drth e45y hstr

INCORPORATING CLASSIC TRUCK

PREVIEWS: THE RETRO TRUCK SHOW

NE 2021 £4.80

SUNTER’S MOTORS IBSUMPER SUE!

THE LAST OF AN ERA

PLUS

Frankie’s Big Mack

Haul Waste Ltd

Top Kat

KELSEYmedia

June 2021

£4.80

‘CODE BLUE’ the COLD WAR JEEP

READERS’ LETTERS n GPO VEHICLES n PETROL PUMP MUSEUM n FREE ADVERTS

CLASSIC

LORRIES

“No two lorries are the same, that’s why you need a specialist to arrange your insurance cover” Eddie Johnson, HGV and Classic Lorry Insurance Specialist

The Classic Lorry Insurance Specialist Call us on: 0161 410 1065 Classic Lorries is a trading style of ISIS insurance. ISIS Insurance Service Limited is authorised and regulated by the Financial conduct Authority. Our firm number is 314533.

WHAT’S IN A NAME

EDITOR'S

COMMENT

▲ Once seen and you'd never forgot an outfit which the team at W&J Riding aptly nicknamed The Beast. It's pictured by Peter Noble in August '95 on one of the many rather short round trips it did between the ICI plant at Wilton and the Bell Line container terminal on Tees Dock. Peter just happened to be in the right place – albeit wanting to photograph locally operated railway traffic – when in his words the thought of 'That's an unusual combination, let's get a shot of it' was to prompt the photograph. The outfit was built to ensure the legal movement of 34 tons of payload in these containers. It's a strange quirk of the law which allows ballast box tractors to haul trailers of such a weight. Gross train weight was between 50-60 tons. Riding's actually had two of these outfits with the pictured J94 GCX being named Goliath. We always liked the strong sounding individual names the late Tom Riding gave to his motors. Photo: Peter Noble

W

hy do people name their vehicles, I ask myself? Well, there is no straightforward answer for this, but personally, I feel each vehicle has its own personality, and has a name to suit. Leyland as an example, in 1904, named their first petrol-engined lorry ‘The Pig’ and carried on the animal theme with Lion, Tiger, Terrier, Beaver, Buffalo, Hippo, Octopus, Rhino and Bison to name just a few.

I guess, if an owner is proud enough of his or her lorry and has named it, then there is more reason to believe that he or she will be inclined to look after it. Giving a

lorry a name maybe creates a bond between driver and lorry.

A quick look online and there are hundreds of suggestions for lorry names. These for example are aimed at big lorries/trucks; Destroyer, The Outlaw, Rambo, Slayer, Dark Lord, The Butcher, Ironclad, Road-Kill, Undertaker, Widow Maker and Dark Knight.

Whereas, others name their lorries big or otherwise, after family members or pets even, which sounds much nicer. I may have told you this before, but one lorry I painted and lettered, the driver asked me to put ‘The Flying Scotsman’ on it, which I

did, but when the boss saw it, he told me to take it off. Shame, it looked really good.

By the way, next issue, we are giving away a FREE supplement, be sure to get yours, either subscribe or visit shop.kelsey.co.uk Enjoy the mag.

Charlie Waters CHARLIE WATERS, Editor

June 2021

3

CONTENTS Cover story page 6

WHY NOT SUBSCRIBE ?

44 Jaguar Cars Ltd acquire Henry Meadows L

Its easy and yo u never miss an will issue!

Turn to page 22 o r call 01959 5 43 747 for full subscri ption details

Peter Morrey gives us the second part to the story of how Jaguar Cars Ltd., acquired Henry Meadows Ltd after first acquiring Guy Motors Ltd.

49 Frankie’s big Mac

Frankie Wilson from Scotland has been a big fan of American lorries for as long as he can remember. Bob Weir went to meet him at a local truck stop near the M74 motorway.

54 Haul Waste

In 1972, Haul Waste Ltd was formed after English China Clays (ECC) Group acquired Harrison Western Ltd of Taunton. By Timothy Byrne.

57 The Fisogni Petrol Pump Museum 06 Just in time

The bulk of the pictures you are about to see don’t at first glance look anything special. A wander round any haulage yard on a Saturday afternoon in the mid ‘80s would see a similar blend of vehicles shoehorned into all sorts of casual positions. But as Bob Tuck explains, this collection of Sunters motors seen in their Boroughbridge Road, Northallerton depot was probably the last of an era.

14 Ignition

News and events from around the classic commercial world.

16 Vivre la France

The restoration of a French transport icon, a Citroën H Series van, was completed almost exactly a month ago by Ken and Ray Walsh. The innovative front-wheeldrive, all-independent suspension, corrugated panelled, monocoque structure H Series was produced from 1947 to 1981. Ed Burrows records the story of the Walshes’ sixth restoration of a Frenchbuilt vehicle, one of which, a Hotchkiss completed in the late 1990s, was their first-ever truck project.

24 Top Kat

Not content with generating all sorts of records in the decades it spent in production as a World-Wide favourite of a load shifter, the TK Bedford is now winning

4 shop.kelsey.co.uk

all sorts of new friends as it becomes a huge favorite with the preservation world.

Bob Tuck has long been a big fan of this travelling treasure.

30 GPO specialised vehicles – Part 2

In 1981, the Post Office had one of the biggest fleets of vehicles in the country with a combined total of 80,000 vehicles taking in both Post Office, Royal Mail and British Telecom vehicles. Mike and Julie Blenkinsop continue with part two of their look at some of the more specialist vehicles used.

36 Willys Jeep

Timothy Slawson, had a deep desire to own a military jeep, here he tells the story of his purchase and subsequent immaculate restoration.

42 Scammell selection – centrespread

It was on Tuesday 18th June 1985 that the Sunter’s staff at Northallerton kindly lined up this selection of Scammell Contractors for this particular shot. It was fortunate that the (fourth ever made) Mark 2 Scammell Contractor of Wynns DBO 661V had just arrived at Northallerton. It was also fortunate that Peter Clemmet’s Scammell NAJ 103P had just come out of the Northallerton paint shop after being given its brand new United livery.

In Italy, near Milan, an ancient villa inhabited by a nobleman and ‘Garibaldian’ soldier in the XIX Century hosts the original Fisogni Museum: it’s the largest collection in the world of gas pumps and petroliana, awarded in 2000 by Guinness World Record.

60 The home front Bus

Most commercial buses have just one life, but a lucky few get to serve in another capacity after being retired from their bus routes. One such former bus is now in use providing an invaluable insight into life in the Second World War: The Home Front Bus as Patrick Boniface explains.

62 The best of British

DAF’s lightweight LF model is built in Lancashire and owes much of its parentage to the popular Leyland Roadrunner models as Pip Dunn explains.

66 Get ready – the Retro is back!

After an understandably forced cancellation in 2020, the Retro Truck Show is set to return this September at Gaydon. Pip Dunn look back at past shows and give advice on how to enjoy this year’s event.

72 Letters

Here’s your chance to tell us a story, ask a question or put things right.

74 HC Marketplace

The place to buy or sell anything related to classic commercials.

Issue: June 2021 www.kelsey.co.uk

24

Heritage Commercials Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL EDITORIAL Editor: Charles Waters Email: hc.ed@kelsey.co.uk Art Editor: Philip Silk Contributors: Bob Tuck, Ed Burrows, Mike and Julie Blenkinsop, Pip Dunn, Peter Morrey, Timothy Byrne, Bob Weir, Patrick Boniface, Timothy Slawson and Marco Mocchetti Advertising Sales Hill View Media Managing Director: Ben Foster Account Manager: Amy Foster Tel: 01366 728 488 Email: ben@hillviewmedia.com amy@hillviewmedia.com

Advertising Production Hill View Media Production Manager: Joanna Foster Artwork Enquiries Email: jo@hillviewmedia.com Tel: 01366 728 488 MANAGEMENT Chief Executive: Steve Wright Chief Operating Officer: Phil Weeden Retail Director: Steve Brown Publishing Director: Steve Kendall Audience Development Manager: Andy Cotton Brand Marketing Manager: Kate Chamberlain.

Print Production Manager: Georgina Harris Print Production Controller – Kelly Orriss Subscription Marketing Director: Gill Lambert Subscription Marketing Manager: Kate Chamberlain

30

36

SUBSCRIPTIONS 12 issues of Heritage Commercials are published per annum UK annual subscription price: £56.40 Europe annual subscription price: £68.00 USA annual subscription price: £68.00 Rest of World annual subscription price: £74.00 Contact us UK subscription and back issue orderline: 01959 543747.

Overseas subscription orderline: 0044 (0) 1959 543 747 Toll free USA subscription orderline: 1-888-777-0275 UK customer service team: 01959 543 747 Customer service email address: subs@kelsey.co.uk Customer service and subscription postal address: Heritage Commercials Customer Service Team Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL. United Kingdom Website Find current subscription offers at shop.kelsey.co.uk/hcom Buy back issues at shop.kelsey.co.uk/backhcom Already a subscriber?

Manage your subscription online at shop.kelsey.co.uk/myaccount www.kelseyshop.co.uk Back Issues: 0845 873 9270 Books: 0845 450 4920

62

CLASSIFIEDS Tel 0906 802 0279 (premium rate line, operated by Kelsey Media.

Calls cost 65p per minute from a BT landline; other networks and mobiles may vary. Lines open Monday to Friday 10am to 4pm). trucks@kelseyclassifieds.co.uk Kelsey Classifieds, Heritage Commercails Classifieds, Kelsey Media, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL DISTRIBUTION Distribution in Great Britain Marketforce (UK) Ltd, 3rd Floor, 161 Marsh Wall, London, E14 9AP Tel: 0330 390 6555 Distribution in Northern Ireland and the Republic Of Ireland Newspread, Tel: +353 23 886 3850 PRINTING PCP Printers Kelsey Media 2021 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers.

Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties.

Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit https://www.kelsey.co.uk/privacy-policy/ . If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Officer at dpo@kelsey.co.uk. If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Officer at dpo@kelsey.co.uk.

www.kelsey.co.uk

Transport Heritage

JUST IN TIME

The bulk of the pictures you are about to see don’t at first glance look anything special. A wander round any haulage yard on a Saturday afternoon in the mid ‘80s would see a similar blend of vehicles shoehorned into all sorts of casual positions. But as Bob Tuck explains, this collection of Sunters motors seen in their Boroughbridge Road, Northallerton depot was probably the last of an era.

As just over a year later, the long established road haulage business would end its days being absorbed into the newly formed Econofreight United. As a casualty of the retraction to the UK’s ultra-heavy haulage industry, ex Sunter staff members Roy Pickard and Peter Clemmet recall the end of that particular era

I

wish I could say that I had the foresight to think about it but any credit for the recording of the bulk of these assorted images must be passed to good friend Paul Hancox. And it was probably a typed letter that landed on the door mat asking if I could do him a favour: “Can you please go down to Sunters yard in Northallerton,” asked Paul, “and take a picture of every one

of their motors in there for me please.” It seemed an oddball request but seeing that Paul also enclosed payment to cover the price of a film, its processing and then return postage of all the prints, it didn’t seem too much to ask.

So, on Saturday 10th May 1985, with a brand new roll of film in the camera, I wandered down to a dull Northallerton and

asked the Sunter management for permission to go round the yard recording the attendees.

No problem, of course, they told me but I was warned that not everything was back at base.

A few days later, the selection of fairly routine looking shots were heading back to Paul’s home in Birmingham so of course, he was very happy. I was happy enough to help out but I didn’t think it even merited keeping

▼ First remark from one seasoned heavy haulage anorak when seeing this image was just look at all that Cummins grunt on display. Typical of the big load outs which Sunters-ITM were involved with, the four tractors aren’t pushing the load onto the barge as that’s being done by pulling winches whilst the barge’s ballast is being moved around accordingly. The Sunter vehicles are piping air into the trailer brakes and are also needed to ensure that in an emergency, the load can be pulled back onto dry land very quickly – or relatively quick of course.

6 shop.kelsey.co.uk

Words: Bob Tuck Photos: Bob Tuck collection / as stated

a copy of these prints as they seemed a bit mundane. How wrong could I have been.

That should have been the end of the story – or non story as it is – but with all the spare time currently on my hands due to the enforced lockdown with the Covid19 pandemic, a look in my negative book unearthed these gems. And with the use of a modern day scanner, those pieces of 35-yearold film have given up a tasty selection of digital images.

The reason they were converted from the routine to the special was because of what happened to the Sunter Bros business.

From being a one-time stalwart to the UK and Continental heavy haulage world, the company became a major casualty of the fall away to so much heavy haulage traffic.

To try and make the best of all worlds, the corporate owners involved pushed through the ’86 merger of the interests of Econofreight, Wynns, Sunter Bros – and not forgetting Wrekin Roadways – to form the one operation of Econofreight United. The combined fleet was soon to adopt the standard blue and white livery previously used by Econofreight. And for fans of Sunters (and of course Wynns and Wrekin) their favoured fleet’s livery of old was set to slip away forever.

SUNTER FLEET MAY '85

▲ The last Scammell to be bought new by Sunters was this S26 6x4. Roy recalls going to Watford to collect the vehicle but it had a poor start as it broke down when a month old after a shaft snapped in its torque convertor. Terry Thompson was its regular driver. The semi-trailer was SB280 and Roy recalls it had a choice of using two different necks.

Time Line

Before we talk about their end, we’ll have a quick look back through what covered 63 years of diverse action. From very modest beginnings in 1923 – while based at Gunnerside, high up in the Yorkshire dales – the three Sunter brothers, Tom, Joseph and Lennie (and their sister Rosa) would gave their name to a promise to ‘Go Anywhere, Carry Anything.’ Such ability subsequently got them involved in long loads of trees and making the move to Northallerton in the late ‘30s would see them ideally placed to expand as they served the long steel producers on Teesside.

Of course the swathe of Nationalisation which swept through the general haulage industry in the late ‘40s slowed their progress although the brothers changed tack and for a short period began running passenger carrying vehicles under the banner of Broadway Coaches. By the mid ‘50s they were back hauling a wide variety of freight although even then were specialising in awkward out of gauge abnormals.

Loads didn’t come more abnormal than the 12 Head Wrightson boilers taken into

▲ Bob Fletcher was another heavy haulage stalwart of the Sunter business and he recalls he had this Scania from new. Bob tells us that it was the only Scania in the fleet fitted with a torque convertor. In October ’72 Bob recalls getting BPY 82L – the first Scania 110 6x4 artic unit to come into service with a sleeper cab.

► I couldn’t resist dipping into the Sunter archives for this picture as the ERF was probably the company’s first 6x4 tractor unit. Jack Thompson is the pictured driver.

The vehicle was bought new in April 1947.

Although it was nationalised and later used by Pickfords, Sunters were to buy it back in the early ‘50s.

June 2021

7

Ê

Transport Heritage

▲ Sunter fans will be aware that their first Contractor 6x4 240 tonner was TPY 675H that came new in June 1970. After about eight hard years at work, it was sent to Plaxtons – the Scarborough based coach builder – to have the cab rebuilt. The mechanics of the tractor were done back at Northallerton and in September 1978, it took to the road re-registered as YVN 308T. Jimmy ‘Geno’ Goulding was its first regular driver in its rebuilt guise.

Bradwell Power Station in Essex during ’58 / ’59 as each of these loads tipped the scales at 238 tons a time. This one hugely testing job was to make the reputation of Sunters, the Rotinoff tractor they used and its top driver, the late John Robinson. What a tremendous servant he was for the company.

In 1963, Tom Sunter was to die suddenly.

After going into hospital for something relatively routine, he suffered a heart attack and didn’t recover. Tom’s brother Joseph had died earlier so in ’64, the family decision was then made to sell the Sunter business to the Bulwark United Group who three months earlier, had purchased the huge Robert Wynn, South Wales based heavy haulier. It was a concern at the time to staff members like Roy Pickard that Sunters and Wynns would be merged into one large operation but that didn’t happen – until 21 years later.

We featured Roy’s story – and his

▲ Sunters bought their first Scania LB110 tractor unit – PPY 266G – in April 1969. Roy reckons it was the excellent service from their local dealer Union Trucks which kept them faithful to the marque. FPY 317V was the last 11 litre Scania bought by the company.

8 shop.kelsey.co.uk

involvement with the Rotinoff – in Heritage Commercials April ’16 issue. He had joined the company at the age of 15 (in 1958) as an apprentice mechanic and at first worked out of their Catterick depot (where the coaches were based) until that side of the business was closed in late 1960. Then transferred to Northallerton, Roy was to clock up 38 years’ service as he stayed involved with the spanners right through the various mergers until made redundant in ’96.

Another long server with Sunters was Peter Clemmet who is another hero / stalwart of the heavy haulage driving scene. We have featured Peter three different times (August ’14, September ’15 and May ’17) in the back

▲ Probably the most photographed Scammell Contractor at Sunters was NAJ 103P ‘Fearnought’ which was the usual tractor for Peter Clemmet. It was to be painted several times and the example seen on the magazine’s front cover was an experimental version that was done in March ’83. Peter quite liked it but none of the Sunter – ITM management agreed and the vehicle was quickly repainted in the form seen here.

issues of Heritage Commercials but these stories all relate to his earlier years when he was working for the Elliott’s of York heavy haulage concern.

Peter smiles when he recalls those adventurous days – and we hope to come back to more tales of the unexpected from that era – although his move up country to Sunters of Northallerton in 1967 was to also herald all sorts of mammoth moves he could never have dreamed of in his earlier days.

North Sea Oil

There has obviously been oil under the North Sea since time began, but it wasn’t financially viable to extract it until the mid 1970s after

▲ Roy recalls that Peter Sunter always wanted to buy a 90’ long fixed deck semi-trailer but apparently the Ministry of Transport would never allow it. He did buy ones 70 and 80ft long and Peter Clemmet recalls the 70ft one came new in 1968 and was first coupled to the Volvo F86 tractor unit MVN 462F. “It was the smallest tractor unit we had but it ran with the longest trailer as it was used by Whessoe to take some long but light loads into the nuclear power stations.”

SUNTER FLEET MAY '85

its value had zoomed up in price following the ’73 global oil crisis. The huge production yards in north-east England (and along Scotland’s eastern sea board) were well placed to build the variety of oil rigs that had to be made but making the connection from dry land to the sea carrying barges was where Sunters were to get involved – big time.

This was a highly specialised operation and bringing their maritime know-how to the action saw the tie up with International Transport Management – ITM. The arrangement began in 1977 and the next nine years were to see all manner of phenomenal activity for the Sunter-ITM combo. Sunters four big Scammell Contractors (and later their two terrific Titans plus the awesome Tractomas) were to earn their keep time and time again as they wandered far and wide working – in the main – on production sites hidden from public view. The distances they moved loads were often fairly small but the weights shifted were almost off the scale.

As well as the UK mainland, there was a memorable stint for many of the staff when they helped to build the huge production terminal at Sullom Voe on Shetland. Even further away was the 1980 trek out to the Persian Gulf where a total of six huge spheres – each 50ft in diameter and 200 tons in weight – had to be moved from the production site, on and off barges, to the eventual terminal. Sunters had two tractors on this – the Contractor HVN 397N and the F89 Volvo OVN 676R. Both these vehicles were painted white for the job and carried the name Hercules International Transport Co Ltd – a company created just for this operation which also involved all manner of other ad hoc haulage jobs done while they were out there.

All photos on this page: Although Sunters were always reckoned as a heavy haulage concern, it struck me as strange as to how many 4x2 tractor units they were operating in 1985. Although this was a standard general haulage configuration, the company did little general haulage work. Scania were strongly favoured with the V8 engine in particular being Roy’s first choice when he was spec’ing a new motor.

June 2021

9

Ê

Transport Heritage

All photos on this page: Sunters always ran some Volvos and had great service from seven different F89s both in articulated and ballast box guise. However, the F12 was only used in smaller numbers.

The tractors may have done the graft but all this new work was only made possible because of the developments of the modular trailer system. And while there were one or two options being manufactured, Sunters – and many others – plumped for the French made Nicolas load carrier as standard.

In many respects, Sunters punched well above their weight. The biggest fleet number Roy can recall was when they got up to working about 50 vehicles although during the early ‘80s, they probably didn’t run any more than 30. However, what they did have was a phenomenal amount of trailer axles: “I think we had about 300 rows of the modular gear,” he says, “and I’m sure at the time we could well have been the biggest operator of this type of trailer in the world.”

10 shop.kelsey.co.uk

Obviously buying all these axles required a huge investment from Sunter’s corporate owners Bulwark United. But the income they in turn generated was very impressive: “I can remember Peter Sunter complaining to me one year,” says Roy. “He said that we had made a phenomenal amount of money but it was then used to buy a fleet of new tankers for another part of the Group – and not saved for us.”

United Front

In comparison to the huge income Sunters were generating for the United Group, things were taking a dip with the Robert Wynn / Wrekin Roadway side of affairs. Wynns of course had long been champions of Flying the Flag in foreign climes and their exploits

in Sudan were simply awesome. However, the contraction of work in the UK was to see the gradual closure of their depot network with first Manchester and then Newport – their traditional beating heart. The new HQ for Wynns was to be at Stafford – to serve the needs of GEC – and it was to be Peter Sunter who was asked to move from Northallerton to the Midlands to take charge of this side of affairs.

With Northallerton being so busy with load outs and site work, enthusiasts (like yours truly) were heartened to see the occasional use of a Wynns’ big Scammell on what was normally a Sunter’s heavy haulage load. Great.

In fairness, it wasn’t just the ultra heavy haulage site work that was keeping Sunters busy. During the ‘70s they had gradually developed the Continental side of their operation and many of the Sunter drivers were far more used to driving towards Switzerland rather than say Scotland. They obviously went where the work took them and Roy recalls that drivers Peter Clarke and Stan ‘Sigi’ Sigmunter were always abroad: “I’m sure it was Roger Hobson and Stuart Dale who set up the International desk at Sunters,” says Roy, “and then Alan Lewis was involved. The outfits got all over the place and the traffic desk had contacts to get back loads into the UK as well.

It was a big earner for the Group.”

That Group was to come closer with an announcement to the trade press at the Waldorf Hotel in London on Tuesday 12th November 1985. This officially explained the creation of United Heavy Transport Ltd as the banner that would combine the Sunters and Robert Wynn fleets with the new livery more akin to the long standing Wynn’s red and black. Although as time would tell, not all the combined fleet of vehicles would get a new red paint job.

First Sunter vehicle to carry these United colours was to be Northallerton’s Bedford TM tackle wagon WAJ 891S. Peter Clemmet laughs when this TM is mentioned as it reminds him of the time it went to France: “Vernon Jobling normally drove this Bedford,” says Peter, “and

SUNTER FLEET MAY '85

▲ The first vehicle in the Sunter fleet to be repainted into the new corporate United livery was the company's TM Bedford tackle wagon.

he was Peter Jobling’s brother who drove the special Atkinson tractor we used to have.

The installation gang’s supervisor was Lol Johnson and the other two on the team were Paddy McLaughlin and Jimmy Cree. I can’t remember what the job was over there but one night they drove back to town and parked on the square outside their digs. But when they came out the next morning, they realised it was market day. And with the market people arriving very early to erect their stalls, they had totally surrounded the Bedford. With everyone around refusing to let them out, the crew ended up having to have a day off and just left the wagon where it was.”

This TM had been specially built and it was well liked when compared to the company’s early tackle wagons. Over the years, a couple of ex WD 4x4 AEC Matadors had been used but only under sufferance: “They were awful to drive,” says Peter. “I can recall one guy bringing one back from a job at Shepherd’s Bush in London but he only got as far as Stamford. He simply refused to drive it any

further and just left it there.”

Closing Down

Nothing lasts forever in the ever evolving world of road transport but the end of United Heavy Transport came a lot quicker than many people could imagine. Peter recalls being on the Continent when he first heard the news – from an agent in Europort: “The big tractor work had gone quiet,” he says, “and there was a four wheel Scania artic unit in the yard. I asked Alan Lewis, the Continental Manager, if he could give me something to do and as he had a load for Belgium I said I’d take it. And it was only on the way back that the Europort agent told me that the news was that Sunters was finished. I told him he was talking rubbish but when I got back to Hull the agent there said how he’d heard there had been a big merger with Econofreight and we were all

Photos above & below: The 6x4 Scania 141 was a tremendous workhorse for Sunters both for work at home and on the Continent.

finished. I didn’t know what to believe.”

Even though Roy was working in the garage at the time, he too didn’t get much of any sort of notice: “It was though Henry

June 2021

11

Ê

Transport Heritage

▲ Peter Clemmet – big tractor magician.

▲ Roy Pickard – workshop magician.

▲ With the registration BVN 129J, it suggests the Albion yard crane came to Northallerton about 1970, Dennis Bevins was its normal driver as it was often hired out for lifting jobs in the area. Standing proud, this shot was taken by Peter Noble in August ’82. Albion archivist Ian Maclean thinks the Coles crane was a retro fit to a WD.HD23S made with Penman cab in 1951 for the military as part of an order for 261 assorted 6x4s. If you want to hear some tales that will make your toes curl, talk to Roy or Peter about what this load lifter did in action.

Photo: Peter Noble

(Wood) – our MD – was trying to keep it a secret,” he says. “I’m sure it was just because someone had found some paperwork on his desk that there was to be a merger with Econofreight that the news got out as he hadn’t told any of us as to what was happening.”

What actually happened was that Bulwark United Transport (BUT) – the owners of United Heavy Transport Ltd – and TDG (Transport Development Group) the owners of Econofreight agreed to merge these interests. So on 17th May 1986, Econofreight Heavy Transport Ltd was officially the new trading concern. Subsequently the new livery was to be that of Econofreight and as Northallerton was closed, the North East HQ was to be at South Bank on Teesside wher e the merged concern would be headed up by Econofreight’s MD Tom Llewellyn.

What was slightly strange was that both BUT and TDG each owned 50% of this new concern and that arrangement would last another 10 years – but of course that’s another story.

But while Sunters name and livery has gone, don’t think that’s the last you’ll hear about them. We couldn’t let them go without relating their finest hour which of course we’ll save for another time. v

12 shop.kelsey.co.uk

▲ Looking rather forlorn, this Mark 1 240 ton Scammell Contractor was also in the yard during my May ’85 visit. Its WNT registration suggests it started life with Wrekin Roadways but it was in Northallerton enroute for disposal. Peter recalls later driving it to the docks at Hull (without any ballast on board) for onward shipment to India where the firm Lift & Shift would put it back to work.

▲ There were a few vehicles not in the yard during the May ’85 visit. The next time I saw the Sunter Tractomas at work, it was painted in Econofreight’s blue and white colours. Bobby Boden is the Econofreight driver seen at the wheel with this vessel enroute to the ICI complex at Wilton on Teesside.

SELL YOUR DIECAST VEHICLE COLLECTION FOR CASH Trade in with Hattons for immediate payment on the day that we receive your goods!*

1. List

Prepare & submit a list of your items at www.HattonsModelMoney.com or send spreadsheets, documents or photographs via www.HattonsModelMoney.com/upload

2. Offer

3. Send

Our expert staff will review your list and create your bespoke valuation.

Once the offer is accepted, send your items to us.

4. Pay

Items are checked, the offer confirmed and payment made via Bank Transfer, Cheque or PayPal.

ALL brands purchased, including:

Sell yours today at www.hattonsmodelmoney.com Call us on 0151 305 1755 or email preowned@hattons.co.uk 17 Montague Road, Widnes, WA8 8FZ Phone opening times: Mon to Sun 9am-5pm.

*Same day payments apply for collections received Monday to Friday before 2pm. Any collections received after 2pm will be paid on the next working day.

Please note: In the unlikely event that we revise our offer price for your collection, you will be paid after responding to our offer.

For full Terms and Conditions, visit hattons.co.uk/preownedterms

Ignition

SEND YOUR STORIES TO THE EDITOR hc.ed@kelsey.co.uk Heritage Commercials, Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent.

TOMMY WILLIAMS’ CLASSIC LORRY ROAD RUN

SUNDAY 2 MAY, 2021

To celebrate his retirement from business, after 65 years as a coal merchant, Tommy Williams in his 83rd year had decided to mark the occasion with a classic lorry road run. Anne Bates gives us a run-down on the event

▲ Arwyn Davies with his lovely restored Series 1 Land Rover.

▲ Three lorries on the hairpin.

S

tarting from Llandeilo, Carmarthenshire at 10:30 the assembled lorries which all had the welsh slogan of ‘Ni yma o hyd’ (which means ‘we are still here’) emblazoned across the front. It saw most of Tommy’s collection being driven, one Austin driven by friend Teifon Thomas and three Bedfords. The one that Tommy had selected to drive himself was complete with coal sacks and scales on the back. Gethin Thomas had his Foden out complete with scale model on the back. Some of the other lorries on the Run were a Guy Otter, AECs, Fodens, Leyland Octopus and trailer.

The lorries embarked out on the planned route, up the A40 to take the right-hand exit at the roundabout over the River Towy bridge and on into Llangadog. Here the lorries picked up the scenic A4069 which ascends the Black Mountain towards Brynamman. Crowds had gathered to see the spectacle take the twisting hair pinned road, first of the procession up the hill was Arwyn Davies’ Series 1 Land Rover which

▲ Guy Otter.

14 shop.kelsey.co.uk

had been immaculately restored. The hairpin saw Roy Davies having to take a shunt with his Foden eight-wheeler to get round as his approach was baulked with oncoming traffic.

Passing the derelict limestone quarries on to Brynamman, Tommy’s hometown before transferring into Breconshire (now Powys) to Ystradgynlais. Heading north now up the Tawe Valley, passing Craig Y Nos Castle, the Victorian-gothic country house and famous home of the opera Adelina Patti. Climbing the long steady climb up to Crai, overlooking the reservoir that supplies Swansea with water, before starting the long descent down to Defynnog and Sennybridge.

Turning onto the main A40, the procession headed to Brecon, before taking the A470 over into the Wye Valley up to Builth Wells. Here the lorries paused and retired vehicle inspector, Mike Chandler said his farewells as he headed back to his home in Llandrindod Wells. Mike was out for the first time in his AEC Mercury, having bought it after he sold his ERF KV which he had shown at the Old Timers

▲ Immaculate Foden eightwheeler driven by Roy Davies.

▲ Austin FK.

Rally. In this inaugural shake down run the AEC had a minor hiccup with a slipped hose clip, which was soon rectified. The column of lorries headed back towards Carmarthenshire down the A483 through Llanwrtyd Wells (the smallest town in the United Kingdom) to the Sugar Loaf and descended down to Llandovery and back home to Llandeilo.

Everyone agreed what a great day out it had been.

▲ Mike Chandler crossing back into his home county of Radnorshire.

◄ Gethin Thomas with his Foden complete with load of a scale model Foden.

▲ Teifon Thomas driving Tommy Williams’ Austin lorry ahead of Tommy in his Bedford.

Ignition

THE OLD TIMERS TRACTOR RALLY TAKE TWO!

HERITAGE BOOKAZINES

5: A LEAN TOWARDS TIPPERS

AN ORIGINAL 1973 BEDFORD TK

TALES FROM CANTERBURY

A

fter the successful running of the inaugural rally back in 2019, and like many events with the forced postponement of the rally due to the Covid pandemic last year, plans are now well under way for the second gathering on the 31 July and 1 August, 2021 writes Anne

Bates.

The organisers are appealing for exhibitors to attend the rally which highlights veteran and vintage tractors, commercials, stationary engines, cars, period implements and collections. It is again located at the idyllic venue of The Parks, Woofferton, near Ludlow, Shropshire owned by the Hyde Family which is set in beautiful parkland around a fishing lake.

The idea came to fruition by the late Ken Crowther, Edward Price and Chris Tranter (themselves owners of many veteran and early vintage tractors) who had cajoled many friends and fellow owners to exhibit at the inaugural event. The feature of a break-out tractor play pen which saw plenty of activity with the exhibitors, will again feature this year. Admission is free to children under 12 and is £6 per adult.

Organisers are now accepting entry applications from all sectors, Pre 1945 tractors, commercials, stationary engines, cars, period implements and collections.

They are asking all potential exhibitors and autojumble stalls to email their intentions to attend to the organisers on theoldtimertractorrally@gmail.com For all other information, please contact Edward on 07812 132 295 or Chris on 07974 695 412.

1959 Albion Clydesdale

1969 Dodge K1050

1952 Leyland Comet

MILITARY TRUCKS ARCHIVE

AEC MILITARY VEHICLES 65 YEARS OF FRONT-LINE SERVICE MORE THAN

195 RARE IMAGES

VINTAGE ROADSCENE ARCHIVE

Humber McVeigh

The history of a well-known Grimsby-based transport operator and its constituent and associated companies.

Volume 14

£8.99

A GREAT FAMILY DAY OUT Basingstoke Festival of Transport and Autojumble – Sunday 22nd August 2021

O

ne of Basingstoke’s most popular annual events will be held this year after being cackled last year due to the Covid-19 pandemic.

The Basingstoke Festival of Transport organised by Basingstoke Deane Rotary which is usually held in May will this year be held on Sunday 22nd August now that UK Government restrictions have been eased.

The event, originally organised by The Thornycroft Society and supported by Basingstoke and Deane Borough Council, features many old Thornycroft commercial vehicles and has become one of the largest events of its type in the South of England, attracting nearly 1000 vehicles and attended by more than 20,000 visitors, will again be held in the War Memorial Park.

With such a large number of assorted vehicles, autojumble, trade stalls and refreshments all day, with fun and games for the kids makes this event a great day out for all the family. For full details, stall bookings and entry forms etc.

Visit www.bstokefot.co.uk enquiries 01256 597463

VINTAGE E ROADSCEN

KELSEYmedia

www.roadscene.com

‘ON THE BUSES’

BOOK TEN

THE COLOUR FILES

Memories of bus operators and their vehicles around Britain from the 1950s-1980s

The

CREAM OF KENT Municipals ★ Big Company Operators ★ Independents Vol: 10

£8.99

Lowland Lovelies

Belfast Trollies

Pennine Motors

www.roadscene.com

ONLY £8.99* PER ISSUE INCL. P+P

*UK PRICE, OVERSEAS ADD £2 PER ISSUE

visit shop.kelsey.co.uk/ call 01959 543 747

June 2021

15

Transport Heritage

VIVRE LA FRANCE

The restoration of a French transport icon, a Citroën H Series van, was completed almost exactly a month ago by Ken and Ray Walsh. The innovative frontwheel-drive, all-independent suspension, corrugated panelled, monocoque structure H Series was produced from 1947 to 1981. Ed Burrows records the story of the Walshes’ sixth restoration of a French-built vehicle, one of which, a Hotchkiss completed in the late 1990s, was their first-ever truck project

W

e were discussing the restoration of the intriguingly-designed 1963 Citroën HY van the Walsh brothers, Ken and Ray, have just finished.

“People think we’re just a pair of provincial Mancunian nutters,” says Ken Walsh.

“Well, don’t judge a can of worms by the lid – and of course it’s the prospect of restoring a can of worms that gets us excited. The more rusted and seized up the better – and better still if it’s something we are totally unfamiliar with. Foreign classics fit the bill perfectly, especially if they’re of a kind that’s seldom – if ever – seen on British roads.

“People are surprised by how many foreign makes and types of vehicle we’ve done. We

ought to rename ourselves Walsh Brothers International.”

We list them. Counting the Citroën, six have been French, including two Hotchkiss trucks, a normal control PL25, vintage 1954, and a 1968 forward control DH80.

The PL25 bonneted 2.5 tonner was restored in the late 1990s. It was actually the Walshes’ first-ever truck project. Prior to that, they’d restored a long succession of cars, and a Bradford van.

Ray Walsh came across the PL25 in Loot magazine. They liked the look of it. They imagined Hotchkiss was a British make they’d never heard of, which satisfied their desire for venturing into the unknown.

Although a civilian type, it turned out to

be ex-French Army. “And no,” quips Ray. “It doesn’t go faster backwards than forwards. It’s a nice little drive.”

Restoration work included the dropside body, a repaint in French blue instead of the original olive drab, and welding the cracked cylinder block of its Hotchkiss petrol engine.

They subsequently replaced this with a Perkins 4.203 diesel.

“This year, we’ve got lots of fun planned for the PL25 in the power department,” says Ken mischievously. “His plans,” Ray interjects. “Not mine. He’s crazy.”

Their other ‘Continentals’ have been a 1963 Hanomag Kurier 3.5 tonner, and a magnificent 1966 Volvo N86. The Hanomag, acquired in a derelict state, had been used as a film prop.

▼ There’s no doubly about it, the Citroën HY exudes charm and je ne sais quoi like few other vehicles on the road.

16 shop.kelsey.co.uk

Words: Ed Burrows & Ken Walsh Images: Ed Burrows, Citroën, Steve Howe, Ken And Ray Walsh

CITROEN H SERIES RESTO

The words THE DARK SIDE embroidered on Ken’s overalls say it all.

They were attracted to it partly because the German make is virtually unknown here. Its restoration included fitting a tipping body and tail-lift.

The Volvo was restored and repurposed as a very useful recovery vehicle. The N86 was the normal control counterpart of the F86, which was at the forefront of the invasion led by the Scandinavians, triggered by the mid-1960s Construction and Use Regulations changes.

Again from 1966, and representing the USA in the Walshes’ lineup, was an 89in bumper-to-back-of-cab Ford N Series.

Although a civilian model, it had been in service with the United States Air Force at its Mildenhall airbase in Suffolk.

Ray Walsh has a thing about lefthandedness – and Ken is left-handed. With a note of mild distain, Ray comments: “You’ll notice they’ve all been left hookers.

Sometimes I have to appease him and make concessions.”

The words THE DARK SIDE embroidered on Ken’s overalls say it all. If he’s working on the left side of a vehicle they’re restoring, Ray automatically busies himself on the right side.

His overalls simply bear the word WOODY, reflecting his self-taught timber-frame coachbuilding skills.

“Ken’s had a fling with the Citroën,” allows Ray. “Fortunately, we also had a proper right-hand drive British truck to work on at the same time.” The vehicle referred to is a Thornycroft Sturdy – a saga for another day.

“Don’t forget that Leyland Clydesdale we did for Brian Owen,” smiles Ken. “Built in Scotland. The Scots want to be foreigners, don’t they?”

Over the past two years or so, the brothers have completed three other restorations for Wrexham collector Brian Owen and his family. “Wales is a foreign country too,” Ken grins. “Or tries to behave like one. We wanted to deliver a vehicle to Brian last year but they’d closed the border.”

Ken and Ray were fascinated by the Citroën. Very unusually, it’s of monocoque – integral – construction, so has no chassis as such. But for the Walsh brothers, that was not unfamiliar territory. They restored a rare aircraft-type structure all-aluminium Jensen

▲ Family tragedy put dreams of restoring the innovative Citroën on hold. ◄ The upper left side panel commemorates Steve Howe’s wife and the 21 others murdered in the Manchester Arena bombing.

► Steve Howe has abandoned plans to kit it out as a café bar. Instead, it will be kept as a treasured family heirloom.

June 2021

17

Ê

Transport Heritage

▲ Developed in secret during the Second World War, monocoque structure, independent suspension Citroën H Series vans were produced from 1947 until 1981.

they’d do it. They really are terrific.”

Steve and his wife Alison had been thinking about having a retro-mobile café bar. A Citroën HY looked ideal – a mobile shop was in fact one of the purposes H series Citroëns were designed for. The intention was to fix it up and kit it out themselves.

In 2016, Jack, one of their sons, Jack, found an HY for sale on an internet forum. Imported by the dealer from the south of France, it spent its working life as a builder’s van, and needed a lot of work.

Steve knew that, certainly in Britain, HY vans are sought-after rarities, so he was delighted when the seller accepted what he thought was a cheekily low bid. He kept its purchase a secret from Alison – he wanted it to be a surprise. The van was delivered to the Howe’s home on a recovery truck.

‘What on earth is that,” Alison wanted to know the instant she set eyes in it. She’d imagined that if they went ahead with their café bar idea, they’d start with something in good condition.

A year after Steve bought the HY, tragedy struck.

Alison was murdered, together with her friend Lisa Lees, and the 20 other victims of the Manchester Arena bombing. Alison and Lisa had gone to collect their daughters, Darcie and India. The girls survived. For the succeeding three or so years, the Citroën languished beside the Howe’s house.

Advantage was taken of the removable upper left-side panel for hanging baskets as a floral tribute. Eventually Steve decided to have it properly restored as a memorial to Alison.

Steve’s and the Walshes’ mutual friend Darrel Kershaw delivered the Citroën on his recovery truck to Ken and Ray’s Manchester area lockup

Lightweight 6-tonner a few years back – and, more recently, an integral-bodied Beadle mobile ticket office that its original operator, Crosville, converted from a single decker bus.

Normally, the Walshes only restore vehicles for their own collection. Anything else is invariably for Bran Owen and a couple of other collectors they are mates with. When they do take on the occasional restoration for anyone other than themselves, it is invariably because they get agitated when they’ve nothing sufficiently interesting of their own to work on. At such times, as fill-ins, they’re willing to take on vehicles for other people.

The Citroën belongs to Steve Howe, whose building and joinery business is now run by his four sons. “My family and I wanted to see it properly restored,” he explains. “A specialist

firm had a go, but I quickly realised their workmanship was unsatisfactory. We took it back and stored it in our firm’s industrial unit.

“I was chatting with two close friends of mine, Darrel and Tom Kershaw. They and their brother Chris own some restored trucks, and are good friends of the Walshes. They offered to introduce me, but emphasised that the Walshes seldom take on restorations for people outside the heritage and classic commercials community.

“I was also warned that Ken and Ray are very plain speaking, don’t tolerate fools –and work with a tomorrow-means-today urgency.

They are my kind of people.

“They came to see the van. Ken was blunt.

He said they’d give me two minutes. If they liked me, and if the Citroën appealed to them,

▲ The upholstery reflects the HY’s civility.

With an all-round torsion bar and shock absorber independent suspension system, it is an impressively comfortable drive.

▲ Like the rest of the van, the engine compartment and driving position was a total mess, which is precisely what excites Ken and Ray Walsh.

18 shop.kelsey.co.uk

CITROEN H SERIES RESTO

▲ The beguiling simplicity of functional design – a stark contrast to today’s touchscreen electronics infestations.

earlier this year. Restoration was completed in eight weeks. The Citroën was driven to the Howe’s home on Sunday, 18th April.

Ken continues to be disappointed that some suppliers delayed progress, making Covid the reason for taking too long to deliver. Ken Walsh doesn’t do excuses. Specialist suppliers used regularly over the years respect his impatient attitude – and respond accordingly.

Steve Howe and the Walshes agreed that, as far as practicable, rather than replacing with new parts, restoration would be a matter of repairing, and keeping the Citroën as original as possible.

Including the grille, an HY has ten opening or detachable panels. With these removed and the floor taken out, all bodywork and the base frame were rubbed down to remove paint and rust. All panels and structure we in turn coated with red oxide before being repaired and, where necessary, welded. Red oxide coating prior to making good – with the interior first – prevented new rust having a chance to form before the next stages was fully underway.

Inspection after taking the base structure back to bare metal revealed a thin piece of steel plate pop-riveted to one of the near-side rear box-tube frame members. Removal of the plate revealed a large gash. Ray was delighted. He’s in his element facing problems of this kind. The affected frame section was cut out, repaired and welded back into place.

Inspection also revealed that at some point in the past, a section of floor had been replaced without strengtheners. This necessitated fabricating a new panel with strengtheners, and welding into place.

restoration would be a matter of repairing, and keeping the Citroën as original as possible

▲ The base framework of the integral structure was engineered to be strong enough to carry a horse. ◄ From bare metal strip down to final reassembly, Ken and Ray Walsh competed the project in eight weeks.

▲ One-step high flat floor, kerb-height RH side sliding door and 6ft headroom contribute exceptional access and utility.

June 2021

19

Ê

Transport Heritage

Ken stripped the engine down to investigate. The head gasket had blown in several places

▲ Initially the Perkins seemed okay, but subsequent failure to start on the button revealed cylinder head and piston problems.

With all the structural metalwork made good, the complete shell and detachable panels were sprayed with two coats of red oxide primer and the wheel arches coated with Schutz underseal. Next, the entire integral bodywork structure, together with doors and other demountable panels, were sprayed with two coats of filler primer, then two top coats of grey two-pack paint. After being left for a week to harden, all metalwork was rubbed down and sprayed with another two coats of grey two-pack.

▲ The sub-nose engine and gearbox compartment was engineered at the outset for easy engine removal if required.

20 shop.kelsey.co.uk

With all elements painted, reassembly began with installing the fuel tank, a new exhaust system, front bumper, and a new rear bumper and brackets made by Ray. Michael Baker of MB Glazing – an American classic cars restorer and collector, and one of the Walshes’ regulars – reinstalled the windscreen and back window glazing in new rubber seals. He also organised replacement polished

metal frames for the sliding windows of the front doors. As one-offs, these in themselves are minor works of art.

Body structure all finished, attention turned to the electrics. The to-do list included a new wiring loom and complete rewiring, new fuse box, dash switches, a new horn, reconditioning the wiper motor, replacement front side lamps and turn indicators and fitting UK-spec lenses to the headlamps. Concessions to modernity included swapping the dynamo for an alternator and enlarging the battery compartment to accommodate a heavy-duty 12-volt battery.

The original-fit 42-bhp, 1,600cc Perkins 4.165 diesel had run without apparent problem when removed early in the restoration process, but once cleaned up and re-installed, Sod’s Law kicked in. It would only fire with squirts of Easy Start.

Ken stripped the engine down to investigate.

The head gasket had blown in several places. It became apparent that someone had had a go before and the rings on pistons one and two had been incorrectly fitted. The cylinder head was sent to a specialist and pressure tested and skimmed. Put back together, the engine started on the button straightaway.

With reupholstered front seats installed, the finishing touch was front and rear auxiliary registration plates bearing Alison’s name.

Restoration complete, it was driven from the Walshes’ lockup to the Howe’s home in Greater Manchester. Its arrival was greeted by neighbours taking photos on their phones.

▲ The standard spec was designed to facilitate the van’s use as a mobile shop without untoward modification.

CITROEN H SERIES RESTO

▲ The lightweight strength corrugated panels were copied from the Luftwaffe’s Second World War tri-motor Junkers Ju 52 transport plane.

These quickly appeared on Facebook, attracting hundreds of hits.

The Howe family have a unique memorial.

Although it probably won’t be fitted out as a retro-mobile café, it will certainly be a cherished family heirloom for decades to come.

Steve and the Walshes say it’s excellent to drive. With all-round independent suspension, in terms of comfort it stands comparison with any modern-day equivalent.

The HY accounted for most of the 473,289 Citroën H Series vas produced between 1947 and 1981. Two of model’s great virtues are monocoque construction and frontwheel-drive. The combination allows a low, flat floor, and an internal hight of six feet without excessive overall hight. Form follows function – and the appearance of a low centre of gravity, and ensuing stability, are not deceptive. The low floor permits low-step access both at the rear and from the sliding side door which, as near as makes no difference, is at kerb level.

Design work on what became the H Series began in secret in 1942, when France was under Nazi occupation. The project was headed by André Lefebvre, one of the automotive industry’s all-time great engineering visionaries.

The Austin-Morris Mini is often regarded as the prototype of all smaller family cars – and a few larger ones – designed following its 1959 debut. In reality, apart from the compact packaging permitted by the Mini’s transversally mounted engine, Lefebvre and Citroën had done it all a quarter of a century before.

The Citroën Traction Avant of 1934 was the world’s first volume produced car incorporating monocoque construction, independent suspension on all four wheels and front wheel drive. Indisputably, the Traction Avant genuinely was the first modern car. And its essential features – including the suspension system – formed the basis of the H Series van’s design.

The basic concept of the H Series was evolved from the innovative but short-lived

▲ Practical classic: The Walsh brothers fitted their collection’s French Hotchkiss DH80 with a hydraulic crane.

Citroën TUB van, when went into production a year before Germany’s Second World War invasion of France – which soon ended its production.

The TUB is reckoned to be the first vehicle in Europe in where the design was influenced by extensive market research. Citroën set out to discover exactly what customers wanted – as opposed to them being offered what designers thought they wanted.

The TUB had a variety of shortcomings.

That people thought it was pug-ugly was not the least of them. The engineering of H Series not only put right what was wrong with the TUB, André Lefebvre and his team also satisfied a tight design-for-production brief.

Citroën knew it would be strapped for cash when manufacture of the H Series finally commenced – which it did, two years after

the Second World War ended. Expediency dictated a design that saved on die and press tool costs, and made maximum possible use of Citroën passenger car components. Hence the Traction Avant’s torsion bar and shock absorber independent suspension, together with the strength and weight-saving properties of corrugated panelling (which was copied from the Luftwaffe’s Second World War threeengined Junkers Ju 52 transport plane).

The HY variant appeared in 1958, and from 1961 was offered with the 1,600cc, four-cylinder Perkins as an alternative to the Traction Avant’s four-cylinder petrol engine.

Incremental developments over the H Series 34-year production life included longer body lengths and a single-piece windscreen. Overall, the van was literally a corrugated box that was right straight out of the box. v

▲ This Hotchkiss PL25 was the Walshes’ first-ever truck restoration. Since the 1990s, they’ve been driven by the desire to save rare or unusual derelicts.

June 2021

21

HOW TO BUY YOUR SUBSCRIPTION OFFER 1. DIGITAL EDITION: shop.kelsey.co.uk/hcm OFFER 2. PRINT EDITION: COMPLETE THE ORDER FORM BELOW

YES! I WOULD LIKE TO SUBSCRIBE TO HERITAGE COMMERCIALS MAGAZINE YOUR DETAILS Mrs/Ms/Miss/Mr ............... Forename .............................................................

Surname ........................................................................................................

Address .......................................................................................................... ...................................................................................................................... .................................................................... Post / Zip code .........................

Country ..........................................................................................................

Daytime phone ............................................. Mobile ......................................

Email ..............................................................................................................

IF DELIVERY IS TO A DIFFERENT ADDRESS, COMPLETE BELOW Mrs/Ms/Miss/Mr ............... Forename .............................................................

Surname ........................................................................................................

Address .......................................................................................................... ...................................................................................................................... .................................................................... Post / Zip code .........................

Country ..........................................................................................................

Daytime phone ............................................. Mobile ......................................

We may wish to contact you regarding our special offers that we believe would be of relevance to you. Please tick the boxes to tell us all the ways you would prefer to hear from us Email Post Phone Text Message.

We will not pass your details onto third party companies.

SAVE MONEY WHY SUBSCRIBE?

NEVER MISS AN ISSUE FREE DELIVERY DIRECT TO YOUR DOOR BE THE FIRST TO READ NEW CONTENT SAVE MONEY ON SHOP PRICES

BEST UK DEAL SAVE 27% BEST UK DEAL SAVE 27% I WISH TO SUBSCRIBE BY DIRECT DEBIT PAYMENTS OF £21 FOR MY FIRST 6 ISSUES (SAVING 27%). I UNDERSTAND THAT MY SUBSCRIPTION WILL CONTINUE AT THE SAME LOW RATE WITH PAYMENT TAKEN EVERY 6 MONTHS - UNLESS I WRITE TO TELL YOU OTHERWISE.

OFFER 1. DIGITAL EDITION

12 ISSUES FOR £32.99

Instructions to your Bank or Building Society to pay by Direct Debit Name of Bank ................................................................................................

Address ......................................................................................................... ................................................................ Postcode ......................................

Account name ...............................................................................................

Sort code Account number

Signature ........................................................ Date ....................................

Originator’s Id number

8 3 7 3 8 3

Direct Debits from the account detailed in this instruction are subject to the safeguards assured by the Direct Debit guarantee. I understand that this instruction may remain with Kelsey Publishing Ltd. and, if so, details will be passed electronically to my Bank or Building Society.

1955 Bedford SB Wilsden fire appliance

Scammell Handyman MkII

The magnificent eight!

PAY BY CHEQUE / DEBIT / CREDIT CARD

LEYLAND’S LIGHTWEIGHTS – THE MAESTRO

A

SAVE 41%

UK: 12 issues £49 USA / EUROPE: 12 issues £66 REST OF WORLD: 12 issues £72

Please debit my

Visa

Visa Debit

VOLKSWAGEN BEETLE VANS ar Ph ch ot iv o e

I enclose a cheque made payable to Kelsey Publishing Limited. (Drawn from a UK bank account)

MasterCard

Card number

Bedford TM ‘wide cab’

1973 Leyland FG milk float

The story of PACCA

Security number Valid from ............ / ............ Expiry date ............ / ............

Signature ............................................................. Date ...................................

PLEASE SEND COMPLETED FORM TO: Freepost KELSEY MEDIA

INTERNATIONAL ONLY: PLEASE SEND COMPLETED FORM TO: Kelsey Media,The Granary, Downs Court,Yalding Hill,Yalding, Maidstone, Kent, ME18 6AL, UK

HCM21

PHONE TOLL FREE FROM USA:1-888-777-0275 INTERNATIONAL ONLY PLEASE CALL: 0044 (0)1959

543 747

Here at Kelsey Publishing we take your privacy seriously and will only use your personal information to administer your account and to provide the products and services you have requested from us. We will only contact you about our special offers via the preferences you have indicated above and you can update these at any time by emailing us at subs@kelsey.co.uk or by calling us on 01959 543 747.

TO SUBSCRIBE DIGITALLY VISIT shop.kelsey.co.uk/HCM

SUBSCRIBE TODAY ON THESE SPECIAL OFFERS OFFER 2. UK PRINT EDITION

SAVE

6 ISSUES FOR 27% JUST £21* UP TO

A WORLD OF CLASSIC LORRIES, TRUCKS AND VANS! INCORPORATING CLASSIC TRUCK

INCORPORATING CLASSIC TRUCK

PREVIEWS: THE RETRO TRUCK SHOW

FEST 2 – WITH A LOOK BACK AT TRUCK

- TAKING A LOOK AT SOME

THREATENED SPECIES!

1

BUMPER SUNTER’S MOTORS IS

BIG BONNETED LEYLAN S

SUE!

THE LAST OF AN ERA

IN MOTION

021 £4 80

MODEL PROFILE RENAU PREMIULT M

PLUS PLUS

rs

Atkin

KIN’S OF STRATHKINNESS n

PO

Frankie’s Big Mack

Haul Waste Ltd

Top Kat

KELSEYmedia

An Englishman abroad

n READERS’ LETTERS n DANS

June 2021

Vaughan Griffiths and Leigh Environmental

May 2021

£4.80

£4.80

UE’ the COLD WAR JEEP

merian Wanderer

Danskin’s of Strathkinness

ES n ROSSERS OF PONTLLIW

n READERS’ LETTERS

READERS’ LETTERS n GPO VEHICLES n PETROL PUMP MUSEUM n FREE ADVERTS

3

1 ONLINE shop.kelsey.co.uk/HCM POST 2 EASY WAYS CALL OUR SUBSCRIPTION TEAM TO ORDER 3 01959 543 747 Fill in the form and send to: FREEPOST KELSEY MEDIA

Quote HCM

Hotline open: Mon - Fri 8.30am to 5.30pm.

*UK DIRECT DEBIT OFFER ONLY PAY JUST £21 FOR 6 ISSUES

KELSEYmedia

Find The AEC Registered CV 7173!

Transport Heritage

TOP KAT Not content with generating all sorts of records in the decades it spent in production as a World-Wide favourite of a load shifter, the TK Bedford is now winning all sorts of new friends as it becomes a huge favorite with the preservation world. Bob Tuck has long been a big fan of this travelling treasure

I

t always does it for me. Every time I hear the distinctive squeak, squeak of the TK Bedford’s air over hydraulic footbrake in operation, I always get a huge smile on my face. Yes, I admit to being a big fan of this fabulous little Bedford but in fairness, it does have a track record second to none.

And even though it seems to have been around for hundreds of years (well alright 60+) it still looks and sounds as bright as a button and could still be used for the job it was first designed for.

That thought might generate an element of shock horror from modern day logistics operators but those who know – and love – the best load carrier ever to proudly carry the ‘Bedford’ badge will probably nod in

agreement. Yes, the TK wasn’t perfect by any means – the awkward steps between some of the gearbox ratios have long generated curses from its respective driver – but in many other respects, it’s a huge winner. How else do you explain more than 20 years in production of hundreds of thousands of examples of Britain’s finest which saw extended service in all parts of the Globe. Yes – some are even still at work now.

Bobby Dazzler

The TK officially first saw light of day in the autumn of 1960 and with its distinctive look, the unveiling proved to be like a bolt of sunshine to an austere Britain. It was almost standard procedure back then

that new models took pride of place in the annual Earl’s Court (London) or Kelvin Hall (Glasgow) commercial vehicle motor show but of course before then, the trade press was drip fed with tasty morsels to try and interest any potential customers. And naturally many folk were interested in how Bedford had built a vehicle with a fixed cab but still allowed the driver / mechanics to get access to the engine compartment via the very strange pop-up side flaps. Just what the heck’s this.

It shouldn’t be forgotten that Bedford then faced a huge amount of competition from the likes of Ford, BMC (Austin and Morris) and Commer / Karrier (Rootes Group) in their chosen market that was always at the lighter side of road transport. However, to interest as many potential end-users as possible, the initial launch of the TK saw a total of 13 different four-wheeler variants. There were three articulated tractor units (the strongest being rated for 17 tons gross operation) and also two different short wheelbase versions for tipper use. However, the other eight haulage models were offered to carry payloads between three and seven tons.

It seems a mite odd why so many models were offered to carry such a similar sort of weight – would perhaps one four-tonner and one seven-tonner not have been sufficient?

Of course Bedford weren’t crazy as that was the way the market had evolved as in 1960 there was still a huge divide in road transport.

While the hire and reward side (then generally

▼ The Sandbach Festival of Transport is always a great event to attend especially when you can see a stunning TK horse box like this one.

24 shop.kelsey.co.uk

Words: Bob Tuck Photos: Bob Tuck collection / as stated

TK BEDFORD PROFILE

▲ When launched, the TK range offered three different choices of articulated tractor unit with capacities for eight, ten or twelve ton payloads. List price of the strongest option was £1,575.

operating up to a maximum of 24 tons gross) were ran under the constraints of the hard to get ‘A’ and ‘B’ Carriers licences, there was probably more vehicle operators involved in own account operation (using easy to get ‘C’ licences) who were only interested in carrying their own materials. In this latter domain, the commercial vehicle’s role was more diverse and smaller motors were put to use for all sorts of ‘go-for’ reasons.

It may be hard to believe that the new TK range even included the option of having either a diesel or petrol engine as at the time, many end users still preferred that latter choice. Although a totally new range, the TK utilised a proven Bedford driveline with the largest ones having the same 300 diesel engine which was used in its predecessor the ‘S’ type. Although this latter range was of course discontinued – after the TK’s launch – the go-almost-anywhere 4x4 version known as the ‘R’ type remained in build, as the military loved them.

▲ The Bedford ‘S’ type was always known as ‘The Big Bedford’ following its launch in 1950. General haulage versions of this model were discontinued once the TK was unveiled in 1960. ◄ In 1966, Bedford launched a top weight version of the four wheel rigid TK and designated it as the KM. Being fitted with the distinctive double front bumper, it had the bigger 466 engine. Peter Noble spotted this well looked after George Class example of ’68 still earning its keep in August ’82.

Photo: Peter Noble

Driver’s Delight

Commercial vehicle historians might tell you that although Bedford’s TK cab was something brand new for the UK market, its roots (and looks) actually came from the General Motors parent in the USA. However, British drivers didn’t give a toss where it had come from because as soon as they climbed aboard, the majority were to feel totally at ease.

Having a step ahead of the front wheel – and a well positioned grab handle – meant getting into the cab (through either door) was a lot easier than climbing up and over the front wheel as many motors of the era still utilised. True, Commer had long been using this style of cab entry since the early ‘50s, but this firm’s TS3 two-stroke engine wasn’t everyone’s favourite. And from the get go, the TK won many friends.

The driving position seemed spot on with the layout of seat, pedals and big flat steering wheel just right. And with so much glazing

▲ The TK could also be a tough grafter. Shropshire based Jim Williams was still getting his money out of this ’64 example when it was 19 years old.

June 2021

25

Ê

Transport Heritage

▲ Carrying bulky rather than heavier loads, the Removals side of the road transport world has long favoured the Bedford marque as a popular choice of vehicle.

around you then vision was simply the best.

Cross cab access was brilliant as the TK had adopted the tiniest of gear lever that fell easily to the driver’s left hand (or right hand for export models of course). While even the engine start key was handily in that same area. Perhaps the only oddity was the vehicle’s original handbrake (down by the right-hand side of the driving seat) which operated as a transmission parking brake. Even now it still seems odd that when you fully applied this brake the whole vehicle could then move – slightly – due to the slogger in the vehicle’s prop-shaft / transmission.

Drivers weren’t over bothered about that because once into motion the TK was a sheer delight of freshness although the urge to put the pedal down – and leave it down – did have obvious consequences.

The launch of the TK coincided with the opening of the first 60 mile stretch of M1 motorway from Watford to Crick (Rugby)

and throughout the ‘60s, another 100+ miles was added all the way to Leeds.

The problem was that drivers – and their vehicles – weren’t used to running such mileages at sustained speeds. It’s recalled that the Cement Marketing Company (Blue Circle Cement) actually printed in their driver’s handbooks that staff were banned from using these new stretches of motorway until the fleet was modernised and their vehicles were fit for such purpose.

David Crouch – who now heads up the Leicestershire based Crouch Recovery – can vividly recall the era because of the amount of work generated for his father Jack and the Fordson E4 4x4 wrecker he had in the mid ‘60s: “Drivers would get on the bottom end of the M1 and just drive flat out,” says David, “but would never think of watching the engine temperature climb. There seemed loads of brand new TKs that couldn’t take it and Jack would get the call. I was still

▲ Lighter versions of the TK came with smaller wheels that made it ideal for local operations.

26 shop.kelsey.co.uk

▲ We featured John Terry’s ‘73 Kent based TK tipper in the April ’18 issue of HC and it’s still at work today. John shows off the great access both to the cab and the engine compartment. Note his later example had a spring parking brake fitted rather than a transmission one which was fitted when the TK was launched.

at school then but I’d go with him and I can still remember how the M1 was still fairly quiet so Jack could do a U turn going across the central reservation when we were looking for the breakdown. Jack got all the work for Batchelor Bowles, the Leicester Bedford Trucks dealer and we had to tow the breakdowns into their garage. Almost everything was done like that and we even had a special bar to fit on the two tow eyes of the TK. It was OK if the motors were only lightly loaded but if we had say 14 ton to pull, it was a bad climb into the dealers on Hinckley Road and I can remember dad in bottom gear snatching for four-wheel drive just to get into the depot.”

Building Stronger And Bigger

From the launch of the TK, Bedford knew they were onto a winner. But they also knew they would have to work quickly with the

▲ In 1973, the TK was offered in twin steer form and with the smaller wheels meant it was well thought of by the brewery trade. And also for later use by Gallagher’s turf supplies.

TK BEDFORD PROFILE huge variety of demands coming from the end user. In most cases, the operator would generally abuse the vehicle as it was expected that overloading would of course take place – it was simply a matter of fact.

In the days before vehicles were issued with a specific weigh plate, the only legal gross weight limit for say a four wheel rigid was 14 tons (then rising up to 16 tons).

So although Bedford built their strongest TK rigid to carry perhaps seven tons payload, many hauliers would of course run with eight, nine or even ten tons of fee earning freight on its back. With this in mind, Bedford were to soon tweak the 300 diesel engine up to the 330 (giving an extra 10bhp) although best bet was to fit the option of a Leyland engine (albeit with a £325 surcharge). Even the earlier ‘S’ type Bedfords could have the Leyland 350 ‘Whistler’ engine and by 1964, the Leyland 400 engine was on offer. Fit that together with a two speed rear axle and you had one of the best geared / quickest combos possible.

By 1966, Bedford was to offer a genuine four wheeler that could live with the ten tons payload as standard. Looking something like a basic TK – but on steroids – the manufacturer fitted a striking double bumper across the vehicle’s front grille and allocated it the new designation of KM. It was also fitted as standard with the much bigger 466 engine and while you might find that some TK devotees will say this KM wasn’t really a TK, no one in the know really cares as it was another good one.

What is hard to believe about the TK is how it managed to hang onto so much market dominance. In the mid ‘60s, its big competitor Ford had replaced their Thames Trader with the ‘D’ Series. Like the TK its design was of easy access with step in front of the wheel. However, the

▲ This looks like an early TK but it is seen looking good and in action – on the island of Dominica in the Caribbean – during January ’98. ◄ Tony Buckley was another big fan of the TK Bedford when he was operating his diverse concern of Ernest Axon Ltd. Avonmix Ltd was an offshoot of this concern and it shared the stunning livery of his old Axon fleet.

Photo: Tony Buckley

▼ John Mairs worked his fully restored TK very hard delivering coal in the North Yorkshire Dales. To reach farms his TK couldn’t get to, John used a Bedford Rascal pick-up which he pulled behind on his trailer.

June 2021

27

Ê

Transport Heritage

▲ Invited for a walk round the Elms haulage yard at Hastings in New Zealand’s North Island revealed they were still operating a fine looking quartet of well worked Bedfords. What’s more than noteworthy is how the pictures were taken in March ’07 which is about 20 years after the model went out of production. ►

big difference was that the new Ford’s cab could be tilted to allow very open access to its engine. However that didn’t seem to matter to the mechanics who adapted themselves to work under the flaps on the TK.

Sweet Performance

One HC reader who has particularly sweet memories of his time with the TK is Tony Hawkridge: “It pains me to say this,” he says, “because at heart I’m a Foden man but the Bedford TK was extremely reliable and ideal for its role – and you could say it was ‘King’ in the distribution market.”

Tony was only 19 when he joined Flowers of York so first started in the warehouse driving a forklift. But once he reached 21, he only had one thing in mind: “When I

went to Flowers Transport, they must have had 100 smaller wagons including dozens of TK Bedfords and l did my HGV ‘L’ plate training on AVY954K with a chap called Steve Robertson. Then painted green, the Bedfords were used on sugar distribution from the York BSC sugar factory to all shops throughout the Yorkshire and North Eastern areas as far north as Alnwick. Steve’s area was Ripon and Richmond, although our first drop could be just outside York and we would then work our way through Easingwold, Thirsk, Northallerton as far as Croft near Darlington.

We would then cross over to the other side of the A1 to Richmond, Hawes, Leyburn, Bedale and Ripon. You could have up to 30-40 drops on at a time.”

“Flowers also ran Commers,” adds Tony,

▲ One of the most travelled TKs must be the one which is owned and driven by the pictured Kent-based Margaret Mortimore. Kitted out with a Dutch street organ, I was lucky enough to spend two weeks in the summer of ’98 driving this cracking little TK to various events across Europe. You’ll have to ask Margaret why I asked her to pose with this particular road sign.

28 shop.kelsey.co.uk

“but for easy access into and out of the cab, the TK Bedfords were definitely better.

That’s why just about every distribution and multi drop company used them. They were also very reliable, Flowers would buy them new and keep them for three years before replacing them and in those days were painted and fitted with bodies by Derwent Coach Works in York where a young apprentice called Dave Weedon was assigned to make the headboard / sheet rack.”

From 1973, Flowers also had the twin steer 6x2 TKs: “They were fitted with smaller wheels,” says Tony, “and were capable of a ten-ton payload. Having a lower body height meant they were ideally suited to shop deliveries which was usually carried out using a sack barrow or the driver carrying three parcels at a time into the shop.”

In Flowers’ early history of sugar distribution, S type Bedfords were used with flat bodies that had to be roped and sheeted: “Later with the TKs they developed a canopy system which was a lot better and quicker with the driver not having to mess about re-sheeting after every drop. During the mid ‘60s the TKs were also fitted with Ableson swap bodies with canopies and this made for an even more efficient method of turning lorries around at the end of the day.”

Tony’s driving career started in April ’74 with a brand new KM Reg. No. SDN 223M: “l was sent on a two week driving course with the RTITB with the promise of the new KM if I passed my test first time, which I did with a commendation from the head examiner Mr. Matchin.”

When Flowers became part of TDG, the sugar job went to another Group company: “John Forman opened a depot on Tyneside to carry out the sugar distribution that Flowers had done for years. We were all sorry to see it go and indeed it changed everything from the work that we did to the vehicles that we drove. A fleet of ERF and Mercedes artics

TK BEDFORD PROFILE

▲ Although he classes himself as a Foden devotee, when it comes to distribution vehicles, Tony Hawkridge reckons the TK Bedford was simply the best vehicle of its type.

was purchased and we joined the world of general haulage trampers. But whenever I saw a TK Bedford doing shop deliveries it always reminded me of the good old days of shop deliveries with Flowers Transport.”

‘80S Shake Up

In total, something like half a million TK Bedfords were to be built. In 1980, Bedford was to launch their TL range that looked a bit like the TK but of course it had a cab which tilted. This wasn’t the end of the TK as it was still built for export but it generally left the UK in knocked-down fashion.

The ‘80s were a strange time for many in the motor trade as of course the Leyland Group was broken up with the main part going into a merger with Daf. Bedford too seemed to go from boom to bust as their commercial vehicle sales went into huge decline.

In ’87, David Brown took the Dunstable plant on and under the banner of AWD brought the TL back into production. The name of Bedford was still in use by GM for their well liked Astra and Midi vans but the future wasn’t as bright for the truck range.

▲ This isn’t the only classic vehicle owned by Norman Brown but he reckons the TK wrecker is his favourite. It’s seen at the annual Easter gathering at Brough in 2017.

AWD went into receivership in ’92 and while the remnants were taken on by Marshall SPV of Cambridge, the last TL was sold in ’01 and the manufacture of Bedford was allowed to disappear.

That’s not true of the Bedford name as the preservation world has ensured it remains front and centre at many events up and down the country (in normal times of course). The one downside to Bedfords of old is that they were built for a more sedate time and some preservationists are concerned about travelling long distances with vehicles that can be deemed a nuisance by some other road users.

There’s no such problem if you have a suitably geared TK. And we like an aside which Tony Hawkridge remarked when we quizzed him about the Flowers’ vehicles top speed: “When they were new,” he said, “they’d generally only do about 50mph but most lads knew how to alter the fuel pump and you’d then get up to 56mph. And that didn’t affect their reliability.”

Yes, if you are considering investing in a handy classic of yesteryear, then a good TK will give you a lot of practical enjoyment.

Short of that, I challenge you to listen to the distinctive squeak – squeak of the TK’s air over hydraulic footbrake in operation and not get a huge smile over your face. v

▼ Seen close to Rush Green Motors in September ’15, there looks like there’s plenty of traffic for this weathered TK artic to get stuck into.

▲We featured the restoration of Monty Ash’s TK in the July ’12 issue of Heritage Commercials but make no excuse for including yet another image of this head turning white liner.

June 2021

29

Transport Heritage

GPO SPECIALISED

VEHICLES

In 1981, the Post Office had one of the biggest fleets of vehicles in the country with a combined total of 80,000 vehicles taking in both Post Office, Royal Mail and British Telecom vehicles. Mike and Julie Blenkinsop continue with part two of their look at some of the more specialist vehicles used

W

e start with the Dodge overhead-cabling unit. This vehicle is probably the most unique of all the POT (Post Office Telecommunications) vehicles as its function became defunct just before the company made the decision to put all their cables underground!

Based on the Dodge KP900 chassis, WLF 86 G is listed as an aerial cabling unit. Serial number 203054 and utilising King Telsta equipment, it is one of only four such vehicles ▼ On reflection, the Dodge-based aerial cabling unit was a useful piece of equipment.

30 shop.kelsey.co.uk

bought by the Post Office in 1969. The other known vehicle was the prototype, KVB 706 D, Serial number 201823, based in Maidstone, which had been put through its paces in December 1966; these Dodge KP units appear to have been a stopgap measure until the more sophisticated riggers were available.

After 1970, they became a specialist unit as few were needed due to underground cabling becoming the norm and POT had gone down a different route, developing a Rodding and Light Cabling Unit for this work.

PART TWO

Developed by the Telsta Corporation of America, the T36 was trialled the Shrewsbury and proved successful in being able to cable four to six miles of aerial cabling per week, taking much of the manhandling out of the job by its use of a three-speed winch winding off a maximum 30 cwt coil of cable held by a pair of brackets positioned on the rear of the vehicle.

The King Company provided the rest of the equipment. The extending arm could operate up to 26ft (8 metres) out and could carry the operator up to 36ft (11 metres) off the ground, as he fed the wires through the poles. The GPO, allegedly, flew the chief executive of the company over from the United States to advise and teach engineers how to use the equipment effectively.

The Dodge chassis, the K range, wasn’t a great success for the GPO, and they ordered them spasmodically. They found a use for them as a ‘tractor for semi-trailer’ with the purchase of four K-series, 24-ton, motive units in 1967, splitting them to either haul trailers with mobile generators or large cable-drum carriers and finally replacing them, in the mid-70s, with Guy J4s.

Fortunately, I was on hand to record one

Words: Mike and Julie Blenkinsorp All photos © Millhouse Archive except where stated

of the Dodge’s more interesting assignments, possibly the best vehicle available for this job; the cabling of Holy Island or, if you prefer, Lindisfarne.

For those who don’t know, Lindisfarne is a tidal island off the coast of Northumberland; access is by way of a causeway-crossing, accessed from the nearby A1 Newcastle to Berwick trunk road at Beal. Originally the road was built and opened in 1954 but extended in 1965. There are definite times to cross the 18-ft wide, sand-covered, tarmac causeway, usually two seven-hour periods, with two opposing times of five-hours, when the high-tide covers the roadway to a depth of between four and six feet. Every day of the year, the North Sea tide comes in to cut off this remote island. Tide tables, giving advice when to leave, are posted at each end of the causeway as the link is between two and three miles between mainland and Island.

Many motorists have been caught out over the years; some just didn’t comprehend how fast the North Sea takes back control of the causeway, others knew, but thought that they could beat the tide. Both errant travellers, who risked making the crossing so close to the tide turning, would have been forced to spend a quiet period of reflection in the raised refuge if they were lucky enough to make it there.

Others would have been forced to sit on top of their rapidly submerging vehicle until either lifeboat or rescue helicopter could get to them.

The island is a magical place and historically, very interesting; a huge tourist attraction with some 650,000 visitors a year from all over the world, some taking the Pilgrim’s Walk on a separate path across the sands. However, it didn’t have any high-speed telecommunications access, so a cable of quite immense proportions had to be taken across the sands to this most holy of places.

ICONIC GPO VEHICLES

▲ It may be September, but the North Sea isn’t warm. Engineers in waders working against the tide to get the cable in place. ◄ The Dodge’s hydraulic arm now lifts the cable over the all-important elevated refuge where foolhardy optimistic drivers who tried to beat the tide, can survive, until help comes.

▲ With the Leyland Boxer, drop-side, lorry pulling the cable trailer, the submarine cable is payed out to the gang of engineers via the Dodge overhead cabling unit.

June 2021

31

Ê

Transport Heritage

▲ The Dodge aerial cable rig pays out the cable to the engineers as the cable drum unwinds.

was suspended between two flanges within the structure of the trailer.

These are logistical problems which happen on every job and the engineers were very resourceful in working out the problem, assessing it and finding a solution quickly, putting the job back on course within 20 minutes.

The cabling-unit fed the cable off the trailerdrum at a height which could be handled by the engineers, via a pulley, located on the end of the cage-like hydraulic arm which smoothly fed it into the gloved hands of the engineers who, with their wellington boots squelching in the receding waters of the North Sea, were laying the cable into the sand which butted up to the tarmac road. The Dodge was working during the whole job but was particularly useful when the cable encountered the lead up to the refuge and in negotiating the waterheight poles. The refuge, which is raised by about one and a half metres, originally began as a ten-span bridge over the outflow of a minor river, believed to be called ‘the Low’, but then doubled up as a point of safety for those errant travellers. The poles, like the snow-poles on high altitude routes, tell the unfortunate drivers just how much water is covering their car!

When the cable reached this refuge, it had to be lifted well up into the air to overcome the height of the wooden hut, which the hydraulic arm proved invaluable in so doing. With the aid of this piece of basic lifting technology, the engineers were able to run the cable the entire distance across to ‘dry’ land on the Island, where the cable was secured for a jointing team to do the necessary work the following day.

The next candidate for the ‘most interesting

On the 26th September 1979, a team of POT workers assembled at the mainland side of the causeway along with a pair of cabling trucks, one being a Leyland Laird, drop-side, lorry towing a very large cable drum. Standing by was a David Brown agricultural-type tractor and the most important vehicle for this job on the POT fleet list was the Dodge overhead-cabling unit. The project leaders had already consulted the tide tables, so work

was started immediately as there was a lot of cable to put down before reaching the other side and they only had a day in which to do it!

After a few hundred yards, there was an immediate setback when the cablingdrum trailer slipped off the side of the basic roadway and couldn’t continue until it was recovered back onto terra firma as the drumtrailer wouldn’t roll; consequently, the cable wouldn’t unwind off the cable-drum, which

▲ The Dodge’s aerial cabling hoist lifts the cable over the water height poles.

▲ The rear view of the Dodge shows the extending hydraulic arm stretching out horizontally over the causeway sand.

32 shop.kelsey.co.uk

ICONIC GPO VEHICLES

▲ A British Telecom Dodge, High-top, Spacevan emerges from the underpass of the Swan House roundabout in 1984.

The image has been left uncropped as the building towering over the scene is Swan House, the headquarters of British Telecom in Newcastle Upon Tyne at that time.

telecommunication vehicle award’ had been conceived to set the heart racing as it came into view, not because of its amazing design or great looks, but the impact it could make on your bank balance. Be afraid, be very afraid, of the Dodge Spacevan TV detector van!

The first TV detector vans were launched way back in 1952, using the Morris ‘Y’ 8/10cwt chassis, which had been investigating illegal radio transmissions for a period of ten years; these interfered with telephone communication in those days. Short-wave radios and walkie-talkie devices also affected the network. Even though they looked every bit a GPO vehicle, they had the logo and GPO wording on a removable metal panel so they could go about their clandestine business without advertising their ownership. A further series of vans, Commer or Hillman estates, continued through the fifties and sixties, until the Commer PB2500 van became available, followed by the re-styled, relatively recent, Dodge Spacevan and finally, the Leyland DAF Sherpa.

The TV investigating team would target an area, preceded by a newspaper campaign of pre-arrival advertising, highlighting the personal financial dangers should the van’s ‘highly sophisticated’ electronic surveillance systems catch you watching Coronation Street without the possession of a TV licence! The simple fact that there has never been a prosecution involving a TV licence

▲ A diagram showing the Telsta T36 on the Dodge chassis, including the cable-drum retaining arms.

▲ A typical example of the Dodge Spacevan, inspectorial code C1311, used by the telephone engineer linesman, working on a telegraph pole, on the A69 Hexham to Newcastle road at Stagshaw.

► Looking a little worse for wear, but saved by enthusiast Dave Weedon of Selby, this Dodge Spacevan is probably ex-British Telecom.

June 2021

33

Ê

Transport Heritage

▲ A yard full of Dodge Spacevans at one of the Newcastle-Upon Tyne transport depots.

detector van does suggest an anomaly.

The national press has written that some ex-operatives have ‘come clean’ to confirm that, on a technological level, the vans couldn’t accurately detect TV use, but the risk of being fined was enough to bring in some revenue from those who believed it could.

Freedom of information enquiries since have suggested that the whole affair appears to be a little suspect and that the technology at the time wasn’t capable of capturing any of the necessary information required for a prosecution, although BBC Radio Four broadcast a trial by an ‘expert’ which is said to have proved the case to the contrary.

The argument is still raging on as, in 2016, the BBC pushed for a new vehicle-based detector service to be implemented for ‘catch-up services’ like iPlayer, to catch people watching transmissions on-line, who feel that this activity doesn’t warrant the purchase of a viewing licence.

▲ The beautifully restored TV detector Van in the British Commercial Vehicle Museum in Leyland.

The Dodge Spacevan was a thirdgeneration version of the old Commer PB utility van, previously known as the 2500, which the POT bought in thousands from 1966. It was used by linesmen across the country as the standard 15 cwt repair and light installation vehicle from 1970, when a ‘small’order was placed for 27,214 units, 26,421 destined to be telephone utilities vehicles and the other 793 for stores vans.

Petrol engines were given preference on the Spacevan with 1,175 models ordered and only 500 with the alternative Perkins 4.99 diesel power-plant. In 1974, Chrysler UK returned to production of the PB to fulfil utility company orders even though the van had been officially withdrawn from the sales catalogues. Engine capacity was changed three times from 1500 to 1600 and finally 1725cc.

A High-Top version was made available for the cable-jointing engineers so that they could work standing up in the vehicle. Three

▲ The twin directional aerials can be seen on the Dodge Spacevan roof in this rear view of the detector van at the BCVM in Leyland.

34 shop.kelsey.co.uk

firms, Papworth, Locomotors and Coachwork Conversions, were contracted to re-body over 2,000 Spacevans adding a pod to the roof which could be used for storage as well as height gain. Some went on to be further converted with the fitting of full-height doors (the engineer’s vans had retained the standard hinged rear doors) for phone shop sales teams in the early 1980s, the telephone side having been spun-off and privatised as British Telecom.

The Commer PB 2500 15 cwt automatic was the basis for the UHF television detector vans from the late sixties. Serial number 202829 went into service in 1968; example registrations were SGW 753 F and SGW 760 F. There were eleven made, generally two to each Telecom region, with a floating spare. The dummy roof contained quite a lot of complex mechanics within its structure to allow the aerials to function. They were followed up by the newer Dodge Spacevan, seen in our pictures on display at the British Commercial Vehicle Museum at Leyland.

CNJ 423 T, with Post Office serial number 78 50002, was rescued by Martin Maltas who is a dedicated Commer van aficionado. It was the third of the eleven vans of this type converted

by Vosper-Thornycroft of Portsmouth for the Post Office. Some of the electronics had been recycled from the previous obsolete vehicles. Martin had retrieved the Dodge from a dismantlers yard; it was one of two, its sister was scrapped; Martin now believes that this is the only example in existence. Nearly every panel had to be replaced or repaired and the whole vehicle was stripped down to bare chassis for a full nut and bolt rebuild, including sandblasting and powder-coating of the mechanics. The good news was that the interior trim and furniture was generally in good shape. A purpose-built console sits in the middle of the van with bench-seating on both sides, behind the operator, for demonstration or training. The twin aerials on tracks are

ICONIC GPO VEHICLES controlled by the operator who can turn them and move them along the van’s extendedheight roof. Using a system of triangulation, the electronics produce a waveform on two oscilloscopes, which were then photographed on a Polaroid camera as proof for any potential prosecution later.

In the eighties, the BT fleet moved across to British Leyland-based vehicles. The ubiquitous engineer’s van used the Sherpa 255 chassis with a system of removable bodies, which could be interchanged in minutes with the help of a fork-lift, to aid maintenance and effective logistical utilisation of the ‘Telecom’ vehicular fleet. The new TV detector vans also followed this route utilising the wide-bodied Leyland DAF Sherpa mini-coach style of bodywork, although the aerials had doubled in number and halved in size.

Our sincere thanks to Christopher Hogan, Honorary Editor of the Post Office Vehicle Club, who was very helpful in supplying valuable information on the Dodge overhead cabling unit specifications.

If you are interested in following up more information on the many standard and specialised vehicles used by the G.P.O. join their club at www.povehclub.org.uk v ▼ The Dodge Spacevan replacement was the twin wheeled, Leyland DAF Sherpa TV Detector van. H996 BGW was photographed in 1992 on the Causeway at Beal in Northumberland; note the reduction in the size of the aerials.

▲ A sight to bring fear to your neighbourhood, this Dodge TV detector van could seriously damage your wealth! ◄ The interior of the Spacevan shows the full-width desk where the operator manipulated the aerials and electronic equipment to locate the TV set signal.

June 2021

35

Transport Heritage

VEHICLE NAME: CODE BLUE the COLD WAR JEEP

Timothy Slawson, had a deep desire to own a military jeep, here he tells the story of his purchase and subsequent immaculate restoration

T

he Willys M38A1 was a big turning point in the jeeps transition from the Second World War to the early 1950s.

Production was from 1952 to 1971 by Willys Motors / Kaiser Jeep. It had a restyled body and rounded hood and fenders. Of which the civilian model Jeep CJ-5 was created for the civilian market. It was used on US base facilities around the

world for quite some time for a variety of uses. Production totaled 101,488 vehicles.

(80,290 US/21,198 foreign).

Acquisition

My desire to own a military jeep was based upon a variety of personal factors. I worked very hard at running a successful business, and never really had the time to enjoy a hobby. A local

Whenever I bring the jeep out for an event or to drive, I sometimes take photos before I place back in storage.

Sometimes I catch a nice photo standing on my truck bed.

36 shop.kelsey.co.uk

military history group in the Florida Keys would have vehicles available for local parades and events in South Florida. The Homestead Air Reserve Base (formerly the Homestead Air Force Base) a key strategic US Air Force base during the Cuban Missile Crisis had annual events to pay tribute to their local military veterans. I saw several restored Second World War military jeeps in the mix of

Words and Images: Timothy Slawson

MILITARY RESTORATION

Specification Production: Spec: Body style: Layout Related: Transmissions: Engine: Wheelbase: Length: Width: Height: Curb weight: Predecessor: Successor: Variants:

1952-1971 Willys MD 2 door SUV Front engine, 4 wheel drive Jeep cj-5, dj-5 3 speed – Borg Warner t-90 manuel 134 cu in (2.20L) hurricane/gasoline 81in (2.06M) 138.6In (3.52M) 60.8In (1.54M) 73in (1.85M) with top up 2,660lb (1,210kg) Willys m38 Ford m151 M38a1c/m38a1d M170 ambulance Dutch nekaf jeeps Canadian/Iranian/South korean variations ▲Taken at an event celebrating the 75th anniversary of the Marathon Airport in the Florida Keys. I have hats and helmets for families to wear while getting a photo op. This was a group of Girl Scouts that wore flight suits to the event. It made for an incredible picture. They were happy to wear extra accessories as well. I sometimes tell the groups to salute. It makes for an even better photo op. ◄ This was the original condition of the Jeep when we got to my grandmother’s house later that evening in Alabama.

After our long adventurous day picking up the jeep.

It was very wet and rainy that day.

▲ I took this photo in middle Florida when going to pick up the Jeep. The filming of The Right Stuff TV series had ended and I was picking up the Jeep from the film automobile coordinator. They held the Jeep for about six months during the filming. This was late 2019. It was a beautiful day among the moss covered oak trees.

June 2021

37

Ê

Transport Heritage

▲ This was the arrival to the paint and body shop. All stripped down ready for the transformation.

▲ This was taken during a local 4th of July parade event. The parade finished and then we parked the vehicles at a local South Florida park for additional City events. Looked like a great photo op at the time next to the mini Second World War Jeep.

vehicles and I knew I had to have one.

So, I joined a local military vehicle club, The Monroe Marauders, without owning a vehicle.

And a few other key elements played a hand in my vehicle selection. My grandfather served in the Korean War and father served during the Cold War period My father was a security

38 shop.kelsey.co.uk

military jeep. I saw the M38A1 and put down a deposit. The jeep was located not too far from where my grandmother lived, just North of Montgomery Alabama. We lived in Miami, so I decided to make it a weekend road trip with my dad and older son. We drove up with y truc and a borrow d trail r to ic

of nowhere. We ended up getting stuck and jackknifing the trailer in a ravine on the wrong property. We had no cell phone service to call the seller, who was apparently across the fence line behind a small wooded area.

After two hours, and being covered in red Alabama clay, the trailer was still stuck. We brain stormed to unhitch the trailer and drive till we got cell service. We got hold of the seller and thankfully he was just a few minutes away.

With some extra help and a sigh of relief, we were back on track to load up the Jeep. We then went to the Alabama courthouse to change the title, while being covered in mud mind you.

Sometime later we got the jeep back to my grandmother’s house, cleaned up, and went to o c l brat at a local ba l arn d of th bar

MILITARY RESTORATION

Restoration

After I bought the Jeep, I discovered through layers of old paint that it was actually an Air Force Vehicle. That ultimately led me to the decision to replicate the Air Force vehicle.

Also, having something different than the normal OD green helped push me in that route as well. One of my goals was to make the jeep a show stopper for parades and displays, but did not want to replace anything original unless something broke. I wanted it to be as original as possible.

I restored the Jeep in phases. When things did break, I would replace them, and keep replacing parts until the mechanical issues stopped. We also had to repair an engine with a blown head gasket, a rag inside the cam cover, and replace the peanut butter looking oil. With no manual to help out, most of the energy was spent on trial and error during the restoration.

We removed a ton of OD green overspray paint on the original black leather seats. The bottom of the seats and the rear seats, as a whole, needed to be replaced. We kept the original Cooper tyres, but the spare tyre is a replacement. The paint and body shop did an incredible job of bringing the custom variation of the classic SAC 50s era Strata

Photos above & left: Taken at the paint and body shop. Key Largo Collision was the body shop. They did an incredible job of removing all the exterior rust and damage. I believe the white primer helped them to see the imperfections. It also, looked alive without the front headlights. Like Jeep eyes. They were going to make the interior of the cab just as new looking. But I stopped them. Want the interior cab to look as if it is was still being used on a base.

▲ I took these, as I was waiting to take riders to a winner’s circle. The afternoon sun had hit the Strata Blue just right. The colours started to dance together. ► June 2021

39

Ê

Transport Heritage

▲ Taken at a past car show event in Homestead. That was my sister and nephew enjoying a photo op with the helmets and hats I would share. Pre-COVID.

▲ This was the first parade the vehicle was in, after being painted. The engine was not running, but the ladies were fine being towed. We decorated my pick up as well, so the Jeep acted as a parade float. The first use of hats that I bring along, as well.

Blue. One thing that I struggled with was the original Strata Blue had a very dull colour in the shade. So, we custom tweaked the colour so that it kept a strong deep blue when in the shade. But when in the sunlight, the Strata Blue really popped. They were able to create a beautiful exterior finish and keep the interior cab area as original as possible. I added the yellow pin stripe to reflect the look of the Homestead Air Force Base’s pin striping on all their gloss Strata Blue sixties vehicles. I also decided to keep the engine unrestored.

It is my delight to see spectators watch the old engine that can start and run. Most people think it’s a newer Jeep until they see under the hood. But the traces of the original

▲ This photo of me next to the jeep, was taken by a friend. It was at a USO costume party. We parked a couple of jeeps at the entrance to the party and greeted party goers. I dressed up with what my father would have worn at Homestead Air Force Base in Miami during the Cuban Missile Crisis, minus the gun belt. The pin on the hat is original to his uniform. On the hood is a 60s era USAF flight helmet. I usually add accessories to the Jeep at events.

40 shop.kelsey.co.uk

yellow, green and Strata Blue paint allow me to educate the spectators of the historic significance of the Jeep as well.

Maybe someday I will restore the engine, but it’s so much fun for now to see people’s reaction to what is basically a historic piece of mechanical engineering from another time.

Usage

One of the greatest things about this project is seeing the many people respond to the Jeep.

A lot of research went into getting it as close to the SAC late 50s Cold War period as possible.

Even down to the gloss finish. I’m often getting responses from veterans who come up to me and say, “You nailed it!”. The unique look also brings family and kids that are at the events to want to hop in and take photos. I don’t mind when people pile on it for photo opps. I started acquiring different helmets, hats, and other military apparel for the kids and families to wear at the events. It is cool to see the joy on their faces when they look at the photos they have taken. One time, I had 12 excited kids pile in for a group photo!

My wife and boys also enjoy taking rides in it around our neighborhood, and there are always admirers waving to us when we’re cruisin’ by. My father, who served during the Cuban Missile Crisis at HAFB (Homestead

▲ This was at a past annual Military Appreciation Day event in Homestead. Homestead has a big event each year to celebrate their great past and present military history for being a USAF base town. That is our group, The Monroe Marauders and a fellow member arranging the Jeep collection of our vehicles. We also display larger trucks as well. I wanted to acknowledge John Felso, the past member in the photo: He was a former Captain in the US Army during the Vietnam War as a Huey Helicopter Pilot. He was killed in a local tragic accident. We miss him. He did love those vehicles. His was the Grey Navy Jeep in the photo.

MILITARY RESTORATION

▲ Another yard photo op after a 4th of July parade event in our local community.

Air Force Base), was very proud that I used and dedicated his squadron’s numbers from his service time at the base. Currently the Homestead Air Reserve Base.

Finally

What started as a goal to restore this Jeep to its 1950s active duty glory has merged into a goal to educate those who come across the Jeep whether it be in person or on social media. To hopefully spark a lifelong interest in military memorabilia, vehicles, or even just collecting, and learning more about the military history of this country and even world military history. v

▲ Another great photo op of a monument in Homestead Florida for the Homestead Air Force Base, currently the Homestead Air Reserve Base. It was a fixed mounted F4 Phantom jet aircraft.

I took those photos on a past July 4th. ▼ This proved a great photo op with this Korean War Era plane at the Marathon International Airport in the Florida Keys. I call those photos Cold War selfies. A little extra info on this image.

Those series of photos were very important in the current fame of the Jeep. Variations of that image were on two covers. The only reason I’m mentioning it is that I’m extremely proud of that day. I was there at the right time and the right place. The plane was sitting off the airport tarmac and I just so happened to be picking the Jeep up for an event. So I moved the Jeep around and took about a dozen or so photos with the plane. A very fortunate and blessed day.

June 2021

41

I

t was on Tuesday 18th June 1985 that the Sunter’s staff at Northallerton kindly lined up this selection of Scammell Contractors for this particular shot. It was fortunate that the (fourth ever made) Mark 2 Scammell Contractor of Wynns DBO 661V had just arrived at Northallerton. It was also fortunate that Peter Clemmet’s Scammell NAJ 103P had just come out of the Northallerton paint shop after being given its brand new United livery.

Peter reckons that its painter was probably John Dodsworth. Finishing the line-up is YVN 308T which fittingly managed to be both the first and last of the Sunter fleet’s quartet of big Scammell 240 tonners.

Transport Heritage Nearly 50 years before the day that Jaguar Cars Ltd took over Meadows in 1965, Henry Meadows decided in 1919 to form his own company. The photograph above, shows the original office block of Henry Meadows Ltd, at Park Lane, Fallings Park, Wolverhampton in 1919. The site was bordered on the left by farmland, and later infilled by factory extensions, making an internal works road between Guy Motors Ltd.

PART TWO

JAGUAR CARS LTD

ACQUIRED HENRY MEADOWS LTD IN 1965 Peter Morrey gives us the second part to the story of how Jaguar Cars Ltd., acquired Henry Meadows Ltd after first acquiring Guy Motors Ltd.

H

ere is an extract of an entry in the Wolverhampton and area newspaper Express and Star on Friday the 1st January 1965, it read: “Jaguar Cars Ltd., Coventry, which already owns Guy Motors Ltd, Wolverhampton, has now purchased the equally long-established Wolverhampton firm of motor engine makers, Henry Meadows Ltd. The announcement from Jaguar Cars Company says it has acquired the share capital of Meadows.

Henry Meadows, formerly a subsidiary of Associated British Engineering (before that the Brush Group) more recently

44 shop.kelsey.co.uk

controlled Kidlington Securities with the motor component group Quinton Hazel, of Colwyn Bay, having a 40% interest. At present the 400,000 square feet Meadows factory at Fallings Park, Wolverhampton has a labour force of 500.

Notices about the change of ownership were given to the employees sited in the factory today. Jaguar’s say that they intend to use this new purchase to augment existing manufacturing facilities for the Jaguar-Cummins diesel engine project.

There is a national shortage of large diesel engines available to commercial vehicle makers and the like, with V6 and V8 American designed Cummins

Sir William Lyons.

Words: Peter Morrey Photos: Peter Morrey

engines, may fill the hole that exists in that market. It is expected, however, that Henry Meadows will be developed in two ways: to help with the Jaguar-Cummins diesel engines as well as light engineering shop working not only for Jaguar cars but also on out-side contracts which will be sought.

All (persons) present between Henry Meadows Ltd., and its customers will be honoured in full. The present Henry Meadows managing director, Mr. L.W. Rosenthal, continues in that position. The original Meadows Park Lane factory, only a small part of the whole, is at present leased to Chubb and Son’s Lock and Safe Co Ltd. The original Meadows factory, founded in 1920 by the late Henry Meadows, was twice enlarged. In 1938, 16,000 square feet was added behind Park-Lane, and the final large extensions, known as the Fallings Park factory, were erected during the early years of the 1939-45 war.

Meadows first made gearboxes for motor cars and did general gearcutting work. Later, however, its interest broadened into a range or motor car and commercial vehicle engines. The car engines were widely used in the years between the wars by firms such as Triumph, Lagonda, Lea-Francis, Frazer Nash, H.R.G. and Invicta, to mention just a few. Meadows car engines were as widely known for different reasons, as those made by Coventry-Climax, another company in the Jaguar group.

It was a Meadows-engine Invicta

GUY MOTORS EUROPE

The formation of Henry Meadows Ltd in 1919, a photo of Henry in his board room.

Henry died 1937.

GUY MOTORS (EUROPE)

which, in 1934, brought Britain her first win in the Monte Carlo Rally. Meadows commercial vehicle engines, first petrol and later oil engines were equally famous. Thousands of the petrol engine went into Guy commercial vehicles, coaches, buses and high-speed versions of power boats. Engines similar to those used in the high-speed boats went into the War Office vehicle contracts, and before and after the last war Meadows made thousands of Tank engines.

After the war the firm went into the diesel engine market with units for road and stationary use and for a short while with a European designed free piston diesel engine was a gas producer, rather than a power unit in its own right. After a subsequently rather chequered career, this well-known Wolverhampton firm has found its feet again with a new master and an assured purpose in life.”

Sir Wlliam Lyons, Chairman of Jaguar Cars and George Harriman the Chairman of British Motor Corporation, issued a joint statement in July 1966 that the two

▲ The factory’s along Park Road, Wolverhampton, with the works access road running up the centre, serving Guy Motors Ltd on the left-hand side of the lane, on the right-hand side is the works of Henry Meadows Ltd. In 1938-43 the Meadows factory was extended by 16,000 feet called the Falling Park factory, making it a total of 400,0000 square feet with the Cannock Road entrance/exit just out of the picture on the top right-hand side.

organizations were to merge, to form British Motor Holdings. On the Jaguar side it included such acquisitions as Daimler Company of Coventry, their specialist cars, trucks, and the most popular Fleetline buses, and military vehicles, Guy Motors Ltd, with their specialist heavy duty trucks, buses of distinction, Coventry Climax, for their fork lift trucks, fire pumps and grand prix racing car engine manufacturing business, and Henry Meadows Ltd, engine, gearbox, and transmission manufacturers. Within a few short years Jaguar had transformed themselves from being a quality car manufacturer, to acquiring some of the best British built truck and bus manufacturers available.

The history of Henry Meadows, was that he had originally been the works manager of Clyno Engineering Ltd of Tipton town. He had moved to the National Fuse Company Ltd of Tipton in 1917 as works manager, N.F.C. was part of Harper-Bean Group of which he was made a director of that Group. As soon as he had formed his own company as Henry Meadows Ltd in 1919, he started a mass production system manufacturing in his own design of gearbox transmission system, using his special gear-cutting system, with a well-equipped machine shop that he had installed there. Very soon the companies interest extended to the manufacture of complete power units, and became famous for supplying power units and gearboxes to Britain’s car manufacturers. The company’s object was to design and manufacture in particular four-speed gearboxes both medium and heavy-duty, which was most unusual. In 1920, existing buildings were acquired in Park Lane, Wolverhampton, in which the office was built and arrangements for the June 2021

45

Ê

Transport Heritage buildings which consisted of a four-bay mechanical bay, fitting shop, hardening shop and stores.

The first project to be designed in 1920 was a three-speed gearbox, with the machining of the gear and shaft cutting taking place in the Cutting Shop, in the next bay the Hardening Shop and Fitting Shop where the gearboxes were completed. Manufacture of the threespeed gearbox was started.

In 1921, Vulcan Engineering Company Ltd were the first Meadows customer for his own design of three-speed gearbox units for their commercial vehicles, and turned out to be the main customer. It was soon followed by the Coventry Motor Car Company, the Coventry Simplex Company and the Equipment and Engineering Company.

Meadows sales staff were reporting that many of the smaller car manufacturers preferred to buy the engine and gearbox as one unit, the Board were interested in manufacturing an engine to be mated to the three of four-speed gearbox, so that they would be able to offer for sale the complete package. In 1921, John E Doorman was recruited as a director of Meadows, he was an engineer fully experienced in the production and manufacture and sales of internal combustion engines. W H Dorman & Company of Stafford, of whom John Dorman was a family member were the manufacturers of Dorman engines, which Mr Crump was the designer, and John Dorman used to sell.

John Dorman brought with him R S Crump as Meadows Chief Designer, with a number of other engineers to design and build a prototype small engine which would be known as a Meadows-Dorman engine. The Meadows team decided to introduce their new four-cylinder, 1,247cc Meadows-Dorman engine together with either a three- or fourspeed gearbox as a unit. Dorman Engines commissioned a Court case against Meadows, claiming that this was a misuse of the Dorman name and reputation, Dorman won the case.

1922 was the year that Meadows prevented any damage which was caused to Dorman Engines, by stopping the name Meadows-Dorman being cast into the side case of their engines, making some very slight changes to the inside of the engine, and having the name Meadows being cast into the side cases.

Meadows entered thei r new engine gearboxes in the Motor Show in 1922, production at the factory of eight to ten engines per week. Their production soon increased, in 1924 the number of pistons

46 shop.kelsey.co.uk

▲ The view of the Meadows factory with a small section of the engine lines.

Photo by John Meadows, grandson of Henry Meadows.

increased to six, and the bore and stroke also increased with power from 15bhp to a number of larger engines for fixed, automotive, railcars or marine use of up to 275bhp, the most popular engine was the Type 4ED, producing 50bhp.

The first was a small overhead valve four-cylinder 10.8hp unit, allied to the company’s gearbox which was exhibited at the 1922 Motor Show, it was later produced at eight to ten engines per week. Later, the engines were increased cubic capacity engine type and used by company’s such as Bean, Frazer-Nash, Lea-Francis, Lagonda, Invicta, HRG, Chic cars and others.

Sidney Guy was an investor and a director of Henry Meadows Ltd, as Henry

Meadows was an investor and a director of Guy Motors Ltd, in fact they both had a hand in each other’s businesses. Henry Meadows had a Guy 13/36 saloon with a Coventry Climax 1994cc four- cylinder 14hp engine as a Guy Motors car, which his chauffeur used for years. He had a Guy commercial chassis of every type to type to test every type of Meadows engine.

In 1942, John Drewett at the age of 16 started work for Meadows as an apprentice tool maker and was taught how to make white metal bearings and all other aspects of engine fitting. He was sent to the ELA, ECA and 8/28 engine fitting line. There was a certain smell of the fluid they used for machining the various parts of the engines, with a clattering sound from the high number of machines as he walked through the sheds.

In the 1950s, Meadows were manufacturing four or six cylinders from 15 to 240bhp in the automotive, industrial, marine or plant engines for a wide range of applications. The export sales manager Gordon Bedson went round the world and made deals with the Jamaican Government Railways, for Meadows engines to power light passenger railcars, the Egyptian Government for close on 900 units for Meadows engine powering generators for villages. He went on to Bombay in India to investigate premises to set up a Meadows factory. As an alternative, he discovered a company Premier Automobiles in Bombay, who were Chevrolet and Dodge dealers and

GUY MOTORS EUROPE manufacturers of commercial vehicles and passenger carrying chassis. They would be willing to take 100 units of 4DC 330 engines on a Meadows ‘knocked down’ basis, with Premier Automobiles building the engines up. They had the bus route between Bombay and New Delhi, this route is 870 miles, calling at Patiala, Chandigarh, Shimla, Himachal, Ambula and Gurgaon, all of which had their agents and workshops.

I (Peter Morrey) worked for Meadows in 1957/58 at a subsidiary company Frisky Cars Ltd, in the old Meadows engine building bays in Park Lane. I often used to take Frisky’ cars for test runs going out on Park Lane entrance and coming back through the Meadows entrance on Cannock Road, and travelling down the works road between Meadows and Guy Motors, where new trucks or buses were loaded up with Meadows engines and gearboxes.

Whilst under the Jaguar group from 1965, Meadows were offering the current “brand product” was a, highly successful marine gearbox range, the company continued to undertake machining and assembly work for other firms – both within the Jaguar group and on “outside contracts”. The American company Cummins had an outlet in the UK for the smaller of their engines, the StraightSix cylinder, and the V six-cylinder 200 diesel engines. They were ideal for their new Jaguar ‘Big J’ Guy trucks and Daimler Fleetline single decker bus/coach chassis for the new Motorway high speed journeys.

Henry Meadows Ltd, the engine manufacturers were next door to Guy Motors in the Fallings Park industrial premises, in Park Lane, Fallings Park industrial works. Meadows’ main

entrance was in just around the corner in Cannock Road. Jaguar group decided that the Cummins V6 and V8 would

▲ A refurbished Cummins V6, 9.1 litre diesel engine, as used in the Guy ‘Big J’ trucks and the Daimler Roadliner chassis.

be a more powerful, and shorter engine for their Guy ‘Big J’ trucks and Daimler Roadliner coach chassis.

My contact at Jaguar is Barrie Wills at the time of the Jaguar-Cummins get together, he said that soon after John McMillan’s arrival at Jaguar, the new executive to the deputy chairman of Jaguar. McMillan had been promoted to the board of directors Jaguar Cars Ltd, as purchasing director with responsibility for all purchasing strategy and supplies activity within Jaguar, Daimler, Coventry Climax, Guy and Meadows. He was also appointed to board of Jaguar-Cummins Ltd, the new joint venture with Cummins Engine Company of the USA. McMillan needed a personal assistant, Wills was the man for the task. The Cummins company had been established to manufacture the Cummins V6 Vim and the V8 Vine diesel engine range, initially from kits supplied

by Columbus, Indiana, with a number of castings purchased from foundries June 2021

47

Ê

Transport Heritage in the West Midlands and machined at Meadows, for assembly at Meadows engine building sheds. Meadows managing director, and works director Louis W Rosenthal oversaw the assembly work.

Wills was also given a liaison role in the planning of Jaguar-Cummins diesel engine venture, as was common with the top management structure at Jaguar at that time. Lofty England was managing director of Jaguar, and a salesman ‘extraordinaire’ of Daimler buses and coaches, along with the sales manager Bob Crouch. The Daimler Fleetline coach regularly outsold the Leyland Atlantian, much to the distress of Leyland Motor Corporation’s managing director Donald Stokes. John McMillan was given a second task of leading the Jaguar team to the end of the joint mission with Cummins. My Jaguar contact met a ‘rising star’ of the US engine industry, the 29-year-old chief of Cummins, Henry ‘Hank’ Schacht, mighty impressive he was too, and a genuine inspiration to me.

I contacted James Fack, my colleague from near Wolverhampton, he put me in touch with Martin Fisher, a person who is a spokesman for the Aldridge Transport Museum at Walsall, Staffs. He said the Museum of Transport is also the home of the members of the Guy Owners Club, who between them have quite a few Guy lorries and coach or buses, including the actual Guy works ambulance, An imported 1961 Guy Victory coach from Belgium. The Guy Big J tractor unit currently in the museum is not owned by the museum but by one of our members, Richard Stanier; It has a Gardner 180 engine, I understand that this was the last Big J to be registered, as it was stored for several years after completion and before it was registered for the road.

▲ Photo of John Meadows, grandson of Henry Meadows (on the left) and John Favill, (right-hand side) a member of the Design Department at Meadows up to the end, on one of his trips over here from the USA, where he got his final position as chief designer of the final drive of HarleyDavidson motorbikes, taken in April 2007.

48 shop.kelsey.co.uk

▲ The Guy ‘Big J’ tractor unit, with the optional Gardner 180 diesel engine.

Photo supplied by Aldridge Transport Museum.

The staff at Guy Motors were quite used to building components under licence; for instance, all the Wilson gearboxes they used in bus chassis were built by Guy to Self-Changing Gear designs and I believe some other units were also built

by Guy to other manufacturers’ designs.

Secondly, Jaguar-Daimler were slightly obsessed with the V6 Cummins engines at that period; they used them in Daimler Roadliner single-deck buses and also foisted a few on operators of Daimler Fleetline double-decks. On paper, they had much to recommend them; like other V6 and V8 designs, they produced a lot of power from an engine that would fit in a very small space. In practice, in bus and coach operation, being exceptionally noisy and very unreliable, as I knew to my cost, as I was responsible for one of them during my time with London Transport and its successor, London Country. Indeed, I finally arranged for the Cummins V6 to be removed and a Gardner installed, which I was quite upset about, as I really liked the V6 concept, as well as the Cummins unit injection system. It may well be that, in long-distance truck operations, some of the issues that affected them in buses would not have been so critical, including heat build-up around the engine, causing hot starting problems, which was probably partly due to their being rear-mounted.

Fitter and driver unfamiliarity also contributed, which might have been less of a problem in haulage fleets.

Martin Fisher’s personal experience with the later Cummins straight-six engines has been a very different story; the 10-litre L10 was, in my own experience, one of the best and most reliable units I’ve

ever worked with, a large proportion of the 250 buses fitted with them in the fleet I was involved with still having their original engines when sold after 15 years or so service.

The fine work that the engine builders at Meadows had carried out for the Cummins V6 diesel engines for the Guy “Big-J” vehicles was continued.

The parent company, now called British Leyland Motor Corporation firstly ceased manufacturing Guy bus chassis, although the success of the Big-J trucks postponed the inevitable.

The Jaguar-Cummins engines were not a great success, mainly due to the service record of the V6 Vim and the V8 Vine diesel engines in both the Daimler Roadliner coach and to a lesser extent the Guy Big J commercial vehicles. The British Leyland corporation came into being a couple of years later, there was such a proliferation of diesel engines within the new group, the Jaguar-Cummins company lead to an early death, as also did the V6 and V8 engines as used by the company.

The Cummins engines were designed in the US, and were assembled in the UK by a joint company called JaguarCummins at Henry Meadows factory. An important aspect of Meadows is the buildup of Jaguar-Cummins engine/gearbox assemblies for the Guy “Big J” trucks produced by their next-door neighbours Guy Motors, and they also completed the engines/gearboxes for Daimler Roadliner chassis.

The beginning of the end – becoming part of British Motor Holdings – evolving into British Leyland Motor Corporation. v

Transport Heritage

Words: Bob Weir Photos: Bob Weir unless stated

FRANKIE’S BIG MACK

FRANKIE’S BIG MACK Frankie Wilson from Scotland has been a big fan of American lorries for as long as he can remember. Bob Weir went to meet him at a local truck stop near the M74 motorway

F

rankie developed an interest in American trucks from an early age, and still has a passion for the lorries.

A driver to trade, he is currently working with plant and equipment.

“My father also worked in haulage and used to drive a Seddon diesel four-wheeler tipper,” he explained. “I followed in his footsteps and passed my test when I was 21.

“I’m not a full-time driver at the moment and spend most days working with a digger. I do have a job with the local haulage company

Graeme J. Wardrop driving refrigerated Scanias long distance on alternate weekends.

I take lorry loads of fish down to the market at Billingsgate in London. It’s an overnight trip, and a good haul.”

The Mack is Frankie’s first classic lorry, and he has owned the truck for 15 years.

“Living next door to the M74 main motorway when I was growing up was quite an experience,” he recalls. “Lorries were going past all the time, travelling between Scotland and England. Although I liked a lot of the

European marques, I was also attracted to Mack trucks.

“I was very keen on the F700-series, and one lorry in particular. The truck had ‘Phantom 309’ painted on its cab, and really stood out from the crowd. Even though I was only 12 years old, I vowed I would own an American lorry one day.”

The trucks Frankie spotted in the 1980s were owned by a company called West of Scotland Excavations.

“The company was based in Scotland’s Central Belt and used a lot of Mack lorries,” said Frankie, who is a member of American Trucks in the UK. “Seeing one of them on the road made my day. They were also showing the movie Convoy at the time, which was a very popular film.”

The movie Convoy was made in 1978, and

Frankie Wilson has been a big fan of American trucks since he was a lad.

▲ American lorries like the Mack are very popular with enthusiasts.

June 2021

49

Ê

Transport Heritage

it is one of a number of RHD models converted in the Republic of Ireland

Although the F-Series cab was highly rated when the model was first introduced in 1961, it was starting to show its age by the mid-1970s.

featured actor Kris Kristofferson and actress Ali MacGraw. The film was released when the CB radio / trucking craze was at its peak in the United States and was based on the 1975 Country and Western novelty song by C. W. McCall.

The song tells the tale about Big Joe, who died at the wheel after steering his rig off the road to avoid a busload of children. Big Joe and the lorry assume a phantom existence, picking up hitchhikers who later feel a shiver down their spines when they are told the ghostly tale of a truck going by the name of Phantom 309.

“I was a big fan of the movie and it did a lot promote interest in American lorries in the UK,” said Frankie. “It’s great when you go to shows and trucks like the Mack come together from all over the country.”

Frankie has always been keen on going to truck rallies and visited Truckfest

50 shop.kelsey.co.uk

Peterborough in 2001.

“I met enthusiast John Smithhurst who had brought along his Mack Cruiseliner,” he recalls. “We got chatting, and I mentioned that I was on the lookout for an American truck. John said that apart from the Cruiseliner, he also had a couple of other Mack lorries at a reasonable price. The only downside was that they both needed a makeover.

“I drove down to his place in Nottingham the following weekend. One of the lorries was the F700, and we quickly made a deal. I paid a deposit and arranged to have it delivered by Cadzow Heavy Haulage to Scotland as part of a backload.”

Mack Trucks, Inc. was founded in 1900 as the Mack Brothers Company. The new firm manufactured its first lorry in 1907 and adopted its current name in 1922.

The company was originally based in

Brooklyn, New York before moving in 1905 to Allentown, Pennsylvania. The company stayed there until 2009, then moved to its current headquarters in Greensboro, North Carolina. Mack is now a subsidiary of AB Volvo.

Mack trucks are still built at the company’s plant in Lower Macungie, Pennsylvania and over the years have been sold in more than 40 countries around the world. The engines are made at the factory in Hagerstown, Maryland. They also have additional assembly plants in Australia and Venezuela.

The Mack F series was the third generation of cabover trucks. Production started in 1962 and ended in 1981. The lorry was built mainly as a set-forward axle truck, but a setback axle version was marketed overseas.

The cab was available as a 50in (1371.6mm) day cab, and sleeper versions included a 72in (1828.8mm), 80in (2032mm) and a “bustle back”, lengthening the sleeper to 86in (2184.4mm).

Customers were offered five different diesel engines, ranging from in-house Maxidyne and Thermodyne units, Cummins, Detroit Diesel and Caterpillar. The Cat3406 was a big bore diesel and the Detroit Diesel 71, provided power with a high torque curve.

The Cummins Formula 350 ‘Big Cam’ offered 1065 ft-lbs of torque, and the Cummins Formula 290 and NTC series of engines was also available. The lorry also featured taperleaf front springs for a smoother ride, as well as optional power steering.

Frankie’s 1976 model F785RT is unusual in that it is one of a number of RHD models converted in the Republic of Ireland primarily for the UK market. A lot of the trucks were

▲ The Bulldog logo is an essential part of the Mack brand. The lorries earned the nickname during the First World War in 1917, when the UK government bought the Mack AC to supply the troops. British soldiers dubbed the lorry the ‘Bulldog Mack.’

assembled at Saggart near Dublin for the Irish company Mack Distributors Ireland Limited.

Apart from the lorries destined for the UK, a number saw service in Ireland.

“Once the lorry had been delivered I gave it a close inspection,” he recalls. “The inside of the cab was an empty tin shell except for the driver’s seat. The door bottoms and rear quarter panels were in poor shape and needed some welding. I also trimmed out the interior, including a new buttoned headlining.”

Frankie remembers he had a particular problem getting hold of replacement seats.

“An American supplier had quoted £600 each, which seemed a bit over the top,” he said. “I ended up buying a pair from a scrapyard for just a tenner. They had to be re-covered, but it seemed a lot better value.

“While I was about it, I swapped the fuel tank with a local enthusiast from a square to round unit and fitted a set of new wings. I also tidied up a few other bits and pieces.”

Frankie got a lot of spare parts from a Mack dealer over in the Netherlands.

“I used to buy parts from Western Trucks based down in Bolton, but the owner retired, and the company stopped trading,” he said.

“Martien Monne trading as Mackmonne, NL in the Netherlands bought all the stock, so I now use him instead.”

Mechanically, the lorry was in a lot better condition. Fortunately, Frankie was brought up with tools and was able to do most of the

▲ Frankie had to refurbish the lorry’s interior from scratch.

▲ American dashboards were very different from European lorries and were well equipped.

Several lorries were converted to RHD in Ireland.

June 2021

51

Ê

Transport Heritage

▲ American style number plate.

▲ The F-Series at the beginning of a recent road run. Courtesy of Frankie Wilson

work himself. Although he was working at the time, the job only took him the best part of six months.

“The truck is equipped with the sixcylinder Maxidyne engine,” Frankie explained. “This can deliver 177kW (237bhp) at 2,100rpm.”

The Maxidyne engine was not the most powerful option in the Mack range, although the factory spec addition of a turbocharger certainly improved performance. The gearbox is a five-speed Mack with splitter. This is applied by means of a three-position lever for high, low, and reverse, offering five speeds for each selection.

Having refurbished the lorry, Frankie also decided to treat the Mack to a fresh coat of paint. “I had a chat with Jimmy Campbell from West of Scotland about painting the F700 in their colour scheme and he thought it was a good idea,” he said.

Since putting the Mack back on the road in 2001 the lorry has become a bit of a celebrity and has even featured at sporting events.

“There used to be an American football team called the Scottish Claymores based in Glasgow,” he recalls. “They invited me along to the ground and photos were taken with the

Frankie has owned a few trailers over the years and is currently looking for a new one ► The lorry in its original colours back in the early 1970s.

52 shop.kelsey.co.uk

team’s cheerleaders. Other drivers also flash their headlamps when they see me coming, and I must admit I enjoy the attention.”

When Frankie first acquired the F700Series, he did not know a lot about the Mack’s history. Fortunately, he was approached by a couple of enthusiasts on the 2004 Ulster Road Run, who were able to shed some light on the lorry’s past.

“The lorry was still wearing its original Northern Ireland registration number YZM 367,” he recalls. “They said the lorry was one

▲ The fuel tank is not the original item, as Frankie did not like the square shape used on some Mack trucks.

of nine trucks converted to RHD in Ireland by a Hino dealership, and was originally new to Nestor’s Transport in Galway.”

Frankie has owned a few trailers over the years and is currently looking for a new one.

“The lorry can get a bit skittish when it’s not pulling a trailer,” he explained. “This is mostly due to the short front-spring travel.

The driving position is quite high, and the clutch is mounted far back. The ride is a lot more assured when the lorry is hauling a

FRANKIE’S BIG MACK trailer and handles better with some weight on the axle. I tend to dodge drainage grids and potholes using the Mack’s power-assisted steering.”

Although owning the F-series had been an enjoyable experience, Frankie has also had a few issues with the lorry.

“The engine blew up five years ago,” he recalls. “I was taking the lorry on a pre-rally season run around the local lanes when the shaft in the oil pump sheared off. This did a lot of damage and the repairs came to over £8,000. It took me long time to get hold of the right spares, and I had to hire someone to rebuild the engine.”

Frankie’s lorry was pressed into a sombre duty in the autumn of 2020, when it was used to transport the coffin of his best pal, Steven ‘Hutchy’ Burt, to the local crematorium.

“Steven was also truck daft, and we did a lot of lorry-related things together,” he explained. “We used to go Peterborough Truckfest most years and had a great time.

One of his last wishes was that he could be taken to the crematorium on the back of the Mack.”

At the heart of his passion for Mack lorries Frankie loves the USA and has visited there on a couple of occasions.

“I am a big fan of Country and Western music,” he explained. “I also like going to American truck shows. I’ve been to the Grand Ole Opry in Nashville, and hope to go back in the foreseeable future.” v ▼ Frankie says that the F-Series is an ideal motorway cruiser.

▲ The Mack has used a number of different trailers over the years. Frankie reckons it improves the lorry’s handling. ▼

▲ Night shot at a recent rally.

June 2021

53

Transport heritage

HAUL-WASTE

FOR ALL WASTE’S DRY WASTE TRANSPORTATION VEHICLES FROM 1972 UNTIL 1999

▲ A front three quarter side view of a mid 1960’s Bedford TK 4x2 12 tonne Dempster Dumpster 5S containing handling unit operated

by Heavy Transport collecting industrial waste from the Clarks factory in Plymouth.

T

the acquisition, Heavy Transport held the Devonport Docks dry waste disposal contract as well as other industrial waste disposal contracts across the area.

During the early 1970s, Haul-Waste operated a mixed fleet of dry waste transportation vehicles combined with those operated by Heavy Transport. Some of these were Bedford TK 4x2 12 tonne Dempster Dumpster 5S and Bedford KM and Ford D-Series 4x2 16 tonne Sheppard Meiller KL2.16 container handling units. Roll-on-off container vehicles were also operated of the Sheppard Rolonof (2) series 22.8 type. They were mounted onto either Foden S39 or Scammell Routemann 8x4 28 tonne chassis.

By the late 1970s, industrial rear end loader mobile compaction units had been added to the fleet, the first was a 25 cubic yard Jack Allen ‘Big Bite’ Mark V unit, complete with series one skip lifting arms. This was mounted onto a Dodge 500 Series K1050 6x4 24 tonne chassis.

Additional hook loader units were also added to the fleet during this period. These were the Powell Duffryn Rolonof (2) series 30.8 type mounted onto Maguirus Deutz 232 D30 FK 8x4 four axle 30 tonne chassis.

▲ A front three quarter view of an early 1970s Foden S39 8x4 28 tonne chassis fitted with a Sheppard Rolonof (2) series 22.8 type hook loader system shown dismounting a 35 cubic yard enclosed compaction container.

▲ A front view of an early 1970s Foden S39 8x4 28 tonne chassis fitted with a Sheppard Rolonof (2) series 22.8 type hook loader system shown discharging a 35 cubic yard enclosed compaction container.

▲ A mid 1980s MAN 16.240 4x2 16 tonne chassis fitted with a Jack Allen F.X. Meiller skip loader unit.

▲ A front three quarter view of a mid 1960’s Bedford TK 4x2 12 tonne Dempster Dumpster 5S containing handling unit operated by Heavy Transport of Plymouth.

In 1972, Haul Waste Ltd was formed after English China Clays (ECC) Group acquired Harrison Western Ltd of Taunton. By Timothy Byrne. he objective of the acquisition was to merge Heavy Transport, ECC Group’s waste disposal business, into one company. At the time of

54 shop.kelsey.co.uk

HAUL WASTE LTD From the 1980s, other equipment and truck types were added to the fleet. These were a mixture of Telehoist Load Lugger, P.D. Engineering, Jack Allen’s F.X. Meiller and Maclift skip loader units. Initially mounted onto Leyland Clydesdale’s followed by DAF 2100, Leyland Freighter 16-17, MAN 16.240 and Mercedes Benz SK 1617 4x2 16 tonne chassis.

More hook loader units were acquired from both P.D. Engineering and Reynolds Boughton during this period which were mounted onto a mixture of DAF FAD 2500 DHS, ERF ‘C’ Series or MAN 30 Series 8x4 30 tonne chassis.

Additional industrial rear end loader units, the 25 cubic yard Lacre 2R ‘Skip Eater’ type were also added to the fleet. These were mounted onto Leyland Constructor 6 24-21 6x4 24 tonne chassis.

By the mid 1980s, Haul-Waste had switched from using three axle rear end loaders to those of the four axle type. These were of ▲ A side view of an early 1980s Volvo F7.31 8x4 30 tonne chassis fitted with a 28m3 David Mackrill 27m3 and 28m3 capacities, supplied by either Engineering ‘MACREL’ industrial rear end loader unit.

David Mackrill Engineering or Jack Allen, ◄ A front three and were mounted onto a mixture of ERF ‘E’ quarter view of Series, Leyland Constructor 8, MAN 30 Series, an early 1980s Mercedes Benz SK 3025, Volvo F7.31, F7 and Volvo F7.31 8x4 FL7 8x4 30 tonne chassis.

30 tonne chassis Trade waste collection vehicles were another fitted with a 28m3 addition. These were the P.D. Engineering David Mackrill ‘Vulture’ type of 15m3 capacity, fitted with Engineering combi-type trade waste bin lifting equipment, ‘MACREL’ industrial and mounted onto Leyland Freighter 16-17 rear end loader 4x2 16 tonne crew cabbed chassis. unit.

By the late 1980s, Aspinall Engineering 37 cubic yard FL3700 and Jack Allen 36 cubic yard Heil Euro Half Pack (EHP) type front end loaders were purchased. These were mounted onto Mercedes Benz SK 3025 8x4 30 tonne chassis.

During the early and middle 1990s, Jack Allen’s 22m3 Colectomatic trade waste collection vehicles, fitted with the Eurohoist series three container handling eq expanded the fleet. Mounted onto of either ERF ES8 or Volvo FL7 6x chassis, the ERF ES’s were fitted w Allison MD3560 automatic trans Additional Telehoist and Lacre PD

▲ A front three quarter nearside v early 1990s ERF ES8 6x4 26 tonne ch with a 22m3 Jack Allen Colectomatic rear end loading unit complete with the Eurohoist series three container handling equipment.

▲ A rear three quarter view of a mid 1980s 28m3 David Mackrill Engineering ‘MACREL’ industrial rear end loader unit mounted onto a Mercedes Benz SK 3025 8x4 30 tonne chassis.

June 2021

55

Ê

Transport Heritage loader units as well as Boughton and Telehoist hook loader units being purchased. The skip loader units were mounted onto either ERF ES6 or MAN 17.192 4x2 17 tonne chassis while the hook loaders were mounted onto either ERF EC10 or MAN 32.322 8x4 32 tonne chassis. Additional 27m3 Jack Allen ‘Big Bite’ Mark V and Lacre PDE 30m3 30H25 ‘Vulturel’ industrial rear end loader units were also purchased. These were mounted onto ERF EC10, MAN 32.322 or Volvo FL10 8x4 32 tonne chassis. Finally, a number of 43 cubic yard Jack Allen Heil (EHP) front end loaders were another addition which were mounted onto Mercedes Benz SK3025 8x4 32 tonne chassis.

By the late 1990s, the fleet had further expanded with the purchase of ERF EC11, Leyland DAF FAD 85.330, Scania P114 and Volvo FM12 8x4 32 tonne chassis. These were either fitted with 27m3 Jack Allen Heil Big Bite Mark V or 27m3 McNeilus industrial rear loading equipment or, alternatively, Boughton hook loader equipment.

A major change took place in 1999, to prepare the firm for the new millennium where the emphasis was to be placed on recycling and resource recovery. To mark this, the firm’s name changed to Viridor, the Latin for the meaning of green.

In conclusion, Viridor thrives as one of the UK’s leading waste management companies operating today in the processing and recovery of recyclable and non-recyclable waste streams – but the story of Viridor is a tale to be told another day. v ▼ A front view of an early 1980s Leyland Constructor 6 24-21 6x4 24 tonne chassis fitted with a 25 cubic yard Lacre 2R ‘Skip Eater’ industrial rear end loader unit.

▲ A rear three quarter view of an early 1990s 30m3 Lacre PDE 30H25 ‘Vulturel’ industrial rear end loader unit complete with trunnion bin lifting equipment and mounted onto a Volvo FL10.320 8x4 30 tonne chassis.

▲ A front three quarter view of an early 1990s Mercedes SK 3025 8x4 30 tonne chassis fitted with a 43 cubic yard Jack Allen Heil (EHP) front end loader unit.

▲ A front three quarter view of an early 1990s Volvo FL10.320 8x4 30 tonne chassis fitted with a Boughton 8.32 hook loader system shown carrying a 35 cubic yard enclosed compaction container.

Transport Heritage

Words & Photos: Marco Mocchetti

THE FISOGNI MUSEUM A MUSEUM OF GAS PUMPS

Via Giacomo Bianchi 25B, 21049 Tradate

In Italy, near Milan, an ancient villa inhabited by a nobleman and ‘Garibaldian’ soldier in the XIX Century hosts the original Fisogni Museum: it’s the largest collection in the world of gas pumps and petroliana, awarded in 2000 by Guinness World Record

T

he museum was created by Guido Fisogni in 1966. At the time he had a company which built new gas stations and demolished the old ones. In 1961, he found an old, wrecked gas pump from 1930 and fell in love with it. From that moment, he started to collect old fuel pumps, signs, toys and gadget, and created a museum with more than8,000 pieces.

At the time, old gas pumps were usually considered wreckage, but Mr. Fisogni collected one example for every model he found during his work, and an employee carefully restored them. All the oldest pieces were completely revised, and they are theoretically able to work. “I saw all the old pumps when I was a boy – explains Giuseppe Croce, former Fisogni’s employee – so I started from my memories to restore Guido’s pieces, but I used also photos and old drawings, particularly for English or American models. I often found

pieces from other pumps or, if I couldn’t, I had to overhaul them, one by one. It was a work unparalleled in the world.”

Between the most important pieces, the museum preserves Benito Mussolini’s private gas pump. “This is a very rare model used only for prestigious locations, like embassies or prefectures. This one, in particular, was installed in Palazzo Venezia, Mussolini’s residence in Rome. It provided (Benzina Pura) (pure fuel), while for common citizens there was also another particular gasoline, made with petrol and beet alcohol,” said Fisogni.

The oldest piece of the collection is an 1892 gas pump, ‘which seems a boiler’, but there are many important design pieces, like 1920s French pump shaped like a Roman ‘biga’, an Italian Agip’s gas pump designed by Marcello Nizzoli or a rare Wayne 60, which came directly from the USA. “We have also a British Gilbarco pump from

June 2021

57

Ê

Transport Heritage

1919 found in London, the owner told me it was installed in Buckingham Palace, and that this was the reason for its crowned globe. I don’t know if it is really original, but it’s a nice story,” revealed Guido.

Not only gas pumps: the museum preserves also hundreds of signs, graphics, toys and gadgets.

“In the past, oil companies gave many gifts to their customers, to gain loyalty to them and promote their products. The museum also tells the histor of marketing

58 shop.kelsey.co.uk

strategies during the years,” added Guido.

In the showcases, in fact, there are countless and original objects from everywhere! Pins, lighters, toys, every object has the logo of

an oil company or a tyre producer. There are even thimbles, can openers, saltshakers, radios and telephones, everyone shaped as a little gas pump!

MUSEUM OF GAS PUMPS

“Now times are changed and they don’t offer anything,” said Fisogni. Worldwide, and particularly in Italy, in fact, gas stations are really changed from the golden period of the 1960s. Many oil companies abandoned the country, and also gas operators are less involved than in the past.

Nicolò Fisogni, Guido’s son, carries on his father’s museum but he also manages Surveyeah, an international panel of market research. Through its ‘panelists’, Surveyeah just analysed consumers’ behaviour nowadays, to better show the changes.

Today, 63% of Italian drivers prefer a ‘selfservice’ refuelling, and most people don’t care about the oil company which sell petrol. 62% of Italians choose depending on the price, 28% of them go in a gas station because of its position.

Surveyeah enquiry reveals that almost nobody chooses the gas station for the company (7%) or for the owner’s courtesy (3%).

“An era is finished and our museum is here to remember it,” said Guido.

“Our dream is a travelling exhibition in Europe and in the USA; everything is ready, we only miss a sponsor who wants to support our cultural project,” continued Nicolò.

The museum, however, tells the history of gas stations until today. The newest piece is an electrical charging station they received last year. History continues, and the museum will tell it for a long time.

The Fisogni Museum is in Tradate, Italy, near Milan Malpensa Airport. It is open every Sunday morning, and every day by reservation. It also hosts meetings of owners of vintage cars, corporate and private events and weddings.

Website: museo-fisogni.org v June 2021

59

Transport Heritage

THE HOME FRONT BUS Most commercial buses have just one life, but a lucky few get to serve in another capacity after being retired from their bus routes. One such former bus is now in use providing an invaluable insight into life in the Second World War: The Home Front Bus as Patrick Boniface explains

T

ake a vintage old 1966 AEC Regent double decker bus and spruce it up with a new deep burgundy livery especially chosen to represent the colours used in East Kent services running between

60 shop.kelsey.co.uk

Dover and Canterbury during the wartime years. In the windows, position the all-important ‘Keep calm and Carry On’ posters and stepping onboard the Home Front Bus can instantly transport anyone back to

those austere years between 1939 and 1945. But, it isn’t just about glorifying the horrors of war because inside the Home Front Bus, visitors can discover about the community spirit that our grandparents and great grandparents

Word & photo: Patrick Boniface

created to keep going through the trials.

The 1966 Regent bus spent most of its working life with the East Kent Road Car Company operating out of a depot in Dover. There were spells of working from the seaside resort town of Herne

THE HOME FRONT BUS Bay as well as nearby Ramsgate and Folkestone before the bus came into use as a driver training bus. After finally being withdrawn, GJG757D came into the ownership of St James’ Church in Banbury, before moving in July 1984 to Mac of Roydon in Essex. Four years later in July 1988, the bus travelled back over the River Thames and returned to Kent having been bought by Oak Hill Expeditions, based in Sevenoaks.

GJG757D’s next role would be in the service of a Christian group known as INROADS based in South Kent.

Charity has always played a big part in the career of the bus, but in 1994, it supported a long-distance charity walk between Lands End and John O’Groats raising money on behalf of the Mission Aviation Fellowship, a Folkestonebased Christian charity providing aid to the world’s poorest people.

In 1997, the bus was donated to Associated Bus Ministries who allocated it to work on a Church of England project celebrating the Millennium. This work involved the bus being driven to several large schools in South London to educate pupils about the significance of the Millennium from a religious standpoint. Inside the bus was retrofitted while inside and outside posters were positioned asking the question, ‘2000 years since what?”

GJG757Ds Millennial duties completed, it made its way to Bath to a workshop where the interior was refashioned once again, this time to become a moving museum reflecting what life was like in wartime Britain. The work to transform the bus was carried out by a team of dedic ated volunteers. Finally, in 2008, the bus made its way home to Dover and currently resides at the Dover Transport Museum. In 2010, ownership of the bus was transferred from Associated Bus Ministries to Recycled Bus and began its role of educational visits to schools around the South East.

Organisers of the project saw a need to show schoolchildren what life was like in wartime Britain, rightly believing that kids learn more by seeing, touching, feeling and experiencing something rather than just reading about it in dry textbooks.

The original aim was to take the Second World War history into schools as it is part of school’s curriculum Key Stage 2, Year Six. GJG757D being mobile, provides a much more costeffective educational tool than hauling

groups of kids from the classroom to a museum.

As one steps inside the lower deck of the Home Front Bus, you enter a traditional 1940s English living room complete with cups and saucers, freshly pressed curtains, a radiogram, and newly cut flowers in a vase. Everything seems peaceful until you hear the radio announce the latest news from the frontlines around the world and the windows bear the all too telling criss-cross tape to stop them shattering into lethal shards of glass should a bomb explode nearby. To help explain to youngsters with no knowledge of wartime conditions, guides, in period costumes are on hand to inform and educate. Most youngsters find it hard to comprehend that in wartime Britain youngsters their age, were evacuated from their homes and families sometimes for years on end.

Next door is a period village shop, a true Aladdin’s Cave of treasures carefully sourced and collected over years. In today’s world of plentiful supply of food, it is interesting to watch as youngsters again try to comprehend the meaning of rationing and making ends meet on tight budgets and small amounts of food. Many look at the ration books and baulk at how little food was available to the common person in wartime Britain.

Climbing the stairs to the top deck the bus has been transformed into a scene following a devastating aerial bombardment of a London street.

The sounds, smells and conditions of a bombed street, complete with a recreated Anderson shelter, are fascinating to young and old alike.

The aim of the Home Front Bus, is to make learning about wartime Britain more fun than reading from a dusty and dry textbook and is also more affordable than arranging museum trips away from schools. Currently the Home Front Bus provides school visits across Kent and East London.

For more details about the Home Front bus, visit www.Homefrontbus.com, email info@homefrontbus.com or call 01303 779339. v

the bus was donated to Associated Bus Ministries who allocated it to work on a Church of England project June 2021

61

Classic Truck

THE BEST OF BR DAF’s lightweight LF model is built in Lancashire and owes much of its parentage to the popular Leyland Roadrunner models

The LF covered the 7 ½-18 tonne market for DAF and were initially badged as 45 or 55 models depending on their GVW. This 55.220 is a 17-tonner with a tanker body.

T

he merger between DAF and Leyland in 1987, or the takeover of Leyland by DAF, depending on your viewpoint, soon saw a rationalisation of the two ranges; the British Leyland product and the Dutch DAF product as, naturally, there was a lot of overlap in the different weight categories.

One area where DAF, and indeed other European manufacturers, had traditionally struggled was at weights under 16 tonnes.

The 7½ tonner, especially, was never a forte for many of the continentals.

DAF has produced the 700/900 models using the Club of Four cab, but it wasn’t sold in the UK. At home in the 1970s, Leyland, Ford and Bedford pretty much had this sector sewn up with their Terrier,

62 shop.kelsey.co.uk

D series and TK models with products from others like Karrier, Commer, and Dodge.

There were some 7½ tonners from the likes of Fiat, Saviem and Mercedes but they did not sell in great numbers at first. Volvo attempted this market repeatedly, with its F82, then its F4, FL4 and FLC, but they always suffered from being very heavy as they used big cabs used on 16 tonners.

Post-merger portfolio

Shortly after the merger, DAF started setting about stamping its mark on the existing

Leyland products; the Roadrunner, Freighter, Constructor, Cruiser and Roadtrain models were rebadged, and given DAF-style grilles to become the 45, 50, 55, 60, 70 and 80 series. It was a sure sign this was more of a takeover than a merger.

In the early 1990s, the old Leyland models, now the 50, 60, 70 and 80 series, were finally killed off to leave the DAF’s 65/75/85 models (which morphed into the CF we know and love today) and the 95 series – which later became the XF as the

At home in the 1970s, Leyland, Ford and Bedford pretty much had this sector sewn up with their Terrier, D series and TK models

Words: Pip Dunn Images: Pip Dunn/DAF

MODEL PROFILE: DAF LF

ITISH ▲ The LF was popular with utilities and the emergency services. This 55.180 is a 13-tonner with a demountable body for use by the fire brigade. ◄ An LF55 17-tonner in use as a skip lorry passes Sibsey Level Crossing in Lincolnshire on May 29, 2009. It has the original style of grille.

sole heavy trucks.

However, the 45 and 55 series were retained and in 2001 DAF replaced them as the LF range for its two axle rigids at 18 tonnes or below. There was an overlap as the CF – the former 65 model – was also an established 18 tonner.

The 45 series covered 7½-11 tonnes while the 55 series covered 12-18 tonnes. The former had five six-cylinder 5.9-litre engine options at 132, 147, 162, 181 and 215hp while the 55 overlapped at 147-215hp but there was no 132hp offering, but at the higher end, there was a 235hp output. This most powerful engine was touted as suitable for drawbar applications. The gearboxes were five- or sixspeed manuals. Day, sleeper and high roof sleeper cabs were all options. These were still the old Leyland cabs.

▲ This 45.170 is in use as a removals lorry – or a pantechnicon. It has a sleeper cab but has an additional sleeper pod on the roof as these trucks were often double-manned even despite their diminutive size. It was in Spalding on May 5, 2021.

June 2021

63

Ê

Classic Truck

▲ Another niche role for the LF was as a tractor unit for urban artics and were favoured by breweries as dray lorries. This 55.220 was delivering the beer to the Brewery Tap pub in Peterborough on March 29, 2011.

The LF models

The LF appeared in 2001 with its new cab shared by Renault’s Midlum models and also later Volvo’s FL and FE models. They were marketed as the LF45 and LF55 models – with the same weight differentiations – up to 11 tonnes for the LF45, 12-18 for the LF55. There was also a new FAN 6x2 rear steer 21-tonner on the LF55 range while a FT 4x2 LF55 tractor was offered for urban applications and proved to be very popular with draymen.

The power came from either the 4.5-litre

the DAF LF is now the market leader in its weighs sector and is still very popular

▲ For a period, the LF was offered with a rear steer third axle to allow it to operate at 21 tonnes and was popular for fuel companies. This example was used in Devon and Cornwall.

four-cylinder Paccar FR engine or the 6.7litre six-cylinder GR engine. The former was 138, 158 or 183hp while the latter was 221 or 247hp for the LF45 and 183, 221, 247 and 282hp for the LF55. All were Euro 4 compliant. Just day and sleeper cabs were initially offered. AS-Tronic automatic gearboxes were also now an option, but manual was also retained at five-, six- and nine-speeds.

Although the LF models went to Euro 5, it was at Euro 6 in 2013 when they got a visible makeover with a new front grille featuring a prominent silver strip for the DAF logo.

The 45 and 55 numbering was dropped and now DAF has three bespoke ranges – LF for up to 18 tonnes and CF and XF for 18-44

▲ Sporting the later grille style, this 7½ tonne LF180 has a sleeper cab and a curtainside body and would be popular for town distribution. It was in Spalding on May 4, 2021.

64 shop.kelsey.co.uk

tonnes aimed at distribution and long haul respectively.

The LFs were now badged as LF150, 180, 210, 220, 250, 280 and 310 depending on the engine. Under the same cab was the Paccar PX5 4.5-litre four-cylinder at 152, 184 and 213hp or the Paccar PX7 6.7-litre straight six at 223, 253, 283 or 314hp. Other than that there were not too many changes from the basic principles – the same cabs, chassis options and gearboxes, although 6x2 rigid was no longer an option.

In 2017, the trucks had another minor makeover – with a very slight tweak to the aforementioned silver strip to differentiate the models to the naked eye. Under the cab was the choice of a new PX4 3.8-litre

▲ This LF45 is used for delivering gas to residential addressees. It was crossing the railway at Brundall in Norfolk on April 7, 2017.

MODEL PROFILE: DAF LF

▲ The latest version of the LF sported a slight change to the front grille. This 7½ tonner has an impressive 215hp under the cab – trucks of this weight used to be about 100hp back in the 1980s! Being Euro 6, it was able to deliver cooking oils in the heart of London on December 13, 2018.

four cylinder at 156 to 172hp available in the LF City only at 7½ tonnes and with a manual gearbox only. The PX5 and PX7 engines were retained at 184 and 213hp for the smaller engine and 234, 264, 295 and 325hp for the latter; an LF330 was the most powerful model but again, 4x2s were the only option, as 7½-18 tonnes for rigids and the 13 tonne urban artic tractor. A new construction model was added to the range at 18 tonnes with the PX7 engine only.

From humble beginnings as the

▲ This LF45 7½-tonner is from a company in Cornwall, with a Sheffield address and delivering coal in Spalding on November 20, 2018! ◄ The 2011 LF45.160 has a fridge body and was in Mevagissey in Cornwall on August 4, 2019 where it would no doubt be waiting to load the catch of the day from local fishermen.

▼ This LF220 18-tonner has a day cab and a tail-lift and is ideal for small deliveries

June 2021

65

Classic Truck

GET READY – THE RETRO IS

There is always a good mix of Brits at the RTS, and for ERF lovers there’s likely more E, EC and ECX models than KV and A series! These E and B models were from the 2015 show.

After an understandably forced cancellation in 2020, the Retro Truck Show is set to return this September at Gaydon. We look back at past shows and give advice on how to enjoy this year’s event

T

his year will mark the tenth anniversary of the Retro Truck Show, but given 2020’s event was understandably cancelled, it will only be the tenth time it’s been staged in its usual midSeptember slot at the British Motor Museum in Gaydon, Warwickshire.

The first RTS was in 2011 and it quickly established itself as one of the year’s ‘must-attend’ events for anyone interested in classic trucks.

Part of that is the era it covers – there’s not many oldies from between

66 shop.kelsey.co.uk

the wars, or even from the 1960s, instead it’s packed with superbly restored vehicles dating from the 1970s, 1980s, 1990s and early 2000s.

Of course there might be the odd truck older than that, and it’s not unknown for some brand new trucks to slip in, but the ethos of the event is take you back to the 1970s and 1980s, when LED headlights were unknown, power steering was a luxury, a night heater was a privilege and an engine churning out 300hp was the norm.

And of course, everything back then

had a manual gearbox and you were lucky to get 7mpg!

The exhibits also represent the changing face of the British trucking scene at the time. Yes, there will be ERFs, Fodens and even a few Seddon Atkinsons and Leylands, but expect loads of Volvos and Scanias, and a growing number of DAFs and Mercs and a few rarities (for the show scene) such as MANs or Renaults.

There might even be a few American machines from the Kenworth, Mack,

the ethos of the event is take you back to the 1970s and 1980s

BACK!

Words & photos: Pip Dunn

TRUCK SHOWS

▲ You’ll not have to go far to see a Scania at the Retro, but make sure you check out some of the rarer trucks on display, like this Iveco Turbostar from Ireland at the 2014 show.

TICKET INFORMATION

▲ The version 1 Volvo FH models are not far off reaching 30 years old now! This beautiful P-reg example truly stands out!

▲ Smaller P-cab Scanias are much rarer than their bigger R cab siblings, and examples like this non-intercooled P112 6x2 tag tractor is a real rarity on the show scene.

Ticket Type Price .............(advance/on the day) Saturday Ticket – Adult ................£11.50/£14.50 Saturday Ticket – Child (aged 5-16) ..........£7/£9 Saturday Ticket – Concession .... £10.50/£12.50 Saturday Ticket – Family (2 adults, 3 children) ................................................................................na/£40 Sunday Ticket – Adult .........................£14.50/£18 Sunday Ticket – Child (aged 5-16) .......... £9/£10 Sunday Ticket – Concession ............£12.50/£16 Sunday Ticket – Family (2 adults, 3 children) ..................................£40/£46 Weekend Ticket – Adult........................... £24/£28 Weekend Ticket – Child (aged 5-16) ....£13/£17 Weekend Ticket – Concession ..............£22/£24 Weekend Ticket – Family (2 adults, 3 children) .....................................na/£63 Single Night Camping – per person ...£10/£15 Weekend Camping – per person ..................£20 Under 5s are free To book tickets or enter a truck, please visit: www.britishmotormuseum.co.uk/whats-on/retrotruck-show#bookings

► This Foden is a classic but check out that Iveco Eurostar next to it! You’ll probably see a few trucks offered for sale, so take a chequebook if you’re after buying a classic yourself!

June 2021

67

Ê

Classic Truck

This is a family event with a laid back and calm relaxed atmosphere Peterbilt and White stables.

The 2021 event will follow the previous format of two days and is set for September 11/12. Sunday is often slightly busier in terms of the number of exhibits and we recommend you arrive there early, not only to have enough time to get all the pictures you want but also due to work commitments some owners have to head home with their trucks on the Sunday after lunch.

There are usually a healthy number of trade stands selling models, brochures, photos, magazines, books and other truck stuff including parts and badges, so bring plenty of spare cash and support the traders who’ll have had a tough last year or so. There is also a large display of model trucks that is always well worth a look over.

This is a family event with a laid back and calm relaxed atmosphere.

And there is more than just trucks to see as the entry fee allows you to the vast array of vehicles on display in the British Motor Museum itself.

▲ This superb Bedford TM with a wide sleeper cab came from Cornwall. It sports a traditional livery yet arguably has a bit of American influence in it.

And if your family do not want to join you in trucking nostalgia, there are plenty of other attractions nearby such as castles at Warwick and Kenilworth, Shakespeare’s Stratford-upon-Avon, the Spa town of Leamington and even shopping in Birmingham is easily achievable.

▲ DAFs with the F241 cab – in this case a Space Cab – fetch impressive money these days. This Irish machine, registered as late as 1993 is one of four from a cancelled Asian order that got sold to collectors.

68 shop.kelsey.co.uk

How to get there

The show runs on Saturday and Sunday September 11/12 from 1000-1700 (1600 Sunday) at the British Motor Museum.

The BMM is five minutes from Junction 12 of the M40, on the B4100 near the village of Gaydon. It is signed locally with brown Motor Museum road signs. Exit the M40 at Junction 12 and turn left, following the brown Motor Museum signs. Continue for approximately a mile and the entrance to the British Motor Museum is on your left.

If using a Sat Nav for directions it is recommended that you enter the British Motor Museum as a point of interest rather than using the postcode. There is ample free parking for visitors.

The nearest mainline rail stations are at Warwick (8 miles), Leamington Spa (8 miles) and Banbury (11 miles).

Taxis are available to and from the station, or you can pre-book with the BMM’s recommended supplier White House Cars – call 07854 028461.

The regular bus service which visits the British Motor Museum operates between Leamington Spa and Fenny Compton – local bus route (no. 77). Monday to Friday there is an additional Stagecoach service that operates from Kenilworth, via Leamington Spa to the Museum (no.

X77 and X17, these are advertised on the Stagecoach timetable as buses to JLR Gaydon).

TRUCK SHOWS

▲ Who doesn’t love a Seddon Atkinson?

This 4-11 model was one of the last off the production line before replaced by the Strato in 1988.

Staying nearby

If you are exhibiting you can camp or sleep in your truck, but there are plenty of hotels, guesthouses and B&Bs within a 20 mile radius including places such as Banbury, Warwick, Leamington Spa,

▲ It might not be a looker, but this Hino HE is one of the rarest trucks to grace the ten years of RTSs. The Iveco 190.48 Turbostar next to it is a rarity in its own right. Both came over from Ireland.

Kenilworth, Coventry, Solihull or Rugby.

Camping is available from Friday September 10 to Saturday September 11.

Advance cost per person per night – £10, but on the day cost per person per night – £15. This applies to anyone who wishes

to stay overnight within display vehicles, tents, caravans and motorhomes.

Eating

There is a well-stocked café in the museum, plus there are usually

▼ The owner of this lovely MAN 19.414 has added a rare Renault R420 V8 to his show truck collection, and hopefully both will be at the RTS 2021!

June 2021

69

Ê

Classic Truck

The exhibits represent the changing face of the British trucking scene at the 1980s several mobile catering services in attendance. Plus there’s a picnic area if you want to bring your own food!

Vehicle Entry

Individual vehicle entry is the same as two years ago, at £20, this includes entry for one vehicle, driver and one passenger for the weekend. Vehicle entry includes entry to the Show, Museum and Collections Centre.

Closing date for all vehicle entries August 30, 2021.

Ticket Information

You can save money on the ticket price by advance booking but of course pay on the day is also an option.

Advance tickets available until noon Friday September 10. Your entry fee will be treated as a donation to our charity on which the BMM may also be able to claim Gift Aid. In return you will receive FREE admission to

▲ There are lines and lines of great trucks to see and snap. This MAN 20.361 and bevvy of Volvo F10/12s came from Germany, Belgium and Switzerland.

the Museum for a year with its Annual Pass (this excludes five Special Show Days per annum). Annual Passes can be redeemed at the Museum paydesk after you have entered the show. v

▲ This Volvo F6S was at the 2018 RTS and was parked next to an ERF EC14 Olympic that is a regular on the show scene.

70 shop.kelsey.co.uk

TRUCK SHOWS

▲ You can always try and get creative and arty with your photos!

▲ I’m a huge fan of the smaller trucks and this DAF 85CF tipper and Leyland DAF 75.300 tractor unit caught my eye at the 2017 show. ▲ This double-drive Foden 4350 looks like it’s done a fair shift in its time and also looks good to do a bit more! This was from the 2017 event.

▼ A line of stunning Scanias – Charles Russell’s amazing collection of P113, R164, R144, R143, 141 and 140 lined up alongside HC Wilson’s equally well-restored 141.

June 2021

71

Your say DIAMOND T purchased the truck directly from Rush Green on 23rd June 2018, having heard so many people say it was not worth saving. I went to see the truck in October 2017 to take some pics and document its chassis number and any other information that may be on the truck. I crawled underneath and all the key mechanical parts were in exceptional condition, plus I had just purchased a nice original hard cab for just such a project.

Right from that point in 2017, I knew I was going to end up owning it as it seems to be a bad habit for me buying really knackered Diamond T’s! The plan was always to restore the truck

▲ Loaded up ready for home with thanks to Kerb King recovery for use of their low loader and Andy Blackford for driving.

▲ Day 1, first view of the truck.

back to its J Murphy livery, the same Murphy civil engineering firm that is still around today with the dark green vans and lorries running around. My biggest problem is, I am yet to find any photos (colour or B and W) of it working.

I’ve been told it was used for moving heavy plant on different parts of the M6 build during the late 1950s early 60s?? Not sure if that’s correct or not but that is what I have been told.

I’m only 29 myself, so the truck has been laid up in Rush Green longer than I’ve been around.

My truck carried the registration SLT 281F but this was given to the truck in Rush Green’s ownership so I think in Murphy’s ownership it was run on trade plates? Any information or photos of either of the two Murphy Diamond T’s would be absolutely priceless.

Apologies for writing more than just a

▲ Spent a day removing half shafts and getting the truck six tyres which held air and then cleaned all the loose rubbish off ready for transport. Helped by James Elliot and Andy Clue.

few words, but I’m just so passionate about Siamond T’s and specially saving the ones people say are not worth saving.

Sam Goddard

▲ In her new home being manoeuvred by my family’s Burrell traction engine which came back to the UK in 1995 from Tasmania after going there new in 1900.

TRANSPORTERS

A

couple of pics of my 1984 transporter in service. I’ve still got it but about four years out of test. The beauty of the trailer is, it is so old that there is no abs/eps. If the brakes lock it passes! It only needs one sidelight down the length of trailer. Down side, even with bits cut off it’s still nearly 10-ton empty and if you follow it, it makes you feel sick watching the top deck shimmering the bottom. (I am assuming the newness as worn off by now).

The Atkinson Strato is currently in the shop for respray.

Adam Arrowsmith

▲ The Atkinson was ex- Richard Lawson seen parked outside the house, ready to rock ‘n’ roll.

72 shop.kelsey.co.uk

▲ Well loaded to leave Brimfield working day, most of the tractors are at least 60 years old.

▲ Exercising the ERF C-series I had for a while.

CHARLIE WATERS hc.ed@kelsey.co.uk Heritage Commercials, Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent.

MARATHON LETTER!

A

fter reading Bob Tuck’s interesting article, January 2021 magazine page nine, I would like to say that only the first few Marathons were built at the Southall plant, the first six if I remember correctly.

The first did a trip to the Middle East while the next five would be to AEC/Leyland operators and were monitored by Leyland technicians every two weeks. Nobody was to touch them if you had a problem. You had two phone numbers to ring: the first went to PJ Butler, Redland tiles got one, Gilbraith Tankers got one, they might have been badged Leyland but they were taxed and registered at AEC. The photo with this letter and the first tax disc and the photo of my Marathon. It arrived at Gilbraith commercials in Christmas 1974. They put a fire screen on it and the compressor, but could not get a PTO for it. I got it in late January and the Leyland team explained everything. How to tilt the cab by taking the gearstick off and lowering the panel on the front to make sure there is nothing in the cab to fall forward. They then said we want you to give it a good thrashing, don’t hold back, and give it some stick. We want results from it. I looked at Phil Gilbraith and said I wouldn’t thrash it. I will send it on but I wouldn’t thrash it as it is going on a very high mileage job, 2,000 miles

every week, that should give results. Then Ken Birchall, the MD, said: “I told you what he would say.”

In the first four years I only had two problems with it. The first one was when it was only six weeks old. The pipe from the sump to the turbo had split on the seam. I rang the phone number they gave me and I was only half a mile from Gilbraith Warrington Depot.

They said to go there and they would be with me in one hour and I should tilt my cab ready.

I did tilt the cab and guess what, I forgot to take the gearstick off and jammed it halfway up. What a job to get the cab down, that was my fault. Within one hour, the fitter arrived with a new pipe and he said this was the third pipe to go. He fitted it in about 10 minutes and said: “let’s give it a run on the motorway, the Depot is right on the motorway.” So off we go south. We went down to Sandbach and he said: “pull over here and tilt the cab this time.”

I took the gearstick off, he had a screwdriver, I don’t know what he did, we put the cab down and went back up to Warrington on north bound. He said to put my foot down, I did what he said he asked if there was any smoke, there wasn’t. We got up to 76mph and it wasn’t flat out. I asked if it is okay going at this speed because if anybody pulled out into the middle lane, we would have to go in the outside lane because we can’t stop at this speed. We got back to Warrington Depot and parked up, then he took me to the pub for a meal, ran me up to Rishton where I lived which was well out of his way. What a service. The Leyland team gave me a tie to wear with a big ‘M’ on it which I have still got.

The second problem I had was my fault.

I should have seen it by thinking I will do it later. The pipe from the compressor to the air tanks in the chassis went through the bracket. It had a rubber grommet in and the rubber had come out. I saw it and thought I will get that done later. However, later I was driving between Brecon and Hirwaun on the

mountain road when the buzzer came on before I could pull over to the side. The brakes were on and I’m in the middle of the road. The pipe going through the bracket had split after losing the grommet. I was about nine miles from Brecon and the same from Hirwaun. I took the pipe off and it broke in half. I knew there was a haulage firm nearby and they may be able to braze it for me so I started walking. After about a mile, I saw a tanker LPG coming in my way.

The driver I know very well, Bob, he said: “that’s a bright place to park.” I asked him to drop me off at the garage. I asked the fitter at Mansel Davies if he could braze it for me.

He said: “I’ll braze it then I’ll put a piece of oversize over it then cut a bit of rubber hose over it with a jubilee clip.” What a brilliant job. When I come to pay for it he said no charge he said Phil Gilbraith would do the same for us. I put £2 on his workbench then started to walk back about eight miles. After half a mile I heard a lorry come up. It was a Calor Transport. I knew the driver very well.

He picked me up and took me to my lorry and would not go until I had fitted the pipe on and got it started with no problems. He would not leave me until I was fully mobile, that is camaraderie. On the A49, you never seem to be on your own as the Welsh and Shropshire haulage drivers were fantastic.

Gilbraith had two Marathons on that job and were a regular site on the road and the A49. Gilbraith had about ten Marathons in the tanker fleet and more on the general haulage side.

Jack Birchall Paignton, Devon

AN ERF IN THE SNOW T

his Seaways Services ERF which as well as being used to go to shows, I believe it is occasionally used as a shunter. I stopped and snapped this on my way home in January 2021, as it reminded me very much of a scene that could easily have been taken in the 1980s given the age of the truck and the snow on the ground. It was too good an opportunity to miss and would have been rude not to. I took the photograph stood at the gates and zoomed in, so no trespassing was carried out to get this shot. I’m a fan of this company’s ERFs and lucky to see them regularly as they are based just over a mile away from my home.

Chris Newton

June 2021

73

FREE ADS FOR MAXIMUM IMPACT, INCLUDE A PHOTO WITH YOUR AD Photos are printed free but cannot be returned. We can only accept one advert per reader per issue.

Email: cars@kelseyclassifieds.co.uk Tel: 0906 802 0279

(Lines open Mon to Fri, 10am-4pm, calls cost 65p per minute plus network extras. Calls from mobiles and some networks may be considerably higher). Service provided by Kelsey Media.

By post Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL

Reach ad audien edicated ce of HERITA GE CO MMER CIALS ENTHU SIAST S

READERS’ ADVERTISEMENT COUPON CATEGORY:

oFOR SALE oWANTED oVEHICLES oPARTS oMISCELLANEOUS

ADVERT DETAILS:

ADVERTISER DETAILS:

Make/Model: ...............................................................................................

Name: ...............................................................................................................

Year: .................... Price: ........................... Mileage: .................................

Address: ...........................................................................................................

Main Text (no more than 30 words): ................................................................

..........................................................................................................................

..........................................................................................................................

..........................................................................................................................

..........................................................................................................................

Town: ................................................................................................................

..........................................................................................................................

County: .............................................................................................................

..........................................................................................................................

Country: ............................................................................................................

..........................................................................................................................

Postcode: .........................................................................................................

..........................................................................................................................

Telephone: ........................................................................................................

..........................................................................................................................

Email (optional): ................................................................................................

.......................................................................................................................

PRIVATE ADVERTISERS ONLY MUST SIGN HERE:

Ad Contact Number: ...................................................................................

(The goods advertised are not offered by way of trade.)

CONDITIONS OF ACCEPTANCE • We reserve the right to refuse any advert.

• Adverts are published subject to space. Kelsey Media cannot guarantee specific issues into which adverts will appear.

• This service is for private advertisers only. Anyone trading more than 12 adverts in a year will be regarded as trade.

• Traders please contact the sales person on 01732441642.

• Kelsey Media reserves the right to edit adverts that exceed the 30 word limit.

• Kelsey Media cannot be held responsible for illegible or inaccurate advert descriptions.

• Advertisers can include one photograph free of charge. This photo will be published subject to space and cannot be returned. Emailed digital photos must be in JPEG format.

• All adverts and images will be kept on file for a maximum of 6 months.

• Advertisements may appear in other relevant Kelsey Media publications.

• When submitting an advert, you all assign all copyright of the words and photos to Kelsey Media and agree to waive all moral rights in relation to the advert.

74 Heritagecommercials.com

• Kelsey Media’s customer service representatives reserve the right to terminate telephone calls if the caller becomes abusive.

• By submitting advertisements to Kelsey Media you are agreeing to the above Terms & Conditions.

• No other correspondence can be entered into.

• Business Advertisements (Disclosure) Order 1977. Dealers and traders are reminded that they are committing an offence if readers are led to believe that goods are being offered by a private seller. o Tick here to receive email newsletters and offers from Jaguar World. o Please tick here to receive our Classics World e-newsletter and offers. o Tick the box if you are happy to receive this information about other Kelsey publications, events, promotions and products that may be of interest to you.

For further information please refer to our Privacy policy at https://www.kelsey.co.uk/privacypolicy/

Vehicles for sale

BEDFORD CF

DENNIS

AEC MERCURY

1956, £14,500. 1 owner all history. Please call 01454 774717, South West.

1971, £14,950. As featured in a number of publications. Dry stored Clean and tidy.. Engine.

AV760 - 6 cylinder. Gearbox. 760 - 6 speed with overdrive. Please call 07733 101513, Scotland.

105229

AEC MONARCH

1977, 99546 miles, POA. Long wheelbase Bedford CF350 with Edbro tipping gear. Heavy duty purpose built body by McKinney’s of Portsmouth.

TK gearbox. Truck runs well. Please call 07340 047705, South East.

104615

DODGE

105604

BEDFORD OL

£14,500. DODGE Flat Lorry 1946 Restored to working conditions. Petrol engine. Drives well.

No rot. All good tyres. Always garaged. Will rally.

Please call 07889 652651, East of England.

106335

DODGE STEP SIDE PICK-UP

1947, £10,750. Classic and unique AEC Monarch with Park Royal cab. Platform lorry complete with original works manual and in excellent condition. Please call 07870 180276, Yorkshire and the Humber.

106811

ATKINSON VENTURA

1948, POA. Bedford O Type, original Hydraulic Tipper, 1948, fully restored, drive anywhere, 07717 834262, Hants. , South East.

104648

BEDFORD TK

£12,000. TL AWD lorry, it has a complete new body and cab. IT’s a drop side ,tipper or has the ability to load and carry a vintage tractor with the 12ft ramps. Please call 01749673661, South West.

104283

1977, 36000 miles, £12,500. 3.6 six cylinder engine, manual gearbox, free tax, MoT exempt, mine for 6 years, disc brakes, high diff ratio, 8x4 foot sheets fit in back. Please call 07717 834262, South East.

107474

COMMER MAXILOAD

ERF 44G

1972, POA. Cummins engine, 14 L big cam, double drive, two speed axle, diff locks, winch.

Please call 07860 858062, South West.

1968, £6,300. Good cab, lots of new parts.

Please call 07979 856122, North West.

104568

107702

1957, POA. ERF 44G KV Flat Lorry. Gardner 4LW engine, 32mpg, first time starter, 10 speed gearbox, new tyres. 15,000lbs winch lift pull. .

Unladen 4,701kg. Please call 07779 737420, Yorkshire and the Humber.

107700

June 2021

75

EMAIL YOUR FREE AD TO: heritage@kelseyclassifieds.co.uk ERF B SERIES

1981, £1,500. Glat lorry, Gardner 180, Spicer gearbox, 2SP axle, ex cattle truck. Engine believed to have been reconditioned by Gardner before taken off the road. Blue trim cab. Open to offers.

Please call 07803 285100, North West.

107754

ERF E8

FODEN FGHT8/80

1978, POA. 8 Wheel Foden S80. Fitted with 180 Gardner. Double Drive. Runs and drives good. Also fitted with second gardner 180 generator on the back. Please call 07836 211749, South East.

104302

FORD CARGO

FORD TRANSIT CONNECT

1969, £3,750. H reg campervan, fitted with 2.5 DI engine and 5 speed box, new prop, brand new brakes and new brake pipes all the way through, all welding done including brand new panels. Comes with a spare brake servo but needs a new servo seal. No interior supplied. Starts and drives, needs final body work tidy. Please call 07971 770284, South West.

105226

FORD TRANSIT TIPPER

1958, £10,000. E R F KV 66 RH. Unique lorry for sale heavy haulage tractor unit with crew cab. originally belonged to united atomic energy authority sellafield. tax and test exempt any test welcome. please call 07393 945351, east midlands.

106150

ERF EC

POA. FORD CARGO 0811 7.5 beaver tail Ramp and winch Drives well Locking toolbox Drive it away 12 month MOT. Please call 07964 305563, South East.

106261

FORD D SERIES

1995, £2,200. 190 LWB. Rare 2000cc petrol pickup with all alloy flatbed. Two owners, good restoration project, goo chassis for age, will require wings and wheel arched, etc. Please call 07934 803566, West Midlands.

107570

FORDSON FIRE ENGINE

£4,950. Beaver tail purpose built body fitted with Winch, Aluminium Ramps and Aluminium Wheels, 315 Tyres. No MOT, Drive Away. Please call 07939163712, South East.

104296

FODEN EIGHT WHEELER

1967, £10,000. Recovery vehicle. Gardner engine, Foden 12-speed gearbox. Please call 01352 733252, Wales.

106758

76 Heritagecommercials.com

£5,000. D Series 0710. Good condition, new body fitted. Please call 07599 728551, Yorkshire and the Humber.

107758

FORD T

1921, £12,000. MODEL T FORD. Distributor and coil ignition. Texas T alternator 12 volt. New battery, front tyres, tubes. Rewired. Two speed SINPAR DIPOSE gearbox. Original registration.

French built cab. Runs and drives well. Please call 07947 149506, West Midlands.

104660

1951, POA. All original never been welded no rust at all although paint is all original and worn ,has full set of ladders and tows a genuine Coventry climax pump, has a giant search light on a long extension. I believe it should have a ford petrol engine which I have if required. Please call 07584 166714, South West.

105697

FORDSON PICKUP

1955, £7,995. Good condition, runs well. Lots of money spent on it. Please call 07733 032245, South East.

106578

LDV CONVOY

MORRIS

1998, 90100 miles, £1,500. Great Condition. Used to carry race car, electric winch, ford diesel engine, MOT 12 months, radio, good clean interior, loading lights. Please call 07770 993769, Yorkshire and the Humber.

105509

MAN 8.163

LEYLAND 10.09

1949, £10,500. 5 ton flat bed never been restored drives great ,rear tyres are cracking and nsr brake binding would probly do with restore but no major issues I put a fordson fire engine on back and it never struggled to pull or carry the torque in this morris is unbelievable for year. Please call 07584 166714, South West.

105698

RENAULT MASTER 1998, £3,500. R registration, MoT till end of August. 7.5 ton with sleeper cab, beavertail and winch. Locking tool box. Please call 07710 830331, East Midlands.

107441

1990, £1,000. RoadRunner 1990 Cummins 300 engine- none turbo Can and chassis starts and drives. Please call 07732 054918 , North East.

MERCEDES 1831S/35 1996, 12000 miles, £1,200. RENAULT B120. ex horsebox chassis cab. MOT July 2021. Drives and runs perfectly. Please call 07836 244887 , South East.

106378

LEYLAND CLYDESDALE

104470

SCANIA 500

£14,950. 12 months mot ,good order ,full leather interior ,lockers ,fridge etc retearder good tyres.

Please call 07711 630043, Yorkshire and the Humber.

1978, £14,995. 16 tonne, chassis cab, subject to pull rebuild, build sheets are available. Please call 07769 357319, Scotland.

105532

LEYLAND REDLINE

1957, £10,000. Comet. with 4 in line 20ft flat trailer. Please call 07766 886419, Yorkshire and the Humber.

105142

1996, 176900 miles, POA. 1834 unit.

Much sought after model. unfinished project. mechanically ready for the road. Please call 07977460341, North West.

106390

SCANIA 143

106295

MERCEDES 814

1988, £3,000. Covered 407,193km. Full 12 month’s MoT with two new batteries and front tyres. Outstanding condition and dry stored in workshop. Please call 07981 289062, West Midlands.

106747

1991, £12,000. Mechanically perfect. Owner driven on private work for the last 17 years. Please call 35386 2437407, Ireland.

104554

June 2021

77

EMAIL YOUR FREE AD TO: heritage@kelseyclassifieds.co.uk SCAMMELL HANDYMAN

WHITE ROAD COMMANDER 1

ATKINSON

£50. Atkinson front window screen driver’s side, good condition. See pic attached. Please call 07759 198070, South East.

105671

1972, POA. Leyland 680 engine, Scammell 6-speed gearbox, Michelotti fibreglass cheese grater cab, 32 ton. Good running and driving, requires foot brake valve. Two NS lower cab corners good. Two OS LWR cab corners require attention. Believed to have operated for Bass Charington Hull. Please call 07779 712148, Yorkshire and the Humber.

BEDFORD ROOF LINING 1980, £15,000. 6x4 Big cam turbo cummins road ranger fuller. VS in my name. 38T rated. drives well, used to pull race trailer. Please call 01771 053083, Scotland.

104550

106654

Parts for sale

VOLKSWAGEN 24.25

AEC MK2 TRANSIT WHEELS £40. 2x Bit of surface rust otherwise good condition, tyres perished though. Please call 07557 677078, East of England.

105134

£130. Bedford J type new black roof lining, may fit A and D types. Comes with the metal rib. Please call 07749 586757, South East.

106371

DAF HEAD LIGHTS

AEC MERCURY GRILLE

POA. Please call 07752 259980, North East.

106382 1987, £2,495. 2.4 diesel pickup. 165351 Km, 1 previous owner ,all original lovely old truck requires renovation contact for details. Please call 07880 891134, Yorkshire and the Humber.

104856

VOLKSWAGEN 1302

ERF FOUR DOORS £395. Complete AEC grille with rubbers and AEC badge, 60’s. Cash on collection. Please call 07583 613521, West Midlands.

107227

ALBION PARTS £150. Reasonable condition. Please call 07759 198070, South East.

104874

ERF THREE FRONT GRILLS

1983, 60000 miles, £6,750. One owner from new. First class body work, petrol. Please call 07836 794083, Yorkshire and the Humber.

104582

78 Heritagecommercials.com

POA. 1954 Albion FT27 parts. Engine and gearbox, axles, wheels, chassis parts, springs, brakes, shoes, steering column and lots more. Also want a dynamo for Albion 1937 FT27. Please call 07803 902053, East Midlands.

107439

£100. Good condition. Please call 07759 198070, South East.

104875

FODEN HUBCAPS

SCANIA FRONT GRILL AND SIDES

CORGI CLASSICS

£25. 2 Corgi Classics mint and boxed. Bedford OB truck Green, Post Office Telephones + Ford Popular van, Royal Mail. Perfect models. Please call 01744 637052, North West.

£550. Hubcaps in excellent condition with nuts.

Please call 07836 211749, South East.

104303

FODEN FORWARD GRILL £200. Good Condition. Please call 07759 198070, South East.

104877

Miscellaneous for sale AEC MODELS

105512

CVC MAGAZINES

2005-13, £50. all in excellent condition within C&VC binders. Please call 07939 285525, South East.

DAF DINKY FODEN

£80. Good condition. Please call 07759 198070, South East.

104873

FODEN FRONT GRILLS AND LIGHTS

£60.

Front. Please call 07759 198070, South East.

104878

FODEN GRILL

POA. Conversions, repairs - damaged or broken.

Models rebuilt, sheet metal, bodywork, hand formed, no plastic used. Please call 01442 831319, South East.

£75. Two 1947 /55 Dinyfoden fuel tanker and tailboard wagon both collectable and not Chinese copies. Please call 07903904199, North West.

105272

DINKY TOY

107722

BEDFORD O SERIES MODELS

£60. Reasonable Condition. Please call 07759 198070, South East.

104879

MORRIS COMMERCIAL RADIATOR

£40. O Series furniture vans. Mint and boxed.

Brewer and Turnbull, Lee Bros, Michael Gerson.

All three limited edition and certificates. Excellent trucks. Price includes postage. Other Bedfords available. Please call 01744 637052, North West.

107733

£75. Dinky toy Scammell Explorer with tankcarrier and tank excellent condition. A code 3 model similar to painting in article about tank recovery painting. Please call 01726 842357, South West.

105771

FODEN C TYPE WAGON AND TRAILER AND SUPER SENTINEL

BEDFORD DINKY MODELS

POA. Morris Commercial radiator, large type.

Offers. Please call 07968 401316 , Yorkshire and the Humber.

105773

£45. Two superb collectable dinky bedfords.

Please call 07903904199, North West.

105271

£25. Matchbox 1922 Foden C Type Wagon and Trailer, Frasers of Ipswich, limited edition. Corgi Super Sentinel with Tate and Lyle crate load, limited edition. Both mint and boxed, never played with.

Please call 01744 637052, North West.

107753

June 2021

79

COMMERCIALS FOR SALE

SERVICES

RUSH GREEN MOTORS

CLASSIC SPARES

Langley, Hitchin, Herts SG4 7PQ Tel: 01438 354174 Fax: 01438 353560 www.rushgreenmotors.com

Largest varied stock of Commercial Vehicles and Spare Parts in the UK Pre 1940 to 2010.

Bedfords always purchased UK & Continental Vehicles including A.E.C, ATKINSON, ALBION, BEDFORD, B.M.C., COMMER, DAF, DODGE FORD, LEYLAND, MAN, MAUDSLEY, SCANIA, SCAMMELL, SEDDON, THORNYCROFT, VOLVO etc.

To advertise, please call Amy on 01366 728 488

Brake and clutch hydraulic spares for post 1935 classic and vintage buses, coaches and commercials.

Kits for master cylinders, wheel cylinders and slave cylinders.

New and recon cylinders.

Brake hoses from stock or made to pattern.

Cylinder resleeving service

Contact: Ian Wonnacott, Classic Spares, The Forge, Fore Street, Kenton, Devon EX6 8LF. Phone & Fax: 01626 891645 ian@classic-spares.co.uk www.classic-spares.co.uk

SERVICES

Vehicle Wiring Products

E E E GU FR LO A AT

www.autosparks.co.uk +44 (0) 115 949 7211 sales@autosparks.co.uk

C

HUGE RANGE OF CLASSIC & VINTAGE WIRING HARNESSES

“We supply a comprehensive range of wiring products for repair, modification or complete rewire to your Classic Car”

Visit our website, phone or email for a free catalogue

www.vehicleproducts.co.uk Tel: 0115 9305454 • Email: sales@vehicleproducts.co.uk Vehicle Wiring Products Ltd, 9 Buxton Court Manners Industrial Estate, Ilkeston, Derbyshire DE7 8EF

SERVICES We have MASSIVE stocks of the following BRAND NEW spare parts FOR ALL TRUCKS, PICK-UPS, VANS, COMMERCIALS, TRACTORS & CARS 1920’s TO 1980’s King Pins & Bushes Sets, Track Rod Ends, Drag Link Ends, Draglinks, Piston & Ring Sets, Head Gaskets + Upper & Lower Gasket Sets, Valve Springs, Shell Bearing Sets.

Contact John Davis - Tel: 01386 861523 Mobile: 07979 700872 (Phone and Answerphone) or by mail to

John Davis, Vintage & Collectors Car Spares, 9 Sheppey Corner, Cropthorne, Worcs. WR10 3BF or email: johndavis.vintage@btinternet.com

To advertise, please call Amy on 01366 728 488

(For availability, quantity & price)

D.H.Day MAGNETOS, DYNAMOS & STARTERS rebuilt & guaranteed 3 years.

STORAGE

Components manufactured to sample/drawing.

Full machine shop facilities. www.dhday.co.uk Aldrans, Church Hill, Wroughton, Swindon, Wiltshire SN4 9JR Tel: 01793 812323 Quote Ref: ADV

RESTORATION Steering Wheel Restoration Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, boats.

Bluemels, Celluloid, Bakelite, Wood & Plastic. tel: +44 (0) 1843 844962 or 07795 182 563 www.SteeringWheelRestoration.com

WANTED

The North West Museum of Transport in St. Helens, has spare capacity for Lorries/buses/cars etc for display in the museum.

For Details contact: normanejohnstone@btinternet.com

or Mobile: 07751 355799

Tel/Fax: 01344 886522

➤➤ ORDER THE NEXT ISSUE NOW

AND GET FREE DELIVERY

INCORPORATING CLASSIC TRUCK - INCORPORATING CLAS

SIC TRUCK

‘CUMBERLAND JO THE 5,000,000 -MILE TRUCKER

HISTO OF THE E

FR-PEAGEE 24

SUPPLEMENT

PLUS

£4.80

EIGHT-WHEELER SPECIAL

Citroën Acadiane

A Fletcher & Co Ltd

Trains ,Boats and Planes

READERS’ LETTERS n GPO VEHICLES n JAMES DUK

KELSEYmedia

July 2021

June 2021. Delivery is included in the cover price for UK customers only. erms and conditions apply. You will receive your copy on or around 28 Mon-Fri 8.30am -5.30pm. Calls charged at your standard network rate An additional £1 will be added to any overseas address. ** lines are open

AT TH E BR IT IS H M OT OR M US EU M , GAYD ON

E AND SON n FREE ADVERTS

ORDER ONLINE AT: CALL NOW ON: 01959 543747** Quote Ref: HCM12107

07

Why not join the UK’s premier historic commercial vehicle club? (includes historic buses and coaches) Supporting the vehicle preservation movement since 1958

Registered Charity No.271123 Incorporated in England & Wales No. 1241335

HISTORIC COMMERCIAL VEHICLE SOCIETY Take a look at our website www.hcvs.co.uk

Unfortunately our usual HCVS events – London to Brighton Run, Tyne Tees Run, and Trans Pennine Run cannot take place in 2021 but check our website for details about other HCVS events including the Ridgeway Run from Henley on Thames to Quainton planned for 4th July, and the Sprat & Winkle Run to Hastings later in the year, and local meetings as Government Covid-19 restrictions allow

Interested in joining? Contact our friendly Membership Secretary Diane Taylor on

Tele No. 01342 894564 or -mail: info

hcvs.co.uk

Our members’ vehicle insurance scheme is one of the best and vehicle recovery for all sizes of vehicle is included at no extra cost.

CLASSIC

LORRIES

“No two lorries are the same, that’s why you need a specialist to arrange your insurance cover” Eddie Johnson, HGV and Classic Lorry Insurance Specialist

The Classic Lorry Insurance Specialist Call us on: 0161 410 1065 Classic Lorries is a trading style of ISIS insurance. ISIS Insurance Service Limited is authorised and regulated by the Financial conduct Authority. Our firm number is 314533.