FBHVC Legislation

Basingstoke Classic Car Club

 

Federation of British Historic Vehicle Clubs (FBHVC)

About FBHVC

The Federation of British Historic Vehicle Clubs exists to maintain our freedom to use Yesterday’s Vehicles on Tomorrow’s Roads. Additionally we encourage the preservation and promotion of all types of vehicle within the broader context of our national heritage.

It does this by representing the interests of owners of such vehicles to politicians, government officials, and legislators both in UK and (through membership of Fédération Internationale des Véhicules Anciens) in Europe.

FBHVC is a company limited by guarantee, registered number 3842316, and was founded in 1988.

There are nearly 500 subscriber organisations representing a total membership of over 250,000 in addition to individual and trade supporters.

Reference: Newsletter No. 6 - 2017

 

Editorial

 

Well, another couple of months have passed and I am still as busy as ever in the office. Thank you to those who introduced themselves at the AGM at the British Motor Museum in October. You made me feel very welcome.

It was lovely to see Rosy Pugh and her husband Martin in attendance, who were awarded a wonderful gift as a thank you for the service and dedication shown to the FBHVC over the many years as Secretary. (Rosy, I’m sure you will be missed.)

The Conference held in the afternoon was split into two speakers, the Association of Rootes Car Clubs and the Healey Archive. Both were very informative and well received by the audience and we thank you very much for sharing your world with us. Please refer to the main feature in this Newsletter for details on what The Association of Rootes Car Clubs has and continues to achieve, very inspirational indeed.

Following another earlier article in this publication, I wish to thank everyone who took the time to come and say hello at the Classic Motor Show. You made me feel part of ‘the family’ and I even remembered some of your names. I hope the family ties continue well into the future as there are many more of you I wish to meet at forthcoming events.

For all trade supporters, please be aware your subscriptions are due to expire on 31 December 2017, therefore please keep a look out for your renewal which should be with you soon.

 

Wishing you a very Merry Christmas and a healthy and Happy New Year.

Emma Balaam, Secretary

 

UK Legislation – Bob Owen

 

Clean Air Legislation

 

To remind you, the Emissions Surcharge to the London Congestion Charge (or ‘T Charge’ as it is known) is in force. Historic class vehicles are exempt, but not from the Congestion Charge itself to which they have always been liable. It is interesting that as far as I can see, although the introduction of the T Charge got quite heavy media coverage, no commentator in the major media picked up on our exemption, either positively or negatively. This is probably a good thing. It should be noted that if one checks the status of a historic vehicle on the T Charge Checker, the response is correct in stating the vehicle is not subject to the charge but is otherwise simply wrong as it suggests the vehicle is compliant with the emissions standards. We have put this down to simple incompetence and do not intend to raise it with TfL unless it creates a problem for anyone. Do let us know if it does.

Two new consultations have been opened, both of which raise new problems.

The Oxford Zero Emissions Zone would prohibit any vehicles not powered by electricity from, at first, central Oxford and in due course a wider area. This creates a slightly different

problem for us as it is in effect creating something close to a pedestrian zone. But we see issues with residents of the area who own historic vehicles. And there may be special justifications for use such as filming etc. which we suspect Oxford City Council will not wish to prohibit. The Legislation Committee has this in hand and will be responding when we have decided what to do.

The Scottish Government has issued a consultation on ‘Building Scotland’s LEZs’ It uses Glasgow as a worked example, which one must assume makes it likely that the first LEZ in Scotland will indeed be in Glasgow. Not surprisingly given the Scottish Government’s different take on the workings of markets, they are proposing not charging schemes such as are proposed and indeed in effect in England, but actual bans. They do envisage a possible historic vehicle exemption, and, as the importance of exemption is increased significantly by a ban, meaning a vehicle owner cannot simply choose to pay to travel within the zone, the Legislation Committee will be strongly supporting an exemption.

Both these consultations close around the end of November.

 

Compulsory Insurance Under the EU Motor Insurance Directive (‘Vnuk’)

 

I explained the Vnuk problem in earlier editions. In short, the European Court of Justice had decided that compulsory motor insurance should apply not only on or near the highway but also on private land. You will recall we responded to a consultation by the Department for Transport on the potentially very serious effects on motor sport in the UK, and also on questions of what constitutes a vehicle (whether for instance a vehicle on SORN will need to have motor insurance).

Many members will have been aware of the furore which arose in respect of the EU Commission consultation on possible amendments to the Motor Insurance Directive to take account of the problem. The MSA, supporting the Motorsport Industry Association, suggested responses and some member clubs will have done so. It is I think fair to say that the Federation had concerns with their approach and particularly with the claim that this is a cross-Europe problem.

It is undoubtedly the case that in the United Kingdom the consequences of Vnuk on motor sport could be severe. The mystery is that extensive enquiries elsewhere in Europe

through the FIVA Legislation Commission, have not been able to identify a similar problem. Whether this is a legal issue with our own domestic law or whether there are insurance market implications I do not know, but in none of the major European countries is it thought that motor sport is at risk.

Thus when MIA asked respondents to say that it was at risk across Europe, the Federation was uncomfortable. We did make a response to the consultation, but what we did was to support the much more measured approach which we found that the FIA had taken which simply warned the Commission to be aware that there might be significant problems in some states.

Just to be clear, the SORN related problems are concerned with possible UK application rather than the possible amended Directive itself so we will continue to await an outcome from DfT. And to address the obvious question, until Brexit is all settled, we need to continue, as all branches of Government are doing, to assume for the moment that nothing will change. How robust that assumption is I must leave to the judgement of individual readers.

 

DVLA

 

As Ian explains, we have an upcoming DVLA meeting which means neither of us has much to report on DVLA related matters.

 

Salvage Code of Practice

 

A word of warning is in order to any member who may be so unfortunate as to be involved in an accident in which his vehicle suffers significant damage and perhaps also to those who wish to be clear on their entitlements under their historic vehicle insurance policies.

There has been a long-standing practice that if a vehicle was so damaged that the insurance company was minded to write it off, then so long as the vehicle could be repaired safely and legally, at whatever cost, the owner could buy the salvage and himself take steps to rebuild the vehicle or have it rebuilt. This is still the case. It may be wise, if you are in doubt, to check with your insurer or broker whether they still are happy to follow this practice. It is unlikely that they will ever make an absolute future commitment, but they may well give an indication.

So why should we be concerned?

We have for some time been of aware of a few cases where a vehicle insurance examiner with little or no knowledge of historic vehicles or their methods of construction has made incorrect assessments of their ease and safety of repair.

In September a new Code of Practice for the Categorisation of Motor Vehicle Salvage (the CoP) was agreed by most of the organisations involved in the matter, under the auspices of the Association of British Insurers, and drafted by Thatcham Research. It introduces a more structured system of assessment of the severity of damage to a vehicle and thus does give significant power to insurance assessors.

The Federation was advised by Thatcham that the CoP had been finalised in June.

At that time the CoP contained the following words, which were introduced after representations by the Federation, in two places.

‘It is recognised that some historic/classic vehicles or vehicles of special interest may be repaired irrespective of extent of damage, providing it is safe to do so. In these cases the vehicle will fall outside the Code of Practice, which will not apply.’

We were somewhat concerned at the looseness of these words and as a result we agreed with the ABI the following:

‘The Code of Practice (CoP) concerns itself with the categorisation of vehicles and their parts for the purposes of salvage. The applicability or otherwise of the CoP is without prejudice to statutory requirements concerning the safe use of vehicles.

The CoP therefore does not come into effect in respect of any individual vehicle until the owner of the vehicle has transferred ownership to the insurance company.

This remains the case notwithstanding that inspection by a suitably qualified person and a recommendation as to how the CoP would be applied may already have been made in respect of the vehicle.

The CoP is voluntary. Thus any insurance company may, having regard to paragraphs 8.1 and 9.4 of the CoP, decide that it will not acquire the ownership of a vehicle following a claim, whether or not there has been an inspection by a suitably qualified person and a recommendation made as to how the CoP would be applied. The insurance company may thus leave the owner of the vehicle to decide without reference to the CoP upon whether the vehicle should be repaired or destroyed in accordance with statutory requirements. The owner of the vehicle will of course still have to comply with statutory requirements concerning the safe use of vehicles.’

Then someone got at the system and the CoP was further revised in September so that in one of the two places the words appeared, they were changed to read as follows:

‘It is recognised that some historic/classic vehicles or vehicles of special interest (Sentimental Value) may be repaired irrespective of extent of damage, providing it is safe to do so. In these cases the vehicle will fall outside the Code of Practice, which will not apply. However careful consideration must be taken to justify this action and if required escalation sought to make sure the correct decision has been made.’

These words were clearly introduced with the aim of limiting the interests of our members and reducing the incidence of the sale of salvage of damaged historic vehicles. We do not know who introduced these words, nor with whom they were discussed, but the Federation was unaware of the intention to make any change to the CoP, let alone one intended to affect the rights of our members. We have of course protested.

So we would advise any member whose vehicle has a significant accident, suffers a fire or is in a flood, carefully to monitor, or have someone else carefully monitor, the initial treatment of their vehicle and raise immediate concerns if it appears the opinion of the examiner is that the vehicle should be written off.

If you think it is salvageable, make sure you do not sign anything which transfers ownership of the vehicle to the insurance company, and, assume nothing but make immediate contact with your insurance broker or company if you think purchase of the salvage is justified.

There will always be occasions, as there are now, where the insurance company will feel constrained not to permit the vehicle back on the road. That is their right and obligation. But only active involvement will ensure that no historic vehicle is unnecessarily lost.

 

Roadworthiness Testing

 

We would appear to be getting close to a conclusion on this knotty problem, which will we hope to be better and less onerous that many had feared.

Pressures of publication dates mean that we cannot yet tell you the definitive proposals, but we can with some confidence set out the broad principles. We have to give serious credit to the efforts the Department for Transport (DfT) have put in to understanding and addressing the practical issues regarding application of the new requirements.

The Government’s basic proposal on exemption is now law. The Motor Vehicles (Tests) (Amendment) Regulations (2017 No 850 for anyone interested) were laid before Parliament on 14 September 2017. Section 7 of the Regulations deals with the definition of vehicles of historic interest, which will be exempted from testing. The wording essentially replicates the provisions of Paragraph 3(7) of the EU Directive on periodic testing of vehicles of 3 April 2014, except that it uses a date of forty, not thirty years as the qualifying date. It will come into force on 20 May 2018.

It will be put into effect through a set of Guidelines, which is what we have been working on with the DFT to ensure that they are workable and practical.

The fundamental position in respect of historic vehicles will be that the current pre-1960 exemption from the MoT test, which applied to all vehicles without any examination of their underlying originality, will be withdrawn. It will be replaced by a new exemption, available to those vehicles more than forty years old (essentially the ‘historic’ class) which qualify as Vehicles of Historic Interest (VHIs), by reason of not having been subject to substantial change.

An important qualification will be that only changes carried out either after 1988 or less than thirty years ago, need to be considered. Currently DfT have proposed the fixed date of 1988, but our proposal for a rolling thirty year date complies more closely with the Directive. This is not yet settled. So earlier modifications, however major, do not disqualify the vehicle from being a VHI.

Most discussions have centred around how the phrase ‘substantial change’ is to be defined and how it is to be established that a vehicle is a VHI.

We think we are moving towards a fairly generic description of a substantial change, which will have the effect of meaning most historic vehicles will qualify, which is the shared intent of ourselves and the DfT. We will set out the criteria in detail when they are finalised.

Many historic vehicles will be known by their keepers to be substantially as built and they will be able to be declared as VHIs with little or no problem. The Guidance will propose that anyone applying to have a vehicle recognised as a VHI who has any doubt should consult an expert for advice. The Federation has agreed to be the custodian of an approved list of experts and we will be working to create a fair and equitable method of accession of experts onto the list.

Roadworthiness Testing We are aware that many people have been confused by the potential use of existing DVLA rules, which is not now going to happen, into thinking this change relates to registration. May I emphasise most strongly that it does not. This is not only our view but is shared within DfT and DVLA. The worst thing that can happen to a historic vehicle which does not qualify as a VHI is that it has to undergo an MoT.

We also think we are close to agreeing a fairly simple process which will occur at the time of re-licensing in each year. It does have to be annual because a vehicle could have been changed during the previous year. We are arguing strongly for it to be simple, so that those owners of historic vehicles who are quite happy to continue with an MoT test, and we know there are many, are not required to go through the hassle of deciding whether they can declare whether or not their vehicle is a VHI.

It is important to state that no actual monitoring is proposed of declarations made. This is entirely a self-assessment process.

There are some issues not quite settled at the time of writing, though we are hopeful they mostly will be.

Probably most important is the applicability of these rules from the outset to motorcycles, whereas the Directive does not expect them to be applied till 1 January 2022. One can understand the position of Government, which is that as the UK has a perfectly sound system of motorcycle MoT testing, which is essentially accepted by the whole community, there seems no justification for not moving forward with motorcycles at the same time as cars, vans, lorries and buses. Our view has been that the motorcycling community, especially the historic motorcycling community, has not expected to be affected till 2022 and thought there was time to sort out any motorcycle specific issues before then. We will have to see the outcome of this discussion.

We are still working on reclaiming the complete exemption for goods vehicles built before 1940, which has been in place ever since the introduction of testing for goods vehicles, and have expressed the view that no vehicle should be required to be tested if the facilities and skills required properly to test it do not exist.

Finally, some readers will ask why this is all happening when the UK is in the course of leaving the EU and even if it is, does it matter in the long term? Well, firstly, we have not yet left, and it is settled Government policy that while we are members we will ensure all of our legislation complies with EU laws. Secondly, it is the settled intention of the Government that, upon leaving, all EU mandated laws will pass unchanged into the various laws of the countries of the UK. Thereafter normal UK legal processes will be applied to establish which of these laws require changing and if so, how. It is only realistic to suggest that this particular aspect of law is unlikely to be a high priority for change, so what is settled now is likely to be of long-term effect.

It is to be hoped we can provide a clear statement of the settled position, including the detail of the final VHI criteria, in the first edition of the Newsletter in 2018. This will of course just predate the introduction of the new regime in May 2018.

 

DVLA – Ian Edmunds

 

Unfortunately, the production schedule for the Newsletter is such that I am writing this prior to a scheduled meeting with DVLA but you will be reading it after that meeting has taken place. Thus, in one or two instances the information may not be as up to date as I might wish.

Several people have drawn my attention to an unfortunate revision to the DVLA service to supply information about a vehicle in response to a V888 request. Up until September it was possible for a vehicle keeper to obtain all the registration history that DVLA held for that vehicle on payment of a small fee. DVLA considered that researching the vehicles history was ‘reasonable cause’ for needing the information.

However, since September DVLA have revised the requirements for ‘reasonable cause’ and researching the vehicle history is no longer acceptable. The V888 form itself has been revised to reflect these changes. Further guidance on ‘reasonable cause’ can be found at www.gov.uk/ request-information-from-dvla We will discuss this further with DVLA but we believe that the General Data Protection Regulation does unfortunately leave them with no choice. Thus, we have all lost a valuable service.

Recently I have been receiving a number of reports from clubs of registration applications, which had been compiled in a form which has been accepted in the recent past, now being rejected. In some cases it appeared that agreements previously reached with DVLA were no longer valid. Whilst I do not have, and indeed may never have had a complete explanation for this apparent rash of rejections, I am confident that they represent errors or misunderstandings

rather than any fundamental change. It does also appear that some mail may have been misdirected within DVLA which has not helped. In that context some have believed that the address for V765 applications has changed – it has not. To avoid any confusion I repeat it here: K&R, D4, DVLA, Swansea, SA99 1ZZ.

As a change from the normal registration matters I have received one query about driving licence entitlement and it may be worth repeating the information here. Restrictions on the weight of vehicle that can be driven on a particular driving licence refer to the Maximum Authorised Mass (MAM), i.e. the total weight of the vehicle plus the maximum load it can carry, and not to its actual weight on the day. I am also advised that road traffic offences are almost all strict liability offences, that means that it is quite irrelevant whether or not you intended to commit the offence, if you did it quite unintentionally you are just as guilty as someone who deliberately committed it.

 

30th Anniversary – Paul Chasney

 

30th Anniversary Celebrations start in April 2018

 

2018 will be an important year, not least because it will be the 30th anniversary of the Federation. Plans are in hand for celebrations during the year but the opening celebration for the year will be a charity and driving event culminating on Drive It Day on 22 April.

Working with our friends at Practical Classics we are planning a 1000 Mile Reliability Run ending at Bicester Heritage for the Drive It Day celebrations. We have a small group of historic vehicles organised to complete the route but will be welcoming member clubs and enthusiasts to join us during the Run and at our scheduled stops. The detailed route will be published in early 2018. The Practical Classics team have been restoring a unique Austin Westminster estate which will lead the Run, you can read more about the Austin on the adjoining page. Other tour members joining the Westminster represent a range of historic vehicles. We will introduce those to you in forthcoming editions of the Newsletter.

The Run is also designed as a charity fund raiser in aid of the Lennox Children’s Hospice. Would your club like to support the run and support the Lennox Hospice? Sponsorship at 1p per mile will provide £10 to the charity. Will you support us?

Our member clubs will be well aware of the Federation’s actions in promoting training and apprenticeships, particularly for younger enthusiasts. We plan to involve a number of apprentices in the Run both in the driving seat and as navigators. We will be making announcements about apprentice involvement in a future edition of FBHVC News but if know of apprentices who might like to get involved with the Run, send us an email (apprentice@fbhvc.co.uk).

We will be writing to clubs who have informed us, through our most recent survey, that they would like to join in the promotion of apprenticeships.

 

Practical Classics – Danny Hopkins, Editor

 

Practical Classics Magazine Britain’s Biggest Selling Classic Car Title (ABC Audited)

 

The Practical Classics Austin Westminster takes part in the 1000 Mile Reliability Tour

The project to save and restore the unique Austin Westminster Auto Estate is almost five years old now and we at Practical Classics Magazine are very happy that it has come to such a remarkable conclusion. We have coordinated the project through its various evolutions and brought all the partners together to make it happen. Initially rescued from banger racers by Rob at Anglia Car Auctions it was stripped to reveal the need for super-human levels of bodywork revival. After stints at the Body Shop, Wisbech and Pro-Strip the shell was delivered to Les Ely’s workshop in Braintree where an amazing transformation took place. Having entered his workshops with an enormous amount still to weld, it left fully painted in its original colours. It then moved on to CBR Motorbodies in Cannock where the fi t up commenced. Many new parts were required and a huge logistical and mechanical effort from Andy and his team saw the Westy spring back to life at this year’s Practical Classics Classic Car and Restoration Show. Since then it has been a race to get it finished but now it is, the list of partners can be justly proud. A unique

classic has been saved and revived, some of the best talent in the UK has been part of that process and now it will star in a unique celebration spearheaded by the FBHVC. When all that is done the icing on the cake will be the auction at Anglia Car Auctions where the Westminster will go to the highest bidder and every penny of the proceeds from that sale will go to the Lennox Children’s Hospice. Classic car restoration in the community, raising awareness and money for an amazing cause. It is important to mention the partners who have given their time and effort for free. Along with the specialists mentioned above we indebted to, Autosparks for the loom, Coventry Boring for the engine rebuild, the Furniture Clinic for the interior revival, the many individual readers of Practical Classics who have helped with a huge variety of parts, Vintage Tyres for the tyres, Tudor Wheels for the wheels, Woolies for rubber components, Burlen for the carb rebuild, G Whitehouse Autos Ltd for the gearbox overhaul, Dynamat for soundproofing and Earlpart for consumables. Heroes all.

 

Main Feature – Andy Bye

 

The Association of Rootes Car Clubs

 

In 1982 the decision of nine Rootes Car Clubs to join and form the Association of Rootes Car Clubs (ARCC) was to become a milestone event.

Little did they know the importance of this decision and the impact it would have on protecting the heritage of the Rootes marque for years to come.

Their plan, by joining together, had been to give the Rootes Car Clubs a bigger presence in the classic car scene and through co-operation between clubs enable them to get better buying power on member Insurance schemes and clubs liability Insurance.

In addition, given the number of common parts across the Rootes marques the idea was for clubs to work together on sourcing and producing common parts and with this increased demand be able to get better prices with suppliers.

The Association has also, over recent years, organised some major events on behalf of all the Rootes clubs such as the Millennium Rally at Blenheim Palace and a spectacular display of Rootes competitions cars at the Silverstone Classic to celebrate the 60th anniversary of the Rootes Competitions department.

Membership now sits at 12 UK clubs with numerous overseas Rootes clubs linked in as well so that the majority of Rootes

clubs worldwide are now involved. Through three meetings a year effective communication between clubs is assured and a spirit of co-operation prevails.

The formation of the Association though was just the start. In 2002 the ARCC Chairman took a call from the facilities manager at Peugeot who whilst clearing out the Stoke plant was faced with a warehouse full of old Rootes documents and drawings. As a car enthusiast he had done a quick internet search on Rootes and found the Association details and made the call. That call was to change history and was the pivotal action in saving the archives of the Rootes Group.

He advised that the warehouse had to be cleared quickly otherwise its contents would have to be scrapped. After a quick inspection visit, the Chairman organised two large trucks and the entire warehouse was emptied and taken to the warehouse of a member of the Association who had kindly agreed to store it short term or, so he thought!

Once unloaded the scale and historical value of the material collected was identified and the ARCC decided it had to be saved for ever.

Over the next two years the ARCC organised a preservation plan and some money to make it all happen.

In 2004 the Rootes Archive Centre Trust (RACT) was created and registered with the Charity Commission in early 2005 with five trustees being appointed.

All the material was transferred into the ownership of the Trust and a legal ownership agreement signed with Peugeot. The material was now protected for generations to come. When the Trust was registered with the Charity Commission its aims were:

■ To preserve and promote the heritage of the Rootes Group and its successor companies. ■ Use the information to help remanufacture parts to keep classic cars on the road. ■ Use the information to help future generations keep classic cars on the road through a greater technical awareness. ■ Provide and share data or information for historical research.

These aims are still as relevant today as they were back in 2005. The fantastic array of material saved and preserved for ever included:

■ Original materials from Rootes/Chrysler Engineering departments from 1920–1980 and includes:

● 150,000 full size original engineering drawings ● 150,000 drawings on microfiche ● Extensive photographic library ● Literature and company documentation ● Artefacts of the company.

The first home for the Trust was at Wescott Park near Aylesbury and here the material was neatly organised in the large rented offices on an ex-military base. This was a fantastic location with not only plenty of space to display the archives, but it also had lots of outside space which was regularly utilised for events and displays.

Sadly, when the initial five-year lease came up for renewal in 2010 it was realised that the inflated cost of the new lease was too high and that the trust could not afford to remain at Wescott Park, so the search was on for a cheaper alternative.

After a nationwide search a new home was found at Cherwell Business Park in Banbury and whilst not as attractive on the outside it offered enough space and at 50% of the previous cost so the Trust moved in during 2010.

With a new home the trustees could return their focus to cataloguing, scanning the microfiche and developing the archive. At the same time an experienced archivist joined the team, and this really helped to ensure the material was protected and catalogued in the best way possible.

At Banbury though the Trust was faced with a rolling 12-month lease and every time it came up for renewal the rent had increased, and these increases were becoming unsustainable.

When the Trust inherited the material it sadly came with no dowry and Peugeot having bought Talbot did not feel that the Rootes era was really part of their heritage, so the Trust has no opportunity for support from a current manufacturer like some clubs.

The ARCC had generously supported the Trust over the years but could not easily continue to absorb the rent rises by increasing their contribution.

As Matt Ollman the trust treasurer says, “I could see the trend developing and quickly realised that without a drastic rethink the future of the Trust was in doubt, so I decided to present some options to the next ARCC committee meeting in October 2015”.

The proposals Matt made were made: ■ To call it a day with the Trust – the archive had been saved for 12 years and that maybe it was time for it to be handed over to another museum for safekeeping. ■ To pack up the archive into a shipping container, so effectively mothballing the charity, and then see in a few years’ time if anyone had the appetite to try again. ■ Reduce the space at Banbury to a size that could be afforded but this meant limited or no access to the material or space for club meetings. ■ Or to break the cycle of renting and buy a freehold property.

As Matt says, “There was a big discussion and clearly the only option that was palatable to everyone was to try to raise the money to buy a building and, so we started working on a plan to raise the money”.

So, at the NEC Classic Motor Show in November 2015 the Trust launched their building fund to raise £165,000 and in fact long term Trust supporter Peter James Insurance even arranged Sir Stirling Moss to be on the RACT stand to launch the campaign.

The fundraising started at a fast pace and by late 2015 the Trust identified a suitable site at Wroxton near Banbury where a developer was starting a build of 10 new units and interestingly it was on the same site as the new home of the Bentley Drivers Club.

Sadly, this phase of the development sold out quickly, so it was back to a property search again but the Trust had by now identified that as the building was for charitable purposes a new build property would be exempt of VAT and, so they focussed their search for a new build property as this offered better value.

So, in October 2016 when the Wroxton developer contacted the Trust to say he was applying for planning to build a further 10 units and coinciding with one of the ARCC clubs offering the Trust a loan to achieve their goal quicker they immediately jumped at the opportunity and put down a deposit.

The Trust made some changes to the specification and added additional floor space with a mezzanine as it was cheaper to do it at that stage rather than try to retro fit one in the future.

Consequently, their target rose to £181,500 but they were confident the additional 400 sq. ft. was worth the money and would allow the collection to grow in the future.

So, in November 2017 with the amazing support of the Rootes community the Trust have raised £105,000 and have secured loans from individuals and clubs to cover the £76,500 balance.

It’s amazing how fast they have raised this money and the financial support has come from:

■ ARCC Clubs £33,000 ■ Individuals £58,000 ■ Companies £3,000 ■ Bucket Collections £3,500 ■ Gift Aid £7,500 ■ Loans £76,500 from ARCC clubs and individuals

The Trust finally took possession of their new building on 27 October and the Trustees, ably assisted by a group of enthusiasts from the Rootes car clubs, moved all the archive material from the old Banbury centre into their new home at Wroxton over that weekend so that they could end the lease on their old building at the end of October.

They are now faced with completing the internal fit out of the building as and when they can afford it as well as continuing to fundraise to pay back the loans, so the pressure is not off the Trustees yet.

The new building will become the headquarters of the ARCC and many of the ARCC clubs will use it as their companies house registered address, to hold their committee meetings and already some clubs are planning events and spares days at the centre.

The Trustees, along with their volunteer archivist, will continue with their programme of scanning drawings and cataloguing along with working with the clubs, parts manufacturers, authors and individuals to share the archive for the benefit of everyone.

Although the ARCC clubs will be using the centre for committee meetings immediately the official grand opening is planned for 22 April 2018 to coincide with the FBHVC Drive it Day.

The Trust are understandably proud of what they have achieved and are extending an invitation to any non Rootes clubs who are looking for a Midlands base, not far from junction 11 on the M40, as a venue to hold committee meetings, or for an event, or a staging point on a rally or tour. If you are interested, then get in touch with Trustee Matt Ollman. Please send an email to matthewollman@rootesarchivecentre.org.uk

We will watch with interest to see how the Rootes Archive Centre Trust develops and what exciting future developments they have planned.

We will carry a report on their official opening in the next edition.

Reproduced with kind permission of FBHVC

 

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