Alfred James Dixon 1886 - 1935
Jimmy to his friends, AJ in the press of his time, managed to live his short life to the full but died early, before his full potential could be uncovered. He lived fast and he lived hard. But above all, he had fun, until cancer took over his life. He was a chain smoker and died of stomach cancer.
Jimmy was born 21 October 1886 at 11 Stratford Place, Pancras, the son of Alfred Archer Dixon, a publican and Fanny Law, daughter of Richard Law. Richard was the publican of the Hare and Hounds in Layer Breton in Essex and had fought at the Battle of Sebastopol in the Crimea on board HMS Rodney.
He attended Ongar Grammar School as a border, but there are no records to tell us what sort of student he was. Family stories that come down to us say this school was an extremely tough school to attend. I should imagine Jimmy was a barrel of laughs as he had grown up in a tough north London pub and was able to take care of himself in a fight as well as entertain his friends with ease.
Like any child, he must have been aware of the rapidly changing environment around him, as the nineteenth century drew to a close. It was at this time that many of the most important inventions were in the making - automobiles, flying machines, radio and the like. It must have been a very exciting time to be growing up. We have no records of him at this time.
I started researching Jimmy, in the early 1970s and one of my first ports of call was the White House pub in Enfield. Jimmy spent most of his childhood there, as his dad was the licensee. I explained who I was and the publican said that he had been sorting out the attic/loft and found a couple of photos and a certificate. They had been there for 70 years!! My aunt Nora dug up the name of one of his best friends, Mac, and amazingly I found him. Even though he was in his 80s he was able to tell me a few stories about Jimmy, and I have included them in this story.
"Jimmy was 6 feet tall and 14 stone. As a child, he was very blonde, but later it developed into soft reddy-brown hair. He had a red beard. He was a popular man with everyone, yet stern. He was a blunt man, calling a spade a spade but never bitched about anything,” Mac said. “He had plenty of girl-friends, most notably an Irish/American girl called Ann, and another called Dorothy who lived next door to the White House, at the “Old Forge”. Her father was a farrier.”
After leaving school Jimmy took a great interest in motorcycles and racing. There was no way that he could have afforded the lifestyle that he followed, so his father must have bankrolled him. After leaving school he joined British Railways (It wasn't called British Railways in this days) and trained as an engineer at the Stratford Sheds. His father, of course, was an important official in the railways. and although Jimmy did not want to work there, his father insisted upon it. In those days youngsters didn't have a great deal of freedom in choosing their careers. Jimmy’s father stipulated that unless he completed his apprenticeship he would not support his racing career, Mac told me. Jimmy did complete the apprenticeship and his dad did bankroll him. From reading Motor Cycle magazine and from searching the internet, I have identified some of the many events and dates that Jimmy took part in.
Jimmy's motorcycle career
Preface
Atkinson in his excellent and authoritative book "The Singer Story" said that "in 1912, the most successful rider was G E Stanley, but also very successful were Jimmy Crocker, W A Jacobs and a man who would later progress to driving racing cars for Singer, Arthur J Dixon." Atkinson refers to AJ Dixon throughout is book as Arthur, but it should read Alfred J Dixon.
Notwithstanding this small error, Atkinson's book is a must read for those interested in the development of the motorcar and Singer's role in the timeline. They were a huge company at one time. The curved front forks of a bicycle are a George Singer patent, and still in use today. In fact, Singer was once the world’s largest cycle manufacturer
1911
Herts County Automobile & Aero Club Open Hill Climb. Jimmy took part in this race meeting that was held in May/June 1911. On this occasion he was racing in a Rudge in an open speed trials and hill climb event held at Brookmans Park, Hertfordshire. "Surface conditions: Smooth of major pot-holes, but notoriously rough and loose, becoming increasingly difficult toward the finish. Jimmy was disqualified as his motorcycle did not comply to the race requirements." See more here
1912
There are snippets written about him in the press. 1912 was a busy year as there is an advert from Singer listing all his successes. It states that “as evidence of the exceptional speed and service of the “Singer”Motor Bicycle, the following successes which have been registered during the past year, will be of special interest. It then lists the success of G.E. Stanley, Harry Long, G.H. Petty and A.J. Dixon. Some of the known races are:
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Bethane Barracq-Michael 13 kilometre race: 24 Sep. AJ Dixon - First highest award; on Formula: First highest award and fastest time of the day; Classemont General – for the meeting - first - highest award
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Gaillon Hill Climb (France) on time 500cc class - First highest award; French Kilometre Record 26 Oct 1912. AI states that he "achieved multiple awards at the Béthune Barracq-Michael race and the Gaillon Hill Climb, setting a French Kilometre Record while also testing water-cooled Singer engines at Brooklands."
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The 1912 ACU Six Days’ Trial was held in Somerset with over 1000 participants. The Motorcycle Timeline has an extensive write-up of the race and mentions Jimmy thus "Holloway (Premier) and Dixon (Singer) got into a rut between the bends and stopped, but restarted and completed the climb…" and "Trouble was prevalent to the bitter end. WD South broke a valve, and was lucky to finish to time…George Brough encountered a van broadside on in the roadway and unfortunately hit the wheel and cut his leg. With true British pluck he had it hastily bandaged, and, assisted into the saddle by Berwick and Dixon, he made a non-stop run to the finish and had to be lifted off the saddle again, but he had accomplished his object—full marks throughout! Byber’s’Hill, Waterrow, was the real test of the morning, and this climb accounted for twenty-four failures…Quite a crowd assembled here in the anticipation of seeing fun, and they were not disappointed…Babington (Bat) succeeded, though his engine was misfiring. Miss Hammett (Douglas) changed, gear too late, whilst CL Scott (Rudge) had hard luck in breaking his belt in sight of the top. AJ Dixon (Singer) made a clean and fast ascent, though his stand was trailing."
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The Spring Trial of 1912 saw more than 150 machines entered and a MotorCycle magazine article gives a great description and some very clear photographs over 6 pages. Mention is made of Jimmy … “the worst part of the trial was now over. A steep little pitch in Haslemere called Sandrock Hill, caused a few of the passenger machines some little inconvenience.
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1912: Motor Cycling magazine page 150: “…. One of the features of the water-cooled system is that it allows a higher compression to be used than does an air cooled model. In some cases, the extra power developed by the water-cooled engine has resulted in breakage of vital parts. The 80-mile-an-hour 500cc Singer, referred to below. It is at present being tuned up at Brooklands by Mr A. J .Dixon, who is shown mounted on it. It is suggested that at present the engine is overcooked and hence has as yet failed to develop the power expected of so remarkable a machine. It has been suggested to me that the 80 mile an hour Singer water-cooled engine has not yet performed up to expectations on the track is because it is overcooled. Indeed I am told that one of the radiators has been put oit of action during the latest tests and that the speed at once increased.”
This is the sepia photograph I found at the White Horse. It has been donated to the British Motorcycle Museum
1913
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Bristol Motorcycle & Motor Club: Open Hill Climb Milan – Torina – Bologna - Torina endurance race;
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Hertfordshire MCC Speed Trials in Lutton Hoo Park; Class Ic. Racing Single Cylinder to 300 c.c. A. J. Dixon . . Singer . . FIRST. Class 3 c. Racing Single Cylinder to 500 c.c. A. J. Dixon . . Singer
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Scottish Six days Trial; Speed Trials at Colwyn Bay AJ Dixon 3rd in Class 3. (Motorcycle Magazine).
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ACUs Spring Trial - was written up in Motor Cycle Magazine 4 March 1913. It describes that there were more than 150 machines entered and the article gives a great description and some very clear photographs over 6 pages. With over 150 machines and a 120 mile course starting and finishing in Dorking it was a difficult race. AJ is mentioned "The first 11 competitors to arrive went up well, while the first machine to “conk out” was a Rudge driven by W. Price. A. Dixon, on a Singer, roared up , as did F. A Nab on his Ariel" Jimmy came 4th in this race. 1913 December London to Exeter Run in December. "The worst part of the trial was now over. A steep little pitch in Haslemere called Sandrock Hill, caused a few of the passenger machines some little inconvenience.”The article has been reproduced by the Motorcycle Timeline.
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The London to Exeter Run in December 1913 has a report in Motor Cycle. The article ends with this comment: “A. J. Dixon, the well-known Singer drier said that the outward journey in the night was the most unpleasant he had ever been in.”
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1913 Annual Dinner of the Motor Cycling Club. The Club was formed in 1901, so when Jimmy attended, it was just 10 years old. One of the Dixon family heirlooms is the menu, with signatures of some of luminaries of the time. This has now been donated to the National Motorcycle Museum in Birmingham.
This is the information that has been found on the people who signed the menu. It was an august gathering, and few of them would have realised that the life that they knew was about to change. Some would be killed, some would go on to create household names and the rest would fade into obscurity.
26 March 1877 – 4 January 1944) was an English racing car driver and businessman. Jarrott raced from 1900 to 1904, winning the 1902 Circuit des Ardennes race and competing in the 1903 and 1904 Gordon Bennett Cup races. He was the chair of the Motor Cycling Club's Annual Dinner at the Trocadero on Saturday 12 December 1913. He co-founded a car import firm in 1902 and was a founder member of the Automobile Association (the AA), serving as chairman in 1922. Photo from here (Motorsport database). Great story. The Jarrott Cup 1914 Staines to Penzance 174 riders
5 March 1878 – 21 October 1945 was an English engineer, who with Robert Bamford founded a company in January 1913 that became Aston Martin. Great article about Martin and Bamford with pictures in Exceptional Cars Aston Martin Ulster The remarkable history of CMC 614 By Stephen Archer.
16 June 1883 – 1942) was an English engineer, who with Lionel Martin founded a company in January 1913 that became Aston Martin. Bamford and Martin became firm friends through their love of long-distance competitive cycling He was inducted into the Automotive Hall of Fame in 2013
H. G. Bell
took part in the Motor Cycling Club’s 24 hours’ run from London to Exeter and back.
Lionel Ashley Baddely created his own 3hp motorcycle and took part in the following races: 1905 London to Edinburgh Run; 1906 London to Edinburgh Run; 1907 Auto-Cycle Club 24-hours Run - London-Plymouth-London riding this own 3 h.p. Baddeley and won a Gold Medal; 1907 London to Edinburgh Run; 1908 London - Land's End - London Trial; 1908 London to Edinburgh Run; 1910 London to Edinburgh Run; 1914/05/29 London to Edinburgh Run. Baddely, took part in the 1914 London to Edinburgh riding one of his own 3.5 HP Baddeley bikes.
founder of the Dreadnought joined the Motor Cycling Club in 1909, he became a regular and highly successful participant in their long-distance trials - winning the "24 Hours" (466 miles) trial outright in 1909. In 1910, he participated in the London-Edinburgh (and back.) The non-stop team trials and the petrol consumption trial. In 1911, he won the gold medal for the Winter Ride and the silver medal in the "Land's End Trial" - in total, some 60,000 -70,000 miles in eight years. Took part in the 1914 London to Edinburgh riding a 5-6 Arial sidecar
son of William Chater-Lea who founded Chater-Lea, still in operation today. Took part in the MCC’s 1910 London-Edinburgh trial, riding a Chater-Lea motorcycle. In WW1 was appointed 2nd Lieutenant in 1915. Took part in the 1914 London to Edinburgh riding a 8 Chater-Lea. rode a 3L Bradbury in the Herts County (with Jimmy) in 1912. He drove a 3 wheeled cycle car in the 14th Edinburgh Trial May 1921. Took part in the 1914 London to Edinburgh riding a 6 Bradbury sidecar. The internet revealed that his medals came up for sale and I am reproducing everything here.
R.M.Brice
Took part in the 1914 London to Edinburgh riding a 7 Indian. MCC Land’s End Trial 25th-26th March 1921 – 314 miles driving a Morris Sport and the Isle of Mann TT Races 1907-1909
H A Cooper
Billie Pratt
Took part of the Herts team in the annual reliability trial organised by the MCC for The Motor Cycle Fifty-guinea Challenge Cup, over a 100-mile course centred on Daventry, attracted a record entry of 18 teams, each comprising five solos and a combo. The team weren’t helped by the penalty imposed on their combo pilot, Billy Pratt. When he copped a sidecar wheel puncture his passenger scrambled onto the carrier and rode there for 55 miles before an MCC observer told him passengers had to remain in their sidecars and disqualified him. Fierce! Gold medal in the MCC London-Exeter and back 1913 driving a Humberette 10 HP cyclecar
C. G Ridgeway
Edwin Seagrave
son of Henry the famous racing driver?
b 13 Jul 1887 Walthamstow, the son of Frank Wilberforce Applebee, another pioneer motorcycle racer. In 1909 he formed Godfrey's with Oliver Godfrey (who won the TT on an Indian in 1911) The firm sold and maintained motor cycles from a number of outlets, including 208 Great Portland St, London. Won first place in the Isle of Man TT race (senior class) on a Scott. Took part in the 1914 London to Edinburgh riding a 3.75hp Scott sidecar.
G. Bax
Took part in the 1914 London to Edinburgh riding a 375HP Scott sidecar
G. T. Gray
1911 Brooklands race meeting; 1914 London to Edinburgh riding a 3.5 Rudge Multi.
Jack Haslam
Took part in the 1914 London to Edinburgh riding a 5 Zenith sidecar
R. Charlesworth
Took part in the 1914 London to Edinburgh riding a 5 Zenith sidecar
An original 1914 archival photograph of Jimmy on a 1914 3.5hp Singer motorcycle at the Singer Works in Coventry just before the ACU Six Days Trials.
Found on Ebay. Copy has been purchased
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Milan – Torina – Bologna - Torina Even in Italy we find that Jimmy is racing his beloved Singer motorcycle. This was published in La Stampa Portivo in Verona in April 1913.
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Edinburgh & District Motor Club Ltd – Scottish Trials Won by A J Dixon 1914 & the Herts County A.C in January riding a Rudge
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Paris-Nice Trial March Jimmy took part in the Paris - Nice – Monte Carlo Trial in the spring of 1914 - 3 months before WW1 started. He was awarded a gold medal which is held in a bank by one of my cousins.
Most of the photographs in this story were taken by the French and given to the riders. These have been inherited and were passed from Jimmy's wife, Jack, to her son John Dixon and Phyl and then to me. I donated them to the National Motorcycle Museum in Birmingham.
Leaving England for France, Jimmy, together with the other British riders on the ship that took them and their machines across the channel. Jimmy has the black spot in front of him. Donated by Chris Dixon
Motor Cycle magazine wrote about the Trial in some detail. It stated that “striking success achieved by British machines." The story goes on to say that Jimmy lost no points on the first day (188 miles from Paris Montgeron to Dijon). The second day was 185 miles – Dijon to Lyons, “a most depressing morning with drizzling rain which got worse all day. One of the competitors, Vernon Busby, considered that this ride was the most arduous he had ever undertaken with visibility at zero. It was altogether a miserable run, and the English competitors felt it severely, as they had to travel 120 miles in a downpour before lunch, starting at 5am with only a light French meal to fortify themselves for such an ordeal.”
Jimmy lost no points in day 2. The third day consisted of 185 miles, from Lyons to Aix-en-Provence. The competitors had to get taxis to the garage where their machines were stored, and some of the riders got lost navigating out of the town. Weather was good, but some of the English riders complained about the quality of the French food. Jimmy and Hugh Gibson both lost marks in a secret check at Livron for being 3 minutes early. The start of one of the days.
The fourth day was another 185 miles from Aix-en-Provence to Monte-Carlo. “The English riders got lost again – it being a 5am start in the dark and there were no street lights. Some of them found themselves in a street in which the drains were up and lifted their machines over the barriers to save time in getting out of town. At Cannes, the British riders were exceedingly glad to obtain food similar to that found at home.” As they neared Monte-Carlo they ran into heavy traffic because the Tour de France was taking place.
Ready for another stage, Jimmy on the right after the event. Donated by Chris Dixon
At the conclusion of the race there was a Flexibility Trial – a run from Nice, up the mountain to the Golf Club at Monte Carlo. Parker (Norton); Dixon (Singer); Sangster (Ariel) and Newsome (Triumph) all performed admirably. The list of awards tell us that A.J. Dixon won a gold medal for the 500cc motorcycles and came 4th in the Flexibility Trial. “After the celebrations, coming down into Nice, the official car caught fire, but with the assistance of A. J. Dixon, the Singer rider, the flames were extinguished. Thus ended an exceedingly severe trial." (Motor Cycle magazine).
Family tradition said that Jimmy won a gold cup, but with the outbreak of World War 1, he wasn’t sure how easy it would be to get it back to Britain, so he buried it in the French countryside and retrieved it after the war ended. I wasn't sure I believed this story, but that’s what my grandmother told me. However, cousin Tony Burns told me that it was a gold medal and it's in the family bank vault. The Motorcycle Magazine article confirms this.
The photos below are from Jimmy's French adventure.
Waiting for the start of a race. Donated by Chris Dixon
No electric start in 1914 - riders had to push the bike as fast as they could then jump onboard. Donated by Chris Dixon
This photograph was found in the attic of the White House public house in 1971. Jimmy is on the right – I am not sure who the other rider is or what the motorcycle is. The photo was taken in Paris either before or after the event. Donated by Chris Dixon
Jimmy continued his motorcycle career after the war, but to a lesser degree as he started concentrating on cyclecar racing - "the cyclecar movement was an international motoring fad from roughly 1910 to the early 1920s. It focused on building tiny, lightweight, and inexpensive vehicles that bridged the gap between motorcycles and traditional automobiles." Wikipedia
Singer stopped funding its motorcycle team racing in 1924
Jimmy in World War 1
When war broke out in August 1914, he tried to join the Royal Flying Corps, but he was too heavy, so he joined the army as a dispatch rider. He served in France in the 101 (City of London) Engineer Regiment in September 1915 but was discharged 4 May 1916 believed to be injured. He was awarded the Victory, British and Star medals. As a dispatch rider at the front, his days were spent skidding through the mud and the dust between headquarters and the trenches. A family story reports that some soldiers got together to organise a motorcycle race. Jimmy was in the lead and some Italian soldiers didn’t like this, so they threw a dog at him. He crashed and didn’t win the race. Nothing more is known of the dog. This may have been how he was injured.
Pip, Squeak and Wilfred are the affectionate names given to the three WW1 campaign medals — The 1914 Star or 1914-15 Star, British War Medal and Victory Medal respectively. These medals were primarily awarded to the Old Contemptbles (B.E.F.). and by convention all three medals are worn together and in the same order from left to right when viewed from the front.
This set of three medals ,or at least the British War Medal and the Victory Medal are the most likely medals to be found among family heirlooms. When the WW1 medals were issued in the 1920s it coincided with a popular comic strip published by the Daily Mirror newspaper. It was written by Bertram J. Lamb (Uncle Dick), and drawn by the cartoonist Austin Bowen Payne (A.B. Payne). Pip was the dog, Squeak the penguin and Wilfred the young rabbit. It is believed that A. B. Payne's batman during the war had been nicknamed “Pip-squeak” and this is where the idea for the names of the dog and penguin came from. For some reason the three names of the characters became associated with the three campaign medals being issued at that time to many thousands of returning servicemen, and they stuck.
Jimmy’s skills as a mechanical engineer were needed back in England and he was demobbed and sent to work in a munitions factory in Coventry as an engineer. One evening he and a group of friends went to the Hippodrome theatre. As mentioned, he was adventurous and Nanna told me that on this night he was in drag (dressed up as a woman). My nanna, Gertrude Annie Elkington, b 30 April 1894, was working in the box office – she was the manageress. They hit it off and Jimmy went back and started courting her. Gertrude was known as “Jack” to her friends. Her father worked in a bicycle factory. The family were very poor. Note that the famous Elkington silver baron family of Birmingham, were Jack’s 4th cousins. They were very rich. Funnily enough, my wife Pamela's ancestors were servants to the Elkington family in their London home.
Jack and Jimmy were married in 1916 in Coventry. Jack was 26 years old, 5 feet 5 inches with blue eyes and medium complexion. The passport tells us that she had a broad nose, small mouth, round chin and light brown hair. At some stage, before she knew Jimmy, she had become a devout Catholic, upsetting her own family – her father nearly disowned her.
Jimmy after WW1
Gertrude Elkington c 1916 passport photo
Donated by Phyllis Burns
Jimmy Dixon c 1914 passport photo
Donated by Phyllis Burns
Jimmy Dixon c 1925 Worshipful Grand Master
Donated by John Dixon
Jimmy and Jack had two children in Coventry and then about 1923, moved the family to Enfield to continue running the White Horse pub.
Their children were:
Nora Winifred Dixon b 1916 at Dronfield Road, Coventry
Alfred Patrick John Dixon b 1919 at Dronfield Road, Coventry
Phyllis Mary Dixon b 1924 White Horse pub, Enfield
Gertrude worked in the bar (knowing her, I'm sure she hated it) and did the books. Mac was a regular visitor and reported to me that they were (he and Jimmy) keen amateur radio buffs – called HAM radio. Jimmy’s call sign was G6PD and he was transmitting before it became necessary to hold a licence. He was a member of the North Middlesex Wireless Club. Jimmy attended the 3rd Annual Conference of Affiliated Wireless Societies and had a letter published in the 1922 Wireless World magazine where he made a number of resolutions.
Mac also said that every available space in the pub was crammed with parts for his cars and motorcycle and radio - every cupboard, in the cellar, on the stairs and the roof.
He joined the Freemasons at Theobald's Lodge - Lodge no 4726. He eventually became Worshipful Grand Master. You can still see where the Lodge stood - a cafe and car park stood on the site the last time I saw it.
Phyl had a beautiful silver medallion that I have sketched overleaf (please forgive my inept attempts at art!) The reverse is decorated with symmetrical shaped leaves. It really is a beautiful piece.
In this lovely picture of Jimmy wearing the full regalia of the Grand Worshipful Master, you can see the silver medallion at the top of the apron. We all think of the Freemasons as a secret society, but a member of the Darwin (Northern Territory) Australia branch explained "We are not a secret society but a society with secrets."
The uniform was blue with a white apron embroidered in gold thread. It belonged to Jimmy and was kept in a beautiful flat brown hide case.
Jimmy and Jack attended the Freemasons Ladies' Festival held at the Liverpool Street Hotel on Wednesday 8th February 1928. Between the signatures at the bottom it can be seen that Jimmy was described as the "Worshipful Master". (The Liverpool Street Hotel was originally the Great Eastern Hotel, which houses a grand 1912 Masonic Temple). It's an absolutely amazing looking piece of architecture.
Jimmy invented all sorts of things, including a home made fridge, a clock out of a shell case, and experimented with making an ice cream machine out of a vinegar barrel.
Copy of Jimmy's Masons badge
Donated by John Dixon
Many of these things can be seen in the Chamber of Commerce picture shown elsewhere on this website.
He constructed a teas-maid out of a piece of wood, a metal teapot and a one pound cocoa tin fitted with a spout. An electric charge boiled the water and shot it out of the spout !! When cats made too much noise on the roof of his house, he set up an electric charge to give them a buzz. Later he used the same techniques on the local lads who would urinate against the side of his corrugated iron shed – the story goes that it did the trick!
He stood as Conservative member for the Enfield Constituency of Enfield Wash, but was defeated by Labour. In 1929, during the General Strike he drove a train.
The family moved from Enfield to Clacton-on-Sea, Essex in 1928. Phyl told her son Tony, that they moved to Clacton for financial reasons as her dad, Jimmy, was a playboy and spent money like water. Jimmy and Jack bought Mazzolini’s Café and Jack ran the café, which was very busy in the summer, leaving Jimmy time to pursue his hobbies in the winter. The photo below shows Mr Mazzolini outside his shop in Station Road, Clacton. They changed the name of Mazzolinis to the Criterion Restaurant. It was a restaurant, confectioner and ice cream parlour. Funnily enough, after leaving teacher training college in Clacton in 1973, both myself and my fiancé, Pamela Smith, worked in the Criterion restaurant. It was in a different place and owned by a lovely Cypriot man.
Mazzolini's restaurant, Clacton-on-Sea circa 1914
.Jimmy had his own motor cruiser anchored at Walton on the Naze. It was called Puffin. Often he would take his family out and usually dump the kids on the pier for the day, where they would have to amuse themselves with 2d (two pennies) in their pockets. At Harwich one day, retuming from the Marine store, he slipped on the slimy steps and fell headlong into the water. When he emerged he still wore the blue beret at a jaunty angle, cigarette still between his lips and with a broad smile. He told the kids "Don't you dare tell your mother!"
Another time he got stuck on a sandbar off Lowestoft and the kids were left with their maid Kitty and her husband Reg, a milkman on shore.
On another occasion, after falling overboard he lost his shorts. Because there were ladies about he coudn't get out of the water so swam around until someone had the generosity to throw him another paid of shorts.
Jimmy became a member of the Clacton Chamber of Commerce and eventually the President (1932/3).
Puffin anchored at Walton-on-the-Naze c1930. Donated by Phyllis Burns
Phyl and Jack at Sans Souci, Frinton-on-sea c 1940. Donated by Phyllis Burns
In 1934 the family moved to "Winster", a house in Elm Tree Avenue, Frinton. It cost £50 plus £100 for a garage. At that time, there were no pubs allowed in Frinton! Jimmy of course had a number of cars at this
time. My dad, Paddy, and his sister told me that he had a Riley and a Sunbeam and he could do the trip between Farringdon and Clacton in 80 minutes. Why Farringdon? I have no idea as Farringdon is a historic market town in the Vale of White Horse, Oxfordshire, 18 miles south-west of Oxford. I should have asked why Farringdon? Tony thought it probaby referred to the Ward District of Farringdon in London. Nora told me that on one journey, the gear lever suddenly snapped off and cool as a cucumber he slapped a box spanner over the stump and continued driving. Tony related that his mum Phyl told him that she fell out of the car whilst it was travelling... slowly I imagine. Funny that, as my mum told me that I fell out of their car when they were driving up the hill from Clacton pier - I have the scar on my head to prove it!
More and more time was spent racing cars, but he still continued to race bikes and in 1924 he headed off to Birmingham.
1924 Midland Cycling and Athletic Club held their annual 24 hour Trial The race was from Birmingham via Beacon Hill to Shrewsbury and Holyhead and the return was a particularly stiff one, Jimmy rode his trusty Singer 3½ HP.
Jimmy also owned a Peugeot bike, though I don't know if he ever raced it. Donated by Chris Dixon
The picture below shows Jimmy with Paddy and I believe Alan Cobham. The photo could have been taken in 1933 when Cobham organised a great air display in Clacton – or I could be earlier. Donated by John Dixon
Jimmy took up flying lessons and was close friends with Paddy Flynn, Alan Cobham and Henry Seagrave. Paddy was one of the first pilots of Imperial Airways, which later became BOAC then BAC. Our Paddy, Jimmy's son, remembers watching his dad walk on the wings of an Avro 504K at Clacton-on-sea in a plane piloted by Alan Cobham of the Alan Cobham Flying Circus. This consisted of a team of up to fourteen aircraft, ranging from single-seaters to modern airliners, and many skilled pilots. It toured the country, calling at hundreds of sites, some of them regular airfields and some just fields cleared for the occasion. It was hugely popular, giving thousands of people their first experience of flying, and bringing "air-mindedness" to the population.
Some amazing videos of Cobham’s Flying circus can be found here:
Jimmy's cyclecar career
I don’t know when Jimmy first got into car racing, but I presume that he could drive before the First World War. It wasn’t until after his father died that he could afford to indulge his hobby, as owning a car before 1920 was the prerogative of the wealthy. However I read in a 1913 copy of the Cyclecar that Jimmy won a silver medal in the 1913 London-Exeter-London Trials.
I know that his mates from the Motor Cycle Club were involved in car racing. In the 1913 Auto-Cycle Union First Cyclecar Trial, Chater-Lea drove his own 8HP Chater-Lea shaft drive vehicle and Lionel Martin drove a 10 HP Singer (source Graces Guide). Own a car he did, and the first one that I know about is a Singer 10.
Atkinson stated that the Singer 10 was the first really practical light car. And about 6000 were produced in 1912. The Singer 10 that was launched in 1912 is generally recognised as the world’s first proper light car, combining as it did the small size and lightweight elements of cyclecars with the more robust engineering and four cylinder engines plus three speed gears.
At the 1912 Cycle and Motor Cycle Show, Singer unveiled its new baby car to the world. Atkinsons states that “This new car was of very lightweight construction, weighing just 6cwt and was capable of both 40 mpg and 40mph. The was probably the first vehicle successfully designed and constructed along the lines of a conventional car, but which was in essence a “cyclecar”. A cyclecar, according to the Auto Cycle Union had an engine of less than 1100cc in a car which weighed less than 7 cwt.”Atkinson stated that the Singer 10 was the first really practical light car.
Jimmy owned a Singer 10 but he also had a Coventry Premier similar to the one shown below:
More information about this Coventry Premier can be found here
I don't yet have many details of Jimmy's cyclecar adventures - I need access to a British reference library, so these are what I do know about.
1921 London to Exeter Trial (Boxing night)
“There were three Singer entries in the London to Exeter trial. The Singer 10 of CFM Abbott-Brown and the 8hp Coventry Premiers of AJ Dixon and R. Croucher. The weather was incredibly wet, virtually a gale. In company with Fraser Nash’s GN, the two drivers of the Coventry Premiers refused to put their roofs up and ran through the gale unprotected. The Premiers both finished but of the 97 entrants there were only 8 non-finishers, one of whom was Abbott-Brown whose car was in fact the 1913 and outdated for this event.” Atkinson p 88
Both Jimmy and Croucher entered this event with their Coventry Premiers. “McNeile in his Singer had problems at Beggar’s Roost where he collided with the bank. On restarting, he selected reverse instead of second gear and shot off backwards don the hill. He made another attempt to climb while pressurizing the fuel tank by blowing into a tube. The tube came off and sprayed petrol into his eyes. Despite this he managed to carry on driving and was eventually assisted over the steepest part.” (Atkinson p 88).
1923 Colmore Cup
The Colmore Cup was organised by Sutton Coldfield and N Birmingham AC, popularly known as SUNBAC. It was primarily an event for motorcycles, it also included classes for 3-wheelers and for cars up to 1100cc. Atkinson tells us that Jimmy drove a 10hp Singer and Bicknell a 10hp Coventry Premier “Both made good climbs up such tests as Sainsbury Hill and it was not until they reached Rising Sun Hill that they had problems. On this hill (the most severe test of all the hills) they had to do a stop and restart test. In all Dixon stopped four times but managed to get away with assistance, whereas Bicknell stopped and had to be pushed to restart. As a result, Dixon was awarded the silver medal and Bicknell had to be satisfied with a bronze.” Photo from the LAT website and text from Atkinson p 90 Photo shows Jimmy leaning out of his Singer car, with a Talbot close behind. On the Austin Harris website. The driver of the Talbot was a bloke with a great name – T. P. Manifold!!!
This event was always held on the Easter weekend. This year was a drier occasion than usual and Jimmy drove really well and won a gold medal. The engine was a four-cylinder unit of 1096 cc initially with side valves but changing to overhead valves in 1923. The three speed transmission was initially located with the rear axle but moved to the centre of the car in 1922 and from 1923 was in-unit with the engine. The chassis had rigid axles front and rear with semi-elliptic leaf springs until 1922 when they changed to quarter elliptic. Braking was on the rear wheels only. A basic version of the car was sold under the Coventry Premier brand in 1923.
1924 Colmore Cup
We know Jimmy was an entrant in the 1924 Colmore Cup because Atkinson reports that “Dixon had an excellent trial and did not even bother to fit non-skid chains to his tyres, unlike most competitors.” Bushcombe Hill gave most competitors a hard time. As did the Rising Sun Hill. But not Jimmy. I wonder where the gold medal went?
1924 Land’s End Trial
This Easter, Jimmy was unable to finish as his Singer 10 sheared a key in the rear axle almost as soon as he started.
1924 RAC Small Car Trial
Singer entered two cars to be driven by Dixon and Bicknell in this trial in Wales, but at the last minute both cars were withdrawn shortly before the race with no explanation.
From this moment on, Jimmy disappears from the racing scene. The Singer Motor company stopped funding its racing team about this time. But he did have a business to run and so he stayed in Clacton.
Jimmy's family life
When not playing with cars, motorcycles, planes, boats or with his mates Jimmy took the family out for adventures.
The first photo shows the family in a rowing boat in the River Stour - Jimmy has a ham radio, forerunner of the portable music machines of today.
Nora, Jack, Jimmy and Paddy in a boat with a first generation CB radio about 1923. Donated by Phyllis Burns
Jimmy's Singer 10: Jack is in the passenger seat, Nora on the back seat, Phyl next to the wheel and Jimmy standing. I
wonder if he had a tripod, or whether my dad took the picture? Donated by John Dixon
Jimmy President Clacton Chamber of Commerce
Jimmy heading off for a spot of fishing. Donated by Nora KcKay
There is a cartoon of Clacton celebrities that my cousin Tony Burns unearthed – I’m hoping to get a better copy. It shows Jimmy – smoking as usual.
Jimmy was elected president of the Clacton-on-Sea Chamber of Commerce in 1931. They held their Annual meeting and reported that membership stood at 140-a record! There were 3 nominations for presidency and Mr.A J Dixon was elected."
During his tenure as a prominent local businessman and President of the Clacton Chamber of Commerce, Jimmy was a driving force behind the town's annual Trades and Industrial Exhibitions in the 1930s. These events showcased local commerce, entertainment, and municipal progress during Clacton-on-Sea's absolute heyday as a premier English seaside resort. Rather than presenting a standard catering stall for The Criterion, Jimmy used the exhibition space to display his lifelong passion for engineering, radio communication, and eccentric electrical inventions. AI further explained that the exhibition consisted of a number of areas close to Jimmy's heart:
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The Criterion Stand was handled from a business perspective by Gertrude ("Jack"), the stand seamlessly blended the promotion of their Station Road restaurant and confectionery business with Jimmy's mechanical showcases.
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Amateur Radio Showcase: As an early HAM radio pioneer (call sign G6PD), Jimmy set up live demonstration equipment at the exhibition. He used the platform to explain wireless transmission technology to fascinated local residents and visiting holidaymakers.
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The "Teasmade" Prototype: One of the main highlights of his exhibit was his early iteration of an automatic tea-making machine. Controlled by an intricate series of electrical switches and a modified clockwork mechanism, the invention successfully boiled water and dropped a tea ball into a pot at a pre-set time.
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Electrical Pest Deterrents: Ever the eccentric problem solver, Jimmy also displayed a series of custom-built electrical deterrent devices designed to keep pests away from commercial food storage—a practical invention born directly out of his experiences maintaining the kitchens at The Criterion. Source
As President of the Chamber of Commerce, Jimmy used the success of these 1930s exhibitions to advocate for major infrastructure upgrades in Clacton. He collaborated closely with local bodies to support the rebuilding of Clacton Station and championed the expansion of amusements on Clacton Pier, ensuring the town could sustainably accommodate the massive influx of summer tourists arriving by rail and steamship
Press photo of the Clacton-on-sea Chamber of Commerce expo. It displays all the mod cons of the 1930s - electrically powered devices, coal fired range. Note Jimmy's motor-racing cups which I still have.
His daughter Phyl, looking party is the centre piece.
Donated by Phil Burns
Jimmy falls ill
Tragedy struck Jimmy when he contracted cancer of the bowel. He had spent his youth in pubs – a very unhealthy environment, and all of his life around cars and motorcycles. Added to that he was a heavy smoker and drinker. He underwent an operation in London to remove it, but he suffered a relapse and had to give up work… and fun.
in his dying days, when racked with pain, the Catholic church was a constant companion. Jack brought in a personal friend of hers to give Jimmy some comfort, but also to ensure that he would go to heaven. I think his name was Father Joseph Heenan (?) - he was a Jesuit and he had many long conversations with Jimmy. His brother was Cardinal Heenan).Frinton (his brother being Cardinal Heenan). He wore him down and eventually Jimmy threw his Freemasons ring into the fire. The Catholic Church is and was vehemently opposed to Freemasonry. I like to believe that Jimmy threw his ring in as a gesture to please Jack…. and as insurance in case there was an afterlife.
My aunty Phyl said that "I do believe he did this to please his wife and as an insurance in case there was anything in the next life. I recall that Father Heenan was a wonderful man and visited Dad for the whole two years of his illness, not to convert him, but to comfort him and my mother. Dad had many deep conversations with him and whatever his reasons for conversion I am sure they were genuine.... I am certain he did not convert to please Mother. He had, after all, never shown sign of any faith in all the years of marriage."
Towards the end of his life, Nora gave up her work and moved home (they lived in a house called Winster in Elm Tree Avenue, Frinton) to look after him. Nora had trained as a nurse. The photo below is the last picture that we have of Jimmy, standing next to old Fred. Frederick Walker, pianoforte dealer had two shops - at No 33 Old Road and Wagstaff's Corner at No 37. Norman Jacobs of the Clacton & District Local History Society dates it at about 1932. He was never told that it was inoperable and that it was only a matter of time before he died. However, Gertrude, his wife bore the weight of that knowledge. She was told that he had only 6 months to live. In all that time she never publicly broke down or showed any sign of the strain of keeping her husband happy. It was a very traumatic time for the family, since, in 1935 there weren't the pain killing drugs that we take for granted today. Jimmy existed on a diet of morphine and brandy to quell the pain. Although only given 6 months to live, he fought valiantly on for 2 years. Phyl was at home and remembers the long terrible ordeal. Towards the end Nora gave up work as a student nurse and stayed at home to help look after him, along with a Danish nurse Finally this big man wasted away to virtually nothing. He had lived hard, but he also died hard. In his will he gave his wife the six remaining houses in Bell Road and the two cottages in Layer Breton.
Jimmy’s final home at Kirby Cross cemetery. Jack is there as well. By the time he died, the family was not as well off as it has been as Jimmy had spent most of his inheritance. My dad, Paddy, wished to have his ashes interred there and so we sent him off on his final posting and our Burns cousins organised his final resting pace. My thanks to my cousin Philip who owns the grave site and organising the process.
Final resting place of Jimmy and Jack plus their son Alfred Patrick John "Paddy" Dixon. Donated by Chris Dixon
Jimmy was a real character. I wish that I had met him. I feel that he was very intelligent and I'm glad he passed that down through the genes. I wish I was as technically savvy as he was as I'd love to make a cyclekart and practical things. Tony said "that of all of us I have always felt Phil (Phillip Burns) is the nearest to Jimmy with his self taught engineering knowledge, a good sportsman who played rugby at a high level and a love of motor bikes. Phil is close to rebuilding an old Enfield, I think."
The will tells us that Jimmy left 6 freehold dwelling houses 5, 6, 7, 8, 10 and 11 in Bell Road, Enfield and two freehold dwelling houses in Layer Breton (1 and 2 Seaview Villas). All these valued at £1890. He had a further £5,100 in assets and capital (£386,469) and this allowed Gertrude to survive comfortably for the rest of her life. The estate was valued at £4994-11-3d in 1935. That's £304,270 (in 2025).
A newspaper obituary that I missed, but that Phyl has kept gives us the following information. It is from the Frinton paper.
The Late Mr A. J. DIXON
We regret to record the death of Mr Alfred James DIXON, only son of the late Mr. and Mrs. A.A. DIXON formerly of the "Railway Hotel", Ponders End, which took place at Elm Tree Avenue, Frinton, Essex, on Thursday last week.About 5 years ago, Mr DIXON was the licensee of the "White House", Enfield Wash and during this time, he went forward as an antiSocialist candidate for the Ordnance Ward at the District Council Elections, but was defeated.He subsequently went into business at Clacton, retiring from this on account of ill-health and then moved to Frinton.He was an enthusiastic racing motorist and had won dozens of trophies on motor-cycle and motor-tracks.The First 200 Mile Race at Brooklands in 1912 he entered every competition and won every event. He entered the first 200 mile race and finished fourth. Mr DIXON was keenly interested in wireless and held a license for the use of a transmitting set before the war. He was one of the Founders and Past Ministers of the Theobalds Lodge of Freemasonry and the Charles Edward Keyser Chapter. Mr. DIXON was about 47 years of age and is survived by his wife, one son and two daughters.The internment took place on Monday, deceased being buried with the full rites of the Roman Catholic Church of which he had become a member shortly before his death."
Life after Jimmy
Nora had to go back to work and it was decided that Paddy, who was studying at Colchester Boys High School, had to leave. Paddy recalled that "Dad became very ill and Mum eventually had to give up the business to look after him and moved to "Winster", Elm Tree Avenue, Frinton-on-Sea. For two long years Dad suffered with cancer of the bowel and despite major surgery at London Hospital died in 1935. Before he died it had been decided to enter me for an engineering apprenticeship in the Royal Air Force and ease Mum's task of caring for the family on her own. I duly sat and passed the entrance examination in 1935 and in August of that year entered the Halton Apprentices School near Wendover, Bucks for a three year course." Tony was told by her mum Phyl that Paddy came home and announced he had already signed up as a boy apprentice, by claiming he was older than he was, as did not then need parental permission.
Now Gertrude had Phyl and her dog, and settled into widowhood in Frinton.
Phyl and Gertrude circa 1936 Catholic church, Clacton Phyl and Gertrude circa 1940 at Sans Souci
Nora, Bob (Nora's friend) & Gertrude St Osyth's Priory
Before long, World War Two started and Jack drove an ambulance during this time and worked as clerk and lived at 32 Astley Road. Most of East Anglia was off limits to the rest of the country. You can still see numerous signs of the preparations for German invasion in the concrete pill boxes that dot the countryside.
After the war on 11 Jan 1947, she sailed to New York on board HMS Queen Elizabeth to stay with cousins in Canada for a bit. Not sure when she returned, but she went to live at Layer Breton in the cottage that Alfred Archer Dixon had built. She lived on one side and Phyl and her husband Derrick Burns lived in the other half. Later, Paddy, helped her buy a bungalow at 108 Douglas Road in Clacton where she lived until she died. She worked at the Westcliff Theatre for many years and was a stalwart of the Catholic Church.
The houses in Enfield and she also bought 3 semi-detached houses in Clacton to be passed on to her three children. Jack died on 11th December 1962.
Jack with one of her grandchildren - could be Tony, Chris, Geoffrey, Phillip, Jeremy or Michael at 108 Douglas Road, Clacton-on-Sea.
Nora Dixon > Helliwell > McKay 1917 – 2014
Nora Dixon c 1936 aged 19. Donated by Nora Dixon
Nora was born in 10 June 1917 at Dronfield Road, Coventry. When her parents relocated to Enfield, she lived in the White Horse pub at first and then in one of the family's homes in Enfield. She attended school there. When she was about 6, the family moved to Clacton where Nora finished her education. By this time, her dad was very sick with stomach cancer and she helped her mum nurse him till he died in 1935.
Nora then studied to become a nurse. I don't know where she studied, but by 1939, she was living at home at 6 Southcliffe Park, Clacton.
During World War Two she worked at Bury St Edmunds hospital in Suffolk. It was here she met and quickly married William (Bill) Helliwell in Oxfordshire in the autumn 1941. Bill was a flight sergeant in the Royal Air Force Volunteer Reserve and serving as a fight engineer with 7 Squadron of Bomber Command based at RAF Oakington in Cambridgeshire. His service no was 940014. Bill was born in Halifax, Yorkshire in 1920, the son of Bill and Margaret Helliwell. Bill and Nora gave birth to a son:
William "Bill" Helliwell b April 1942 Bury St Edmunds which is 36 miles from RAF Oakington.
Above: a Short Stirling Right: It is believed that Bill is in this photo.
On the night of 20 May 1942, Bill and his crew were on the way home from a bombing mission when they encountered Oberleutnant Friedrich 'Fritz' Gutezeit, Staffelkapitän of the 6./NJG 1 and his Funker Unteroffizier Januschewski over Brustem. The aircraft exploded plunging burning wreckage into the Bf 110 E-1 coded G9+HP. The two aircraft crashed at Brustem killing both crews.
Bill is buried at Heverlee War Cemetery. Plot. Coll. grave 3. C. 13-16. Memorial ID. 14038770 ·
Nora was informed that Bill's plane was missing, and it took a couple of days for the news to come through that he was dead. My heart goes out towards her. She would have gone home to her mum's place in Clacton with young Bill. It was here that she met Wally (Walter) McKay. Wally, as we always called him. Wally waa born 16 Mar 1917 in Clacton had previously been married to Esther Cahill, but she too had died in the War. Wally and Esther had a son:
James "Jimmy" McKay b April 1944. He lived in Coppins Road, Clacton. He married Patricia Reed and has a son
Christopher McKay b 1973. Sadly I have had no contact with my cousins.
After Wally and Nora married they settled down in Katherine. Wally was a greengrocer, and I visited the a couple of times at a big store. They lived above the store. They had two children:
John Patrick Mackay. Jack as he was always called was born the 24 June 1946 in the village of Little Holland Essex. He attended Saint Clare's Alton Park and Pathfield schools, all in Clacton. In September 1961 Jack joined the Royal Navy as a junior seaman. He specialised in underwater weapons, eventually qualifying as a submarine weapons armourer. From submariner to armour and finally bomb disposal expert. He served in the Royal Navy for 25 years, finally leaving as a regulating petty officer.He saw service all over the world from Borneo in the 1960s to the Falklands War on board HMS Hermes. He then worked for the post office in Clacton, Essex. His hobbies were calligraphy, or ethology, camping, walking and reading. He was an eye to Saint Columbia, a fellow of the Royal Society for the protection of birds and a member of the Royal Navy reserve as well as the Submarine Association. Jack married Cheryl Jenny Ellis in 1971 and they had one child, Wesley McKay born February 1972.The marriage was dissolved in 1976.
Jack died September 2024 and the Clacton and Frinton Gazetter dated 27 September 2024 wrote the following entry:
McKAY John Patrick John passed away suddenly at his home on Tuesday 17th September 2024. Loving Father to Wesley, Brother to Bill & Mick and Uncle to Tim. He will be sadly missed by his family and many friends and former colleagues at Clacton Veterans Club, Royal Naval Assoc, Submarine Assoc, Royal British Legion, Clacton Conservative Club and RSPB. The funeral will take place at 12pm, Wednesday 9th October at the Roman Catholic Church, 1 Church Road, Clacton followed by cremation at Weeley Crematorium at 1:15pm. Donations if desired to The British Heart Foundation at the service.
Wally and Nora had a second child:
Michael McKay. Michael was born 29th October 1951. Like his older brother Jack joined the Royal Navy and trained to become an electrical engineer. He married Susanna Seal born 1954 with two children:
Benjamin McKay
Timothy McKay
Wally died 16 Feb 1980 aged 62 in Clacton-on-Sea, Essex. Nora made the most exquisite dolls and had a big collection. She gave us one the last time we saw her. Nora died 10 May 2014 in Colchester General Hospital.
Phyllis Mary Dixon > Burns
Phyllis, who preferred to be called Phyl was born in 1926 at the White House public house, Enfield, Middlesex. Her father (Alfred James Dixon known as Jimmy) died when was just eleven years old.
Above: Jimmy Dixon was the president of the Clacton-on-Sea Chamber of Commerce and this was an exhibition featuring Phyllis. Right: Gertrude and Phyl at Sans Souci, Frinton-on-Sea. Dinated by Phyl Burns
At the outbreak of World War 2 she was too young to join up, unlike her elder brother and sister, so she and her mother, Gertrude went to live at Sans Souci in Frinton-on-Sea, Essex.
Phyl eventually joined the WRAF (Women's Royal Air Force for the remainder of the World War 2, She served on an American Air Force base in Essex and then joined her brother Paddy (APJ Dixon) at Tempsford in 1943/4. Whilst in the WRAF, she met and fell in love with Derrick 'Dick' BURNS.
Derrick "Dick" Burns war hero
Dick came from Framwellgate Moor, Durham. When WW2 broke out he joined the Royal Air Force Reserve enlisting at Weston Supermare in September 1941. His service number was 1592122. Without his service record, I have no idea what he was doing from 1941 until 1945. But on Jan 28 1945 he was posted to 161 Squadron, operating out of RAF Feltwell (though 161’s Tempsford detachment was for Special Duties). Tempsford was a base so secret it was nicknamed “the hush-hush field.” So imagine Derrick in 1945, a seasoned RAF NCO - this was his working life....
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Flying at night, often at low level, over France, the Low Countries, sometimes Norway. The crew’s lives depended on stealth, navigation by moonlight, and the gunners’ vigilance against German night-fighters.
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Missions could last 7–9 hours in a Halifax, much of it over hostile territory.
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As a tail gunner, Derrick would have sat alone in a Perspex turret at the back of the Halifax — cramped, cold, rotating constantly to scan the sky. He was the “eyes at the back of the plane.”
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Every shadow or flicker of light in the night sky could be a fighter. His job was to spot them before they attacked, and to hold them off long enough for the pilot to dive or jink away.
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At the same time, the aircraft carried cargo far more delicate than bombs: canisters of weapons, radios, medical supplies, or sometimes agents parachuting to the Resistance.
On 1 June 1946 he was mentioned in Despatches (MiD) while with 161 Squadron. MiDs are not given lightly and suggests:
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Distinguished service in his Special Duties role, perhaps for reliability under fire or skill in defending the aircraft or
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It may also reflect accumulated credit for multiple successful missions.
That’s a formal recognition of distinguished service.
But Dick was more than just another hero of WW2. Some of Dick's exploits might be found in a book about Special Duties pilots over Occupied Europe by Paul Smiddy. In 1940, Winston Churchill famously set in motion the Special Operations Executive. However, the creation of secret agent networks required a clandestine transport infrastructure to support nascent resistance movements in Occupied Europe. With only the moon to guide their way, the daring pilots of 161 Squadron constantly faced danger: their locations could be discovered, German night-fighters and flak had to be contended with and, of course, they dealt with the worst of European weather. Despite these extra risks, these Special Duties pilots were remarkably successful.Packed with first-hand accounts and expert research, this book dives into the history of the men who flew these dangerous missions and the main aircraft they used – unarmed Lysanders. Author Paul Smiddy, an RAF-trained pilot, explores the origins of the Lysander, the dangers it posed to its pilots and how operational techniques were developed. Facing political interference and limited resources from the RAF, these brave and under-recognised pilots provided a critical role in the war – bringing back agents with important information to help Britain and the Allies defeat the Germans. I have copies of all the flights that were undertaken by the squadron but it will take some time to sort out those that Dick were involved in
One of the highlights of his exciting life was being the first group of 7 young men to liberate Norway, and this is a story that must be shared. My big query is that I can't corroborate this press article with any other source. I have written to the reference library in Trondjem and the Imperial War Museum in London in London.
The photo below has a handwritten label that says "Outside Brittania Hotel, Trondheim, Noway June 9 1945."
Would there have been a Britannia Hotel in Trondheim? Yes there was and there is.
The trouble is, I knew my uncle Dick quite well, and I don't recognise him in this photo. Then. again he was in his 40s and 50s when I knew him. Perhaps my cousins, his grandchildren will be able to cross check with family photos
Outside Britannia Hotel, Trondheim, Norway June 9 1945. Found on a site that has disappeared
On 21 January 1946 he was posted to posted to 85 Squadron (a night-fighter squadron), so he was still serving post-VE Day. Within a year, he was demobilised
Dick and Phyl were married at Our Lady of the Light Catholic Church, Clacton by special license on 23 July 1945. War in Europe had ended 3 weeks earlier on 8 May, At this time they were both still in the Royal Air Force.
After demobilisation, Phyl lived with Gertrude at Sea View cottage. Their first child, Anthony Derrick Burns was born on 23 April at Holland-on-Sea. The young family then moved to Durham, to live with Dick's parents. It was at this time that Gertrude moved to Canada. All attempts to buy a property proved fruitless because either the price was too high (they had £100 as a deposit) or the houses were built over disused mine shafts – and Phyl didn’t fancy that at all (nor would I!). So the young family moved back to Essex, where Geoffrey Burns was born on 15th December 1947 at Prested Hall Nursing Home, Kelvedon.
In 1951 the family moved to 20 Scarletts Road, Colchester, so that Tony could attend the Boys High School without too much travelling. Sea View cottage was sold for about £1,600. Phyl and Dick paid £2,100 for their house at Scarletts Road. Dick continued to work with Colchestor Tractors and rose to become a Sales Representative. In 1956 Phillip John Robert Burns was born.
1963 saw the family move from 20 Scarletts Road to 15 Wordsworth Road in Lexden. This is a nice big 3 bedroomed detached house which the family paid £3,750. Dick was now Sales Manager. He continued to work with this firm eventually becoming Managing Director, which position he held at his death on 3rd November 1984. Dick devoted 37 years of his life to help build up this thriving business to become one of England's leading tractor and farm machinery enterprises. The behaviour that was meted out to his widow and son (who also worked for the company) was shabby, underhand, selfish and totally disgraceful.
Dick is buried in the churchyard of All Saints Church, Straight Road, Colchester - an Anglican church of course!
Phyl continued to live in Lexden and for many years was the financial brains behind her local church organization that included 98 parishes as well as missionary activities. She bought herself a computer and became very competent in using, it to organise the Church's financial affairs. She also kept in contact with many members of the family – thereby enabling news and knowledge of happy and sad events to be passed around. Another time-consuming pursuit was her involvement with the companions of her RAF days, and, when she could, she attended the Tempsford reunions.
Obituary: "Phyllis Mary BURNS 'Phyl' Of Lexden. Peacefully at Abberton Manor Nursing Home on 5th September 2008, aged 84 years. She will be sadly missed by all her family and friends. Requiem Mass 10.30am on Tuesday 16th September at St Teresa of Lisieux Church, Colchester followed by cremation. Flowers may be sent to R Gwinnell & Sons, 112 Ipswich Road, Colchester."
Dick and Phyl had three children:
Anthony Derrick Burns 1946 - 2025
Tony was born 23 April 1946 at Clacton, Tony was educated at the Colchester Boys High School. When he left school he was employed by the Marconi Company – working his way up to be Sales Director. He then joined the staff of Colchester Tractors, where his father, Dick, was Sales Manager. Tony progressed to the position of Sales Manager. Shortly after the death of his father, Tony was shocked to discover that the Company to which father and son had devoted more than 50 years of their lives, was about to sack him. There was nothing that could be done. After leaving Colchester Tractors, Tony initiated a new business importing Bonfglioli cranes mounted on the back of lorries, called TBM (Tony Bums Machinery). Because of the downturn in the British economy, he found this business did not expand in the way that he thought it would have done. Tony then devoted himself to selling insurance and he was a financial advisor with AMP.
Tony married Jacqueline Read on October 18th 1969 and they had two children. The marriage ended in the Spring of 1988. Tony then married Nina Francis Tite of Witham. They were married in June 1988. Tony and Nina lived just outside Colchester. The marriage did not last and Tony and Nina divorced. Tony married Wendy McDonald Patterson b 1953 from Gallashiels, Scotland. Tony and Wendy retired to a villa in an isolated village in souther Spain, travelleing frequently between Spain and England. Tony was also an avid traveller and visited many, many countries. And he loved Radio Caroline. And was a stalwart member of the British Legion.
Pamela and I spent a lovely week at their villa in ??? and another week travelling around Northern Spain in 2023. Tony was suffering from a pain in the knee and what none of us realised was that he had spindle cell sarcoma - an aggressive and rare type. Spindle cell sarcoma is a rare bone cancer that most often affects the long bones in your arms and legs. Tumors usually form in your thigh bone, shin bone or upper arm. Bone pain, bones that break easily, fatigue and feeling generally unwell are all symptoms of this cancer.Justin told me that only 182 people in England are diagnosed with it each year. It is a very painful disease. His children managed to get him transferred from Spain to a nursing home in Farnham. They were with him when he passed.
Tony and Jacqui had two children (details of Emma and Justin's children are being witheld pending parental decisions)
Emma Marie Burns, born 23rd April 1973 married Gez Gibbons
Justin Anthony Burns, born 2nd April 1976 Gillian Aitkin
This story is still in the process of being written up.
Justin sitting on Philip and Emma sitting on Tony
Geoffrey Peter Burns 1947 - 2002
Born 15 Dec 1947 at Kelvedon, Geoffrey attended St. Joseph's Catholic School in Ipswich, Suffolk. Attended Colchester Grammar School then went to St. Joseph’s School. He won awards in economics and history. He joined the staff of Coates of Scotland, manufacturers of high quality sewing cotton .Later he had his own thriving textile business. Due to the recession, he joined NatWest Bank, an investment decision and reached the position of Assistant Manager of the division. He married a girl called Jennifer sometime about 1973.
Geoff, like so many of our family members was a heavy smoker and he developed neck and throat cancer. He was also an alcoholic. Sadly Geoffrey committed suicide in 2002.
Left: Jack (Gertride) with a young Geoffrey. Above Geoff showing of his teeth at 108 Douglas Road, Clactin-0n-Sea. The gardens behind were owned by the Ruaton family, and we all used to play with their children. The area is a housing estate now.
We had many happy holidays there - the Dixons and the Burns. I got to know Tony very well, Geoff not do well and Phillip was very young.
Phillip John Robert Burns 1956
Born 1956, Pip, as he is known to his friends (well family anyway) attended Holmwood House preparatory school, then was educated at St. Joseph's Catholic School, Ipswich, Suffolk. When he left school, he became an international courier for a travel firm specialising in distant tours to India, Pakistan, Nepal and the outer Himalayas. Pip has seen some of the most beautiful and distant lands on earth, and has experienced many hair-raising adventures. Wish he would tell us about them!!!
Eventually he retired from the travel business and set up his own business as a mechanic. Just as the enterprise seemed to be getting onto a good footing, Dick, his father, died. Pip made a choice and family came first and he was a vital support to his mother through the turmoil of Dick's illness, the funeral and the strife with Colchester Tractors. As a result the business folded.
However, just to prove the old adage that you can't keep a good man down, Pip once again started another enterprise - a haulage business at Seven Oaks in Kent. He is not the first in the family to do so. You may remember that Alfred John Dixon, way back in the eighteenth century was also a carrier. Pip has the blood of this Dixon flowing in his veins. Alfred Dixon didn’t, however, have to put up with organised crime stealing his equipment as small trucking companies do today.
Pip now lives in a village in Essex.