The Bristol 50 Event Programme by Roy Cooper

June 11th 2022 Charlie Sheppard

Hard to believe that 50 years have passed since that first race in Bristol’s Floating Harbour. The brainchild of Charlie Sheppard, a man with a vision, Bristol played host for 19 years to what soon became the premier circuit powerboat race in the world. Often likened to motorsport’s Monaco Grand Prix, the tight, twisty circuit surrounded by those granite dock walls, was a challenge to even the most experienced driver. The top-flight of powerboat racers from all over the world would turn up year after year to take part and pit their skills on one of the toughest race courses on the calendar. The spectators were never disappointed, with a large field of competitors in every class of boat. Looking back at the number of competitors makes you realise the scale of the achievement to get so many boats on and off the water over the Grand Prix weekend. I don’t think anyone who saw the races in Bristol Docks will ever forget the experience. And all who raced between those imposing granite walls have their tales to tell. But, as the saying goes, all good things must come to an end. And so, the races in Bristol did, on that Sunday afternoon of June 10th 1990. Even now, just standing on the harbourside in Bristol brings back the sights, sounds and smell of those great weekends, never to be repeated but never forgotten.

Roy Cooper

Powerboat Racing in Bristol – the story of one man’s dream and determination. In the late 1960s and early 1970s Bristol’s historic Floating Harbour was being seriously coveted by developers who saw the then largely defunct docks as an ideal candidate for the “Fill it in and build on it” mentality.

immediately after WW2 and the docks (as the floating harbour was more generally known then) had still been a working dock with ships still being built, repaired and re-launched from William Hill’s boatyard, and the comings and goings of ships plying their trade between Europe and Ireland as well as further afield. The dock walls still had massive cranes for loading/unloading, the roadway system was functional and busy, there were giant warehouses, timber stores, customs offices, harbour officials and docks security personnel.

Charles (Charlie) Sheppard a boat-builder from Saltford (just outside Bristol) and selfconfessed speed-fiend had owned businesses in and around Bristol for many years. One of these businesses had been in St Georges Road, which backed onto the floating harbour area. His business had been there during the years

Port Manager Mr George Edney said the Port Authority would welcome an early closure of the city docks, because of the losses being made. They are due to be closed to commercial traffic in 1980. Extract (Western Daily Press January 25th 1972)

Can you imagine how Charlie felt? A ‘naturalised’ Bristolian who saw the city’s maritime heritage slowly deteriorating and becoming an eyesore. He wanted to draw people’s attention to the great asset Bristol had. However, some others saw the

monetary gain for selling the acreage of city covered by the docks. He quickly realised that unless something was done quickly then the docks would be lost. He was very involved with powerboat racing and the idea quickly took hold.

A massive powerboat event, which would draw crowds to the docks area!

He set about making enquiries of how, who, what and when. He already knew 'Where' the event would be. His first approach was to WD and HO Wills – an obvious choice as the fortunes of Wills had been closely linked to Bristol and the bonded warehouses at the far end of the docks were still owned by them.

Boat Racing Club which is based at Fairford in Gloucestershire, to embark on organising this potentially huge event. In December 1971 Charlie received a letter from the Town Clerk’s department stating that “the Corporation had no objection to a race being held in the Floating Harbour in 1972.”

WD and HO Wills were initially cautious and then persuaded by the enthusiasm and drive of Charlie. By then he had also managed to persuade his own Club, the Cotswold Motor

Mr James Lavery Crook, Public Relations Officer for Bristol City and Town Council, 1

contacted Charlie in early January 1972 and said that the Town Clerk had “omitted to point out specifically in a letter to Mr Sheppard dated December 22nd that formal approval could only be given by the Docks Committee.”

Organisers, headed up by Charlie, to stage a trial event. This would enable them to determine at least some of the issues regarding the possibility of the ‘wash undermining the quay walls.’ Then 4 days before the Trial Race was due to take place the Docks Committee decided that there had to be adequate insurance cover for the crowds likely to be drawn to the trial.

By January 1972 things were beginning to seriously get going. The Sponsors and the organising club were lined up, however the approval of the Docks Committee was still needed before any event took place. The Harbour Master at that time was Captain Hobart, a man in his sixties like Charlie. He had previously seen his role as overseeing a winding –down of the dock’s activities. Instead of watching less and less docks activity from his office in Underfall Yard, Captain Hobart saw the potential to revitalise the docks. The two men became firm friends even though they often crossed swords.

Once more the whole event was in jeopardy and once more Charlie’s resolve to have powerboat racing in the Docks was tested to the limit. Mr John Tomlinson, deputy Town Clerk, had tried to get insurance to cover spectators but had found it impossible. However, the organising club’s insurers came up trumps and in a letter, dated just 3 days before the Trial the insurance had been “extended to indemnify the Lord Mayor, Alderman and Burgesses of the City of Bristol in connection with the motor boat trial..”

By February 1972 the Docks Committee had deliberated and decided to ask the

“Powerboats jostle for position in Bristol’s floating harbour as the city gets its first taste of international high-speed boat racing. Fifteen boats yesterday staged a 70mph trial before members of the Docks Committee and hundreds of spectators. Docks Committee members insisted on the trial before giving the go-ahead for an international race planned for July 8th and 9th. They were worried about noise from the boats, collisions and damage to the harbour wall by the wash. But after the trial, a spokesman for the Docks committee said members were favourably impressed. The committee will make a final decision on March 13.” (Western Daily Press, Monday March 6th 1972)

This was probably the first time many Bristolians had heard that powerboat racing in the floating harbour had been proposed. (7)

By May the Bristol Evening Post were the first to report that “Everything is GO for the International Power Boat Race schedule for Bristol City Docks.”

One week after the trial race the Docks committee approved the race to be held in the summer. Now another snag - the Royal Yachting Association were insisting that ALL ships be removed from the area of any race.

The first event in 1972 was a tremendous success with local businesses able to reap the rewards from the massive crowds attending the event. Local hotels were full and so many 2

people enjoyed a wonderful free and spectacular event.

casualties to be lifted from the water without risk of further

What some people did not know was that all the profits* from that first race which was indeed held on July 8th and 9th, were donated to the SS Great Britain project.

injury. It was the first venue to have the rescue boats in direct communication with each other and the Chief Rescue officer who was

(*From sales of programmes and other memorabilia. No charge was made at that time for admission or seating to watch the races.)

The design of full-face helmets, neck support, back braces, air-bag technology were all influenced by the constant pursuit of safety initiated by Charlie and his team at Bristol.

based at Race Control.

It is a fitting tribute that racing was never stopped at Bristol due to any fatalities or incidents. It stopped when the costs of mounting an event of

1973 was the year of Bristol’s “600” Celebrations (600 years of being a Chartered City and County) and by then opinion in official circles had changed so much that Charlie was asked to organise a special powerboat event in August that year. There followed another 19 annual Powerboat events in Bristol City’s Floating Harbour and all of the top International Drivers of their time were proud to race in Bristol. It was a challenging course and there were some dreadful events involving the loss of drivers’ lives.

such magnitude became so great that a sponsor could not be found in creditsqueezed Britain of the early 1990’s. By then the Docks had been saved from the bulldozers and there is now a peaceful but busy oasis which properly reflects the maritime history of Bristol and still allows it to be enjoyed by all.

As Charlie always maintained it was not dangerous because there could be no such thing as an ‘accident’ – it was always avoidable. He always listened to constructive criticism and acted upon it.

Penny Sheppard

Bristol was the first powerboat venue to employ doctors so that treatment was immediate for any injuries. It was also the first venue to have every rescue boat equipped with floating stretchers to enable 3

Bristol Docks Trial Race First published in Powerboat and Watersport, April 1972

The final decision about whether or not the Bristol Docks Race would be actually held was not made until the Thursday prior to race day – March 5th. This was due to the fact that the Bristol Docks Committee had, at almost the last minute, demanded insurance cover for possible claims resulting from spectators falling into the water whilst watching the race. This, however, was a wise decision since thousands of people crammed every vantage point, but despite efforts by the Cotswold Motor Boat Racing Club and the RYA to produce and obtain adequate cover, no incidents were reported.

excitement previously only associated with Paris. The predominance of the monohulls and a fairly strong westerly wind created a choppy ‘Paris water’ in the narrowest section, and showed without doubt that this course will call for drivers’ skill as much as out-andout speed. Refreshments were provided for everybody in the Unicorn Hotel on the waterfront, where a presentation of commemorative scrolls together with a print of the City Docks 160 years ago, was made by Penny Sheppard to all competitors. It is now hoped that the decision will be made to go ahead with the International race which is scheduled for July 8th/9th.

The Docks Committee were present onboard the MV Glenavon and enjoyed the trial along with the RYA observers and officials, drivers and journalists who had arrived from 11 am onwards. Experienced boat crews form the CMBRC, the organising club, and the Cabot Cruising Club had been out on the course earlier in the day collecting every bit of rubbish and laying out buoys. NE, NF, NI, SE, SI, OI and ON classes were represented in the field of 15 competitors, and Charlie Sheppard was kept busy dashing from launching point to start point at Narrow Quay, trying to maintain the printed schedule handed out to all concerned. The Drivers’ Briefing reflected the importance of this firstever powerboat event in the floating harbour.

Tony Williams, Clerici SE Bristol 1973

A Le Mans start at 14.08 hours was just 8 minutes behind schedule. Impressions of the half-hour race were quite different from the normal circuit race. The closeness of the boats and the fact the race was looked down upon from the quay wall, produced an

Brian Timson, NE Bristol 1973 And the rest, as they say, is history… 5

Bill Seebold’s Memories of Bristol This story starts long before we (Team Mercury) arrived in Bristol for my first time. The reputation of the event had been flying around the racing circuit for years. I had raced in Europe several times – Paris and Amsterdam with my friend Cees Van Der Velden from Boxtel, Holland. My very first race in Europe was at Amsterdam with Cees and we won the three-hour event, so you might say it was a good start to several years of driving together and winning international events.

around this very tight, dangerous place over the next 10 years. 1979

As a main stop on the international racing circuits for years it was always one of the hardest to conquer and win. The competition was top-notch and it always lived up to its reputation as a thrilling event. A lot of times it was the difference maker in the race for the championship, so if you did well at Bristol you had a shot at the world title!!! Racing for Team Mercury was a big thrill during the heydays of factory battles in Europe and the USA until the Mercury factory pulled out of factory racing in 1979. Bristol was the last factory team event forever! It was the end of an era that helped put powerboat racing on the map around the world, but it hurt racing as much as it helped!! Afterwards the engine manufacturers started selling race engines to everyone, making for a more even playing field for the participants and in the long run a better show for the spectator. Circuit racing became, in my opinion, more competitive on both sides of the ocean.

Although a lot of European races were set in city limits and on rivers with seawalls, making for a very rough water setting, Bristol was not a lot different except it was a lot smaller in size, width mainly, and shaped like a big “S“ with very tight turns. I thought I had seen everything in race courses, but when we arrived at the site, Gary Garbrecht asked me what my thoughts were. I said, “Where is the race course?” thinking we were looking at the pit area! So you could say I was quite surprised

Bristol was always one of the luckiest places that I ever raced and I guess winning the Duke of York trophy six 6 times shows that. My very first time at Bristol everyone that had raced there before tried to warn me of the dangers around the course. When you head down the course for the first time it really opens your eyes. I always compared it

at my first view of the famous course. Little did I know how many laps I would make 18

to driving in a tunnel – eight-foot-high seawalls on both sides and no run-off areas. 1981 1981

Like every race there are a lot of things going on. If racing had an event to make the sport “big time” that would be Bristol. It was broadcast live on BBC-TV, giving our sport a big shot in the arm! The announcing was top notch and news coverage was equal to what was given the F-1 cars. That race and the media coverage helped our sport come of age during the 1970’s and 80’s. I remember one time going out of the pits and it taking an hour signing autographs to get back to my pit area. It sure made you feel good to be there and know the fans were into the event that much.

The first boat and engine set up I drove at Bristol was a Van der Velden hull and T3 V6 with Bendix fuel injection. The biggest problem with that set-up was starting off the dock. As everyone knows the start is the most important thing at Bristol. Handling the rough water is the other key to winning there. I remember telling the rest of the Mercury Team that I would drive in the middle of the course or 6 inches off the wall because I did not want my rig turning into the walls. Sometime the best plans work and sometimes they do not.

Every year Bristol seemed to get bigger. Like a good wine it got better with age. It is hard after this long to remember all the details from all the races but ever year after the event I always felt that I accomplished something special. After winning the Duke of York trophy three times I received a letter from the Queen Mother about my achievement. Then I went on to win it three more times and I won the Embassy Gold Cup in 1982.

I was scared to death on the first start but once the flag drops you forget everything and just drive. In the heats you kinda get the feel for the boat and course. I had never driven that rig before race day, so you could say that it was on the job training! During one of the heats I got my initiation to Bristol docks – a Dutch Driver lost control and hit a rescue boat, killing two volunteer workers. That put a black cloud over the day for sure. Charlie Sheppard, the race director, always said that the show must go on, so the next day we were back racing around the docks. I came away with the first of my Duke of York Trophies. In the years to follow I earned five more.

1982

That Embassy Gold Cup race was possibly my best achievement in boat racing. Winning as the underdog with a smaller engine always feels great. Doing 95 laps both Saturday and Sunday in Bristol is no easy chore no matter how good of shape you are in.

Just a quick note – writing this has brought a lot of great memories. I thank Roy Cooper for keeping the memory of Bristol alive with his web site.

Bill Seebold,

Leo and Bill 1979

1983

Between heats Leo Molendijk and the crew changed power heads, gassed the rig and launched with the crane in 7 ½ minutes so I could make the start in the Embassy Gold Cup final. Without a crew like that I would have never made it for sure! But it was a race that told a big story about crew, boat, set-up, propeller and driving instead of horsepower. Yes, my years at Bristol were very memorable and something I will always cherish for the rest of my life. I wish we had more races like it today, putting more focus on driving and not just horsepower!

The Duke of York Trophy (the basis for this article was taken from Embassy Grand Prix Programme 1977) Soon after WWI, under the unrealistically costly shadow of building and entering unlimited engine boats for the Harmsworth Trophy, a small group of enthusiasts decided to develop a class of boat costing no more than £300, by limiting the engine capacity to perhaps, 1.5 litres.

build me a hydroplane to the designs of C V Mackerow. I then had Bamfords, the propeller people at Stockport, install one of Lionel Martin’s 1.5 litre test engines, running this on Driscoll which was then very rare for racing engines. We painted the boat my racing colours – blue and black – called it Miss Betty after my then wife and won the very first 1924 Duke of York’s Trophy at an average speed of 35.44mph. Aston Martin were very pleased.

In 1922, Mr Jack Brooke of Lowestoft (uncle to Tom Percival) built the world’s very first 1.5 litre powerboat – a 30hp, 15ft hydroplane called Mr Poo with a maximum speed of 28.25 knots.

During the 1926 contest for the Duke of York Trophy, the Duke himself was present, and by way of showing his practical interest in the proceedings, he asked for a cruise over the River Thames course. I had Miss Betty standing by and he asked to come on board, so I took him down the course, with my wife sitting next to him in the stern.”

Then in 1923 the International Motor Yachting Union (forerunner of the UIM), based in Brussels officially recognised the 1.5 litre powerboat, calling it the Z/K Class – which soon became nicknamed the “Mosquito” Class. In April 1924, it was officially announced that the Duke of York’s International Trophy was to be offered for 1.5-litre racing boats. A prize of 10 guineas was offered for the best trophy design, won by Messrs. Elkington and Co: this depicted a racing boat, cutting through the water at full speed with an intended figure of speed poised above it. Its pedestal was to be of dark oak with a silver dolphin at each corner and the Arms of the Duke of York “in Repousse” on the inscription shield.

In 1929 the fastest 1.5 litre, 100-170hp powerboat capable of 50 knots plus was costing in the region of £4,000 and by this time focus had returned to the Harmsworth Trophy and an aero-engined boat called Miss England I to be piloted by Sir Henry Segrave.

One day, a wealthy millionaire by the name of John Edward Johnston-Noad was driving along the embankment in his 1.5 litre Bentley “when I saw just a silly motorboat going along the Thames. But from that moment on I got the bug. I joined the then British Motor Boat Club, which was working out some competitions for boats in the 1.5 litre class. So I bought a hydroplane called Miss Empire powered by a 1.5 litre Sunbeam engine and I raced that in 1923. Then that winter I commissioned Camper and Nicholsons to 23

The Duke of York Trophy was ‘revived’ in 1951, when Norman Buckley reorganised it on Lake Windermere. It was won by a Canadian entry, Costa Livin, a prop-rider powered by a 200hp Townsend Mercury conversion, which ‘Art’ Hatch drove against Buckley’s Miss Windermere I at speeds around 60mph.

British hands in 1974 when Clive Hook and his South African co-driver, Bill Badsey took the chequered flag. The trophy remained in British hands when Bob Spalding once again one it in 1975. Bill Seebold 1980

The trophy was again raced for in 1963 at Chasewater, this time won by a Frenchman. But it was not until 1971 that the Duke of York Trophy was properly revived. This involved the National Powerboating Authority, the RYA, approaching the Queen In 1977 this most coveted of awards was presented by Count Johnston Noad to Renato Molinari, the Formula 1 winner at the Embassy Grand Prix. The Duke of York Trophy continued to be contested at the Bristol event up to the events demise. The trophy was won at Bristol by: 1977 – Renato Molinari 1978 – Billy Seebold 1979 – Billy Seebold 1980 – Renato Molinari 1981 – Billy Seebold 1982 – Billy Seebold 1983 – Billy Seebold 1984 – Billy Seebold 1985 – Jonathan Jones 1986 – Chris Bush 1987 – Jonathan Jones 1988 – Chris Bush 1989 – Jonathan Jones 1990 – Mike Zamparelli

Mother to alter the ‘Deed of Gift’. For up until then, the trophy was awarded to inboard powered craft and the driver, boat and engine had to come from the same country. By 1971 there were few, if any, inboard powerboats, and the majority of outboard engines were made in America. If the ‘Deed of Gift’ remained unaltered there would not be a British competitor. The Queen Mother graciously agreed and for the next five years the trophy was hotly contested for at the Windermere Grand Prix, the last big Grand Prix of the racing season. Renato Molinari 1977

In 1971 the Italian ace and current World Formula 1 champion, Renato Molinari, won the trophy, with Britain’s Bob Spalding winning it the following year. 1973 saw the first mighty unlimited Rotary engines from OMC, and it was with one of these that the American team of Mike Downard and Tom Posey captured the trophy. It returned to

Jon Jones 1987