[5] Blandford Race Down continued to be used during the 19th century as a training ground for the Yeomanry and Volunteer units of Dorsetshire and a permanent rifle range was constructed in the area of what is now Racedown Road.

After its initial action in the front line in Belgium, the Division returned to the UK and established a base depot and training camp at Blandford.

Each unit spent a month carrying out intensive training prior to being sent to a combat area such as North Africa, or preparing for the planned invasion of Normandy in 1944.

The hospitals started receiving patients about two weeks after D-Day and many were brought from the combat area via the wartime airfield at Tarrant Rushton.

[8] By the time of the third event in April 1949, the circuit had obtained a reputation as the fastest in the country, with speeds over 110 mph (177 km/h) being achieved down the straights.

[12] The Hants and Dorset Car Club organised a successful kilometre speed hill climb over part of the course in May 1949,[13] and shortly afterwards the circuit was approved by the R.A.C.

Hitting a bus shelter demolished in the previous accident, his car was launched, landing on the roof of an army building, where it remained until the end of the day's racing.

[19] The serious accidents were generally attributed to competitors lack of racing experience,[19][20][21] and complaints about the circuit at this time were more often related to delays and accessibility issues attached to running public events on an active military base.

Over 40,000 spectators attended, and the event on 29 April 1950 saw the debut of the latest version of the "works" AJS Porcupine as well as the first appearance of the Norton featherbed frame.

[26] Criticism was levelled at the lack of protection for riders from saplings attached to iron spikes, other metal stakes and telegraph poles present at various points around the track.

After the second crash at Engineer's Corner, straw bales had been put in place, but this was entirely on the initiative of an army sergeant-major on duty at the event, rather than the organisers.

Despite these issues, the jury accepted that the riders took part knowing the risks involved and verdicts of accidental death were returned in both cases.

"[29] Shortly afterwards, the army's Southern Command Headquarters issued a statement to confirm that "no further permission will be granted for car or motorcycle meetings".

[30] Fortunately, the event passed without serious incident, and Geoff Duke, who won three of the races that day, also raised the official lap record to 91.03 mph (146 km/h).

The executive of the Board of Trade were also very much in favour of lifting the ban, stating the treasury had benefitted by over £3,650 in the two years 1948-49 and that Army Regimental funds had also received a substantial amount.

[32] The local road safety committee also met to discuss the ban, and though any action was deferred,[33] shortly afterwards the camp commandant offered the use of the circuit "for courses of instruction for learner motorcyclists".

[36] Following this accident, a tight chicane was added at Engineer's Corner, which considerably reduced speeds[37] and motorcycling events continued at the track until the circuit was closed due to expansion of the army camp in 1961.

As a consequence, it was anticipated that all communications training would move from Blandford to Metrix's main campus to be built on the RAF St Athan site over a 5-year period from 2008.