design Heroes: Jean Prouve [1901-1984] London and Lotus: The Epicentre of Post War British […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":1796,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_mi_skip_tracking":false,"footnotes":""},"_links":{"self":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1790"}],"collection":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=1790"}],"version-history":[{"count":3,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1790\/revisions"}],"predecessor-version":[{"id":1820,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1790\/revisions\/1820"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1796"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=1790"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}

\u00a0<\/b><\/td>\n	Stanguellini FJ [1958]<\/b><\/td>\n	Brabham<\/b><\/td>\n	Cooper T65<\/b><\/td>\n	BMC [1960]<\/b><\/td>\n<\/tr>\n
Engine \/Cyli<\/td>\n	Fiat, 4<\/td>\n	4<\/td>\n	4<\/td>\n	4<\/td>\n<\/tr>\n
Bore \/Stroke<\/td>\n	68×75 mm<\/td>\n	85×48.4mm<\/td>\n	85×48.4mm<\/td>\n	64.6×76.2 mm<\/td>\n<\/tr>\n
CC<\/td>\n	1,098 cc<\/td>\n	1,098cc<\/td>\n	1.098cc<\/td>\n	996 cc<\/td>\n<\/tr>\n
Valve Gear<\/td>\n	Not stated<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	<\/td>\n<\/tr>\n
Comp Ratio<\/td>\n	Not stated<\/td>\n	10:01<\/td>\n	12:01<\/td>\n	<\/td>\n<\/tr>\n
Carburettors<\/td>\n	2x Weber<\/td>\n	2xWeber<\/td>\n	1xWeber<\/td>\n	\u00a01 TC weber<\/td>\n<\/tr>\n
Max.Power<\/td>\n	75-80 bhp<\/td>\n	100 bhp<\/td>\n	98 bhp<\/td>\n	86.5 bhp<\/td>\n<\/tr>\n
Trans\/Gears<\/td>\n	5<\/td>\n	5<\/td>\n	6<\/td>\n	4<\/td>\n<\/tr>\n
Front Brakes<\/td>\n	Fiat 9.8″ drums<\/td>\n	Disc 9″<\/td>\n	Lock’ Disc<\/td>\n	Drum integral \/wheel<\/td>\n<\/tr>\n
Rear Brakes<\/td>\n	Fiat 9.8″ drums [inboard]<\/td>\n	Disc 9.5″<\/td>\n	Lock’ Disc<\/td>\n	<\/td>\n<\/tr>\n
Steering<\/td>\n	Worm & roller<\/td>\n	Rack\/pinion<\/td>\n	Rack\/pinion<\/td>\n	<\/td>\n<\/tr>\n
Front Susp’<\/td>\n	W’Bone & CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
Rear Susp’<\/td>\n	W’Bone & CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	CS & transv links,RR<\/td>\n<\/tr>\n
Chassis<\/td>\n	Not stated<\/td>\n	Multi-tubular<\/td>\n	Multi-tubular<\/td>\n	Warren girder type<\/td>\n<\/tr>\n
Wheel base<\/td>\n	6′-8″<\/td>\n	7′-6″<\/td>\n	7′-6.5″<\/td>\n	6′-8″<\/td>\n<\/tr>\n
Front Track<\/td>\n	4′-00″<\/td>\n	4′-0″<\/td>\n	4′-2.25″<\/td>\n	3′-10″<\/td>\n<\/tr>\n
Rear Track<\/td>\n	4′-0.5″<\/td>\n	4′-0″<\/td>\n	4′-3″<\/td>\n	3′-9″<\/td>\n<\/tr>\n
O’length<\/td>\n	11′-9″<\/td>\n	12′-0″<\/td>\n	11-10″<\/td>\n	10′-6″<\/td>\n<\/tr>\n
O’width.body<\/td>\n	4′-6″<\/td>\n	2′-2″<\/td>\n	2′-4″<\/td>\n	3′-9″<\/td>\n<\/tr>\n
Kerb weight<\/td>\n	860 lbs.<\/td>\n	882lbs<\/td>\n	882 lbs.<\/td>\n	798 lbs.<\/td>\n<\/tr>\n
Front Tyres<\/td>\n	5.30×13<\/td>\n	4.50×13<\/td>\n	4.50×13<\/td>\n	5.20×13<\/td>\n<\/tr>\n
Rear Tyres<\/td>\n	5.20×14<\/td>\n	5.50×13<\/td>\n	5.50×13<\/td>\n	5.90×13<\/td>\n<\/tr>\n
\u00a0<\/b><\/td>\n	Lola Formula Junior<\/b><\/td>\n	Merlyn<\/b><\/td>\n	Gemini 4A<\/b><\/td>\n	Volpini FJ [1959<\/b><\/td>\n<\/tr>\n
Engine \/Cyli<\/td>\n	4<\/td>\n	4<\/td>\n	4<\/td>\n	Fiat ,4<\/td>\n<\/tr>\n
Bore \/Stroke<\/td>\n	85×48.4mm<\/td>\n	85×48.4<\/td>\n	85×48.4mm<\/td>\n	68×75 mm<\/td>\n<\/tr>\n
CC<\/td>\n	1.098cc<\/td>\n	1,098<\/td>\n	1.098cc<\/td>\n	1,098 cc<\/td>\n<\/tr>\n
Valve Gear<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	OHV<\/td>\n<\/tr>\n
Comp Ratio<\/td>\n	10:01<\/td>\n	10:01<\/td>\n	10:01<\/td>\n	Not stated<\/td>\n<\/tr>\n
Carburettors<\/td>\n	2xWeber<\/td>\n	2xWeber<\/td>\n	2xWeber<\/td>\n	2x Weber<\/td>\n<\/tr>\n
Max.Power<\/td>\n	100 bhp<\/td>\n	100 bhp<\/td>\n	100 bhp<\/td>\n	87 bhp<\/td>\n<\/tr>\n
Trans\/Gears<\/td>\n	5<\/td>\n	5<\/td>\n	6<\/td>\n	Fiat ,4<\/td>\n<\/tr>\n
Front Brakes<\/td>\n	Disc 9.5<\/td>\n	Girling D 9″<\/td>\n	Girling D 9.5<\/td>\n	Hydraulic TLS<\/td>\n<\/tr>\n
Rear Brakes<\/td>\n	Disc 9.5<\/td>\n	Girling D 9″<\/td>\n	Girling D 9.5<\/td>\n	Hydraulic TLS<\/td>\n<\/tr>\n
Steering<\/td>\n	Rack\/pinion<\/td>\n	Rack\/pinion<\/td>\n	Rack\/pinion<\/td>\n	Not stated<\/td>\n<\/tr>\n
Front Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone & CS<\/td>\n<\/tr>\n
Rear Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	CS & Radius rods<\/td>\n<\/tr>\n
Chassis<\/td>\n	Multi-8″<\/td>\n	Multi-tubular<\/td>\n	Multi-tubular<\/td>\n	Ladder frame<\/td>\n<\/tr>\n
Wheel base<\/td>\n	7′-8″<\/td>\n	7′-6″<\/td>\n	7′-10″<\/td>\n	6′-10″<\/td>\n<\/tr>\n
Front Track<\/td>\n	4′-2″<\/td>\n	4′-4″<\/td>\n	4′-6″<\/td>\n	4′-.05″<\/td>\n<\/tr>\n
Rear Track<\/td>\n	4′-1″<\/td>\n	4′-4″<\/td>\n	4′-6″<\/td>\n	3′-11.5″<\/td>\n<\/tr>\n
O’length<\/td>\n	12′-0″<\/td>\n	12′-0″<\/td>\n	12′-8″<\/td>\n	11′-1.75″<\/td>\n<\/tr>\n
O’width.body<\/td>\n	2′-2″<\/td>\n	Not stated<\/td>\n	2′-2″<\/td>\n	Not stated<\/td>\n<\/tr>\n
Kerb weight<\/td>\n	882 lbs.<\/td>\n	882lbs<\/td>\n	882 lbs.<\/td>\n	902 lbs.<\/td>\n<\/tr>\n
Front Tyres<\/td>\n	4.50×13<\/td>\n	4.50×13<\/td>\n	5.20×13<\/td>\n	4.25×15<\/td>\n<\/tr>\n
Rear Tyres<\/td>\n	5.50×13<\/td>\n	5.50×13<\/td>\n	5.50×13<\/td>\n	5.20×14<\/td>\n<\/tr>\n
\u00a0<\/b><\/td>\n	Lola [1960]<\/b><\/td>\n	Condor S111 [1961]<\/b><\/td>\n	Gemini Mk.II<\/b><\/td>\n	Elva [1959]<\/b><\/td>\n<\/tr>\n
Engine \/Cyli<\/td>\n	Lola mod 4 Ford 105 E<\/td>\n	Mod 4 Ford 105 E<\/td>\n	BMC A \/ Ford 105 E [4]<\/td>\n	Mitter tuned DKW [3]<\/td>\n<\/tr>\n
Bore \/Stroke<\/td>\n	90.9648.41 mm<\/td>\n	80.9×48.41 mm<\/td>\n	80.96×48.41 mm<\/td>\n	78.2x76mm<\/td>\n<\/tr>\n
CC<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	1,097 cc<\/td>\n<\/tr>\n
Valve Gear<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
Carburettors<\/td>\n	2xWeber<\/td>\n	2 X Weber<\/td>\n	2 x Weber<\/td>\n	3x dell ‘Orto<\/td>\n<\/tr>\n
Max.Power<\/td>\n	75 bhp<\/td>\n	80 bhp<\/td>\n	88 bhp<\/td>\n	85 bhp<\/td>\n<\/tr>\n
Trans\/Gears<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	BMC A 4 speed<\/td>\n	4<\/td>\n<\/tr>\n
Front Brakes<\/td>\n	Lockheed 9″ Alfin\u00a0 drum<\/td>\n	Girling \/Condor 9″<\/td>\n	Lockheed 10″ drums<\/td>\n	Lockheed 10″ drums<\/td>\n<\/tr>\n
Rear Brakes<\/td>\n	Lockheed 9″ Alfin\u00a0 drum<\/td>\n	Girling \/Condor 9″<\/td>\n	Lockheed 10″ drums<\/td>\n	Lockheed 10″ drums<\/td>\n<\/tr>\n
Steering<\/td>\n	Rack\/pinion<\/td>\n	Space frame +<\/td>\n	Mod’ Triumph Herald R&P<\/td>\n	Not stated<\/td>\n<\/tr>\n
Front Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
Rear Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	Strut type with CSD<\/td>\n	Coli spring dampers +<\/td>\n<\/tr>\n
Chassis<\/td>\n	Not stated<\/td>\n	Space frame +<\/td>\n	Multi-tubular plus reinf’<\/td>\n	Multi- tube space frame<\/td>\n<\/tr>\n
Wheel base<\/td>\n	6′-10″<\/td>\n	7′-4″<\/td>\n	6′-10″<\/td>\n	7′-5″<\/td>\n<\/tr>\n
Front Track<\/td>\n	3′-9″<\/td>\n	4′-0″<\/td>\n	3′-11″<\/td>\n	4′-00″<\/td>\n<\/tr>\n
Rear Track<\/td>\n	3′-9.5″<\/td>\n	4′-0″<\/td>\n	4′-00″<\/td>\n	4′-00″<\/td>\n<\/tr>\n
O’length<\/td>\n	10′-8″<\/td>\n	11′-6″<\/td>\n	11′-6″<\/td>\n	12′-1.5″<\/td>\n<\/tr>\n
O’width.body<\/td>\n	4′-4″<\/td>\n	4′-6″<\/td>\n	4′-2″<\/td>\n	4′-4″<\/td>\n<\/tr>\n
Kerb weight<\/td>\n	810 lbs.<\/td>\n	812 lbs.<\/td>\n	805 lbs.<\/td>\n	800 lbs. approx.<\/td>\n<\/tr>\n
Front Tyres<\/td>\n	4.50×13<\/td>\n	4.50×13<\/td>\n	4.50×15<\/td>\n	15″<\/td>\n<\/tr>\n
Rear Tyres<\/td>\n	5.25×13<\/td>\n	5.25×13<\/td>\n	5×15<\/td>\n	15″<\/td>\n<\/tr>\n
\u00a0<\/b><\/td>\n	Lola [1961]<\/b><\/td>\n	Deep Sanderson [1959]<\/b><\/td>\n	Gemini Mk.IIIA [1960]<\/b><\/td>\n	Elva [1960]<\/b><\/td>\n<\/tr>\n
Engine \/Cyli<\/td>\n	Superspeed mod Ford 105 E<\/td>\n	Lawrencetune Ford 105E [4]<\/td>\n	Mod’ Ford 105 E [4]<\/td>\n	Mod’ BMC A [4]<\/td>\n<\/tr>\n
Bore \/Stroke<\/td>\n	80.96×48.41 mm<\/td>\n	80.96×48.41mm<\/td>\n	80.96 x 48.41 mm<\/td>\n	64.4×76.2 mm<\/td>\n<\/tr>\n
CC<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	992 cc<\/td>\n<\/tr>\n
Valve Gear<\/td>\n	Not stated<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n	OHC<\/td>\n<\/tr>\n
Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
Carburettors<\/td>\n	2xWeber<\/td>\n	2x Weber<\/td>\n	2xWeber<\/td>\n	2x SU<\/td>\n<\/tr>\n
Max.Power<\/td>\n	85 bhp<\/td>\n	86 bhp<\/td>\n	88 bhp<\/td>\n	87 bhp<\/td>\n<\/tr>\n
Trans\/Gears<\/td>\n	Mod VW<\/td>\n	Volkswagen 4 speed<\/td>\n	Mod ‘Renault Dauphine<\/td>\n	Volkswagen 4 speed<\/td>\n<\/tr>\n
Front Brakes<\/td>\n	Alfin\/\u00a0 Girling 9″<\/td>\n	Alfin\/ Girling 10″<\/td>\n	Lockheed 10″ drums<\/td>\n	Lockheed 9″<\/td>\n<\/tr>\n
Rear Brakes<\/td>\n	Girling 9″ inboard<\/td>\n	Girling 9″<\/td>\n	Lockheed 8″ drums<\/td>\n	Lockheed inboard<\/td>\n<\/tr>\n
Steering<\/td>\n	Lola rack and pinion<\/td>\n	Not stated<\/td>\n	Alford & Adler R & P<\/td>\n	Rack and pinion<\/td>\n<\/tr>\n
Front Susp’<\/td>\n	W’Bone& CS<\/td>\n	Converging axis trailing links<\/td>\n	W’Bone& CS<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
Rear Susp’<\/td>\n	W’Bone& CS<\/td>\n	Converging axis trailing links<\/td>\n	W’Bone& CS<\/td>\n	Parallel trailing arms +<\/td>\n<\/tr>\n
Chassis<\/td>\n	Not stated<\/td>\n	Space frame +<\/td>\n	Not stated<\/td>\n	Space frame \/stressed<\/td>\n<\/tr>\n
Wheel base<\/td>\n	7′-4″<\/td>\n	8′-4″<\/td>\n	7′-3″<\/td>\n	7′-3″<\/td>\n<\/tr>\n
Front Track<\/td>\n	4′-1″<\/td>\n	4′-00″<\/td>\n	4′-3″<\/td>\n	4′-00″<\/td>\n<\/tr>\n
Rear Track<\/td>\n	4′-00″<\/td>\n	3′-11″<\/td>\n	4′-3″<\/td>\n	4′-00″<\/td>\n<\/tr>\n
O’length<\/td>\n	12′-00″<\/td>\n	11′-1″<\/td>\n	11′-00″<\/td>\n	11′-1″<\/td>\n<\/tr>\n
O’width.body<\/td>\n	4-4″<\/td>\n	4′-6″<\/td>\n	4-9″<\/td>\n	4′-6″<\/td>\n<\/tr>\n
Kerb weight<\/td>\n	810 lbs.<\/td>\n	810 lbs.<\/td>\n	806 lbs.<\/td>\n	815 lbs. approx.<\/td>\n<\/tr>\n
Front Tyres<\/td>\n	4.50×13<\/td>\n	4.50×15<\/td>\n	4.50×13<\/td>\n	4.50×15<\/td>\n<\/tr>\n
Rear Tyres<\/td>\n	5.25 or 5.50 x13<\/td>\n	5.00×15<\/td>\n	5.25×13<\/td>\n	5.00×15<\/td>\n<\/tr>\n
\u00a0<\/b><\/td>\n	Emeryson [1960]<\/b><\/td>\n	Envoy Mk.I [1960]<\/b><\/td>\n	Cooper Mk.1 J [1960]<\/b><\/td>\n	Dolphin Mk.II [1961]<\/b><\/td>\n<\/tr>\n
Engine \/Cyli<\/td>\n	Mod Ford 105 E<\/td>\n	Barwell mod’ Ford 105 E\u00a0 [4]<\/td>\n	Mod’ BMC A series<\/td>\n	Superspeed Mod Ford 105 E [4]<\/td>\n<\/tr>\n
Bore \/Stroke<\/td>\n	80.96×48.41 mm<\/td>\n	80.96×48.41mm<\/td>\n	64.4×76.2 mm<\/td>\n	80.96×48.41 mm<\/td>\n<\/tr>\n
CC<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	994 cc<\/td>\n	997 cc<\/td>\n<\/tr>\n
Valve Gear<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n<\/tr>\n
Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	<\/td>\n<\/tr>\n
Carburettors<\/td>\n	2x Weber<\/td>\n	2x Weber<\/td>\n	2xSU or 1 tc Weber<\/td>\n	2x SU<\/td>\n<\/tr>\n
Max.Power<\/td>\n	80 bhp<\/td>\n	75-80 bhp<\/td>\n	70-75 bhp<\/td>\n	80 bhp<\/td>\n<\/tr>\n
Trans\/Gears<\/td>\n	\u00a0Mod’ Volkswagen 4 speed<\/td>\n	Volkswagen 4 speed<\/td>\n	Citroen ERSA 4 speed<\/td>\n	Fiat 600 , 4 speed<\/td>\n<\/tr>\n
Front Brakes<\/td>\n	Girling 8 drums”<\/td>\n	Girling 10″ drums<\/td>\n	Lockheed 8″<\/td>\n	8.5 ” Aluminium finned drums<\/td>\n<\/tr>\n
Rear Brakes<\/td>\n	Girling 8 drums”<\/td>\n	Girling 10″ drums<\/td>\n	Lockheed 8″<\/td>\n	8.5 ” Aluminium finned drums<\/td>\n<\/tr>\n
Steering<\/td>\n	Emeryson R&P<\/td>\n	Rack\/pinion<\/td>\n	Cooper R&P<\/td>\n	Not stated<\/td>\n<\/tr>\n
Front Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
Rear Susp’<\/td>\n	W’Bone& CS<\/td>\n	W’Bone & CS<\/td>\n	Trans ‘Leaf Spring &WB<\/td>\n	W’ Bone & CS<\/td>\n<\/tr>\n
Chassis<\/td>\n	Space frame<\/td>\n	Ladder frame<\/td>\n	1.5″ tubing + light alloy<\/td>\n	Multi- tube space frame<\/td>\n<\/tr>\n
Wheel base<\/td>\n	7′-2″<\/td>\n	7′-3″<\/td>\n	7′-2″<\/td>\n	7′-6″<\/td>\n<\/tr>\n
Front Track<\/td>\n	3′-10″<\/td>\n	3′-10″<\/td>\n	3′-10.5″<\/td>\n	3′-11″<\/td>\n<\/tr>\n
Rear Track<\/td>\n	3′-9″<\/td>\n	3′-9″<\/td>\n	3′-9.5″<\/td>\n	3′-10″<\/td>\n<\/tr>\n
O’length<\/td>\n	12′-7.25″<\/td>\n	11′-1″<\/td>\n	11′-00″<\/td>\n	Not stated<\/td>\n<\/tr>\n
O’width.body<\/td>\n	4′-3″<\/td>\n	4′-2.5″<\/td>\n	4′-4″<\/td>\n	Not stated<\/td>\n<\/tr>\n
Kerb weight<\/td>\n	799 lbs.<\/td>\n	800 lbs.<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
Front Tyres<\/td>\n	4.50×15<\/td>\n	4.50×15<\/td>\n	4.50 x15<\/td>\n	4.50×15<\/td>\n<\/tr>\n
Rear Tyres<\/td>\n	5.25×15<\/td>\n	5.00×15<\/td>\n	5.00 x15<\/td>\n	5.00×15<\/td>\n<\/tr>\n
\u00a0<\/b><\/td>\n	Kieft Junior [1960]<\/b><\/td>\n	Bond\u00a0 Formula J [1960]<\/b><\/td>\n	Cooper Mk II J [1960]<\/b><\/td>\n	Lotus Type 18 [1959]<\/b><\/td>\n<\/tr>\n
Engine \/Cyli<\/td>\n	Arden mod’ Ford 100E [4]<\/td>\n	Cosworth Ford 105 E [4]<\/td>\n	Mod’ BMC A series [4]<\/td>\n	Cosworth Ford 105 E [4]<\/td>\n<\/tr>\n
Bore \/Stroke<\/td>\n	80.96×48.41 mm<\/td>\n	80.96×48.41mm<\/td>\n	64.4×76.2 mm<\/td>\n	80.96×48.41mm<\/td>\n<\/tr>\n
CC<\/td>\n	997 cc<\/td>\n	997 cc<\/td>\n	994 cc<\/td>\n	997 cc<\/td>\n<\/tr>\n
Valve Gear<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n<\/tr>\n
Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
Carburettors<\/td>\n	2xWeber<\/td>\n	2xWeber<\/td>\n	2xSU or 1 tc Weber<\/td>\n	2xWeber<\/td>\n<\/tr>\n
Max.Power<\/td>\n	Not stated<\/td>\n	80 bhp<\/td>\n	75-80 bhp<\/td>\n	75 bhp<\/td>\n<\/tr>\n
Trans\/Gears<\/td>\n	Mod’ Renault Dauphine<\/td>\n	Ford Anglia 4 speed<\/td>\n	Citroen ERSA 4 speed<\/td>\n	Mod; Renault 4 speed<\/td>\n<\/tr>\n
Front Brakes<\/td>\n	Girling 9″ drums-outboard<\/td>\n	Girling 9″ in Bond drums<\/td>\n	Cooper\/Wellworthy drum<\/td>\n	Lockheed 9″ outboard<\/td>\n<\/tr>\n
Rear Brakes<\/td>\n	Girling 9″ drums-outboard<\/td>\n	Girling 9″ in Bond drums<\/td>\n	Cooper\/Wellworthy drum<\/td>\n	Lockheed 9″ outboard<\/td>\n<\/tr>\n
Steering<\/td>\n	Kieft R&P<\/td>\n	Rack\/pinion<\/td>\n	Cooper R&P<\/td>\n	Rack\/pinion<\/td>\n<\/tr>\n
Front Susp’<\/td>\n	W’Bone & CS<\/td>\n	W’Bone & CS<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS<\/td>\n<\/tr>\n
Rear Susp’<\/td>\n	W’Bone & CS<\/td>\n	Low pivot swing axle<\/td>\n	W’Bone& CS<\/td>\n	W’Bone& CS & drive shafts<\/td>\n<\/tr>\n
Chassis<\/td>\n	Not stated<\/td>\n	GRP reinforced alum’& steel<\/td>\n	1.5″ & 1.25″ tubing<\/td>\n	Multi- tube space frame<\/td>\n<\/tr>\n
Wheel base<\/td>\n	7′-00″<\/td>\n	7′-3″<\/td>\n	7′-5″<\/td>\n	7′ ‘-6″<\/td>\n<\/tr>\n
Front Track<\/td>\n	4′-1″<\/td>\n	3′-10″<\/td>\n	4′-00″<\/td>\n	4′ ‘-1″<\/td>\n<\/tr>\n
Rear Track<\/td>\n	4′-1″<\/td>\n	3′-11″<\/td>\n	3′-11″<\/td>\n	3′ ‘-11″<\/td>\n<\/tr>\n
O’length<\/td>\n	9′-8″<\/td>\n	11′-10″<\/td>\n	11′-6″<\/td>\n	11′ ‘-3″<\/td>\n<\/tr>\n
O’width.body<\/td>\n	4′-6″<\/td>\n	Not stated<\/td>\n	4′-6″<\/td>\n	4′-8″<\/td>\n<\/tr>\n
Kerb weight<\/td>\n	Not stated<\/td>\n	796 lbs.<\/td>\n	795 lbs.<\/td>\n	800 lbs.<\/td>\n<\/tr>\n
Front Tyres<\/td>\n	4.50×15<\/td>\n	Not stated<\/td>\n	4.50×13<\/td>\n	4.50×15<\/td>\n<\/tr>\n
Rear Tyres<\/td>\n	5.00×15<\/td>\n	Not stated<\/td>\n	5.25×13<\/td>\n	5.00×15<\/td>\n<\/tr>\n
\u00a0<\/b><\/td>\n	PM-Poggi FJ [1959]<\/b><\/td>\n	Osca FJ [1960]<\/b><\/td>\n	Mitter FJ [1959]<\/b><\/td>\n	Lotus Type 20 [1961]<\/b><\/td>\n<\/tr>\n
Engine \/Cyli<\/td>\n	Mod’ Fiat 1,100 cc [4]<\/td>\n	Mod’ Fiat 1,100 cc [4]<\/td>\n	D.K.W. [3]<\/td>\n	Cosworth Ford 105 E [4]<\/td>\n<\/tr>\n
Bore \/Stroke<\/td>\n	68×75 mm<\/td>\n	68×75 mm<\/td>\n	78.2×76 mm<\/td>\n	80.96×48.41mm<\/td>\n<\/tr>\n
CC<\/td>\n	1,089 cc<\/td>\n	1,089 cc<\/td>\n	1.097 cc<\/td>\n	997 cc<\/td>\n<\/tr>\n
Valve Gear<\/td>\n	Not stated<\/td>\n	OHV<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n<\/tr>\n
Comp Ratio<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	9.6:1<\/td>\n	Not stated<\/td>\n<\/tr>\n
Carburettors<\/td>\n	2xWeber<\/td>\n	2xWeber<\/td>\n	3x dell Orto<\/td>\n	2xWeber<\/td>\n<\/tr>\n
Max.Power<\/td>\n	76-78 bhp<\/td>\n	85 bhp<\/td>\n	85 bhp<\/td>\n	85 bhp<\/td>\n<\/tr>\n
Trans\/Gears<\/td>\n	Fiat 1,100 4 speed<\/td>\n	Fiat 4speed<\/td>\n	4<\/td>\n	CR 4spees<\/td>\n<\/tr>\n
Front Brakes<\/td>\n	Gatto 9.8″ drums<\/td>\n	Twin leading shoe hydraulic<\/td>\n	Porsche Carrera 11″<\/td>\n	Hydraulic Drum<\/td>\n<\/tr>\n
Rear Brakes<\/td>\n	Fiat 9.8″ drums<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Hydraulic Drum<\/td>\n<\/tr>\n
Steering<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	DKW rack & pinion<\/td>\n	Rack\/pinion<\/td>\n<\/tr>\n
Front Susp’<\/td>\n	W’Bone & CS<\/td>\n	W’Bone & CS<\/td>\n	Top transf leaf spring<\/td>\n	W’Bone & CS<\/td>\n<\/tr>\n
Rear Susp’<\/td>\n	Cantilever 1\/4 elliptical spring<\/td>\n	Live axle with coil S\/dampers<\/td>\n	DKW dead axle\/leaf spring<\/td>\n	Fixed length articul’sharfts<\/td>\n<\/tr>\n
Chassis<\/td>\n	Not stated<\/td>\n	Ladder frame<\/td>\n	Not stated<\/td>\n	Multi- tube space frame<\/td>\n<\/tr>\n
Wheel base<\/td>\n	6′-9″<\/td>\n	6′-7″<\/td>\n	6′-10.5″<\/td>\n	Not stated<\/td>\n<\/tr>\n
Front Track<\/td>\n	4′-12<\/td>\n	3′-10.5″<\/td>\n	4′-3″<\/td>\n	Not stated<\/td>\n<\/tr>\n
Rear Track<\/td>\n	4′-00″<\/td>\n	3′-9″<\/td>\n	4′-5.5″<\/td>\n	Not stated<\/td>\n<\/tr>\n
O’length<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	11′-3″<\/td>\n	11′-7″<\/td>\n<\/tr>\n
O’width.body<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	Not stated<\/td>\n	4′-9″<\/td>\n<\/tr>\n
Kerb weight<\/td>\n	896 lbs.<\/td>\n	Not stated<\/td>\n	910 lbs.<\/td>\n	805 lbs.<\/td>\n<\/tr>\n
Front Tyres<\/td>\n	5.20×12<\/td>\n	5.20×14<\/td>\n	1.55×15<\/td>\n	4.50×13<\/td>\n<\/tr>\n
Rear Tyres<\/td>\n	5.20×12<\/td>\n	5.20×14<\/td>\n	1.55×15<\/td>\n	5.00×15<\/td>\n<\/tr>\n
\u00a0<\/b><\/td>\n	\u00a0<\/b><\/td>\n	\u00a0<\/b><\/td>\n	\u00a0<\/b><\/td>\n	Lotus Type 27<\/b><\/td>\n<\/tr>\n
Engine \/Cyli<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	4<\/td>\n<\/tr>\n
Bore \/Stroke<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	85×48.4mm<\/td>\n<\/tr>\n
CC<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	1,098cc<\/td>\n<\/tr>\n
Valve Gear<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	OHV<\/td>\n<\/tr>\n
Comp Ratio<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	10:01<\/td>\n<\/tr>\n
Carburettors<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	2xWeber<\/td>\n<\/tr>\n
Max.Power<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	100 bhp<\/td>\n<\/tr>\n
Trans\/Gears<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	5<\/td>\n<\/tr>\n
Front Brakes<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	Disc 9.5″<\/td>\n<\/tr>\n
Rear Brakes<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	Disc 9.5″<\/td>\n<\/tr>\n
Steering<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	Rack\/pinion<\/td>\n<\/tr>\n
Front Susp’<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	W’Bone& CS<\/td>\n<\/tr>\n
Rear Susp’<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	W’Bone& CS<\/td>\n<\/tr>\n
Chassis<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	Monocoque<\/td>\n<\/tr>\n
Wheel base<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	7′-6″<\/td>\n<\/tr>\n
Front Track<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	4′-3.5″<\/td>\n<\/tr>\n
Rear Track<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	4′-2″<\/td>\n<\/tr>\n
O’length<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	11′-7″<\/td>\n<\/tr>\n
O’width.body<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	2′-0″<\/td>\n<\/tr>\n
Kerb weight<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	882lbs<\/td>\n<\/tr>\n
Front Tyres<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	4.50×13<\/td>\n<\/tr>\n
Rear Tyres<\/td>\n	<\/td>\n	<\/td>\n	<\/td>\n	5.50×13<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n The Terrier<\/b><\/p>\n The Terrier was typical of the front engine Juniors are captured an appearance of their much bigger\/ faster GP fellows. It was designed with space frame by Len Terry. The power being provided by the Ford Anglia. Due to the layout and need to keep the driver low the engine is engine dropping downwards at the rear and resultant prop shaft facing upwards. Tyres are believed to have been 5.00 L x 13 front and 5.50 Lx 14 rear on steel wheels to keep costs down etc. the front suspension incorporated Triumph Herald uprights. The weight is estimated at approximately 10cwt.<\/p>\n Lola first Fomula Junior & Mk.II<\/b><\/p>\n Peter Roberst observation was that :-<\/p>\n \u201cElva opted for the 1100 cc upper limit. Eric Broadley produced a car based on the concept and components used in the successful Lola Mk.I [Climax powered sports racing car].The design used a tubular space frame with increased stiffness from a solid riveted under shield and stressed prop shaft tunnel. Broadley used a front engine layout with offset drive line and the rear axle and suspension to compensate. It\u2019s believed that 13\u201d wheels were used. Weight is estimated at 9 cwt.<\/p>\n It has been suggested that approximately 29 cars were built. They were not as successful as the sports racing cars<\/p>\n Lotus<\/b><\/p>\n Marriott writing about formula Juniors in 1962 commented:-<\/p>\n \u201cAt the end of the 1960 season the Lotus had firmly established itself as the most successful Junior car in the field. Indeed it became something of a yardstick for many constructors and their design was closely, even slavishly, followed. It was called the Lotus 18 and during its first year of production a total of 125 came off the line\u201d<\/p>\n Elva<\/b><\/p>\n Discussing the Elva Mk.I Junior, Marriott comments:-<\/p>\n \u201c The front engined version of this car was first available to private buyers in Britain in , early in 1959.It gained\u00a0 a rapid popularity on both sides of the Atlantic\u2026\u2026.and sold for the low basic price of \u00a3900 which included a fully tuned engine and magnesium wheels. These were powered by either BMC or DKW\u201d<\/p>\n Cooper<\/b><\/p>\n Marriott in his account of the Formula Juniors commented:-<\/p>\n \u201cThe first Formula Junior Cooper made its appearance in 1960 and logically the basic design remained very close to the highly successful Formula One, Two and Three cars from the same stable. There were no radical design changes incorporated into the Junior\u201d<\/p>\n Twite\u2019s observation being:-<\/p>\n \u201cThe Cooper formula Junior cars followed closely the design of the Formula I car and tended to be stronger and heavier than their contemporaries. The multi tubular chassis has large diameter tubes as the main members with the minimum of bracing tubes\u2026\u2026.\u201d<\/p>\n Cooper as a major competitor \/ contemporary of Lotus deserves a fuller developed article and this will follow shortly.<\/span><\/p>\n Condor<\/b><\/p>\n The Condor is thought to have been devised and built by Michael Thorburn, Ted Whiteway, Bert Barrett and draughtsman Dick Barrett. Cars it\u2019s believed were retailed at \u00a31250 c 1961.<\/p>\n Gemini<\/b><\/p>\n It\u2019s believed that Leslie Richmond [1928-1985] built the Moorland c 1958\/59 whilst based in Southall, West London. There is a possibility that the body was built by Williams and Pritchard. There are suggestions that the Moorland Junior was retailed at \u00a3950 or \u00a3800 less engine and gearbox. It\u2019s possible that 30 cars were sold before the Chequred Flag adopted and upgraded the car. It\u2019s possible that Les Richmond, Derek Taylor and Brad Ward and Graham warner made a contribution to design and construction.<\/p>\n Stanguellini<\/b><\/p>\n Marriott makes the assessment reflected by others that:-<\/p>\n \u201cThis brilliant Italian car was constructed entirely around fiat components and its distinctive, traditional appearance stems from\u00a0 … building racing cars \u2026\u2026The finished product has the hard functional look of a thoroughbred\u2026\u2026.Vittorio Stanguellini , an ace Fiat engine tuner , was one of the first in the field to produce a Junior. Production of his car has proceeded at a steady pace since 1958 and the total number of Formula Junior cars probably exceeds 200 to date.\u201d<\/p>\n Roberts\u2019s comments:-<\/p>\n \u201cWhen the\u00a0\u00a0\u00a0 Junior Formula was evolved in Italy Stanguellini became the first manufacturer to put one on the market. His Stanguellini, though appearing bulky and old fashioned by British standards , became the most successful car in Italian races.\u201d<\/p>\n Dolphin<\/b><\/p>\n Marriott believes:-<\/p>\n \u201cThe Dolphin is one of the few American built Juniors able to give good account of itself when competing against European contemporaries\u201d<\/p>\n The Dolphin was designed by John Crosthwaite who it\u2019s believed worked at both Lotus and Cooper. The Junior comprises elements of both. It\u2019s believed that the car was built by Crost & Robert Hull, of La Jolle, California. It was considered to incorporate the best of European and American design features.<\/p>\n B.M.C.<\/b><\/p>\n This is believed to be the abbreviated name of British Motor Car Distributors Ltd; of San Francisco and designed by Joe Huffaker.<\/p>\n Produced during 1960 it\u2019s believed that approximately 20 cars were built.<\/p>\n Bond<\/b><\/p>\n It\u2019s believed that 2 Formula Junior cars were built at Laurie Bonds garage at Loxwood, Sussex. C 1960. The\u00a0design concept was quite radical comprising front wheel drive and forward power unit mounted back to front. It seems the intention was to provide an opportunity to race with minimum costs and maintenance.<\/p>\n Volpini<\/b><\/p>\n Roberts\u2019s comments:-<\/p>\n \u201cBecause the Volpini\u00a0 was one of the first formula Juniors on the market, it has the simple construction that was one of the objectives of the Formula. But because of its fine workmanship, the price is quite high\u201d<\/p>\n The Volpini is believed to have ben created by Arzani \u2013Volpini a possible partnership between Gianpaolo Volpini and engine builder Egiolio Arzani from c 1954.<\/p>\n OSCA<\/b><\/p>\n Roberts observes:-<\/p>\n \u201cThe OSCA cars were produced by the Maserati brothers, who left the main company in Italy\u2026\u2026.This car unusually attractive for a Formula Junior vehicle, sold well in America.\u201d<\/p>\n Mitter<\/b><\/p>\n Again Roberts observes in his book \u201cRacing cars of the World\u201d that:-<\/p>\n \u201cGerhard Mitter\u00a0 is the DKWagent for Stuttgart and has for many years raced Junior cars with DKW components. In 1959 he brought out his first Formula Junior which had great success particularly in hill climbs. Later, he has produced ten cars on the line of the prototype\u2026\u2026\u2026for the 1961 season he fitted a DKW engine into a Lotus\u201d<\/p>\n Subscribers might like to note that a Mitter tuned DKW engine was also adopted by Elva [see specifications and notes above]<\/p>\n Merlyn<\/b><\/p>\n This Formula Junior range is believed to have been developed by Selwyn Hayward and John Lewis of Colchester Racing Developments.<\/p>\n Later they would design and construct a sports racing car that would compete against Lotus in another class.<\/p>\n Engines and Cosworth<\/b><\/p>\n The engines that emerged in Formula Junior were primarily [see technical specification];-<\/p>\n \n BMC \u201cA\u201d series<\/li>\n Ford 105 E and Classic engines<\/li>\n Fiat 1,100<\/li>\n DKW<\/li>\n<\/ul>\n Perhaps naturally many of the Italian constructors have adopted the Fiat 1,100 cc engine the original design around which the Junior Formula was virtually framed.<\/p>\n Alternatively the auto-Union DKW two stroke has provided an opportunity for some marques.<\/p>\n To a lesser extend the French made Renault, Peugeot, Simca and DB Panhard have provided sources of engine.<\/p>\n It\u2019s worth noting that the basic reliable engines were capable of considerable tuning potential. Marriott suggests for example<\/p>\n \u201cMaximum bhp figure for the \u201cA2 series [as fitted in original touring car]; 34 bhp at 4,750 rpm. Maximum bhp [on modified Elva unit], 87 bhp at 7,200 rpm<\/p>\n Duckwoth and Costin both ex Lotus set up Cosworth. One of their first private ventures was the Ford based MAE. [Modified Anglia Engine] see advertisement \u201cSisters under the Skin\u201d. This engine was used with considerable success by Lotus and other formula Junior competitor\u2019s c 1959-1963.some observers noting that the best Formula Junior engines were Ford based. Marriott states:-<\/p>\n \u201cCosworth Engineering Ltd; are undisputed leaders in the field of 105 E conversions.Their version features high lift camshafts, special main and big end bearings, pistons, connecting rods, valve gear, modified cylinder head and inlet and exhaust manifolds. They[j4]<\/a>\u00a0 also feature solid rocker shafts and twin double \u2013choke Weber carburetors.Bench test versions have been made to peak at over 90 bhp whilst standard units [as fitted in the Ford New Anglia]<\/i> develops 39 bhp.\u201d<\/p>\n <\/b>Super Speed [Conversions] Ltd<\/b><\/p>\n This company was based in Ilford, Essex. They tuned the Ford 105 E engine and were used by many of the manufacturers [see tabulation]<\/p>\n <\/b>Works Teams<\/b><\/p>\n Marriott makes the important and pertinent observation that needs to be factored into assessments:-<\/p>\n \u201cWorks cars can be \u2013and are \u2013stripped after every meeting , then rebuilt, brake tested\u00a0 and so on, in order to eliminate the slightest fault.no private driver could hope to compete with any chance of success\u00a0 against such procedure where cost is only incidental\u201d<\/p>\n Lotus Achievement in a Competitive \/Commercial Free Market<\/b><\/p>\n Marriott records that:-<\/p>\n \u201cBut there is no mistaking the superiority of the British Formula Junior marques which swept the international board in 1960 and 1961, winning nearly every major event, with honours, in the main, being distributed between Lotus and Cooper\u201d<\/p>\n Time and Place: London and the Swinging Sixties<\/b><\/p>\n Marriott discussing Formula Junior c 1962 noted:-<\/p>\n \u201cCurrently over fifty different makes of formula Junior cars are available, an indication of the strength of the movement \u2026\u2026.In Britain, many hundreds of Juniors have been built during the last two years \u2026\u2026.Junior racers have been exported, particularly to America \u2026\u2026. Although there are over one hundred different marques , the field is dominated\u00a0 at present , by a group of seven of which no less than five are British\u2026\u2026\u2026\u2026..\u201d<\/p>\n The London Racing Car Show<\/p>\n Marriott recalls \u201cbut complacency does not exist in the world of motor racing, constructor Colin chapman came up with a brand \u2013new Lotus, the 20 at the 1961 Racing Car Show\u201d<\/p>\n London Home Counties based Manufactures Names and Addressees<\/p>\n Brabham<\/b><\/p>\n Jack Brabham Motors Ltd;<\/p>\n Leatherhead Road,<\/p>\n Chessington,<\/p>\n Surrey<\/p>\n B.R.P.<\/b><\/p>\n British racing Partnership Ltd;<\/p>\n Dukes Head Yard,<\/p>\n Highgate High Street,<\/p>\n London<\/p>\n N6<\/p>\n Condor<\/p>\n Grosvenor Garage,<\/p>\n Worplesdon,<\/p>\n Surrey<\/p>\n Cooper<\/b><\/p>\n Cooper Car Co;<\/p>\n 243, Ewell Road,<\/p>\n Surbiton,<\/p>\n Surrey<\/p>\n Deep Sanderson<\/b><\/p>\n Laurencetune Engines Ltd;<\/p>\n 69a Avenue Road,<\/p>\n Acton<\/p>\n London<\/p>\n W3<\/p>\n Diva<\/b><\/p>\n Tunex Conversions Ltd;<\/p>\n 94 Camberwell Road,<\/p>\n London,<\/p>\n SE5<\/p>\n Elva<\/b><\/p>\n Elva Cars Ltd;<\/p>\n Purley Way,<\/p>\n Croydon<\/p>\n Surrey<\/p>\n and Elva Engineering Co; Ltd;<\/p>\n Grove road,<\/p>\n Ore<\/p>\n Hastings<\/p>\n Sussex<\/p>\n Envoy<\/b><\/p>\n Ian Raby,<\/p>\n Empire Cars Ltd;<\/p>\n 85 Preston Road,<\/p>\n Brighton<\/p>\n Sussex<\/p>\n Fairthorpe<\/b><\/p>\n Fairthorpe Ltd;<\/p>\n Market Place, [and \/or 40 Station Road]<\/p>\n Chalfont St.Peter<\/p>\n Buckinghamshire<\/p>\n Gemini<\/b><\/p>\n Moorland Cars<\/p>\n 518-522 Lady Margaret Road,<\/p>\n Southall,<\/p>\n Middlesex<\/p>\n And ….<\/p>\n The Chequred Flag Ltd;<\/p>\n High Road,<\/p>\n Chiswick,<\/p>\n London,<\/p>\n W4<\/p>\n Lola<\/b><\/p>\n Lola Cars Ltd;<\/p>\n Slough,<\/p>\n Bucks<\/p>\n Lotus<\/b><\/p>\n Lotus engineering Co; Ltd;<\/p>\n 7 Tottenham [j5]<\/a>\u00a0Lane,<\/p>\n Hornsey,<\/p>\n London<\/p>\n N8<\/p>\n and Delamare Road,<\/p>\n Cheshunt<\/p>\n Herts<\/p>\n Merlyn<\/b><\/p>\n Colchester Racing Developments Ltd;<\/p>\n Little Bentley,<\/p>\n Colchester,<\/p>\n Essex<\/p>\n The Proposed CCM&EC<\/b><\/p>\n The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For these reasons our Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.<\/p>\n In particular:<\/p>\n Conclusion<\/b><\/p>\n Marriott summed up a general consensus when he commented:-<\/p>\n \u201cThe Junior category developed, in two seasons, into one of the most successful ever devised. Indeed , it has become the type of racing that spectators have seen more than any other and its rise to top popularity in Britain since 1959 has been nothing short of meteoric\u2026\u2026. Within four short years of its existence ,Formula Junior has become the most successful formula ever devised for it provides\u00a0 racing cars of an advanced\u00a0 design on which to train drivers\u00a0 and has already become firmly established as a logical introduction to Grand Prix<\/i> racing\u2026\u2026.Thus the aspiring driver can graduate smoothly from one single \u2013seater to the next \u201d<\/p>\n *Twite records in 1964:-<\/p>\n* \u201cFormula junior is now dead but its effect on motor racing has been far reaching and although the formula had only five years of International life it has led to many interesting developments in the motor racing world\u201d<\/p>\n Formula Junior ended in 1963. It was replaced by formula 2 and 3 [see A&R article on F3].During its brief existence a major technical revolution and overall evolution of motor racing was taking place rapidly. It started with front engine cars scaled down GP cars like the Vanwall and ended with rear engine cars predominant.Fomula Junior and particularly Lotus played a very significant part in advancing the technology and performance.<\/p>\n *Formula Junior delivered its promise and provided a future generation of FI drivers across the international spectrum not least: Jim Clark, Jocken Rindt**[j6]<\/a>\u00a0, John Surtees and Peter Revson.<\/p>\n* *It fulfilled Count Lurani\u2019s objectives and more.<\/p>\n* Reference:<\/b><\/p>\n *Formula Junior Guide. Harry Morrow. Sports Car Press.1961<\/p>\n ISBN:<\/p>\n Formula Junior 1958-2008<\/p>\n ISBN:<\/p>\n Formula Junior Cars Remembered. Bernard Cowdrey.Bookmarque.1993<\/p>\n* ISBN: 1870519175<\/p>\n *Formula Junior. John Blunsden.Mercian Manuals.1999<\/p>\n ISBN: 9780953072156<\/p>\n Formula Junior. Colin Pitt.Unique Books.2007<\/p>\n ISBN: 9781841551432<\/p>\n Lotus Formula Junior.Robinshaw and Bouckley.RB Publications.1996<\/p>\n* ISBN: 9780952808602<\/p>\n *Historic Formula Junior .Rabagliati, Page\/Sheldon. Lancing .2008<\/p>\n Into the Red.Mason & Hales.Virgin.1998<\/p>\n ISBN: 1852277173<\/p>\n Lotus Racing Cars.Tipler.Sutton.2001<\/p>\n ISBN: 075092389X<\/p>\n Colin Chapman\u2019s \u2013Lotus engineering.Haskell.Osprey.1993<\/p>\n ISBN: 1855323761<\/p>\n The Worlds Racing Cars.Twite.Macdonald.1964.<\/p>\n Racing Cars of the World.Peter Roberts.Longacre Press.1962<\/p>\n Racing and Sports Cars.M.Marriott.Burke.1962<\/p>\n Websites:-<\/b><\/p>\n www.bondracing.com<\/a><\/p>\n www.hrscc.co.nz\/gemini<\/p>\n \n Accessed through The British Library<\/li>\n<\/ul>\n Lotus Single Seaters Magazine [see website www.lotus-single-seaters.co.uk]<\/p>\n $\"475\"$ <\/a><\/p>\n 5. Design Heroes: Jean Prouve [1901-1984]<\/b><\/p>\n Introduction<\/b><\/p>\n The A&R has argued that Colin Chapman ought to be considered Industrial Designer of International repute. This has not always been the case but we hope to rectify this omission by a series of articles and benchmarking. There is some evidence of change and more academic published authorities are now including his work. In this article we will compare and contrast both men and allow our subscribers to make their own evaluation.<\/p>\n In this instance we discuss the industrial design of Jean Prouve whose work extended from newspaper kiosks to bicycle trailers ,a live in trailer [ designed with Jeanneret] to a bicycle with a sheet steel frame , demountable prefabricated emergency houses , curtain walling and a mass of contract furniture and some highly regarded minor masterpieces of architecture in conjunction with others.<\/p>\n Both Chapman and Prouve believed in technology and the mutation of materials [both extensively used aluminum] and technologies from other industries; mainly aviation and advanced motor production. Both men were capable drivers and handled a motor car well. It\u2019s believed both might have significant contributed to their own personal residence and factories as well as furniture ranges.<\/p>\n In this article we will provide some detailed analysis of specific examples from both Prouve\u2019s furniture and architecture.<\/p>\n Subscribers may wish to look at other A&R articles in the Design Heroes series:-<\/p>\n \n Isambard\u00a0Kingdom Brunel<\/li>\n Buckminster Fuller<\/li>\n Chairman Chapman- Colin Chapman and Furniture Design<\/li>\n Marcel Breuer<\/li>\n Minimalism and the Motorcar<\/li>\n Architects as Car Designers [A&R book Review]<\/li>\n Eileen Gray [ to be published shortly<\/li>\n<\/ul>\n Jean Prouve: Brief Biography<\/b><\/p>\n Prouve was born into a craftsmen\/ artisan \/ artistic family that extended back generations. Parents and grandparents were artists and craftsmen. His father was ceramicist and worked in marquetry and associated with the leading designers of the day. His father also founded the \u201cSchool of Nancy\u201d The Nancy region of France held a concentration of iron and steel works plus crafts in furniture and glass.Jean Prouve had hoped to become a professional engineer but circumstance forced him to compromise although it\u2019s evident he retained an engineers disciplined and focused practicality in every design he undertook. Throughout his career he would be optimistic, experimental and progressive. He could certainly be provocative and unconventional.<\/p>\n Prouve underwent an apprenticeship c 1916-19 and this probably included metal forming, craftsmanship, light engineering and almost certainly traditional blacksmith. It\u2019s possibly that during this period he produced some pieces to his own design. He expressed like Chapman an interest in aviation and of making things.<\/p>\n It\u2019s believed that Prouve undertook military service between 1921-23 and opened his own workshop on leaving possibly in 1924.<\/p>\n The 1920\u2019s were an exciting time in Paris between the wars as many of the early Modernists were declaring their manifestos and their work was emerging.Formost[JS2]<\/a>\u00a0 amongst these would have been Corbusier, Robert Mallet-Stevens ,but it\u2019s possible that Prouve also meet Walter Gropius and Eileen Gray. His design skills and practical construction techniques permitted him to register his first patents.<\/p>\n Significantly in the early 1930\u2019s Prouve was confident enough and possibly respected to have co-founded U.A.M. [Union des Artistes Modernes]<\/p>\n In the early 1930\u2019s possibly 1931 Proud started Ateliers Jean Proud which has been assessed as being part laboratory, part design studio cum factory in conjunction with social experiment. Prouve was advanced in social and worker organization as he believed and implemented teamwork and worker participation. This formed the basis of a social and economic organization of a collective work team. Profits were reinvested in equipment and plant. The editors deduct that it has certain similarities with the Bauhaus possibly seeking the alliance of craftsmen, industry and art but actually established and delivered on a more commercial scale. This was in Nancy. It\u2019s been suggested that about this time he might have 30 co-workers employed.<\/p>\n During his time he produced some significant pieces of furniture like the \u201cGrand Repos\u201d and his work bears some comparison with his architect peers [see tabulation in Chapman and furniture].His reputation was possibly established with the entrance Portal for Villa Reifenberg [1927] and furniture for the Cite Universitaire in Nancy.<\/p>\n During the Second World War Prouve was active in the resistance and due to the shortages mentioned he improvised many designs to overcome limitations by working with substitutes. This possibly rather suited his pragmatic and craft based approach.<\/p>\n Post war like Britain France suffered shortages and housing crisis to which Prouve would provide some excellent practical solutions. Whereas Britain ran up the \u201cprefabs\u201d Priuve offered several government and charitable institutions emergency preassembled accommodation units that were both reasonably cheap and quickly constructed [potentially by the occupants] or two semi-skilled craftsmen.<\/p>\n Through the late 40\u2019s and 50\u2019s Aluminum was a leading technological material through aviation. [Note that in America Buckminster Fuller would adopt techniques and Chapman was briefly employed in the aluminum industry].Prouve design approach and new capital and office building created considerable opportunities for the material. He briefly joins a larger organization to contribute .Throughout the 1950\u2019s he seems to have abandoned furniture for the more lucrative and expanding architectural work.<\/p>\n Prouve is not a qualified architect and unable to adopt this title although he makes considerable contributions both directly and indirectly [see dedicated paragraph]. In 1955 Prouve co-founds \u201cLes Constructions\u201d and under reorganization and grouping he possibly decides to leave and return to a greater independence.<\/p>\n In 1968 at the age of 67 he forms an independent architectural consultancy in Paris. During his career Prouve was honored and decorated for his design work. This is possibly why at age of 70 he was adopted as the president of the Jury for the Centre Pompidou in Paris. During his later career Prouve had proved a popular lecturer.<\/p>\n Sadly after a lifetime of design and practical construction and design patents Jean Prouve died in 1984<\/p>\n Contemporaries: Architects and Designers<\/b><\/p>\n Prouve was fortunate to mix with and be influenced by one of the greatest generation of architects in Europe at the early birth of Modernism. It included:-<\/p>\n \n Le Corbusier<\/li>\n P.Jeanneret<\/li>\n C.Perriand<\/li>\n Robert Mallet-Stevens<\/li>\n E.Beaudouin<\/li>\n M.Lods<\/li>\n Tony Garnier<\/li>\n Jacques Andre<\/li>\n Henri Prouve [brother?]<\/li>\n Andre Sive<\/li>\n M.Novarina<\/li>\n Walter Gropius and Marcel Breuer of the Bauhaus School<\/li>\n Eileen Gray [ although not mentioned as meeting they were contemporaries in Paris during the 1920\u2019s & 30\u2019s and shared similar group of Avant -garde designer friends]<\/li>\n Rogers ,Piano and G.Franchini<\/li>\n<\/ul>\n Aesthetic and Design Methodology<\/b><\/p>\n Proud is considered by design critics to be left leaning with a predisposition in design aesthetic towards austerity, functionalism and economy. The editors detect however that he was not dogmatic.He did not publish manifestos and that is work was rather special for the approach that he adopted. His approach was more humanitarian, more sympathetic, less rigid and his techniques although part borrowed from aviation and motor manufacturing still contained a craft element i.e. semi mass production which was possibly also consistent with the volumes\/ size of the contracts he won.<\/p>\n Foremost in our assessment of Jean Prouve we ought to remember first that he adapted and responded to two World Wars with all the consequences and impacts on materials availability, technological advances and scarcity as did Chapman. Secondly Prouve directed his design and production to the contract market essentially within the public sector which comprised, hospital, schools, universities, public utilities and other related institutions particularly social housing. Thirdly he designed and manufactured in an intermediary sector between mass production and one off commissioned pieces. This is quite significant and will be elaborated. For example it is evident in his work and the photographs of his ateliers that he adopted and worked with cheaper materials, low to medium technology plant and craft skills and that the spot welding and general forming and bending of his furniture reinforces this. He was also to adopt Formica in his furniture.<\/p>\n Prouve\u2019s own statement helps clarify:-<\/p>\n \u201cIt was sheet steel that inspired me \u2013 folded, ribbed then welded\u201d<\/p>\n Prouve had a particular affinity with this thin sheet steel material and the technologies for welding aluminum and stainless steel. He invested in equipment that would produce results.<\/p>\n Jean Prouve is considered to be a visionary humanist by many design critics. The editor\u2019s share this believe and feel that Prouve\u2019s aesthetic and oeuvre substantiate this. Prouve like many of the modernists and contemporaries of the 1920\u2019s [see below] believed in technological advancement [ the aero plane and the motor car were held up as the noble examples and vanguard and particularly the achievements of Henry Ford in regard to exacting standards , price and \u00a0volume i.e. accessibility] as means of\u00a0 social advancement and improved quality of life. However he was rather special. Rather than an outright theoretician Prouve remained a powerful mixture of craftsman\/artisan designer dedicated to practical and affordable solutions whether they be in architecture of furniture. He was dedicated to the function of the object but related this to the materials available the industrial methods by which they would be produced but his overriding concern was that they would serve everyday use. Although not without some arrogance. There is an example where his co-workers suggested that a chair designed for university students was to low and therefore impractical but defended the design refereeing to the agility of youth.<\/p>\n Prouve is reputed to have said of himself that he possessed:-<\/p>\n \u201cA 2CV way of thinking\u201d and that he described himself as a \u201cfactory man\u201d allowing for translation this indicates both a modesty but possibly more importantly his rejection of theory. It is evident that he was inspired by the Citroen 2CV [see A&R article on Minimalism and extended reference to the 2CV.]\u00a0\u00a0 Many of the modernist designers liked to believe their design aesthetic was practical and embracing the poetry of industry but Prouve actually delivered in a considerably way. Prouve was driven by an aesthetic and construction technique that was founded on savings of materials, manual labour and time [see A&R article on Minimalism].It was a simple elegant style born from the deployment of inexpensive materials and production methods. It might be expressed as optimizing and simplifying. As such he did not pursue an aesthetic for its own value or statement but rather a workmanlike practicality, serviceability and user friendliness.\u00a0 Peter\u2019s assessment of Prouve is that:-<\/p>\n \u201cIn his work Prouve pursued everything but the creation of the monumental. His primary concern was the notion of human beings living in a flexible and changeable modern environment\u201d<\/p>\n Prouve\u2019s designs both in furniture and architecture are considered \u201cnomadic\u201d because of their essential lightness, maneuverability\/ transportable and demountable nature. These are engineering qualities particularly associated with the airplane. They are essentially sustainable through their nature to rest on the ground without irrevocable damage.<\/p>\n The editors assess Prouve as being inspired by the Bauhaus school. However in many respects he achieved greater results in his furniture design [he was quite critical of Marcel Breuer\u2019s bent tube furniture. Although not expressly stated he might have found the exaggerated aesthetic and high price contrary to its design objectives, overelaborate ad expensive for the intended clientele and not easily translated into mass production]<\/p>\n Prouve was equally practical delivery in his social housing particularly the Maisons a portiques, Standard Houses, Maisons coques and houses for Abbe Pierre. Although of course the Bauhaus did produce prototype prefabricated houses and a low cost home ownership estate of houses for workers.<\/p>\n The Prouve family residence indicates that the designer was not a hypocrite and the modest home is not ostentatious[JS3]<\/a>\u00a0 but follows the general scale and layout that he has adopted for other families. It was economical yet friendly and relaxed.<\/p>\n Jean Prouve: Architectural contribution<\/b><\/p>\n Prouve was not a qualified architect and was unable to adopt this title. He was however a significant designer and consultant and contributed with architects. The editors consider some of his most significant work to include:-<\/p>\n \n 1935-36\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Aero Club, Airfield Pavilion<\/li>\n 1935-39 \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Maison du Peuple in Clichy<\/li>\n 1939-47\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Maisons a portiques<\/li>\n 1949-52\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Standard House, Cite \u201cSans Souci\u201d,Meudon with Henri Prouve & A.Sive<\/li>\n 1949\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 House for the Tropics,Niamey,Niger and Brazzaville, Congo, with Henri Prouve<\/li>\n \u00a01950\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 School in Vantoux with Henri Prouve and stair case and other fittings for Corbusier at unite d\u2019\u00a0\u00a0 habitation ,Marseille<\/li>\n 1950-51\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Grand Palais of Lille with Herbe, Gauthier, Douniaux<\/li>\n 1950-52\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Maisons coques, Saloon des arts Menagers,Paris; Cite \u201cSans Souci\u201d,Meudon<\/li>\n 1950-52\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Shed roofs for the Mame Printing Works with Drieu-La-Rochell & B.Zehrfuss<\/li>\n 1953-54\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Fa\u00e7ade of Apartment Buildings on Mozart Square with Mirabeau Architects<\/li>\n 1953-4\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Prouve Residence<\/li>\n 1955-56\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 House for L\u2019Abbe Pierre; \u201cHouse of Better Days\u201d<\/li>\n 1956\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Pump house for Evian Mineral Water at Cachat with Novarina and Ketoff<\/li>\n 1962\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Gauthier House, Saint \u2013Die with Bauman and Remondine<\/li>\n 1967\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Youth Centre in Ermont<\/li>\n 1971\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Chairman of Judging Panel for the Pompidou Centre, Paris<\/li>\n<\/ul>\n The editors highlight the following as they are considered worthy of greater analysis. Perhaps it ought be recorded that some design and architectural critics consider the Evian pump room a minor masterpiece and that Grand Palais of the Lille Fairground as of greater significance.Peters observes about the Grand Palais:-<\/p>\n \u201cCan be seen as the forerunner of many modern buildings, for example the Centre Pompidou in Paris\u2026. And the Lloyd\u2019s building in London. It served as a model for many high tech buildings whose supporting structures were aesthetically engaged as expressive elements in their construction\u201d<\/p>\n 1949-52 Standard House at Meudon [see editors sketch plans and elevation drawings]<\/i><\/b><\/p>\n This example is selected for its essential sustainability [for wider and related understanding see A&R article on Minimalism].The Standard House was an extension of Prouve\u2019s demountable barrack units and the Maisons a portique. They also integrate and link with Maisons coques, the houses for Abbe Pierre and the integrity of the Prouve residence. They were built like the British prefabs for emergency rehousing of the homeless and possibly ex-servicemen. A number were built in a parkland location in Meudon which is a suburb of Paris.<\/p>\n The Standard Houses were offered as a modular concept at 8m X 8m or 8m x 12m. These detached homes offered the opportunities for small families and might provide two or three bedrooms. They were constructed of steel and aluminium.ie steel floor and supporting frames for the roof with modular 1 m panels which could be interchanged for the external walls. This provided flexibility, responded to necessity and individual taste.<\/p>\n They were very advanced for their era and were insulated with glass wool. Care was taken in the design to prevent thermal bridge which can be a flaw in his type of construction.<\/p>\n Importantly once the main supports were fixed only one worker was required to assemble the home. Evidence suggests that Prouve took care to ensure that the prefabricated parts were easily transportable and their weight controlled so they could be man handled.<\/p>\n Peters tell us that the estate of homes are still serviceable today and some of the original occupants remain .The photographs that Peters provides shows these light airily and flexible homes offering attractive and healthy lifestyle along with examples of his furniture pieces notably the Standard chairs and \u201cGueridon\u201d table. The editor notes that Prouve was a family man and his designs encourage family interaction and togetherness. Hence the private spaces like bedrooms are relatively small and the living spaces larger and reasonably open plan.<\/p>\n Peters suggests these homes may have been more expensive to construct than conventional design and materials but the respective prices are not given. The evidence suggests that the properties were sold to wealthy clients which implies they were beyond the means of low income families for whom they were probably intended. The prefabricated construction with the potential\u00a0 for self-build seems very evident with possible cost saving.<\/p>\n The Standard House\u00a0 is worthy of comparison with the Dymaxion\u00a0 Houses designed by Buckminster Fuller [ see A&R article ] and the self-build modular construction system although in timber advocated by Walter Segal in the UK. Prouve\u2019s Standard Homes along with the Bauhaus \/Gropius designs for low cost homeownership for working people seem to be extremely honorable attempts to create affordability and quality along the lines of Henry Ford whom as we have noted provided inspiration and the evidence through technology and organizational methods [although we ought note that the dark side of Ford was less democratic].This prefabricated construction is still being advocated today amongst self \u2013builders and IKEA offer a flat pack system. In the editors estimation it seems to possess considerable sustainable potential and perhaps in the third world where an incremental build up system could be flexible to changing circumstance and low income. Of course the down side can be the labour cost of the actual components prior to delivery.<\/p>\n \n Jean Prouve: Furniture and Fittings<\/b><\/p>\n Prouve designed furniture in the context of schools, offices, universities, railway stations, universities , kitchens and related architectural fittings such as screens, bannisters notably for staircase at Unite d\u2019 habitation by Le Corbusier at Marseilles and\u00a0 windows .The editors consider some of his most significant pieces to be :-<\/p>\n \n 1929\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Folding chair, reclining armchair , aeronautical table<\/li>\n 1920\u00a0\u00a0 Electric Power Co.\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Office furniture including swivel chair<\/li>\n 1930\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cFauteuil Grand Repos\u201d armchair<\/li>\n 1931\u00a0\u00a0 Cite Universitaire in Nancy\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Beds, desks, bookshelves, armchairs, standard chairs, \u201cCite Armchair\u201d<\/li>\n c1934\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Standard Chair \u201c300\u201d<\/li>\n 1935\u00a0\u00a0 Hospital\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Bed with special features<\/li>\n 1936\u00a0\u00a0 Classroom \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Table and chairs<\/li>\n 1937\u00a0\u00a0 UAM Pavilion\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Garden furniture with Jacqes Andre and Childs school chair<\/li>\n 1939\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Granipoli Table<\/li>\n 1942\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Wooden\u00a0 Chair, \u201cFauteuil visiteur\u201d chair<\/li>\n 1945\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Oak and metal wardrobe, Tarrazo Table<\/li>\n 1948\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cKangoutou\u201d Armchair<\/li>\n 1949\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cGueridon\u201d Table & \u201cGueridon\u201d Cafeteria Table<\/li>\n 1950\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Bridge Director Armchairs [ various styles] and Potence lamp<\/li>\n 1952\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cTrapez\u201d Table<\/li>\n 1951\u00a0\u00a0 University of Aix Marseilles\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Lecture hall chair<\/li>\n 1952\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Double fronted \u201cMexico\u201d bookcase [ with C.Perriand] ,Tunisien shelves<\/li>\n 1953\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cCompas\u201d Table & chair<\/li>\n 1954\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u201cAntony\u201d Chair, and Banquette bench<\/li>\n 1956\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Amphitheatre Banquette<\/li>\n 1978\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Dangari armchair<\/li>\n<\/ul>\n 1936 Classroom Table with Two Chairs [<\/i><\/b><\/p>\n The combination table and chair for two students was developed from a series initially conceived for 1935 commission received in connection with expanding and modernizing the Ecole Nationale Professionnelle [ E.N.P.] in Metz\u2026\u2026.The connecting of the table and chair complies with Prouve\u2019s affinity for multifunctional building parts , also visible in other designs for his furniture and construction works .Again Prouve formulated\u00a0 the solution that a single structural part would assume several functions \u2026\u2026\u2026\u2026.Every supporting element serves the table as well as chair leg. The construction consists of welded steel sheet\u2026\u2026\u2026\u2026..This particular model was so successful that it was produced in large numbers in several different series\u2026\u2026\u2026\u2026.The extremely dynamic appearance of Prouve\u2019s combination table \u2013and-chair design divulges his deep fascination with cars and airplanes\u201d<\/p>\n Peter\u2019s also provides a reproduction of the furniture catalogue\/ brochure entitled \u201cLe Pupitre Scolaire produced by Ateliers Jean Prouve distributed by Steph Simon.<\/p>\n This was significant piece considering the date and radiates an idealism and optimism with particular regard to the importance of egalitarian education and the dual seating implying friendship and companionship in learning.<\/p>\n The class room table although stark and functional is very practical. Its scale and construction is not intimidating or authoritarian .It combines a pleasant natural combination of materials offset against each other namely the sheet steel frame and the solid wooden top and formed plywood back rests and seat. This series was practical stable and repairable .Reasonably light it would have offered maneuverability. This school [JS1]<\/a>\u00a0furniture is shown in use and is complementary with the School in Vantoux designed with Henri Prouve, 1950.<\/p>\n 1954 \u201cAntony\u201d Chair [see editors sketch drawings]<\/i><\/b><\/p>\n Peter\u2019s notes:<\/i><\/b><\/p>\n Specifications for this piece are published in \u201cPioneers of Modern Furniture\u201d<\/p>\n This item was designed for the University of Strasburg c 1950.It was manufactured by Les Ateliers Jean Prouve S.A. in Maxeville between 1950-1954.It was distributed by Steph Simon [Paris]<\/p>\n The construction comprised bent tubular iron and iron frame, painted black with seat in bent plywood lacqured.Assembled using aluminum screws.<\/p>\n Height\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 87cm\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 34 \u00bc\u201d<\/p>\n Width\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 50cm\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 19 5\/8\u201d<\/p>\n Depth\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 70cm\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 27 \u00bd\u201d<\/p>\n Seat Height\u00a0\u00a0 42cm\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 16 \u00bd\u201d<\/p>\n Some critics of Prouve claim that his furniture was over strong or engineered and that the aesthetic suffered or was compromised as a result. Prouve defended this by explaining the weight they would withstand. The editor\u2019s assessment is that these pieces were fundamentally robust and would withstand considerable use and abuse by nature of the location and that furthermore they were essentially sustainable and repairable. Furthermore the relatively low tech construction methods are sustainable being more appropriate to craftsmen with moderate mass production assembly as opposed to ultra-high end labour intensive and skill content or robot assembled. Therefore in the editors eyes retain a practical and utilitarian aesthetic across competing criteria.They were possibly affordable in moderate volume but the tendency was that the cost was not particularly cheap and it\u2019s unlikely they would not have been bought by low income private households. The \u201cAntony\u201d chair is regarded as a classic amongst design critics. However the editors would suggest that in period it might have been assembled in a jig from parts produced in volume outside i.e. subcontracted. The raw materials are likely to have been reasonably inexpensive but there was some wastage as result of the boomerang support shape; and the chair is estimated to weigh approximately 5 kg. Assembly of the components might take \u00bd hour i.e. welding and depending if painted. The plywood \u201cSeat\u201d is likely to have been fixed with rivets. This style chair might have been capable of being stacked in limited number.<\/p>\n The editors estimate [see annotated sketch diagram] that the Antony chair was comprised of the following components:-<\/p>\n Plywood \u201cseat\u201d possibly performed and subcontracted and lacquered before delivery [A]<\/p>\n 4\u00a0\u00a0\u00a0 Fixing rivets to frame [B]<\/p>\n 2 \u00a0\u00a0 End caps knocked onto tube ends [C]<\/p>\n 2 \u00a0\u00a0 Boomerang shape steel supports for \u201cseat\u201dpossibly subcontracted and drilled to marry with cross tube [D]<\/p>\n 1\u00a0\u00a0\u00a0\u00a0 Heavy duty steel cross tube support drilled to accept tube leg [E]<\/p>\n 2\u00a0\u00a0\u00a0\u00a0 Bent tube lengths threaded through cross support forming legs [F]<\/p>\n 4\u00a0\u00a0\u00a0\u00a0 \u201cFeet\u201d welded to ends of legs [G]<\/p>\n Modern reproductions are produced under license by Vitra. On line the following modern prices apply to reproductions:-<\/p>\n \n Antony chair\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3249<\/li>\n Standard chair\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3179<\/li>\n Potence lamp\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a3119<\/li>\n Gueridon table\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 \u00a399<\/li>\n<\/ul>\n Patents<\/b><\/p>\n Jean Prouve is believed to have held at least two significant patents. These include:<\/p>\n \n 1929\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Moveable partition wall<\/li>\n 1939\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Portable \/ demountable house<\/li>\n 1950\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Prefabricated roof elements [ see architecture list above] Mame Printing Works<\/li>\n \u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 Window systems?<\/li>\n<\/ul>\n The Proposed CCM&EC<\/b><\/p>\n The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For these reasons our Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.<\/p>\n In particular through a series of exhibitions showcasing the designs of leading Industrial Designers is possible to extract and educate in design awareness and literacy.<\/p>\n This provides for exciting and dramatic counterpoise and juxtaposition to challenge comprehension and conceptualization focusing on the relationship between design and problem solving. With exhibits available for examination the \u201cproof [JS2]<\/a>\u00a0is in the pudding\u201d.<\/p>\n All the Design Heroes including Chapman were practical problem solvers and manufactures of products. All had a design methodology, concepts of the market place and aesthetic sensitivities. Chapman\u2019s we know were well developed.<\/p>\n In the contact of the museum with interactive exhibitions and exhibits ensures the fullest appreciation can be extracted .Furthermore such exhibitions are inseparable and totally integrated with educational \/ learning and business skills and opportunities.<\/p>\n The proposed museum provides the opportunity and means to stage interpretation of the design process using hands on experience, elementary model making, and access to CAD and laser systems with multi-layered forms of participation. Through the declared aims of uniting education with entertainment learning is provided by intellectual challenge and problem solving through creativity and innovation.<\/p>\n Furthermore such exhibitions have considerable marketing and merchandising opportunities above and beyond the conventional. Creativity in linking, uniting and challenging comprehension permits a fusion of multi directional linkages and connectivity. It also serves to prevent restrictive vision and foremost serves the Chapman philosophy of lateral thinking. Such exhibitions are perceived to appeal across a wide gender and generational base increasing overall participation and attracting the maximum visitor attendance.<\/p>\n Conclusion<\/b><\/p>\n By studying Design Heroes we examine how practical problems are tackled, designed and solutions manufactured. We are able to assess and compare both approaches and outcomes and judge their success whilst drawing inspiration from the best available.<\/p>\n The great Industrial Designers were not exclusive or restricted in their topics. They focused their creativity and entrepreneurship into diverse fields but invariable brought experience, knowledge and experimentation. Both Prouve and Chapman sought design and manufacturing solutions by importing and extrapolating materials and technologies e.g. aluminum .Both enjoyed considerable success. It is evident that both explored and borrowed from aviation and motor car technologies and pushed the envelope in their determination to bring fresh solutions and products to the market place. Both designed well engineered equipment however we ought to note this was not necessarily cheap. The construction methods required relatively costly labour and procedures. Therefore despite some intentions of accessibility they often remained the preserve of the enthusiast.<\/p>\n However the editors would comment that Prouve\u2019s prefabricated and demountable house and the component car of Chapman have much in common. They share the concept of building up from standard components into a totality of operating machine. Both are capable of customization to individual needs, both might be financed according to budget with inbuilt capacity for upgrades on an incremental basis and perhaps significantly both involve the owner directly in the assembly and act as a learning opportunity. The skill the owner acquires permitting an ability to understand and maintain and this with serviceability is a basis for sustainability.<\/p>\n But nothing can detract from the aesthetic and inspiration they continue to provide and how they drive aspiration towards designed solutions<\/p>\n In contrasting the styles, methodology and achievements of the Design Heroes the A&R invites debate and challenges a re-evaluation of Chapman as an Industrial Designer. The editors consider that objective critical comparative analysis is a rewarding and demanding means to achieve benchmarking and that Chapman emerges with an improved status in the process.<\/p>\n Reference:<\/b><\/p>\n Prouve. Nils Peters.Taschen.2013. [Contains an excellent bibliography]<\/i><\/p>\n ISBN: 9783836545433<\/i><\/p>\n Jean Prouve.Penelope Rowlands. Chronicle Books.2002<\/i><\/p>\n ISBN: 0811832600<\/i><\/p>\n Design-Intelligence Made Visible.Bayley and Conran.Firefly.20007<\/p>\n ISBN: 9781554073108<\/p>\n Chairs.C&P.Fiell.Taschen.2002.<\/p>\n ISBN: 3822855073<\/p>\n The A-Z of Modern Design.Polster, Neumann, Schuler, Leven Merrell.2009<\/p>\n ISBN: 9781858945026<\/p>\n Pioneers of Modern Furniture. Fischer Fine Art.1991.<\/i><\/p>\n ISBN: 0853315922<\/i><\/p>\n Internet references:<\/p>\n www.infurn\/Jean-Prouve-Potence<\/a><\/p>\n www.Bonluxat.com<\/p>\n** Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.<\/i><\/p>\n Items in italics non A&R library books.<\/i><\/p>\n 1.\u00a0\u00a0* JEAN PROUVE<\/b><\/em>\u00a0MUSEUM: MUSEUM ABOUT THE WORKS OF\u00a0…<\/b><\/a><\/h3>\n www.jeanprouve<\/b>.com\/<\/cite>\u200e<\/p>\n Le musee de\u00a0Jean Prouve<\/b><\/em>; (1901-1984) contains information about the works of French Designer\u00a0Jean Prouve<\/b><\/em>; French Industrial- and Furniture Designer and\u00a0…<\/b><\/p>\n 6. London and Lotus: The Epicentre of Post War British Motor Racing [and the economic case for locating the proposed CCM&EC here]<\/b><\/p>\n INTRODUCTION<\/b><\/p>\n This article is written to highlight two interrelating subjects simultaneously. They relate to the mutuality that exists between Lotus and London as the epicenter of post war British motorsport.<\/p>\n This article is written also to articulate the case for a museum devoted to Colin Chapman preferably based on the old Lotus works site in Hornsey.Based upon the fact that it was here that Chapman really helped establish and eventually near dominate international motor racing and that London has along and proud reputation in engineering that contributed to his success.<\/p>\n In this discussion we set out many of the cultural and related institutions of London that make it an international tourist magnet<\/p>\n The proposed CCM&EC is a natural ally contributing significantly to the experience economy and easily integrated and complementary to the cultural\/ entertainment package that London has to offer.<\/p>\n LONDON\u00a0<\/b>\u2013HISTORICAL AND ECONOMIC DEVELOPMENT SUMMARY<\/b><\/p>\n Here it\u2019s not felt necessary to provide a detailed evolution of the city but a broad appreciation helps understand context and particularly London\u2019s connection with motorsport .London particularly in the 20^{th<\/sup> \/21^{st<\/sup> century is and has\u00a0 been:-<\/p>\n}} v\u00a0 Capital of the nation and on occasions the empire ,colonies and Commonwealth<\/p>\n v\u00a0 The seat of Royalty, tradition , heraldry and ceremony<\/p>\n v\u00a0 The seat of law, government and administration<\/p>\n v\u00a0 Centre for trade, banking, finance, investment, insurance etc.<\/p>\n These activities attract in turn a population who tend to generate a sub supporting culture that includes:-<\/p>\n v\u00a0 Education particularly universities<\/p>\n v\u00a0 Professional bodies and institutions<\/p>\n v\u00a0 Social clubs<\/p>\n v\u00a0 Arts, culture, theatre, galleries museums, ballet, opera cinema etc.<\/p>\n v\u00a0 Caf\u00e9, bars, restaurants hotels<\/p>\n v\u00a0 Centre of publishing, communications, TV and the press.<\/p>\n v\u00a0 Design, Retail, fashion and shopping<\/p>\n v\u00a0 Markets<\/p>\n v\u00a0 Transport for goods and services , raw materials and workers which interconnect and permit the conduct of multiple transactions between the parties<\/p>\n v\u00a0 All the functions mentioned above whatever their source have produced unique architecture and a distinctive townscape which has evolved to adapt to changing needs, circumstances and events.<\/p>\n In the process cities tend to become self-generating economic dynamos that and exercising a magnet pull and multiplier effect because of the interaction between choices, opportunities, culture and employment. These factors obviously produce a working population with various levels of disposable income<\/p>\n Thus London became the intoxicating cosmopolitan cocktail of culture and enterprise. This cannot happen without some conflict as often the interests and needs can be in competition. Equally technology and manufacturing does not stand still and a cities magnet can wane and points can be reached where congestion, investment lag and other negative economic forces can begin to provoke reverse reactions. This is perhaps certainly true of London and the fact must be recognized. This allows constructive and positive sustainable policies to be pursued to rebalance. These[j1]<\/a>\u00a0 should play to strengths like the creative industries and design.<\/p>\n All the factors we have recorded also create the magnet of tourism.Tourism is a complex subject and mixture of factors that we ought to endeavor to understand. Increasingly it has a massive economic role too. It comprises elements of:-<\/p>\n Human psychology and curiosity and a sense of adventure or pilgrimage<\/p>\n Individuals have choice of destination and sense of satisfaction and value for money<\/p>\n Cities like London enjoy the privilege of concentrated resources at the tourist\u2019s disposal. Meaning that an entire family\u2019s needs might be meet under one umbrella<\/p>\n London being a 24 hour city means that a tourist can be stimulated and provided for and this contributes to satisfaction and value for money<\/p>\n The established cultural institutions and museums have some unique exhibits<\/p>\n Since our weather cannot be guaranteed the museums, galleries and shopping provide daytime indoor activity as required and the theatres, nightlife, restaurants etc.\u00a0 ensure full coverage<\/p>\n Tourism cannot function without accommodation transport, translation and a feeling of being welcome and an ease of getting to and from destinations .proximity also helps.<\/p>\n As the world becomes smaller, the internet changes and brings facilities to people rather than they travel, then tourism has to adapt and other factors can influence decisions. These can include feelings of safety, disability access, transport connections ,quality and costs of accommodation \/transport and a host of subtle considerations not present in the past<\/p>\n People become more educated and have greater income whilst expectations tend to increase. As tourism is just as much a market there is also increased competition to attract and retain visitors<\/p>\n The evidence is that there is increased demand for the experience economy. This is simply a higher level mixture of learning , entertainment with participation , direct experience , empathy or acquaintance \/ persuasion, stimulation ,enquirey,deduction ,exploration and greater intellectual satisfaction .It particularly applies to those for whom a holiday is justified in its learning skill acquisition\u00a0 and how this might be represent personal self-investment<\/p>\n LONDON<\/b>: TRANSPORT DYNAMICS AND THE MULTIPLYER EFFECT<\/b><\/p>\n The 20c \/21^{st<\/sup> witnessed the exceptional growth in motor transport. There were particular concentrations in cities like London with huge populations and cargo traffic to move. Transport obviously required a skilled engineering base. The mechanical transport that London possessed during the 20c \/21st included:-<\/p>\n} \n Trams<\/li>\n Trollies<\/li>\n Buses<\/li>\n Trains<\/li>\n Underground tubes<\/li>\n Aircraft and aerodromes<\/li>\n<\/ul>\n These are essentially public transport to which we can add the private vehicles comprising:-<\/p>\n \n Cars<\/li>\n Lorries<\/li>\n Coaches<\/li>\n Vans<\/li>\n Taxis<\/li>\n<\/ul>\n London enjoyed what might be considered a beneficial multiplier effect especially during the 1930\u2019s that was created as result of the interrelationship of suburban home ownership [Metroland] the jobs this created and the employment generator in the Tube network .The two were symbiotic. These tendency created further employment especially in the electricity industry, distributive trades and consumer goods.<\/p>\n Although there was considerable disparity of wealth and poverty in the 1930\u2019s London and the South East enjoyed perhaps greater disposable income. Those in fixed employment were able to obtain mortgages and perhaps also credit which possibly accounts along with the location of new homes the growth in private car ownership.<\/p>\n Of course the humble Austin Seven and Ford Popular would be inexpensive family cars and later be the basis of the racing specials and indeed Lotus models in the late 1940s and 50\u2019s.<\/p>\n The increase in motoring created new skills, and employment.<\/p>\n During the 1930\u2019s new main arteries were driven out of London on a western axis and these included:-<\/p>\n \n Western Avenue [home to Vandervelle Bearings\/ Vanwall\u00a0 and Park Royal \u2013 see both illustration of Park Royal Underground Station, and A&R articles dedicated to Chapman,costin and Vanwall. Also make reference to appendix below.<\/li>\n Great West Road ,Brentford comprised many motor related component manufacturers<\/li>\n<\/ul>\n MOTORING STATISTICS<\/b><\/p>\n These statistics were taken from the sources given in references.<\/p>\n Applying to the UK:-<\/p>\n 150,000 licensed motor vehicles in 1910<\/p>\n 650,000\u00a0\u00a0\u00a0 ditto\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1920<\/p>\n 1.5m\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1930<\/p>\n 3m\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 c1939<\/p>\n 5.5m\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1960<\/p>\n 13.5m\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 projected\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 1975<\/p>\n We use figures that cover the primary Chapman era whilst based in and around London.<\/p>\n As London was the capital city and possessed largest population and traffic movements it might be assumed that a large proportion of the figures applied to London.<\/p>\n It is suggested that between the 1920\u2019s private car ownership increased from 300,000 to almost 2m by 1938.<\/p>\n RACE TRACKS<\/b><\/p>\n Essentially during the period under consideration London had two race tracks .These were:-<\/p>\n \n Brooklands<\/li>\n CrystalPalace<\/li>\n<\/ul>\n MUSEUMS<\/b><\/p>\n London has essentially two transport museums. These are:-<\/p>\n \n The LondonTransportMuseum with a primary focus on Public Transport<\/li>\n The BrooklandsMuseum which is located at the old race track and has focus on pre-war racing and the aviation industry that was based on the site.<\/li>\n<\/ul>\n It\u2019s considered that neither promote the role of London in motor sport post war as their primary priority\/ focus nor serve to interpret the wider role of specialist engineering that contributed so much.<\/p>\n Although the much of the post war motor sport engineering has relocated to a corridor along the M1 and centred on Silverstone; the editors consider it negligent that the roots of post British war motorsport are not recorded or celebrated more. This includes Cooper for example. It\u2019s known that tourists like to complete a heritage trail yet this has been ignored in London and could so easily for a distinctive necklace and chain of outstanding museums, race tracks, manufacturing centres, libraries and locations that have contributed to success that Britain enjoys today.<\/p>\n LONDON<\/b> -MOTOR RACING CONNECTIVITY<\/b><\/p>\n The list services to illustrate the concentration. Diversity, quality and importance of motorsport in London not least the momentum carried forward from prewar.<\/p>\n No. of Motor Clubs and HQ [e.g., The RAC and 750 Motor Racing Club]<\/p>\n Magazines<\/p>\n Publishers<\/p>\n Olympia and Earls Court Motor Shows<\/p>\n London Racing Car Show \u2013 later The International Racing Car Show [see devoted\/ exclusive A&R article]<\/p>\n Photographer\u2019s eg.G.Goddard [see devoted \/ exclusive A&R article]<\/p>\n Picture Libraries<\/p>\n Press and Journalism<\/p>\n Trade and Trade Association<\/p>\n Specialist Engineers and Component Manufacturer\u2019s. *[See tabulation appendix below]<\/i><\/b><\/p>\n* *Specialist sports car sales<\/p>\n* *International Sponsors [see tabulation appendix below]<\/p>\n* *Park Royal through West London and Middlesex Engineering base. [See tabulation appendix below]<\/p>\n* *Ford manufacturing plant at Dagenham [not strictly London but on periphery]<\/p>\n* During the 1960\u2019s and 70\u2019s London possible serviced the great majority of the Formula 3 and Formula Fords that sprang up and which democratically provided a spring board into higher levels of motorsport participation [ for evidence and details see tabulations \/spreadsheets which accompany A&R articles Lotus and Formula Junior\/Ford]<\/p>\n LONDON<\/b>: THE CHAPMAN\/ LOTUS ERA<\/b><\/p>\n Subscribers may wish to consult A&R articles Lotus Design Decades 1950 and 1960\u2019s to have the widest possible interpretation of the socio-economic context of post war London. The appendix is also a useful reference tool giving the range of types and addresses relevant to specialists etc.<\/p>\n During the 1950\u2019s British and particularly the London based Motorsport industry was achieving considerable impact and international results .Examples are:-<\/p>\n v\u00a0 Jaguar success through the 1950\u2019s with British drivers particularly at Le Mans<\/p>\n v\u00a0 Vanwall, Moss and the 1957 British GP win [ see Chapman\/Costin involvement] and constructors championship 1958<\/p>\n v\u00a0 Mike Hawthorne World FI GP champion 1958<\/p>\n v\u00a0 Many of the British racing drivers had a connection with London through racing and its related institutions<\/p>\n v\u00a0 During the 1950\u2019s Lotus competed and dominated Club racing but also beat International competition at Le Mans in its class<\/p>\n v\u00a0 Chapman\/Lotus achieved their 1^{st<\/sup> GP in 1960 [Monaco GP] whilst based Honsey \/Cheshunt<\/p>\n} v\u00a0 Throughout the 1960 &70s Lotus dominated many lesser classes of racing not least Formula Junior and Formula Ford [ see A&R articles]<\/p>\n v\u00a0 Many of Chapman\u2019s most iconic and successful racing cars were made and launched with the London connection i.e. The Racing Car or Motor Show<\/p>\n v\u00a0 From this early London base cars were exported and this called attention to London. Many aspiring drivers and mechanics gravitated here seeking experience and employment<\/p>\n v\u00a0 During the 1960\u2019s Chapman enjoyed the collaboration with Ford [based at Dagenham] re Twin Cam. Ford Lotus Cortina and Ford Cosworth DFV etc. Ford engines were the mainstay of the Seven etc.<\/p>\n v\u00a0 Lotus won the 1963 World Constructors and Drivers Championship.2^{nd<\/sup> place at Indianapolis<\/p>\n} v\u00a0 Lotus won the 1965 World Constructors and Drivers Championship.1^{st<\/sup> place at Indianapolis<\/p>\n} v\u00a0 Lotus won the 1968 World Drivers and Constructors Championship<\/p>\n v\u00a0 Lotus won the 1970 World Drivers and Constructors Championship<\/p>\n v\u00a0 Lotus won the 1972 World Drivers and Constructors Championship<\/p>\n v\u00a0 Lotus won the 1973 World Constructors Championship<\/p>\n v\u00a0 Lotus won the 1978 World Drivers and Constructors Championship<\/p>\n The editors draw the distinction that during the early 1960s Chapman moved to Cheshunt and later Hethel.However right up until the late 1980\u2019s London retain much of its predominance.<\/p>\n THE PROPOSED COLIN CHAPMAN MUSEUM AND EDUCATION CENTRE: THE EXPLORATORY LABORATORY.<\/b><\/p>\n With a view to making the proposed CCM&EC a reality the following documents articulating the case have been produced:-<\/p>\n \u00fc\u00a0 Planning permission<\/p>\n \u00fc\u00a0 Scoping report by consultants<\/p>\n \u00fc\u00a0 Impact analysis<\/p>\n \u00fc\u00a0 SWOT analysis<\/p>\n \u00fc\u00a0 Education, work experience, apprenticership programmes<\/p>\n \u00fc\u00a0 Business Plan and budgets etc.<\/p>\n \u00fc\u00a0 Sustainability<\/p>\n \u00fc\u00a0 Exhibition themes and interpretation<\/p>\n \u00fc\u00a0 London motorsport trail and experience<\/p>\n The proposed museum believes that commercial considerations are both necessary and complementary with its educational objectives.<\/p>\n For these reasons our Business Plan includes provision for promoting products and services which share Chapman\u2019s ideals of mechanical efficiency and sustainability. In addition we propose merchandising that explain and interprets the social and cultural context of Chapman\u2019s designs in period. It\u2019s suggested there will be catalogue for on line purchasing.<\/p>\n In particular the proposed CCM&EC has developed plans to provide the motorsport experience by linking and integrating a unique group of related activities and locations. By which means students, visitors and tourists can relive the Lotus connection in London. This can be accessed by various means; the foremost by specialist guided tours, by classic car hire by public transport and coach trips. Various themes or programmes can be adopted with multiple options ranging from:-<\/p>\n \n Location-Location! London \u2013Lotus location and Motor racing manufactures and specialists in context<\/li>\n The Prisoner and advertising locations<\/li>\n Testing and development<\/li>\n Race tracks and track experience days and simulators<\/li>\n Motorsport institutions and clubs<\/li>\n Retail, Culture and Lotus, Fashion, Carnaby Street and the 1960\u2019s etc.<\/li>\n London by Lotus : the unique City seen from a Unique car and angle [ photo-shoot opportunities]<\/li>\n Designers London \u2013Chapman\u2019s impact and contemporaries in Industrial Design<\/li>\n Galleries, shared exhibition themes , exhibits and experience opportunities<\/li>\n Lotus dealers networks<\/li>\n London \u2013Lotus the Sights and Sounds by day and by night<\/li>\n London \u2013Goodwood\u00a0 recreation of 1950\u2019s atmosphere and ambience [ see A&R article \/ description]<\/li>\n On Tour with Lotus \u2013the Transporter be transported back in time<\/li>\n London-Chapman and aviation the links and flight experience<\/li>\n Reality and virtual exploring and experiencing by interrelationship with the net. Designing and assembling a personalized package on line.<\/li>\n Pits, paddocks and mechanics \u2013The role of the racing mechanic<\/li>\n Social History \u2013Lotus and &Chapman \u2013Through the Eyes \u2013the life and times of contemporary London \u2013Time and Place feel the beat- be in the place on the streets places and pavements \/locations behind the scenes that influenced the events<\/li>\n Beating a Pathe London and Lotus making the news<\/li>\n<\/ul>\n CONCLUSION<\/b><\/p>\n The conclusions that the editors draw are that:-<\/p>\n \n London is a foremost tourist magnate for all the compound reasons explained<\/li>\n That London has been and to a certain extent remains associated with Moto racing<\/li>\n That economies, society, technology, education, creativity are not static and there is no room for complacency. They move on.<\/li>\n In a free society there is both choice and competition and more sophisticated societies have greater needs<\/li>\n That the enormity and richness of the London motorsport connection has been misunderstood , ignored and underexploited to its detriment<\/li>\n<\/ol>\n The editors make the case for the proposed CCM&EC based on the following:-<\/p>\n \n That the proposed CCM&EC [ The Exploratory \u2013Laboratory]\u00a0 can enhance, enrich, extend and complement existing tourism<\/li>\n That it can achieve this particularly through the experience economy\/ participation \u201cdriving\u201d entertainment \/education<\/li>\n That it services the creative industries \/ industrial design through inspiration and design example<\/li>\n It has the means to provide training and work experience<\/li>\n That the dual nature of its role lends to sustainability and mitigates against over specialism and vulnerability in an economy<\/li>\n That it promotes British engineering and offers a show case for what remains a foremost British export<\/li>\n That the modest investment capital offers considerable return in the long term\u00a0 and might service to prevent further decline; furthermore the investment has a double return serving simultaneously existing and future local community educational interests as well as international tourism<\/li>\n<\/ul>\n Reference:<\/b><\/p>\n Life in Britain between the Wars.LCB Seaman.Batsford.1970<\/p>\n From Rationing to Rock, the 1950\u2019s revisited.S.Hylton.Sutton.1998<\/p>\n ISBN: 0750917334<\/p>\n The proposed CCM&EC documentation pertaing to planning application for Tottenham Road, Hornsey etc.<\/p>\n Please note the editors of the A&R attempt to give the broadest spectrum of references but not all are available for consultation in an article. However by noting their existence it may assist students in their research.<\/i><\/p>\n Appendix.<\/b><\/p>\n London<\/b> Motor Sports Specialists<\/b><\/p>\n \n\n\n\n <\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<\/div>\n The Changing Economic, Technological Location Patterns of British Motor Sport.\u00a01London\u00a0\u00a0\u00a0\u00a0\u00a0DateCompanyLocationCountyPost codeDateLocation1903-1927NapierActonLondonW3\u00a0\u00a01920-1931BentleyCricklewoodLondonNW21966London1922-c 1963Aston MartinFelthamMiddlesex\u00a01966Newport Pc1906LagondaStaines\u00a0\u00a01963Feltham1931-c1947AltaChessingtonSurrey\u00a0\u00a0\u00a01936-1956HRGChessingtonSurrey\u00a0\u00a0\u00a01950-1956HWMWalton on TSurrey\u00a0\u00a0\u00a0c1955-1960VanwallActonLondonW3\u00a0\u00a01948-CooperSurbitonSurrey\u00a0\u00a0\u00a0c1952Lotus<\/b>HornseyLondonN8c1963Cheshuntc1962BrabhamChessingtonSurrey\u00a0\u00a0\u00a01958-LolaBromleyKent\u00a0\u00a0\u00a01903-1938TalbotActonLondonW3\/10\u00a0\u00a01924-c1963Frazer NashIsleworthMiddlesex\u00a01966Isleworth1908-A.C.Thames Ditt’Surrey\u00a01966Thames Ditt1960SpeedwellFinchleyLondonNW11\u00a0\u00a01960DerringtonKingston ‘TSurrey\u00a0\u00a0\u00a01960WillmentTwickenhamMiddlesex\u00a0\u00a0\u00a01960ServaisCricklewoodLondonNW2\u00a0\u00a01960YimkinSloan Sq.LondonSW1\u00a0\u00a01960BullancoPeckhamLondonSE15\u00a0\u00a01960Cambridge EKew greenSurrey\u00a0\u00a0\u00a01960JamesKingsburyLondonNW9\u00a0\u00a01960PalaceGateG?LondonSW7\u00a0\u00a01960Jack KnightBatterseaLondonSW11\u00a0\u00a01960Nicholls Eng.’EalingLondonW5\u00a0\u00a0\u00a0Performance<\/p>\n CarsBrentfordMiddlesex\u00a0\u00a0\u00a0\u00a0Chequered F”ChiswickMiddlesex\u00a0\u00a0\u00a0\u00a0MarshallsNeasdenLondonNW6\u00a0\u00a01960BarwellChessingtonSurrey\u00a0\u00a0\u00a01960AlbanyParkKingston ‘TSurrey\u00a0\u00a0\u00a01960Stabilizer PrCricklewoodLondonNW2\u00a0\u00a01951-1957Arnott S-CarWillesdenLondonNW10\u00a0\u00a01955\/56Auto Temp.Kings CrossLondonWC1\u00a0\u00a01955\/56BoshHendonLondonNW9\u00a0\u00a01955\/56BowdenWillesdenLondonNW10\u00a0\u00a01955\/56Champion<\/b>FelthamMiddlesex\u00a0\u00a0\u00a01955\/56CordsWillesdenLondonNW10\u00a0\u00a01955\/56DaniellForest HillLondonSE23\u00a0\u00a01955\/56Duckham<\/b>Hammersmith’LondonW6\u00a0\u00a01955\/56ENV Eng.’WillesdenLondonNW10\u00a0\u00a01955\/56Don ParkerClaphamLondonSW11\u00a0\u00a01955\/56Esso<\/b>\u00a0LondonSW1\u00a0\u00a01955\/56GallayWillesdenLondonNW10\u00a0\u00a01955\/56Greene&MayWillesdenLondonNW10\u00a0\u00a01955\/56Holt\u00a0LondonWC1\u00a0\u00a01955\/56JacksonWembleyLondonNW10\u00a0\u00a01955\/56JohnsonNew Bond StLondonW1\u00a0\u00a01955\/56KLGPutney ValeLondonSW15\u00a0\u00a01955\/56LancefieldS.NorwoodLondonSE25\u00a0\u00a01955\/56LeonardCroftonParkLondon\u00a0\u00a0\u00a01955\/56MarchalBrentfordMiddlesex\u00a0\u00a0\u00a01955\/56Nat Fire ProtFelthamMiddlesex\u00a0\u00a0\u00a01955\/56Newton&BennActonLondonW3\u00a0\u00a01955\/56JA 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[See separate list]<\/p>\n 7. Book Review<\/strong><\/p>\n NEWEST ACQUISITIONS TO A&R LIBRARY\/ BOOK REVIEW.<\/b><\/p>\n Date: 19\/10\/2013<\/p>\n Author: John Cutler<\/p>\n Title: Understanding Aircraft Structures<\/p>\n Publisher &Date: Blackwell Science.1999<\/p>\n ISBN: 0632050012<\/p>\n A&R library copy: No<\/p>\n The A&R contests that the fullest appreciation of Colin Chapman and Lotus cannot be achieved without an appreciation of aviation engineering. This is because the theory was carried over and applied throughout his designs and determined his design methodology and mantra.<\/p>\n The A&R seeks out books that help comprehend the theory and practice and hence resonate when examining and analysing the designs of Chapman.<\/p>\n The editors consider that one of the most useful works helping to achieve is \u2013 \u201cUnderstanding Aircraft Structures\u201d by John Cutler. Although not written for the motor engineer is objectives serve very well and provide a powerful introduction and vocabulary with which the complex subject can be grasped and some of the principles applied. Furthermore we need to appreciate it was possible similar works in period that Chapman absorbed and the aviation\u00a0 engineers that assisted him would have been fully proficient in the discipline.<\/p>\n \u201cUnderstanding Aircraft Structures\u201d is a practical, readable and worthwhile introduction to the main principles and practice described in comprehensible terms for the layman. It comprises 13 chapters, an appendix, and index and contains approximately 200 pages. It\u2019s well illustrated with technical and supportive diagrams or pictures.<\/p>\n The editors consider it of particular value to understand most of the technology and craft aspect of aviation present when Chapman was designing and Williams and Pritchard were executing bodies [see A&R articles on Chapman and British Aviation, book reviews and Williams and Pritchard]<\/p>\n Culter defines his objectives early on and these are then consistent throughout. He explains:-<\/p>\n \u201cThe aim of this book is to present the principles of aircraft structures to the interested reader in a manner that is both clear and thorough whilst avoiding the necessity for complex mathematical formulae. No previous knowledge is assumed, only the desire to know\u201d<\/p>\n The editors feel this is a very honourable and powerfully practical approach. The student is invited to comprehend the principles and how they are applied. They can proceed to focused learning and execution where required. Motivated, striving for an outcome and the theory becoming a servant not a master. This work genuinely assists comprehension ; the reader is able to move through understanding by grasp of vocabulary to appreciation to impact and application and consequence .For this very reason the editors commend it highly.<\/p>\n \u201cUnderstanding Aircraft Structures\u201d comprises 13 chapters these are:-<\/p>\n \n Introduction<\/li>\n History<\/li>\n Parts of the aircraft<\/li>\n Loads on aircraft<\/li>\n The form of structures<\/li>\n Materials<\/li>\n Processes<\/li>\n Corrosion & protection\u00a0 treatment<\/li>\n Detail design<\/li>\n Composite materials and aircraft structures<\/li>\n Quality and airworthiness<\/li>\n Stressing<\/li>\n Presentation and modifications and repairs<\/li>\n<\/ol>\n The editors had provided a book review on Shorts but until reading Cutler had not made the connection between flying boat hulls and the fuselage skin forms of aircraft i.e. forming the integral working part of the structure. From this base the evolution of stressed skin or semi \u2013 monocoque shapes can be made.<\/p>\n Cutler offers the Douglas DC3 as an example of design simplicity and elegance co-existing.<\/p>\n Possibly not all the chapters need be read by the motor engineer but there is much to be learnt for example about the aircraft use of composite materials primarily carbon-fibre and Kevlar.<\/p>\n It\u2019s possible at the end of the work in his chapter relating to stressing that the motor engineer and student of Chapman will comprehend the design methodology of aircraft design reiterated and re-intrepriated into motor engineering.<\/p>\n Culter suggests that stressing:-<\/p>\n \u201cstressing or stress analysis is primarily that process which estimates whether\u00a0 or not the proposed structure is strong enough to carry the loads which will be imposed on it by the operation of the aircraft\u201d\u2026\u2026\u2026\u2026\u2026<\/p>\n \u201cIt is the nature of the aircraft that the lighter they are, the better they perform their role. Also commercially, the cost of carrying superfluous weight in terms of total fuel consumed in the life of the aircraft is very high\u2026\u2026\u2026\u2026.<\/i><\/p>\n The designer\u2019s task then includes achieving the maximum lightness and to do this he will employ the most advanced materials and construction techniques which are within the production capacity of his company.\u201d<\/p>\n Cutler suggests the stressmans work comprises:-<\/p>\n \n Determine the load distribution throughout the structure<\/li>\n Determine the extent to which the elements of this structure are capable of supporting the loads imposed on them<\/li>\n<\/ol>\n To reinforce the theory and practice Cutler quotes and incorporates Edward Henry Heinemann the self-taught American military aircraft engineer:-<\/p>\n \u201cSimple solutions are almost always the best for any design problem. One of the greatest aircraft designers Ed Heinemann said \u201csimplicate and add lightness\u201d<\/i><\/b><\/p>\n Of course we appreciate that since this publication date of 1999 technology will have moved on. Aircraft engineers and possible apprentices\u2019 will seek a more recent edition; however for a comprehension of the Chapman design methodology in the period of the early 1950\u2019s this remains an excellent introduction.<\/p>\n Packed with quotations and illustrative diagrams the editors consider this one single work one of the best methods of understanding Chapman i.e. in the parlance where he was coming from. On reading this work further analysis of his designs and indeed those of aerodynamic will be better understood. In addition the principle of fuel economies and sustainability are enshrined in the detail of aircraft design for those that care to establish the connection.<\/p>\n *Our subscribers might also like to cross reference with:-<\/p>\n* Racing and Sports Car Chassis Design by Costin and Phipps, Batsford, 1974 <\/i><\/b>[copy in A&R library]<\/i><\/p>\n *Which draws directly on and illustrates Chapman design up to the Type 25<\/p>\n* Absorbing the facts and principles outlined in these works with their high quality and relevant diagrams are considered amongst the best the serious student can obtain in order to achieve somewhere near parallel knowledge with that of Chapman during the early part of his career. We ought not to lose sight of the many engineers particularly from De Havilland that gave expert advice and design guidance.<\/p>\n *$\"aircraft\"$ <\/a><\/p>\n* 8. <\/b>Lotus collectables<\/b><\/p>\n Lotus 40<\/p>\n $\"40\"$ <\/a><\/p>\n 9. Lotus interest on YouTube<\/b><\/p>\n One item on Youtube maybe of interest our readers<\/span><\/p>\n A lot of great footage.<\/p>\n Lotus Cars at Pittsburgh Auto Show 2013<\/a><\/p>\n Thank you for your continued \u00a0interest and support<\/span><\/p>\n <\/p>\n Editors of the newsletter<\/p>\n John Scott-Davies<\/p>\n Neil Duncan<\/p>\n Jamie Duncan\u00a0 (webmaster)<\/p>\n","protected":false},"excerpt":{"rendered":" Colin Chapman Museum and Education Centre Newsletter January 2014 Newsletter – Number \u00a045 Boxing Day Romsey Classic car show Museums around the world you may not have heard of Questions from our readers, Chapman and Lotus \u2013Formula Junior \u2013No Minor Achievement Design Heroes: Jean Prouve [1901-1984] London and Lotus: The Epicentre of Post War British […]<\/p>\n","protected":false},"author":1,"featured_media":0,"parent":1796,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_mi_skip_tracking":false,"footnotes":""},"_links":{"self":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1790"}],"collection":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=1790"}],"version-history":[{"count":3,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1790\/revisions"}],"predecessor-version":[{"id":1820,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1790\/revisions\/1820"}],"up":[{"embeddable":true,"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=\/wp\/v2\/pages\/1796"}],"wp:attachment":[{"href":"http:\/\/www.colinchapmanmuseum.co.uk\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=1790"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}