Words: Douglas Bald and Trials Guru.

Read Time: 1 Hour

Photos: Alistair MacMillan Studio/West Highland News Agency, Fort William (Courtesy of Anthony MacMillan); Iain C. Clark, Fort William; Bob Hosie; Iain Lawrie; OffRoad Archive; Ernie Page; Graeme Millar; Brian Catt; Glenn Carney; Peter Bremner; Allan Forbes; Javier Benito Aguado; Roy Varty; Ian T. Robertson; Ken Haydon; Ray Daniel; A. Dickson McLaren, Edinburgh; Derek Soden.

We take it for granted nowadays with the ‘information super-highway’ which brings data, items of news and articles, straight to your mobile device. So we bring you something a little different from the normal, in that the subject has taken the time to recount his life, well before the ‘worldwide web’ was even thought of. It’s a story not just of trial sport but other sports, events and employment that led up to him riding in trials. One man’s passion for the sport that has never deminished.

Who is Douglas Bald?

Douglas Bald was born in the family home in the Broombank Terrace, Broomhall area of Corstorphine, Edinburgh, Scotland on the 8th of July 1947, his father was a time-served Electrical Engineer and mother a Civil Servant, Douglas Bald had two younger siblings, sister Eileen and brother Alan.

A member of the Edinburgh St. George Motor Club, he was known across the Scottish trials scene as ‘Dougie’, he went on to win the 1968 Scottish ACU Scottish Premier Trials Championship, riding a 250cc Cotton. But there is much more to Dougie Bald than that single achievement.

This story is told by the man himself.

THE EARLY YEARS

“Whilst getting my gear together for the coming season, I decided a new pair of boots was definitely required. My third pair in so many years and, to be truthful, all still wearable. How extravagant, and how lucky we are. The phrase springs to mind: ‘We’ve never had it so good!’ And there started a train of thought that it may be of interest to some of the ‘young team‘ what it was like to ride trials in the days when I was classed as young.”

“The time was the early 1960s, and I was having some success on my cycle speedway bike, a sport that was very popular in central Scotland. I became interested in motorcycle trials when Ian D.B. Millar, Darren’s father, would ride down to our affiliated meetings on his James trials bike just to spectate.”

“Enquiries followed as to what, how and when, for I had always ridden off-road on my push-bike, staying away from home for hours, and the muddier it got the more fun was had. However, the push-bikes of that era were a far cry from today’s, but we did experiment with front suspension, this required replacing the front forks with longer forks straightened in a vice, and using conduit pipe for handlebars. We also inserted a spring under the headstock; no bearings were used, but it did work. The forerunner of the mountain bike perhaps? Nothing new really. Little did I know at that time that I would go on to win both individual, team championships, and Scotland honours travelling all over the UK.”

“As mentioned when growing up, there was hardly a day that I was not riding a bike. At that time, recycling as we know it now did not exist. Scrap yards were readily accessible, therefore building bikes couldn’t have been easier. One of our first ‘off road’ riding areas was at ‘Cramond Brig’ on the Edinburgh City boundary, where I would meet up with guys, unbeknown to me then, who would later become friends, fellow competitors and team-mates. It was not long before I became a ‘skid kid’ as it was called in the early days before it became known as a cycle speedway rider, albeit a very informal one. I was affiliated to a fledgling club called the ‘Sighthill Hammers’, this would be around 1961. It wasn’t long before the sport in Edinburgh boomed to an extent that at one time, there were thirty or so clubs that were eventually formed into three leagues. Now sadly, there is only one Edinburgh club, one in the Scottish borders, which is under construction, and one in Dunfermline. The Dunfermline club also compete indoors in the winter. This was unheard of in my time.”

CYCLE SPEEDWAY

The Sighthill Hammers

“At Sighthill, the team were Scotland’s best and most consistent club, having a run of seventy-one matches unbeaten. We also competed down south, where like today’s trials, the competition was much stiffer. The Hammers gained a reputation as to how good we all were, and by 1965 we reached the British Championship held at Halifax. Sadly we lost that year, but in 1966, we again made the final and would again ride against the same Manchester club at Southampton. All the way there in a ‘midi’ bus, no motorway at this time, but we managed to reverse the exact score. This made us the proud winners. My ride on the day is remembered for my tactics on the final heat of the match. We were tied and needed just one point to win. However, that was to be a hard task, for the opposition team had arguably two of the world’s best cycle speedway riders of all times. I did know that my heat leader would ‘out gate’ them as he was also considered one of the best.”

“However, the opposition team had chosen to ‘outclass’ me, I was always second string to my heat leade. A cool level head was required whilst racing on what was one of British biggest tracks and they stooped to dirty tactics. One was excluded for his actions, therefore allowing us to cruise to a four-two score, thus giving us the one point needed to make us British National Champions and Scotland’s very first. Elation was an understatement, and I was pulled from my bike and tossed into the air. There are many photos of the occasion with me in the middle, unseen. I was also Edinburgh’s individual champion in 1966. This competition was held on a snowy day, late in the year and I hadn’t even qualified, nor did I have my own bike with me. Unfortunately, there had been a number of ‘call offs’ so I was asked to fill the spot.”

“The track on the day was badly rutted and muddy, perhaps my trials experience may have helped, as this was the year I got my first new trials bike, a Greeves Anglian (FFS171D) and I was lying eighth in the Scottish Premier Trials Championship.”

“I have recently been enquiring as to how many Scottish trial riders rode cycle speedway seriously and have come up with only two, myself and Roy Varty. Roy is based in the west of Scotland, an area which had some good riders but perhaps not as many as us, as an individual or teams in the east of Scotland. Roy rode to a very good standard, but in a different era.”

EARLY DAYS – MOTORCYCLING 

“Around this time, I became a regular spectator at local scramble events. I would often cycle there and back, sometimes forty to fifty miles round trip on a Sunday. It would be later on, that I would have my first shot at scrambling at Ryeflat Farm, Carstairs, Lanarkshire. My long time good friend, Allan Forbes, who used the anadrome name ‘Nalla Sebrof‘ when racing cycle speedway, we had a reciprocal arrangement where he would trial my Cotton and me race his BSA Gold Star.”

“The scene was set and I was on the starting line but unfortunately I took off too quickly. I up-ended the bike, stepping off the rear end and causing damage to the rear aluminium mudguard.  All was sorted, and in the next heat, I had a good run showing some potential. However, I did exactly  the same, but a bit quicker this time, and that was the last of my scrambling. I now meet up with Allan on a weekly basis and the subject comes up frequently. Strange, but I never knew then that he won three awards that day on my Cotton. I also worked as a ‘bike pusher’ at Edinburgh speedway for many years, and it was during this time that I got the enviable opportunity to ride a speedway bike. Among the speedway riders were Dave Younghusband and Eric Boocock, who to this day are trials acquaintances. I even got the chance to ride in the novice class, using Brian Collins’ bike, which was held after the main event. Whilst I never became fully fledged, I did manage to ‘slide the bike’ probably more to do with luck than skill. What a thrill. The Army Motorcycle Display Team, the ‘White Helmets’ gave a display in the centre green of the stadium. I cheekily asked a rider if l could get a shot of one of the big twin cylinder four-stroke bikes and surprisingly, after the speedway meeting, the guy gave me a go. I doubt if this would happen in this day and age. I actually frequently rode an old girder fork BSA army bike, ridden in the adjacent field to my parents’ house, which I got from a mate for nothing. The speedway at that time was very well attended, and the Edinburgh Monarchs mascot was a very young Campbell Chatham of Scottish Enduro and Motocross fame. He travelled around the track on his mini motorbike! He is looking for photos  of that time, anyone? I had also previously witnessed the passing of the Scottish Six Days Trial from a distance on the road outside my school in the first week of May. I never liked school and no doubt had my face glued to the classroom window. Little did I know that within two years, I would be involved with the Scottish, when I was a ‘van laddie’ helping Dave Fisher and Bill Harper set out the road markings.”

“At this time, the markings were made by discharging yellow ochre down a chute onto the roadway. The van used was supplied by Watsons of Airdrie at the time. These lines lasted many weeks after the event had finished. For that reason, this method was eventually abandoned. Somedays, it was a very early rise, before covering hundreds of miles whereas the bikes riding overland were doing much less miles. I did this along with observing as a standby, all based at the Highland Hotel, Fort William for a couple of years. This was before my first ride in 1966. For my effort, Dave awarded me a first class award pewter tankard supplied by Sydney Latimer of Edinburgh. This was a novelty award which had been spoiled during the  engraving process and was therefore surplus to requirements. Happily, this would be the first of these tankards that I would be awarded for competing in the SSDT.” 

1963 

“So trials riding was the natural progression for me, and in 1963, I purchased my first trials bike with Ian Millar’s guidance, it was a Greeves Scottish model.”

“This was bought using a hire purchase agreement from Hughsons of Edinburgh the motorcycle dealers, as l had limited funds available from my cabinet makers apprenticeship wage. However, I did have help with some riding gear from Ian and his family, who were all great SSDT and trials enthusiasts.”

“This gear was my pride and joy, a waxed cotton Barbour suit. Unfortunately, it fitted only where it touched, with the crotch sitting around the knee region. Old wellies, being the footwear of the day, were assisted by old inner-tubes cut into rubber bands, thus holding the leggings in place. The surplus bands also had various other uses on the bike. However, the wellies were soon superseded by a pair of ex-army dispatch rider’s boots, these were the bee’s knees, calf-length with laces all the way up the front, a scunner to undo when wet and muddy. What a fashion statement. I was then set to enter my first trial, the Melville, in the Avon Gorge area near Bathgate, West Lothian. Of course, in those days, many still rode to the start on the same bike you intended to compete on. Did I finish? – to be honest, I can’t remember. During this period, people were asking who the new kid on the block was. Only because there simply weren’t many young riders. I believe that I did become the youngest rider to win the championship? It has to be said that this was because, although the old four-stroke bikes were still in abundance, they were heavy and not really suitable for youths, there was no under sixteen years of age riders in those days.”

“Lack of wheels to get to a meeting was also a big problem. I remember often riding my bike to South Queensferry to catch the ferry, the Forth Road Bridge having opened in the September of 1964. Always hoping to meet someone willing to give me a lift north. l can’t remember riding home after an event, so l must have got a lift. Trials at that time were largely based in central Scotland, though occasionally we had to travel north of Perth. Most good meetings were, in fact, further north. I will concede that riders from the north were not as skilled as they are today, with the exception of some Fort William lads . A common term often used was ‘pot-hunting’ and that needs no further explanation.  After many years of northern domination, nowadays the role is fairly balanced having had a handful of lowland based champions.”

1964

“The Coronation Trial, run by the Edinburgh Southern Motor Club, was centred in an area still used today and best known to modern riders as ‘The Knock’ in the Bathgate Hills, but in bygone days lt was largely known as the ‘Khyber Pass’. This name was obviously a wartime reference, from perhaps guys who had been in the forces, fighting or training in that country, but that was before my time. The area had been used by many clubs since time immemorial, with entrances from the road from both the west and east . All trials were held on public highways, usually in a two-lap loop. Sections were situated just off the road and observed by book and scribe. It’s difficult to compare riding then and now, but even some of the less challenging trials grounds back then were far inferior to today’s venues. The ideal trial for some riders would include passing a hotel bar, affectionately known as a ‘watering hole’, the only licensed premises open on a Sunday in those days. l rode sporadically through 1963 and 1964 on my Greeves Scottish, gaining novice and non-expert awards. However, in 1964, I got my first taste of real success at the Edinburgh St. George Edinburgh News, novice and non-expert trial held at Lamancha, Peeblesshire.”

My First Disappointment!

“I thought l had won on Ian’s brand new Greeves, but imagine my dismay when what l thought was a win, was subsequently taken from me because I wasn’t insured to ride his bike. Of course the rules state that the change of bikes in competition is prohibited. That was the first of my three major disappointments in all the years that I rode.”

1966

“1966 beckoned and I acquired my first all-new model from Greeves — the ‘Anglian’. The registration number is forever in my head: FFS 171D, bought new from Edgar Brothers in Edinburgh. They had contact with an employee in the local registration office, and he was able to give them either short numbers or with ones in it, which would fit better on a trials bike number plate. I know the bike is still around and restored somewhere in the Edinburgh area. If anyone has any information as to its whereabouts, I would love to see it. The reason l know this is l had a call  from the ‘Trials Guru’ some years ago, informing me a guy had been in touch with him enquiring on the status of me, as he had just inherited the bike and had the original log book and wanted information. ‘The Guru’ was able to tell him l was well and back riding, but alas this was in the early days of social media and I was unable to contact the guy again.”

“I have a good photo and programme of yours truly wearing a Barbour suit, a flat cap, and the obligatory ‘terry towelling nappy’ around my neck, adorning the front cover of the 1968 SSDT programme. This came about one night when l was in the Edinburgh District Motor Club in Nelson Street. I was summoned to the SSDT Trial Office and not sure why, but I was convinced that it was more than likely that a bollocking was imminent. However, l was told that the photo of me riding my Greeves in the 1967 event was to be the cover photo of the 1968 programme.”

“How privileged l was and grateful to the club and Tom Melville the secretary at the time.  I was soon riding consistently and it wasn’t long before I was now classed as an Expert, gaining first-class awards and the odd Premier.

This continued for the next few years thanks to the help of Allan Poynton, who became the 1976 Scottish Premier Trials champion.”

“Allan had a Morris 1000 pickup, and often we would have three up, plus three bikes. l remember one day travelling to Ayrshire, pre-motorway days, with Allan driving, he hadn’t seen some sheep on the roadway. In the early morning dusk and at only at the last minute did he brake severely. However, the motor swerved  to two right angle turns across the road before straightening itself up. A bit careless perhaps, but no less brilliant driving, at our time of life when we thought we all were immortal.”

“Jackie Williamson, the three time, 1962,63,64 Scottish Trials Champion in his Audi RO80 Wankel engined car also gave me lots of lifts. I am obliged to both these gentleman.“

1968 

“Thus 1968 dawned and, having paid off the finance due on my other bike and using my savings from ‘Homer’ joinery jobs. I bought my first motor vehicle, a rare vehicle even for those days, a Standard Pennant pickup ‘JSX 30’ was its registration number.”

“Sadly, that didn’t last too long, because when driving to a trial up north, two bikes and two up, the motor grounded on iron works on the road leading out of Plean, Stirling, ripping out the sump plug causing a catastrophic engine failure. However, all was not lost for the trialing day as we just onloaded the bikes and rode there, where? I can’t remember but the pick up was recovered and eventually scrapped. Vehicles then were much more disposable in those days compared to today. Eventually I then bought a Ford Thames forward control 400E, the predecessor to the Ford Transit and also, most importantly, a new Cotton trials machine. The bike arrived in a box, in kit form, thus saving the purchase tax. It had conventional telecopic forks made by Metal Profiles, quite an advancement compared to the Greeves with the leading link banana forks. It also was powered by the Villiers 37A engine of 246cc. On this machine my success rate increased to the extent that I won the championship. I believe there were more potential winners in the field than there are now, but they were mostly Lowland riders, probably because of the topography. The Fort William competitors didn’t seem to travel far from home, but they were all good riders, Cameron, Cassidy, McDonald, Mount, and others. Changed days, but a great bunch of lads.

1968 was my winning year, and what a year it was. I can remember the tension as if it were yesterday. There were no punch cards then, and although we discussed our scores at the end, much as we do today, results were provisional, and many potential winners, including myself, were disappointed days later, when the results were finally available.

The marking system back then was 1, 3, and 5. Some trial committees didn’t have results collated until Monday evening and beyond with some working into the small hours before settling. In that era, however, there were perks to winning. Most clubs sent you an invitation to their annual prize-giving to collect the award. These functions were very formal dinner-jacket affairs, with the ladies beautifully dressed in long gowns, these were great nights. It’s a pity this tradition has finished. My dedication and will to win in those days kept me off alcohol and to this day, I still don’t drink.”

1969

“As reigning Scottish trials champion, this year brought change. It’s often said that it’s easier to ‘get there than to stay there’, and l believe that to be true. The great Spanish machine invasion had arrived. These bikes were far superior and much more reliable than my latest new bike, which was a Villiers-powered AJS model 37A-T.”

“My fellow competitor, Norman Edgar whom l had ousted from winning his third championship in 1968, had been riding Bultaco bikes successfully, but managed to switch over to an AJS, as his father and uncles were pushing sales of that model of machine at their shop in Leith Walk. Norman won the 1969 Scottish title, the only time the two-stroke AJS 37A-T won a national title. The first Bultaco l ever saw belonged to Sandy Pitblado, a member of the Dunfermline Club.”

“Along with his younger brother Derek, the Edgars virtually rode as a team. This in modern terms could be called a ‘minder’ I suppose. Not only were they both very good riders with perhaps, in my opinion, Derek being the better rider, despite Norman’s three time Championships. On a Sunday, riding a trial in Scotland, you didn’t just have to beat one Edgar, you had two to contend with.”

“Both were very good at the ‘mind-games’ and their ability to ‘psych out’ other competitors, all calculated to give an advantage. l don’t remember either of them saying too many words to me in that season.”

“Derek eventually relocated to America where he eventually rode for Montesa America as a development rider riding alongside, among others, filmstar Steve McQueen. He also took part in many desert races during his time in the USA.”

“I got married in a blaze of publicity as the current champion, with a guard of honour lined with trials bikes, and went off to Spain on my honeymoon in the same week as the Scottish. I couldn’t afford to get married and ride the Scottish on my income, but had it not been for the unwritten Scots trials-rider rule of the time that no females were allowed, I might have combined my honeymoon and competition and enjoyed the best of both worlds. That unwritten rule probably came about through the term wine, women and song although the second to my knowledge wasn’t the case but the drink in general certainly was. So was the singing, most nights till late. Songs from guys who perhaps had been in the services, along with us young ones had great times, but perhaps it would have been more beneficial if we had all been tucked up in bed refreshed for the following day’s trial. The Scottish was a totally different event then. It started and finished frequently in cold, wet weather, sometimes snowing in Edinburgh. The Edinburgh and District Motor Club had their own club rooms at 28 Nelson Street, where the organising took place throughout the year.”

“Riders booked in there before heading over to Gorgie Market, where the trial actually started. In the days leading up to the event, the club rooms buzzed with activity, with the bar open until 10 pm, extended on the Saturday night. The surrounding streets were full of bikes on pick-ups and trailers, all tied down with ropes, tie downs hadn’t been invented, but most could tie the lorryman’s hitch.  I can never remember seeing a padlock. There was a similar scene on the following Saturday, the last day of the trial at the presentation of awards in Edinburgh’s Assembly Rooms. On Sunday, the market area was hectic. Tyres were changed, Dunlop being the only supplier and petrol was dispensed by Shell or BP from a promotional wagon.”

“Everyone’s needs were catered for, although fuel still had to be paid for unless you were a name, an official or a cheeky champion. With the help of my good friend Jackie Williamson and his contacts, l was able to secure a free fuel deal with Shell. Later, changes in petrol legislation required refuelling to move to registered sites, and eventually we filled up at local garages. Some of the teams based themselves in local premises. l name one, Peter Stirland the Royal Enfield rider who as a motor dealer was friendly with our local Datsun Dealer.”

“l was fortunate through a friend to acquire a pile of hardly used tyres which had been abandoned. About forty years later at a funeral l told that tale to that Datsun dealer whilst he was sitting in his chauffeur driven Rolls Royce, and as quick as a flash he said ‘did you ever pay me for them’ – that’s the way to become a multi-millionaire. Fuel shortages were always a problem. I remember fitting a larger tank to my modern bike and carrying spare fuel, some things never change. Starting on Monday morning was much as it is today, except that the famous Barbour suit really came into its own along with a pair of overmitts. Helmets were not required until legislation in 1973, so it was good old flat caps, frightening really. The belt carried spare tubes, which were often needed and the suit offered protection from snow showers and early morning frost.”

“In 1969, the Scottish ACU were charged with organising the Great Britain Vase B team for the 44th International Six Days Trial, or ISDT for short held at Garmisch Partenkirchen in Bavaria, Germany, the forerunner of the present ISDE. Bikes were derivatives of scramblers or trials machines. My fellow Edinburgh St. George clubman, Jim Hendry at one time an East Neuk of Fife motorcycle dealer, rode his DOT on knobblies to great success. The Scottish ACU acquired with the financial assistance of President, Jim Birrell, two Dalesman Puch machines for this event, but despite being Scottish Trials champion, I was excluded from the selection. Was this political? Who knows?”

The Colonial Trial – Edinburgh St. George Motor Club

“The Edinburgh St. George club had elected me as organiser, responsible for setting out trials, four nationals and eventually a two-day event all on using the public highway. The exception was the Colonial, our only Scott-type trial, a time and observation event.”

“I have specifically mentioned this Trial, held annually at the ‘Hungry Snout’, beyond Gifford in the Scottish Lammermuir Hills. At this time it was Scotland’s only time and observation trial, I’m not sure if there were any others, or any since. Perhaps not fully comparable with the famous Scott Trial, but nonetheless, a great event. As the club trials organiser on a few occasions during my winning years of the event, the organising was a major job. Especially getting permission from land owners, which entailed knocking on doors as the event crossed over many different properties and the effort to man and flag many gates. Looking back, I am sure the timing of the riders was probably not as good as the technology available to us today.”

Disappointment number two:

“We knew no different of course. I was privileged to win this event on six consecutive occasions, the results being verified by members of the Dalling family, custodians of the St. George archive. I am not aware if I was the fastest on the time section as I was competing against the likes of Ernie Page, perhaps Scotland’s best all-rounder to date, and the fast Jim Hendry amongst others. I suppose I had a bit of an advantage because I knew the course, which on occasion I helped to set out. Probably not that different from the guys taking part in the Scott today, with local knowledge and ability. Because of this achievement and the fact that I was Scottish champion, no wonder I was gutted when I was not selected for the inaugural Scottish team to compete in the ISDT at Garmisch Partenkirchen, perhaps karma, for most of the Scottish riders did not make it past the first day. The 1969 line up consisted of Jackie Williamson (250 Montesa); Ian Millar (125 Dalesman/Puch); Ernie Page (125 Dalesman/Puch); Jimmy Ballantyne (250 BSA) and Kenny Fleming (500 Triumph). The team manager was George Baird, himself a former semi-works Ariel trials rider. Not being selected was my second biggest disappointment. However, my time was coming.”

“Organising trials can be a thankless job, it’s impossible to please everyone. My sympathy goes to today’s organisers, especially with multiple routes. I’ve never openly criticised sections, though I’ve often thought ‘ooh!’ because I’ve been there and done that and remember it  well. I never won another championship. Why? Well, marriage, mortgage, and lack of money didn’t help. Diversifying on two wheels didn’t help either. But most importantly, I simply wasn’t good enough or consistent enough.”

1970 and the ISDT

“The Scottish ACU were by now really into the ISDT, the 45th of which was to be held at San Lorenzo de El Escorial, north west of Madrid in Spain, and were invited to run the British Vase B team. That was my goal. By this time I was on a 247cc Montesa Cota trials machine and was riding regularly. The SACU invited Scotland’s best off-road riders from both disciplines of trials and scrambles to participate in fully simulated speed trials. I had a point to prove from my previous disappointment, the second of my biking career, of the previous year and I set a very fast pace. I did have tough opposition as some of the top scrambles riders who were there were good enough to have appeared on television. Not only that, but some trials riders including Ernie Page, himself a former scrambles champion, literally gave me a run for my money.”

Preparation is the key

“One of the simulated routes, all manned by officials and properly timed, took place on ground which will be very familiar to today’s riders but this would never happen again due to  environmental issues.”

Route start: Bridge of Orchy Hotel

Over General Wade’s Road – Altnafeadh, Glencoe Checkpoint;

Over the Devil’s Staircase to Kinlochleven Checkpoint:

Up Loch Eild Path, over the Mamore Road to Fort William Checkpoint:

And back again!

“Not without incident on the return section approaching the Bridge of Orchy, I hit a pothole and bottomed out, but the handlebars got bent by about a couple of  inches. Somehow I managed to hang on. Both routes were tough and a good distance, but neither truly prepared us for the actual event.”

“However, I made the cut. Once the team was picked, the SACU were promised purpose built, Spanish made Ossa machines from the factory. At that time, dedicated bikes were slowly being developed, with Mick Andrews, the Ossa factory rider, heavily involved.”

“Because these bikes would be handed over in Spain, there was no practice machine available. SACU President and haulage contractor, Jim Birrell kindly bought an earlier model, with the intention of practice. Actually, the name ‘enduro’ hadn’t been used, except in the USA. I remember Jim arriving at Hillhouse Farm scrambles track, high above Linlithgow for what we thought would be the first night of practice. We were certainly given a shot, but that was all we got, for Jim had to ride the Ossa back to Markinch in Fife. It really wouldn’t have mattered too much as Jim’s bike was nothing like what we were about to ride in Spain! During the build-up to the event, the SACU with George Baird as Team Manager, he supervised workouts with a professional trainer George Bryce, which were held at Meadowbank Stadium. We were all fitted out with posh polyester blazers, emblazoned with British Team badges. Yes, I still have my badge.”

“We eventually arrived in Spain about a week before the event again with the  intention of practice. However, I do remember we spent more time by the pool than anything else. The delivery of the bikes from the factory had been delayed and only arrived a couple of days before signing on. Of course it was a mad rush to fettle the bikes to our personal preferences etc. The arrival of the bikes was a fantastic sight. Dozens of new orange and black coloured ‘Pioneers’ sitting transverse across an open car transporter. These were nothing like the Ossa we tried in Scotland.”

“We were billeted in a hotel with the new ISDT Canadian team who were riding Kawasakis for the first time and they had brightly coloured riding gear, the likes of which we’d never seen before as we were still wearing drab waxed-cotton riding suits. The bikes were finally secured in the Parc Ferme. The parade was held with us all wearing our new blazers proudly displaying the British team badge. The Monday morning arrived and the event had started and me surrounded by service conscript riders from the Eastern Block were off on their superb MZs and Jawas. It was not long before I was literally off as when riding round a bend, with a typically hot Spanish sun blazing down when my engine seized, through lack of running in. I broadsided then rolled down a roadside banking seeing the ground and then sky several times over. I picked myself up, feeling a bit sore as other than my Barbour suit, I only had underwear on. I dusted myself down and used my trusty belt to tie up the high level exhaust system, this being the only damage to the bike. That delay alone brought me down to bronze level before the first check.”

“Riding these events, you need all the luck to finish unpenalised, as I would find out the following year. I rode the rest of the week without further incident. With the back up of the factory Ossa crew, high up in the Gaudarrama mountains in a fierce blizzard, I was offered a coffee. After scraping the snow from my front, little did I know that it was laced with rum and since I don’t drink, I’m sure I continued down the road wobbling.”

“On the last day of the event, the speed test was held on the former GP circuit Jarama, where I finished along with my team mate, Ernie Page. He also had problems but managed to finish, but he won a Gold medal. The first of his six that he accumulated in a successful riding career.”

“After the event I arranged to purchase the bike directly from Ossa, but they had a nightmare getting it to me in Scotland. So much so, since I was a member of the Scottish team chosen for the ISDT in The Isle of Man, the bike had still not arrived, in fact it would be 1972 before I saw that bike again.”

“However, as luck would have it, the bike Jim Birrell had prior to Spain, the four-speeder, the one we had a shot of was offered to me and I complimented his offer by winning a coveted Gold medal.”

“Had that not happened I would have used my Montesa trials as I did in the 1970 Welsh Two day event winning a silver medal.”

“I also used Jim’s Ossa for the 1971 Welsh event winning another silver medal.”

“The seventies saw a change in the trials bike market, when I was offered one of the first Beamish Suzuki’s by the local dealer Graham Chatham. However, there was a catch insofar as I was to uplift two bikes, one for myself, and the other for Stuart McLuckie, one of the Scottish Ice Racing stars. Both bikes were being held in Portslade, Brighton. I was night-shift in the Fire Station, so that required me getting away early to catch the 8am shuttle flight from Edinburgh to Gatwick. I then caught a train arriving at their premises for their opening and a cuppa. The bikes were then loaded into their Transit van and the return journey commenced with them being loaded into the guards van up to London. After padlocking one of the bikes, I then rode across London using Chatham’s trade plates. That bike was padlocked whilst I took the underground back to repeat the exercise. Both bikes were then put on the guard’s van at Kings Cross for the return journey home. Unfortunately, there was engineering work on the line and I did not arrive in Edinburgh until late where it was arranged that my wife would pick up the bikes from the station in the horse box. I had arranged for someone to cover for me in the Fire Station as I was in charge, but we had no idea that it would be into the small hours! It came as no surprise when I got a bollocking from the Divisional Officer – OOPs! 

Ice Racing

“This brilliant innovation for the off road scene is well documented but the organisers, all Melville Motor Club members favoured their own guys. Some of course became the stars, mingling with speedway guys, who were well known, such as Wayne Briggs, Lex Milloy, Bobby Beaton, Tommy Hughson, Brian Collins and Doug Templeton.”

“Speedway being a huge spectator’s sport then. The events were a great success but sadly not lasting long. For me as a cycle speedway rider, the technique came fairly naturally because the lines were similar.  I and other non-Melville trials riders were chosen, scattered among the series. A great experience to compete in front of good crowds. This was something trials riders didn’t get.”  

“Back to my Ossa and the ISDT, It’s now 1972, and I am still in the Scottish team and I know my bike has been shipped from Spain. Unfortunately, there was no chance of it arriving in time to be taken along with the other team bikes to Czechoslovakia for the event held at Špindlerův Mlýn, but at least it was on its way. So it was arranged that I would pick the bike up at the docks in Strafford London. But, there were further headaches for the bike which was  now stranded out in the English Channel thanks to a docker strike! There was a back log of unloading to be done. However, I was very lucky and was able to uplift. I took the wheels and forks off to enable the machine to fit into my Volkswagen Beetle. I then returned north, driving to Hull to catch a pre-booked ferry. I arrived at the Czech border and was met with Eastern Block bureaucracy and told to empty the car for a search. Problems also arose prior to the weigh in as the bike, which I thought I had ridden in Spain turned out to be a brand new stock bike and therefore needed fettled prior to be used in serious competition. Along with fiddle number plates etc, I sadly had to retire early from the event when the carburetor air screw fell out, an unprepared bike. However, that was to be a savior for Ernie Page. When I was out of time and meandering my way back to the parc ferme, I crossed a muddy heavily rutted bridge, then round a tight turn, and I immediately saw a crowd of villagers staring down a grass ravine, I then recognised the British Racing Green helmet. He had obviously got out of line, I then dismounted and went down to assist the rider, who had his head stuck under the handlebars. It was only then that I realised that it was Ernie Page, my team-mate. I helped to release him from his predicament without incurring any time penalties. Ernie went on to win yet another Gold.”

“Many years later, when talking over the incident with him, Ernie told me that his main concern was that his ‘wallies’ an old Scots word for false teeth, had become dislodged, and he was actually choking to death. Not long after this trial, I became unwell and was finally admitted to hospital for five days after what was thought to be internal bleeding from injury whilst riding. That would be my last ISDT. The bike was brought home in the van as opposed to the beetle and eventually sold, I believe it is still about in the North East of England.”

“A new Ossa MAR trials bike was bought from Ernie Page’s shop in Polwarth, Edinburgh, he was the Scottish agent for Ossa at that time, and I continued riding fairly consistently and well up to my last Scottish in 1977 when I retired. The only Scottish I never finished. My newly born daughter had health problems. What with my building business and my career in the Fire Service, I found my time was limited. I just gradually slipped away from going to trials. That’s me come full circle.”

“There is a tall tale that has done the rounds for many years which involved Ernie Page and myself. Here is how it goes. I was riding the 1970 ISDT and had to ‘flash a bladder’ which is to change a tyre inner tube in double quick time. Allegedly after refitting the tyre onto the rim, I packed up my tools and rode to the next check. I seemingly only packed one tyre lever into my tool roll. Having stated that I had lost a tyre lever, it allegedly reappeared when I repaired another puncture! Ernie Page swears that actually happened, but to be honest I can’t remember it at all. Maybe with the passage of time, the heat of the moment, the speed at which an ISDT rider has to change an inner tube, I forgot all this, who knows?”

Hazardous Pursuits

“I mentioned earlier that I was the trials organiser of the St George club and in fulfilling my duties, I remember riding out one early wet Sunday morning from Edinburgh to the venue of the Mirylees Trial at Romanno Bridge in the Scottish borders. When a motorist did a ‘U’ turn in front of me, thankfully I was on my Greeves and wasn’t going too fast when I landed on his bonnet. The guy apologised, I was shaken but unhurt. I therefore carried on to eventually check the sections that had been laid out on the Saturday. There had been heavy rain during the night and some cards had been washed away. I crossed the swollen burn to alter the section. I misjudged the force of the water in the stream that was previously shallow and I was swept away by the torrent, not helped for once with my Barbour suit and wellies, being filled with water. I remember it clearly to this day, visions of death, but was lucky enough to grasp a tuffet of grass pulling myself to safety. A lucky escape on two counts that day! Eventually, I did manage to win that trial in 1971,  but not that day!

Year 2000

It is now 2000, I have just retired from the Scottish Fire Service, I’ve built twenty-three new houses, and have bought an old derelict schoolhouse with land in West Fife, some miles north-west of Edinburgh. Whilst renovating and converting, l occasionally heard the sound of trials bikes over the boundary in adjacent fields and woods. Eventually, I  saw and caught up with two guys practising on their bikes. It was farmer, Ian Shedden and car trader friend, Colin Bryant on Drumfin Farm, which is still a trials venue today.”

“They had been confined to the farm as the country was in the grip of Foot and Mouth disease in 2001, and a shutdown was in force. I climbed the fence, wandered over to the guys and started asking about their trials rides and the modern bikes, bearing in mind l had not seen a modern trials bike in many years. l explained a bit of my background and asked if l could have a shot. After more or less vetting me, l got the nod, so dressed in works gear and safety boots, l proceeded to clean the logs, no clutching, this was the way it was when l left trials twenty three years earlier. Having passed the ‘test’ Sheddie said, ‘You have obviously ridden to a good standard’.  My reply was: ‘well actually…’ revealing my previous status. l now know of course the ‘jungle drums’ sounded and various calls were made as to ascertain who this potential liar was.”

“It would not have been long before local trials man, former Scottish scrambles champion and Dunfermline stalwart Johnny Davies was asked the question. Johnny’s reply, no doubt in jest, in his West Country accent  was ‘Ah right Sheddie, that would be the year no-one else turned up’ Johnny’s words could not be further from the truth because up to then and with the exception of perhaps Laurie Mclean, Jackie Williamson and eventually the arrival of Leslie Winthrop, there was no single domination by any rider, but there were a handful of riders all capable of winning on the day.”

“Thankfully for the sport and as l write, we in the Scottish scene have a new previously uncrowned champion and still have a handful of guys, all still capable to take or regain that title, long may it continue.”

“Anything to do with bikes was still an attraction to me, but trials were never far from my mind in the many years l was away from the sport. Unfortunately, I  had work commitments and had two daughters who both took up showjumping. The younger one rode for the Scottish team in 13.2 class. Over the years l did bump into guys still riding, and Walter Stratford who always suggested to me that I should make a comeback. I did once at Soutra Isle, but unfortunately, the buzz had gone and so had the ability. This was after buying a new Yamaha 200 from Ernie Page which l sold later having virtually done nothing, later l tried to buy it back after discovering it had been left outside rusting and unloved.”

“However, not long after the Sheddie incident l did get my appetite back for the sport and when trials picked up again there was trial on the farm and I asked about what was for sale and successfully purchased a twinshock Yamaha TY250R ‘Pinky’. I rode a few trials with that before purchasing a two stroke Montesa Cota. All new gear had to be bought, although l did use my old TT leathers suit which still fitted me and still does to this day, but it looked a bit dated. l started riding regularly, however things had changed big time. l had left the scene when the clutch was used only to change gear, only one route was available and ‘pocket hankie venues’ in other words, no road work, as they were called then, were starting to creep in, in what was a transition for me. Clutch control became a bit of a problem pulling it in at the wrong time or not at all, standing on the brake pedal was another problem. The old bikes I had left never had that problem as the brakes were so inefficient, compared to the stopping power of hydraulic brakes all made my comeback days frustrating. The ability was still there, but the brain of a sixty year old didn’t react as l expected. Did l put my feet down, rarely, did l miss marker cards, yes lots. Did l fall off? Yes, lots. Yes the will to win never leaves you, you never forget, like swimming. A new Beta two-stroke was eventually bought and I went to every national trial in Scotland in my VW crew-cab pickup. In that season, l saw rewards for my endeavours although the instinctive actions mentioned previously never came naturally right up until the day l finally gave up. I gained numerous best in class awards and best would be the perhaps the abandoned Perth Two Day, the second day saw torrential rain. However, my only real win on a single route trial was at Fintry, Stirlingshire, when l was the lowest mark on the day but it was not easy. l knew l was having a good day but it was only when l got to the well used upper sections when the observer Jim Tennant said ‘that’s a good card, but beware Michael Carruthers was chasing you!’ Well, that’s what l didn’t need to hear as from then on the adrenaline was rushing and l felt l was on a potential winner. l was wobbling all over the place in the final sections up until the last section of the day, this was a taped section, plenty tight turns and curves and over a few logs if l remember correctly, clutch control and braking were still not that good where it was needed, however l made it. Walter Stratford the observer, looked at me as if l was a nutter for my jubilation was intense. Had l won? Yes, l did and that was the most satisfying comeback ride.”

“I mentioned Jim Tennant as an observer on that day, l admire him and a few other guys such as John Palmer and there are not a lot, for their ability to take part in events and go round clean or lose minimal marks, great concentration. In the early days, l can’t remember this ever happening at our level and l have had this confirmed by a few older guys still about. We will never know the answer as there is no comparison between back then and modern trials.”

The Third Disappointment

“At about this time l bought an original semi-works BSA 250, Ex-Bryan Povey and decided the Scottish Pre65 Scottish Trial was for me! I rode the BSA on two occasions, which in original condition, was hard but satisfying before purchasing over the years three of Dave Stewart’s trick Triumph Cubs, the last being a 250 which l would loan to Sheddie, and he rode well to finish tenth in what was to be my last involvement in the Pre65 before l sold it. The highlight years of the Pre65 was the time l rode round with Leslie Winthrop, a lad who was starting to be noticed in the sport about the time l was finishing my first era.”

“Leslie would go on to become one of our greatest Scottish riders. He had been riding for most of the day with a front tyre puncture and cleaned Pipeline as did l, something that had always eluded me. A great feeling with spectators applauding your efforts. Leslie was third that year, sadly he never won it. I had thought about riding the Six Days trial just for old times sake and in all probability l could have at this period, and with all the luck required finished. Had drone video footage been available then, my opinion may have been different. But later, and what l have seen of today’s SSDT Trial that would have been no way, there doesn’t seem to be respite or easy sections these days. However in 2007 in what would have been an anniversary of my last SSDT ride, l asked the then Clerk of the Course if l could give them a hand to mark out the course over Rannoch Moor. Mark Whitham gave me the nod, but not knowing as to the time of the markers’ arrival at Achallader, l was there very early with my wife who was going on to meet me at Spean Bridge where our B&B had been booked. However, when the three guys arrived l was promptly told ‘you can’t come’ and was giving the most pathetic of excuses. This was fairly clear in the body language of one of the course markers, Kevin Dignan who l am sure could not believe what was being said. l am not going to name names, but clearly it was ‘their baw’ and l was not getting a shot of it. Yes, fair enough, other than the very early years l was not part of the team, but sufficient notice would have been nice. This was my third disappointment of my biking career.”

“After getting my old bike, It was great riding the Pre65 on a four-stroke as this was a grade of machine l had never ridden, although there was an abundance of them about when l started in 1963 on a Greeves two-stroke but the feel of the four-stroke engine encouraged me to buy a new Scorpa 250F. This was made easier because Sheddie was the Scottish Dealer over the garden fence, l had some great rides including that result at the Perth Two Day. l went on to purchase a second, which now belongs to Alan Adamson in the East Neuk.”

“Having said that I had suffered three disappointments in my time in trials, there was also a situation that partly reversed those three unfortunate happenings. In 2018, I received a telephone call from John Moffat, who apart from operating the Trials Guru website, was also event organiser of the Highland Classic Two Day Trial on the Alvie Estate near Aviemore. John explained that the trial had a theme each year and a Guest of Honour. In 2018 the theme was to celebrate fifty years of the first production Montesa Cota and also coincided with fifty years since my Scottish Championship victory, 1968. John then asked if I would attend with Gail to be the Guest of Honour of the event and a guest of the Inverness and District club. I accepted immediately and Gail and I thoroughly enjoyed the weekend.”

“One particular trial l remember on the Scorpa was the Bob McGregor Two Day trial at Killin and l was riding on full bore up through the forest fire break.  l came to this huge ditch, which l had to make the split-second decision to either jump it, or end up in the fire break ditch with a couple of struggling riders. One of the guys in the ditch must have been impressed by my antics as it was the talk of the parc ferme when l finished. l confess now l had no choice but to jump or crash heavily. I suppose that’s what makes winners. I rode consistently through that decade up to my last ride which was the Pre65 Scottish. Very early on, l twisted my knee, which l had injured playing rugby forty years ago previously and the pain got worse requiring regular doses of painkillers. On my way round l took more than the recommended dose, but l was determined to finish. I did, but that was my last trial before getting a new knee. l did make a return after that to one trial, but made the wise decision to call it a day, or so l thought. From then l have kept on the edges of the scene, occasionally observing and spectating and keeping in touch with my second era trials friends. On my wish list was to attend the Costa Brava two day trial, but I now know that  l would never be able to have competed.  I discovered that you can enter on what is called ‘the tourist route’. This came at the right time, as I had recently been diagnosed with Parkinson’s Disease and in order to keep me fit, l decided, given the opportunity, to buy Peter Valente’s Montesa 4RT. It had lain unused since his untimely passing, l have good memories of Peter and his dry wit, and share this one with you. He was observing at Callander and was quoted as saying: ‘Does Dougie Bald know that bike can do that’. He was referring to the time Neil Dawson borrowed my Scorpa 4 and had an exceptional ride on it. He would of course, him being the exceptional rider and stalwart to Scottish trials that he is. In order to enter and ride round some trials, l also entered for the Costa Brava as a tourist and bought the flight with my wife, and had accommodation booked. Sheddie found space in the van to take my bike to Spain so I was all sorted or so l thought ! Between riding round the odd trial and observing, l observed at the Leven Two Day and with my fellow observer Colin Mcmeechan.  l had a good day in the rain and decided to have a shot of the section after the back markers had been. No problem l thought, still competent l thought, alas the long single section which took one five and about twenty marks throughout the day, and was looking like a main road. However, l proceeded and twice grounded against the banking. Taking two fives within the single long section and the humiliation of having the bike lifted off me. All was not finished as Colin took off down the track from the Blackwater Dam, disappeared but was waiting at the corners for me. I got back to the car and it hit home big time and emotionally that this was no longer for me and in the space of a few months and with medication not working as l was expecting my ability on the bike had gone, and within a couple of weeks Pete’s bike was sold back to the family, l can’t thank enough those who gave me the opportunity to compete in Spain.”

“However, in my preparation to go to the Costa Brava l had bought new boots, which is back to where l started this recall of part of my life and which proves how all things tend to go round in circles. That won’t be the last of me, l still intend being around for a while yet and look back over the years and don’t think l have become a character as l believe l was in the Fire Brigade! l don’t think l had enough time on the bikes but many did, l will name Peter Mitchell as one and tell the tale of my early comeback days when l was running the VW crew-cab dropside pickup and one day up at Stonehaven l rode the bike up the ramp and immediately the front wheel went off the edge. Somehow l managed to avoid falling off completely. Peter came running over and shouted ‘well held Dougie but that’s a five’, to the amusement and laughs of the crowd. l mention the pick up as l have just finished the ten year renovation of the now rare crew-cab VW Doka pick up and which is now for sale. l may get another project bike, the last being a Honda TLR and continue my road runs on our trail bikes with like minded guys all past trials, SSDT, ISDT, ISDE and speedway riders. Hopefully I will be able to help with Vince McIntosh’s re-enactment of the Scottish’s final run from Edinburgh fifty years ago.”

“I started this article by mentioning where my off road biking days started and stated that unbeknown to me at that time they would become friends, team-mates and competitors, so it’s perhaps fitting I name these guys, strangely all were post-war babies and stayed in prefabs in the west side of Edinburgh. Trevor Hay a regular competitor in trials, but probably best known nationally for his enthusiasm and dedication to Scottish Enduros riding many ISDTs and laterly becoming the Scottish Team manager for many years. He in partnership with Graham Chatham Edinburgh car and bike dealer, were the instigators of the ice racing in Scotland. Norman and Derek Edgar, sons of Norman of the motorcycle business Edgar Brothers. Norman jnr was a triple Scottish Champion and Clerk of the Course for the SSDT for many years, and is still on the edge of the scene assisting his two sons. Derek was a good all rounder in both trials and the ISDT would later ride for Montesa America. Finally, Jim Hendry, a fast lad and early trials rider perhaps best known for motocross and Enduro. He was a motor cycle shop owner with a business in Fife among others, one time representative for Jawa CZ and is still in ownership of a full blown works Jawa Enduro bike. Finally Tommy Milton juniour, winner of the 1967 Pinhard Prize, a very competent trials rider winning special first class awards in the SSDT riding Ariel and Bultaco, one of which in kit form came back from his world wide travels on Concord among other aircraft. My club, the Edinburgh St. George nominated me for the Pinhard in 1968 my championship year, but as a Scot had won it the previous year and a certain Malcolm Rathmell was nominated, he was the clear winner. Milton’s father, Tommy senior, was a great SACU stalwart, commentating at Scottish scrambles, and fought tirelessly campaigning against the introduction of tolls on the first road bridge over the Forth at Queensferry.”

Further and to Summarise

“With the benefit of hindsight, I should have kept riding after my knee replacement, however I have met some great folk and finally I would like to quote the Scottish rugby star Gavin Hastings when asked, if in his opinion, did he think he’d be as good in the modern era?

“Answer: for both of us  – Probably, but it is better to be a has been, than a never was!” – Douglas Bald

We are truly indebted to Douglas Bald for sharing his personal accounts of his life and times, to be able to share it to a wider audience here on Trials Guru website.

‘Douglas Bald – a story of a lifetime’ article is the copyright Trials Guru and Douglas Bald – 2026.

Photographic Copyright: The photographers named in captions to the images.

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