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VOLVO TRUCKS – 50 YEARS IN THE UK!

CLASSIC & Vintage COMMERCIALS DECEMBER 2017 £4.40

FODEN S83 Fully restored from scrap!

Before & after

ERF LV

Car Transporter restored!

BEDFORD K,M & O

Iconic Range Profiled

LEYLAND COMET

CHEFFINS AUCTION RESULTS

DEVON DUMPERS

SWAIN’S OF STRETTON STORY ■ SPRAT & WINKLE RUN CVC Cover Dec17.indd 2

07/11/2017 18:45

Tel: 0151 733 3655 info@hattons.co.uk

17 Montague Road, Widnes, WA8 8FZ

Phones: Mon - Sat 7:30am to 6pm Sun 9am to 5pm Shop: Mon - Sun 9am to 5pm

19,000+ items available on www.hattons.co.uk N Gauge

Commercial vehicles

Oxford Diecast - Buses OR76ROR001 Land Rover Defender 110 posable rail 27506 Wright Scania s/deck bus "First Eastern Counties" (RRP £19.95) . . . . . . . . BARGAIN . . . . . . . . . £9 76CWT001 Commer Walk Thru British Railways (Green) wheels - "Railtrack" - non-motorised NEW . . . . . . . £6.50 NEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £8.50 Commercial vehicles 23404 Bedford TK ﾚatbed lorry "Milk Marketing Board" . . . . . . . . . . . £18 23406 Bedford TK 2 Axle Flatbed 'British Railways'. . . . . . . . . . . . £26.50

Northcord Model Company - Buses

NSET003 5 Piece N Gauge Set Southdown NEW . . . . £27 UK8020 ADL Enviro200 Dart London United. . . . . . . . . . . . . . . . . . . £49

Cars

Oxford Diecast - Buses

OR76ROR002 Land Rover Defender 110 posable rail 76D28002 DAF 2800 tipper Alfred Hymas . . . . . . . £19.50 wheels - “Network Rail” - non-motorised NEW . . . . £6.50

76DXF001 DAF XF Euro 6 CombiTrailer/Container Maritime Transport . .£21

76DR004 Duple Roadmaster Bamber Bridge MS . . . . . . . . . . . . . . . £14

NCOR3001 Cortina MkIII Gold NEW . . . . . . . . . . . . . £3.50 76FBB003 Fowler BB1 Ploughing Engine No.15436 OR76ROR003 Land Rover Defender 110 posable rail Princess Mary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £14 wheels - "British Rail" - non-motorised NEW . . . . . £6.50 76IR6001 Irizar i6 Translink Goldline . . . . . . . . . . . £19.50 76FCR002 Fowler B6 Crane Wolverhampton Wanderer . . . . . . . . . . £14

Military ground vehicles

NMGB001 MGB Roadster Tartan Red NEW . . . . . . . £3.50

76FT026 Ford Transit LWB High Network Rail Speed 76MW6003 Bristol MW6G - Eastern Counties National Camera NEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £5 76CHT001 Churchill Tank MkIII Kingforce - Major King . £11 Bus Company NEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . £15 NNMN001 New Mini Chili Red NEW . . . . . . . . . . . . . . . . £4

76PAN006 Plaxton Panorama Bere Regis & District . . . . . . . . . . . £15.50

Commercial vehicles

NAEC014 AEC Matador Wrecker Southdown NEW . . . . . . . . . . . . . . £6

76PD2004 Leyland PD2/12 Samuel Ledgard . . . . . . . . £17

76CHT002 Churchill Tank MkIII 1st Canadian Army Bgd 76LRFCG001 Land Rover FC GS 1974 Trans Sahara Expedition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £8.50 Dieppe 1942 NEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .£11

NSHL01CT Scania Highline D-TEC Combitrailer Container Eddie Stobart NEW . . . . . . . . . . . . . . . . . £11.50

Farming & Construction

NFARM003 Baler NEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £4

Military ground vehicles

76LRFCA001 Land Rover FC Ambulance Gulf War 76MB006 Mercedes Actros GSC Curtainside Sparks 76PD2005 Leyland PD2/12 Edinburgh . . . . . . . . . . . . . £17 Transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £21 Operation Granby 1991 . . . . . . . . . . . . . . . . . . . . . . . £8.50

NDSC001 Daimler Dingo 23rd Armoured Brigade NEW£4

HO Gauge (1:87 Scale)

76LRFCG002 Land Rover FC GS Berlin Brigade NEW £8.50 76SB001 Saro Bus Ribble NEW . . . . . . . . . . . . . . . £15.50 76SCT003 Scania Car Transporter Woodside Motorfreight Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £29

Cars

76JFE001 Jaguar Formula E NEW . . . . . . . . . . . . . . . . . . . . . . . . . £4.50

Oxford Diecast - Cars

87BS36002 Buick Special Convertible Coupe 1936 Francis Cream NEW. . £5 87CP65002 Chevrolet Stepside Pick Up 1965 Orange NEW . . . . . . . £5

OO Gauge (1:76 Scale)

76RCL001 Range Rover Classic Lincoln Green . . . £4.50

76LRL001 Land Rover 1/2 Ton Lightweight United 76SCT005 Eddie Stobart Car Transporter - Christina Nations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .£5 Frances NEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £27

Corgi Collectables - Buses

OM46618A New Routemaster - Stagecoach, 8 Bow Church. . . . . . . £33

76LRL002 Land Rover 1/2 Ton Lightweight Military 76SHL01FT Scania Highline Flatbed Trailer Ian Craig Haulage Ltd NEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £21 Police NEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .£5 76RRP3001 Rolls Royce Phantom III Black NEW . . . . . £6 76SHL01ST Scania Highline Nooteboom 3 Axle Semi Low Loader Public Service vehicles Stobart Rail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £21.50 76SHP004 Sherpa Van Pickfords NEW. . . . . . . . . . . . . . . . . . . . . . £5.50

OM46618B New Routemaster - Stagecoach, 15 Trafalgar Square . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £33

EFE - Buses

76RRP5001 Rolls Royce Phantom V Navy/Silver NEW £6

76VOL4003 Volvo FH4 Curtainside - Knowles Transport £21.50

76AUS004 Austin 1300 Metropolitan Police NEW . . £4.50

15808 Leyland PD1 "East Kent" - "66, Ramsgate 76SFE009 Scania CP28 Pump Ladder Kent Fire & 76SET43 5 Piece Aston Martin Set NEW . . . . . . . . . . . £20 Harbour" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £29.71 76TS002 Triumph Stag Java Green NEW . . . . . . . . . . . . . . . . . . . . £4.50 76VOL4004 Volvo FH4 (G) Tipper Wains Transport NEW£19 Rescue Service NEW . . . . . . . . . . . . . . . . . . . . . . . . . £15

£4 P&P for 2 or more items £7 P&P Next Day (Orders before 2pm)

UK P&P £2

All items in stock when advert created. Prices valid until 20/12/17 .Errors excepted.

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omment CComment

Vintage Vintage SSIC & CLASSIC IALS MMERCCOMMERCIALS

ag.co.uk

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CLASSIC & VINTAGE COMMERCIALS RCIALS & VINTAGE COMME Kelsey Media dia Cudham Tithe Barn Berrys Hill, Cudham, Kent the Barn Cudham, Kent TN16 3AG

’s Letter riting needintothis startmonth this month with as correction to athe sincere British Caren of Tom coupled Page, L apology. I’m really sorry, butnthe er Simpson Gaydo at m Museu Motor ed@kelsey.co.uk information we published in good faith EDITOR: Paul Silk Davies onsultant: PeterART ing regard issues MoT Email: paulsilkdesign@gmail.com r ofregarding raises a numbe last month exemption m OR: Paul Silk ADVERTISEMENT SALES museuand the held at 40 year old lorries was incorrect shows lorry both the for Talk Media m Sales, Matt Ryan - 01732 446755 silkdesign@gmail.co email; Matt.Ryan@talkmediasales.co.uk must be disregarded. vation preser lorry of and the future EMENT SALESProduction Supervisor: We have now had it confirmed by 445325 that we make edia Sales 01732 has asked lly.theTom Joe Harris genera Department of Transport that any lsey.co.uk kelseycommercial@atgraphicsuk.com k.ads@ke ially espec 01733 362318 – but in both cases clear thatexemption for ‘Goods Vehicles’ will apply n Supervisor: Team Leader; Melanie Cooper - of future ’s ONLY to those with an unladen weight hobby the on the question of e MANAGEMENT suk.com mercial@atgraphic Publisher: Paul Appleton under 3500kgs. For everything else the al view rather a person sing he is expres Managing Director: Phil Weeden 700 only change is that pre-1960 vehicles Chief Executive: Steve Wright Aubrey n Manager: Jackie behalf of the lly on officia Chairman: Steve Annetts ingare than speak which deemed ‘substantially Finance Director: Joyce Parker-Sarioglu MENT Retail Distribution Manager: Eleanor Brown museum.modified’ by whatever criteria is Andrew Davies Audience Development Manager: Andy Cotton Publishing Operations Manager: Charlotte Whittaker decided and which are ’ Director: Phil Weeden trailers onupon as the ‘lorries As far eventually Brand Marketing Manager: Kate Chamberlain cutive: Steve Wright currently exempt will, from May 21 2018, Head of Events: Kat Chappell Steve Annetts I’ve got to say that while goes, situationneed testing. What’s more, it’s also rioglu rector: Joyce Parker-Sa SUBSCRIPTIONS a topeople Brown Eleanor 12: issues of Classic and Vintage Commercials are published that it is -always ribution Manager I fully accep beent confirmed without up many per annum : Andy Cotton Development Manager UK annual subscription price: £52.80 own with his r doesclasses noticing - that of specialist Whittake he most what : Charlotte lorry owner Operations Manager Europe annual subscription price: £66.49 Webb Danannual keting Manager:USA subscription price: £66.49 HGVs which are currently exempt much , visitor show a as do, I property : Rebecca of World Gibson annual subscription price: £72.49 rketing ManagerRest including ‘locomotives’ and breakdown anager: Kat Chappell ng standi lorry see a show CONTACT US prefer torecovery vehicles will, again from May 21, UK subscription and back issue orderline: 01959 543 747 PTIONS Overseas subscription orderline: 0044 (0) 1959 543 747 the transport it on than s wheel its on need testing. published ials are Commerc of Classic and Vintage Toll free USA subscription orderline: 1-888-777-0275 UK customer service team: 01959 543 747 m I now need to explain how we camel natura a more seems just It arrived on. Customer service email address: subs@kelsey. £52.80 l subscription price: to get this wrong. co.uk<mailto:subs@kelsey.co.uk> £66.49 see price: ion can’t subscript nnual for it, and I really environment Customer service and subscription postal address: price: £66.49 When the DoT made its announcement ual subscription Classic and Vintage Commercials Customer Service Team the £72.49 from price: Ltd effort to s that much orld annual subscript Kelsey ion Publishing that it involve in September, there seemed be a Cudham Tithe Barn, Berry’s Hill, Cudham. Kent TN16 3AG and too, United Kingdom easier is y graph contradiction between the text of the Photo T US exhibitor. 9848 orderline: 0333 043 buy issue ription and backFind current subscription offers/ back issues at shop. announcement Transport Minister to get closer can sand 747 543 visitor 1959 (0) means 0044 also it subscription orderline: kelsey.co.uk/cvcback Jesse Norman’s covering letter s summing USA subscription orderline: 1-888-777-0275 h from the owner point thoug the lorryup– the Already a subscriber? 543 747 01959 mer service team: changes; the former seemed to Manage your subscription lsey.online at shop.kelsey.co.uk/ subs@ke r service email address: ng to avoidi ct that myaccount suspe f sort-o of view Isay that large vehicles would continue ailto:subs@kelsey.co.uk> ion postal address: r service and subscript CLASSIFIEDS also t mightthey testing, the contac latter suggested close’ of ‘up this sortneed r Service Team Custome ials802 Tel: 0906 0279 nd Vintage Commerc would not. (premium rate line, operated by Kelsey Publishing Ltd. Calls ublishing Ltd cost 65p per minute from a BT landline; other networks andbe the very reason some owner’s prefer Hill, Cudham. Kent TN16 3AG Tithe Barn, Berry’s So we asked the DoT Press Office mobiles may vary. Lines open Monday-Friday, 10am-4pm) trailer! itsthe ngdom lorry on of the to leavefor clarification position regarding For complaints or any queries about the premium rate number, hear at shop. ted tothe issues callbuy 01959 543723, available 9-5pm, Mon-Fri. back very interes offers/ be buses, y, I’dand lorries and received ent subscriptionplease Anywa .uk/cvcback Email: trucks@kelseyclassifieds.co.uk following both: lorry owners and s – reply what reader CVC Free Ads, Kelsey Media, PO Box 13, Cudham, “The exemption remains pre-1960 subscriber? Westerham TN16 3WT this.for about s – think visitor non-owning your subscription online at shop.kelsey.co.uk/ public service vehicles, provided they DISTRIBUTION nt ing the regardmodified. raises Tom Seymour Distribution Ltd, 2 East Poultry Avenue, issues The have not been substantially London, EC1A 9PT FIEDS of greater www.seymour.co.uk Tel: 020 7429 4000 I think, Toour be considered a Public Service hobby are, future of 802 0279 Vehicle a bus or coach needs to be used PRINTING by Kelsey Publishing Ltd. Calls ed m rate line, operated chang concern. The world has Printers landline; other networks and a BT per minute fromPCP commercially. The exemption is moved m) 10am-4p Friday, and Mondayopen Media may vary. Lines Kelsey 2017 © all rights reserved. Kelsey Media is a significantly over the past 25 years, to 40 years rolling for other, non-PSV trading name of Kelsey Publishing Ltd. Reproduction in whole number, rate have ely, premium the intuitiv about not, queries or in part is forbidden except with permission in writing from do any n or plaints childre today’sbuses and coaches (provided they have the available publishers.9-5pm, Note to contributors: Mon-Fri. articles submitted for all 01959 543723, consideration by the editor must be the original work of the notinteres been substantially modified)” when ts as we did same the author and not previously published. Where photographs ars@kelseyclassifi areeds.co.uk included, which are not the property of the contributor, growing up. I see this first-hand as I’m permission to reproduce them must have been obtained from Classifieds the owner of the copyright. The Editor cannot guarantee a sified Central Media personal response to all letters and emails received though an ‘old Dad’ – my daughter was born House everything received by the8AR Editor is read. The views expressed EC1V London, r, 142 Central Street. in the magazine are not necessarily those of the Editor or shortly before my 48th birthday, my son 7216 8557 the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties. 17 months later – and just how much BUTION Kelsey Publishing LtdAvenue, uses a multi-layered privacy notice, Poultry 2 East t home r Distribution Ltd, giving you brief details about how we would like to use your things have changed was bough EC1A 9PT personal information. For full details, visit www.kelsey.co.uk , when 4000 ago 7429543524. ymour.co.uk Tel: or 020 call 01959 to me just a couple of months If you have any questions, please ask as submitting your details indicates your consent, until you choose otherwise, James sent me his first email – from NG that we and our partners may contact you about products and nters services that will be of relevance to you via direct mail, phone, year old daughter also email or SMS. You can opt out at ANY time via email: data. school! My nine is a Media rights reserved. Kelsey or 01959 543524. Media 2016 © allcontroller@kelsey.co.uk now sends me regular text messages name of Kelsey Publishing Ltd. Reproduction in whole Classic with & Vintage Commercials is available for licensing from n in writing permissio rt is forbidden except worldwide. ors: information, contact from her own mobile phone. for submitted articles contribut For more lishers. Note to bruce@bruceawfordlicensing.com EDITORIAL Editor: Peter Simpson Email: cvc.ed@kelsey.co.uk Technical consultant: Peter Davies

ration by the editor must be the original work of the y published. Where photographs and not previouslwww.kelsey.co.uk uded, which are not the property of the contributor, ion to reproduce them must have been obtained from ner of the copyright. The Editor cannot guarantee a al response to all letters and emails received though ng received by the Editor is read. The views expressed magazine are not necessarily those of the Editor or lisher. Kelsey Publishing Ltd accepts no liability for ts and services offered by third parties.

Publishing Ltd uses a multi-layered privacy notice, you brief details about how we would like to use your Page3 Dec17.indd 3 ey.co.uk , visit www.kels full details, For Editorial al information. 01959 543524.

Thathard seemed to answera the question tion that’s genera to inspire It’s and the ‘non-commercial equals nonand ters compu with up t bough been PSV’ comment also seemed to explain -much pretty with electronic as the hing contradiction everyt the apparent and most nical, mecha ng anythi announcement referred specifically to areas finding are vation PSVs and Goods Vehicles. Obviously preser ort of transp we noticed that the response referred I’m eers; it harder to attract volunt only to buses but that really didn’t seem also interested in railway preser vation, significant; surely, if 40 year old buses, rs at numbe visitor actual and while some of which can carry up to 80 people, pretty remain the ved arailwa preser were getting rollingys exemption, eers same MUST apply ting to lorries carry volunt the which nt, attrac buoya only goods and must therefore present ag is runnin trains the needed to keep far lower risk? . any easier getting notcan ly you certain I expect guess what’s coming sts, need sugge Tom as we, Do next… m or lorry al Yes, itkind has now been confirmedmuseu that of nation some while buses and coaches are to be preser vation ‘facility’– maybe sponsored given a 40 year rolling exemption from by one or more of the big-name haulage roadworthiness testing, even if they act as some This could nies? compa carry a full contingent of passengers, , asforowners get kind of lorries willsanctu not! Theary, onlywhere condition e to bus andand coach exemption that the usetake over, anyon have is don’t older must be totally non-commercial (in other ved preser remain preser ved lorries can words the passengers must not have with more lorries in one place butorwhere paid had someone pay on their behalf) g them es, keepin t faciliti decen andthewith and ‘not substantially modified since for is it than is easier h be 1988’ condition must met. to scratc all up I still found this almost s. impossible ual owner individ to believe, so I asked if the following pill for some to hard a be This may statement was correct and was told need some strongw. Ittowill swallo that, subject the also caveat of “nond-thinkingitpeople forwar minded and commercial carriage of passengers” it running. keep was. “large vehicles which carry people and up to set the thing will get a 40 year rolling exemption But at least a facility like this will enable from roadworthiness testing from May rare lorries that have been painstakingly 21 2018, whereas large vehicles which vation as in preser to remain restor carry justed goods will be tested more old to continue e too s becom owner strictly they get simply get a pre-1960 their as exemption.” the good work. So there we have it. Obviously if anything does change between now on Simps Peter and May 21 we will pass details on, but Editor I have to say that this debacle really doesn’t inspire confidence in the new arrangements. Peter Simpson Editor DECEMBER 2017 3

08/11/2017 12:12

Contents

SWAINS OF STRETTON – SCANIA, VOLVO, FODEN

Available on the app store and pocketmags.com

DECEMBER 2017

CLASSIC & Vintage COMMERCIALS NOVEMBER 2017 £4.40

LEYLAND BADGER FULL RESTORATION of a rare survivor!

FORD THAMES TRADER

Forestry Commission Tipper

ATKINSON BORDERER

TIMBER TRANSPORT! FODEN - LATIL - PACIFIC

CLASSIC & Vintage COMMERCIALS SEPTEMBER 2017 £4.40

SCAMMELL TRUNKER Restoration with a difference!

Cummins Driven Classic!

ATKINSON BORDERER

NEWBY’S FIRST LORRY!

BEDFORD OSS

VOLUME 24 NUMBER 1

REPATRIATED & RENOVATED!

SEDDON DD8

£43K VOLVO F88!

WORKING CLASSICS

ALBION CHIEFTAIN

THE HAULAMATIC STORY ■ CHESHIRE RUN CVC Cover Nov17.indd 2

AEC GATHERING

RUTLAND PROFILE

CLASSICS STILL AT WORK ■ COLLECTABLES CVC Cover sept17.indd 2

04/08/2017 18:15

10/10/2017 17:26

6 www.facebook.com/classicandvintagecommercials

6 FODEN S83 RESTORATION

Steve Fletcher has just completed his latest restoration and CVC gets an exclusive first look at a stunning rebuild from scrap.

12 NEWS

Important update and further information on MoT testing of lorries after May 20 2018, plus latest auction news.

16 PD’S ARCHIVE

Lots of lovely period archive stuff, all shot by Peter Davies during a lifetime spent photographing lorries. He’s still at it, too.

20 20 BEDFORD K, M & O

Start of a new in-depth profile of the lorries you really did see everywhere!

4 CLASSIC AND VINTAGE COMMERCIALS

Contents Dec17.indd 4

07/11/2017 13:34

26 26 LEYLAND COMET TIPPER Very original apart from paint, and still with the family that bought it new in ’52….

36 42 SCAMMELL ARTIC EIGHT

Helmsley in North Yorkshire was the venue with lots of old lorries to be seen among the other stuff here…

28 SPRAT & WINKLE RUN

56 HEATHFIELD

Hastings is the destination for the final HCVS run of the year, an event with atmosphere that takes some beating!

32 LETTERS

Another home-grown maker of offroad tippers profiled by Nick Baldwin.

Some fresh thoughts, and a couple of hardy old chestnuts, this month.

There sure is something to Crow about in this month’s centre spread…

36 ERF LV AND CAR TRANSPORTER

44 SUBSCRIBE!

How one enthusiast solved the problem of getting seven classic cars to shows with just one driver….

Save money, and free delivery direct to your door…

40 THE SWAIN’S STORY

More lovelies that are still lugging loads, including an especially fine 32 year old ERF C-series.

Following last month’s profile of the historic fleet, this month we take a look at the firm’s fascinating history which goes right back to 1914.

52 DUNCOMBE PARK STEAM RALLY

46 CARRYING ON

50 SHREWSBURY STEAM 2017

62 MOTOR MISCELLANY

Nick Baldwin takes a further look at classic lorry powerplants…

66 COMMERCIAL CORNER 69 CVC CLASSIFIEDS START

We know most of you look at this bit before anything else…

78 A-Z OF CLASSIC COMMERCIALS VOLVO SPECIAL! In the Swedish firm’s 50th anniversary year in the UK, A-Z takes an in-depth look at the full story…

80 DECEMBER 2017 5

Contents Dec17.indd 5

07/11/2017 13:35

FABULOUS

FODEN!

Steve Fletcher’s Foden S83 will hit the rally circuit next year, and it’s a truly impressive restoration of a lorry that was little more than scrap. Peter Simpson was invited for a sneak preview…

teve Fletcher is already a moderately well-known name and face – in the world of lorry restoration. His stunning 1968 Leyland Super Comet VWE182F has been in preservation for more than twelve years and is a regular sight at many events including Llandudno and on the annual Jolly Boys run around Derbyshire. In 2011 it was joined by LAD-cabbed Albion RE29 Reiver HYX688K – a massive project as the lorry which was acquired as little more than a chassis with wheels

and engine – the original cab was longgone – after spending nearly 20 years as a glider tug near Winchester. Following a three-year restoration it’s now presented in traditional Tarmac livery, absolutely stunning and always turns heads when out and about. Oh, and Steve also owns a working Volvo FM7 8x4 tipper, though these days it’s his son who does the paid driving work… However for the 2018 season he will have something new to take to rallies and on road runs, and as the photos here

testify, it’s certainly a wee bit special. What’s more, and as you might expect, the 1978 Foden S83 has been bought back to life from total – and we really do mean total – dereliction. It finished its working days in a Derbyshire lime quarry as an off-road hack with a Hiab on the back, and used on site plant maintenance/lifting work. But by the time Stephen acquired the Foden it wasn’t even fit for this – it had spent three years standing out of use and was totally and utterly worn out.

6 CLASSIC AND VINTAGE COMMERCIALS

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However, as well as being no stranger to major lorry restorations Steve is also the semi-official leader (he’s owns the premises…) of a Derbyshire-based enthusiasts grouping he refers to as the ‘Old F*rts Club’; some own their own lorries, others simply help out, but all bring particular skills and passions to the group. Talking of which Steve, when asked, says his personal three passions are (but “not in any particular order”) lorries, motorcycles and beer. He actually

raced motorcycles semi-professionally from 1969 until he retired in 2010, and competed in the Manx Grand Prix on five occasions. As far as lorries are concerned, his grandfather and father both ran a family haulage business whose main source of work was DP Batteries of Bakewell, later absorbed into Chloride with the contract transferring over. Anyway, Dad retired at age 65, and sold the business. Steve, meanwhile, was driving tippers for Tarmac but in the late seventies was

made redundant when Tarmac decided to switch from in-house transport to contractors. However a number of Tarmac drivers including Steve were able to buy ‘their’ lorries and become self-employed contractors doing similar work to that which they had been employed on. For Steve, this was an excellent move, as over the next few years his business expanded rapidly, and at its peak he had 17 lorries, all of them tippers and all working on collection of stone etc., from the various quarries in and around DECEMBER 2017 7

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FODEN S83

◄ Dash was original cleaned up, refurbished, and, along with the rest of the lorry, fully rewired! Seats were recovered professionally. ► Steve Fletcher – former motorcycle racer and lorry restorer extraordinaire!

the Peak District and delivering same throughout the Midlands and North West. His first lorry was a 1972 Leyland Super Comet (hence ownership of the one he now has preserved in Tarmac colours), and for many years the fleet was predominantly Leyland though, like so many, he eventually switched to Volvo. From the late 1980s he gradually ran things down – due to a combination of personal choice and changing trading conditions, and is now back with just the one operational/revenue earning FM7. Oh, and if all that isn’t enough Steve has also for the past 32 years run a small dairy farm….

New to Tarmac

Stephen’s S83 was new in 1978 to Tarmac as a tipper and based at Clitheroe. Then, at three years old, it was bought by its only other commercial

operator, Slinter Mining, based at Cromford in the Derbyshire peak district. A family-run business, Slinter operates its own limestone quarries and supply limestone, sand and gravel aggregates throughout Derbyshire and Nottinghamshire. They also supply ready-mixed concrete and concrete blocks, and exhausted parts of the quarries are used for landfill, and Slinter also transport some of this. Anyway, the S83 was at first used as a tipper on the usual collection/delivery type work, and served the firm well for many years. Eventually though it was ‘cascaded’ down to work within the quarry site, and in time the tipper body was replaced by a Hiab, and the S83 became an on-site ‘lifting’ machine that was used mainly to extract and replace power units and other heavy parts for diggers and the like. It would, basically,

be called out whenever a heavy lifting task was needed on site. By 2012, though, it was past even this work and, in Steve’s words, “pretty well wrecked”. It spent the next three years standing out of use and probably saved from a one-way trip to the scrapyard only by the price of metal being at rock-bottom, and barely worth the cost of transport. Steve, however, knew of its existence through (extensive) local connections, and given that the Foden was a genuine ex-Tarmac lorry, and he still feels much affection for the firm who, after all, gave him his start as a haulage contractor, decided to take it on as his next project. He also had good memories of an S80 which had been his third lorry; “I like the style of them” he said. Slinter Mining, too, were happier that the lorry went for restoration rather than scrap, a “favourable deal” was done, and

8 CLASSIC AND VINTAGE COMMERCIALS

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FODEN S83

in the nature of such things, each party has since helped the other out in various ways.

Helping Hands

I mentioned at the start that Steve has a band of ‘happy helpers’ to call upon via the ‘club’ which gets together at his premises. This project was easier – and certainly quicker – thanks to the number of people who were able to bring personal areas of expertise to the project. Others outside the ‘club’ community also helped, and Steve especially acknowledges the assistance of Congleton-based S80/S83 parts expert John Sanderson who supplied replacements for many parts that were either missing or damaged beyond repair. The project started, as most do, with a fairly wholesale removal of parts from

the chassis. Some localised welded repairs were required, after which it was shot-blasted and Steve then painted it in black. Being glassfibre, the cab wasn’t rusty, but it still needed replacement doors and wings – which John Sanderson supplied – along with some localised repairs. What little soft furnishing there is inside an S83 cab – ie the seats - was also refurbished , though the original dash, perhaps surprisingly, was able to be reused. Often, when writing up lorry restoration stories, we are able to report that little or no attention was needed to the main mechanical components. Not here! The Gardner 180 engine needed a full rebuild including new bearing shells and pistons, though a rebore was not needed. The heads, however, needed the full works with new valves etc, along with a skim – all of which was done on site by

Martin Gold. The gearbox also needed a total rebuild, but again help here was to hand in the shape of Guy Lovally, while one of John Sanderson’s contacts rebuilt the centre differential. The main item missing from the Foden when acquired was, of course, the body and given Steve’s love of and background in tippers and the Foden’s original specification, there was never any doubt what would be going on. A suitable aluminium tipper body was found – on a Volvo at a commercial vehicle breakers in Leek – but despite being the right size to fit in theory, it still needed fairly substantial modification to go on the Foden. The main problem is that the S83 chassis was one of the widest in its class, so the body subframe also needed widening to suit. New tipper mounts along with a replacement rear subframe DECEMBER 2017 9

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FODEN S83

and tipper bar were needed, while Slinter Mining (who, as already noted, were taking an interest in the project) found a suitable tipping ram in their stores. All this had been fitted but the tipper operation had not been finally ‘fettled’ when we visited, so for reasons of safety the tipper operation, could not be demonstrated for photography, but it will all be working by next year. The cab was painted in the same dark Gardner 180 engine required a full blue as Steve uses on his operational rebuild involving new pistons and bearing shells along with comprehensive lorries by Phil Hutson of Buxton; it’s head refurbishment. done in two-pack with three coats or undercoat followed by three of topcoat. Unsurprisingly, very little in the way of steering, suspension or brakes was reusable without refurbishing or renewing; looking back on the project Steve now says that nothing at all was any better than he was expecting, and pretty-much everything was a whole lot worse! The brakes needed wholesale component renewal including new drums Four-speed gearbox with triple splitter all round, and a full rewire was also equals twelve forward gears! needed – this was carried out by Trevor Ollis and Nigel Wilde; two members of the ‘club’ who are skilled in this area. The fuel tank is stainless steel was actually taken from a Foden gritter that was being dismantled – clearly this was a good idea on a vehicle designed for used exclusively in snowy/salty conditions but it will also be a big plus on a limited-use preserved lorry. Steve also wishes to name two other people who helped with the project , especially in the final ‘putting it all back together’ stages; Robert Wildegoose and Steve Barber. In Steve

Fletcher’s words “we’re all enthusiasts and we all muck in here and help each other out.” Two years after the wrecked chassiscab unit arrived at Steve’s site – and just a couple of weeks before our shoot – the lorry was basically finished. Steve has decided not to submit it for MoT until next spring – there’s no point with the 2017 season now over – so the usual post-restoration shakedown drive will also now have to wait until then. The Foden has, though, been driven around the site a fair bit, and while lorries fresh out of major restorations generally need some ‘snagging’, we really can’t see this one needing much. Its first trip out in preservation will most likely be to the 2018 Llandudno Festival of Transport – he is something of a regular here, and we’re certain that the S83 will attract every bit as much attention as the others have. Other appearances in 2018 and beyond are also planned. So there we are – another lorry saved for future generations, and one which really has survived against all the odds; looking at the before photos it’s clear that viewed objectively, the lorry Steve chose to tackle really didn’t have many –of any – redeeming features. He could have found an easier project – of that there can be no doubt - but that really isn’t the point; he wanted to restore and preserve this particular lorry because… Well as a mountaineer once said when asked why he wanted to climb Everest "Because it was there!" CVC

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THE STORY SO FAR ◄ As found following many years of off-road use in a Derbyshire quarry, latterly as a piece of (sort of) mobile lifting equipment. ► Few redeeming qualities from this angle either! By this point BNN92T was too worn out even for site work, and had been standing out of use for nearly three years

Foden Haulmaster with S10 cab operated Classic 1985 Leyland Constructor six-wheeler, Eight-legger Leyland tipper dating from by Steve in the early 1980s. operated before the firm switched to Volvos. the early eighties.

Also preserved here for the past twelve years and in Fletcher’s 1972 Albion Reiver RE29 was restored from a cabless powered fleet livery; 1968 Leyland Super Comet. Photo: David Reed chassis after many years as a glider tug. Photo: David Reed

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NEWS

If you have a News story, e-mail cvc.ed@kelsey.co.uk or write to The Editor, Classic and Vintage Commercials, Cudham Tithe Barn, Berry's Hill, Cudham, TN16 3AG

MORE LORRY TESTING F

ollowing the decision NOT to exempt 40-plus large goods vehicles from MoT testing – see this month’s page 3 editor’s lead for more on this the government have also announced a number of extensions to the testing of larger vehicles, taking effect from May 21 2018. Under these, a number of categories of large vehicle which have previously been exempt from testing will need to be plated and tested. In all, the Department of Transport say that around 29,500 vehicles which are currently exempt are to be bought into testing These changes follow a consultation exercise carried out between December 2014 and March 2015 and it’s reported that 70 responses were received – a somewhat lower level of response than might have been expected, with the biggest single response coming from the ‘volume concrete’ industry. The biggest affected class is breakdown vehicles which, from will need testing unless they qualify under a ‘Special Vehicle’ order – this will apply only to those which are too big or which otherwise cannot be accommodated within a test centre or ATF. Also being bought into testing are mobile cranes, engineering plant, tower wagons, road construction vehicles, post-March 1 2015 electric vehicles, tractor units towing exempt trailers and motor tractors and heavy and light locomotives currently exempted under sections 185 and 186(3) of the Road Traffic Act 1988. Motor tractors and locomotives are vehicles such as ballast wagons which are used to move goods but where the goods is pulled or pushed and not actually carried on the vehicle. In all cases exemption will continue

Post-1960 Recovery vehicles will require testing from May 21 2018…

to apply if the vehicle is not based on a standard HGV chassis – for example purpose-built mobile cranes - but otherwise from May 21 2018 a test will be required. Some exemptions are being retained. Vehicles “constructed or adapted for, and used primarily for the purpose of medical, dental, veterinary, health, educational, display, clerical or experimental laboratory services” will continue to be exempt as now, as will “Heavy vehicles exempted under paragraph 44.1(e) of the Goods Vehicle (Plating and Testing) Regulations 1988 – ie vehicles operating under Special Types General Order or vehicle special orders under section 44 of the Road Traffic Act 1988.” In practice, this covers mainly vehicles which are allowed to use the road despite not complying with normal vehicle regulations – usually because they are too

…but Showman’s Goods vehicles remain exempt.

long, too wide or too heavy. Showman’s vehicles will also continue to be exempt from testing. Most currently qualify as motor tractors/locomotives, plant or living vans but with these becoming testable, specific exemptions for Showmans Goods Vehicles (registered to a showman and permanently fitted with a living van, ride or other specialist equipment) and Showmans Vehicles (other vehicles registered to a showman and used only for his business) are being introduced. These match existing concessionary VED categories. To aid implementation and avoid a ‘rush’ at testing stations in May 2018, a ‘phased approach’ is being adopted for many affected vehicle categories. The Goods Vehicle Test Certificate will be needed by the next VED renewal after May 19 2018, but no enforcement action will be taken between May 21 2018 and the VED renewal if the vehicle does not have a Certificate, provided records of the date and outcome of the most recent safety inspection are carried and available for inspection – and also provided of course that the vehicle is roadworthy. The inspection must also be carried out by a technically competent person, and in line with DVSA guidelines. We suspect that the removal of exemption for breakdown recovery vehicles and tractors/locomotives may affect a number of preservationists. Anyone owning a vehicle which may be included in these changes can find more information at https://www.gov.uk/government/

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CHEFFINS COLLECTIVE – SATURDAY OCTOBER 14

his was the final Cheffins vintage sale of the year and as usual was very busy, writes Peter Love. The 1924 imported Ford T with flatbed bodywork had under gone quite some work when you get down to it, but the jury was still out when it came to painting it or keeping it as it was. All the same, it raised £8000. The 1971 AEC Militant Mk3 6 x6 recovery that carried Scammell winch and Thorneycroft telescopic crane with V5c got to £4800, but was not enough for this LG Motor Co liveried vehicle to move on. Next on was the 1969 Atkinson T45 Viewline cabbed 6 x 4 chassis/cab with Cummins engine. Said at one time to have been a recovery vehicle for Pickfords but now painted white and green, it sold at £2200 + VAT. Possibly the best condition commercial here in the 1959 Bedford J1 WYU975 with Luton bodywork and featuring a lovely coat of Brunswick green. Having been in storage for some time it changed hands at £8800. The North American styled 1949 PL20 32hp normal-control 2.5 ton van had been in production since 1946 and was a great machine as are all Hotchkiss cars and trucks and was in production until 1954. Having been imported in 1980 from France and been used on film work, and had been sold previously by Cheffins in 2004. Now in need of recommissioning, it changed hands here at £2,800.

What Patina! The superb 1913 Foden 5 ton in full working order with good boiler report sold for £128,000.

Moving on the 1967 Scania Vabis L76 normal control chassis cab 4 x 2. It looked a treat all restored, but without bodywork and licensed as a forestry tractor it sold for a new life at £5200. It was a late entry, though, that was to be the big number in the commercial vehicle section, namely a 1913 Foden 5ton steam wagon, which entered preservation as early as 1928 when Percival Parry (later Sir) found the Foden for Henry Ford’s burgeoning Ford Dearborn Museum & Greenfield Village.

It was part of the Museum complex until offered for sale along with many other artefacts in the early 1970s, but many years passed before it returned to the UK. In the late 1980s Bicknell’s boiler works near Liphook carried out major boiler repairs, but otherwise apart from the rear wheels and steersman section of the cab having been repainted it’s very original and stunning. In steam at the sale it was sold to a well-known Cambridgeshire steam enthusiast family for £128,000.

Seen in the fine sunshine the lovely 1959 Bedford J1 2 ton Luton van sold for £8,800.

Note the right hand drive of the French made 1949 Hotchkiss PL20 2.5 van, which was made until 1954.

Scania - Vabis L76 LHD looks good and was to sell here for £5,200.

Atkinson T45 Viewline sold for £2200. DECEMBER 2017 13

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NEWS FRED DIBNAH HERITAGE CENTRE CLOSING

he Fred Dibnah Heritage Centre in Bolton is closing for good at the end of November, owner Leon Pawsney has announced. Based at Fred’s former home (dating from 1854, and originally the park keeper’s cottage on the Earl of Bradford’s estate), the centre also included Fred’s steam powered museum/workshop complex. Leon bought the house and site in 2009 and the centre opened to the public in 2012. Since then it has hosted many visits by individuals and groups. It was also a popular destination for clubs. Visitors could drink tea in Fred’s kitchen, and even stay overnight. The centre was, though, unpopular and controversial with many members of Fred’s family who resented what they saw as invasion of their privacy and use of Fred’s memory for personal profit. Fred’s road going steam engines, along with his two famous signwritten Land-Rovers, are all preserved elsewhere by family members and have been rallied since his death. The exact closure date had not been announced as we went to press. However Classic & Vintage Commercials understands that an on-site auction of all remaining artefacts is to take place early in the new year.

Part of Fred Dibnah’s steam powered workshop at his former home in Bolton. The Heritage Centre is to close at the end of November, with a dispersal auction of contents planned for January 2018.

SANDRA RICKETTS 1944 – 2017

ith regret, we must report the sad passing of Sandra Ricketts, joint founder and with husband Len the ‘boss’ of the Llandudno Transport Festival. Sandra died on September 2 following a short Illness. The story of how Len and Sandra came to start the festival is an interesting one; her connection to the lorry world came via a Bristol Lodekka bus which was converted into a semi-mobile transport café called Midland Trucking. Initially based around Warwickshire, Sandra subsequently moved to another bus canteen on the M42 construction. Then, with that completed, the family moved to Llandudno where the Conwy Tunnel construction project was starting and Sandra ran a canteen there for three years.

Then, as that was finishing, and with Len needing to stop manual work for health reasons, the family began looking for something else, and their inspiration came from a field at one end of Llandudno Bay. At this time, another group in the town had launched the Llandudno Victorian Extravaganza, and the idea was born of running the Llandudno Transport Festival as a further, complimentary attraction on the same weekend at the other end of town. That was 25 years ago, and since then “Llandudno” has become one of the premier lorry events in the UK and the biggest in Wales. The show was in many ways her life and Sandra applied the same “firm but fair” approach – though always with a smile – to running the event as she had to running cafes, and this was much appreciated. More recently, the family were asked to ‘help out’ at Kelsall Steam Rally. Sandra was the commercial steward and applied the same firmness and winning smile, and again a high standard was achieved. Sandra will be missed by the vehicle preservation movement and leaves behind husband Len, Son’s Neil, Jim and Stuart, Daughter in Law Vicci and Grandchildren Carly, Sophie, Daniel, Sam, Harry, Charlotte, Bethan and Harvey, to all of whom we at Classic & Vintage Commercials send our condolences.

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07/11/2017 14:43

PD’s archive

ach generation has its own idea of what constitutes a so-called ‘classic’ commercial. What is modern to one person might seem old to another depending upon their age. Doubtless present-day enthusiasts will think of Ford Cargos and Bedford TLs as ancient while, to a retired person, they might seem quite recent. Come what may, they all provoke some degree of nostalgia so here’s another batch of pictures from the recent and not-so-recent past.

◄ Back in the ‘sixties, when I took this shot during a visit to Dundee, lorries like this 1953 ERF 6.4 artic with Willenhall cab were still a common sight. It belonged to Scottish gas distributor SRG and the shot dates from June 1967. ▼ A somewhat newer ERF is this Scottish & Newcastle Breweries 6.6GX tanker with 2LV/L cab caught on camera while heading down the A1 in Northumberland back in May 1969. The lorry dates from 1964.

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Most readers will be familiar with the Michelotti cabbed Scammell Routeman 2 but its predecessor, the Routeman 1, was a much rarer machine. Built in single-drive form, its main role was as a bulk liquid tanker. Long-term Scammell users United Molasses ran a number based mainly in Liverpool which is where I took this shot in June 1969.

In standard form Bedford KM tippers were plated for 15 or 16 tons depending on the wheelbase. This machine, dating from 1968, was most probably ‘up-plated’ to 20 or 22 tons having had a pusher axle added. Poplar Transport of Sedgefield, Co Durham were the owners and this shot was taken at C H Newton’s yard in April 1970. DECEMBER 2017 17

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PD’s archive

▲ Sales of rigid eight-wheelers slumped so badly in the late ‘60s and early ‘70s that Leyland suspended production of the type from 1970 to 1975. This example dates from 1978. The 511-engined Octopus was a relatively rare beast at the best of times and even more so in the form of a flat. Of course, the operators of this one, Land Rover, were part of the Leyland family. The shot was taken at Toddington M1 Services in August 1984. ◄ This late ‘70s Bedford TK artic has a strangely old-fashioned look about it, maybe because the trailer is much earlier than the unit. I photographed the outfit in an area of Luton known as Round Green back in July 1979 when it was no more than a year old. It hailed from Hayes in Middlesex. 18 CLASSIC AND VINTAGE COMMERCIALS

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R J B Neale of Dagenham were noted for their fleet of Leyland Marathons engaged on container work. ONO515P dates from 1976 and was three years old when I took this shot in August 1979.

▲ Now here’s a treat for fans of European trucks. Back in the ‘70s one could enjoy the sight of some real continental outfits with old-style tilt trailers like this Berliet TR280 of G Chabas from Cavaillon in France. In recent years European trucks have lost some of their individual national identity and have begun to get very ‘samey’. The shot was taken 43 years ago in May 1975. ◄ Dating from 1970, this 6.4G

ERF of Abington based Reive & Grossart has the 20-series Gardner 6LW which boasted 120 bhp. R & G’s superb livery is very much in the Scottish style. One curious feature is the four-piece windscreen. The picture dates from CVC August 1979. DECEMBER 2017 19

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BEDFORD K, M & O types

Baby of the K,M & O range was the K model with a gross weight of just 4 tons and a payload rating of 30 cwt.

CLOSE-UP on

Classics

PETER DAVIES begins an in-depth profile of the most popular middleweight lorry ranges of their era.You really did see them everywhere – and not just in Britain!

n the commercial vehicle industry certain letters are instantly associated with particular makes and the letters K, M & O are perfect examples. The moment you hear them you think Bedford, not just in the UK but in many other parts of the world. Some would argue that these iconic classics, which were built between 1939 and 1952, were the most famous Bedfords of all. The numbers that have survived in preservation bear testimony to their popularity. Bedford’s memorable slogan ‘You see them everywhere’ was especially true when it came to the K, M and O types. Not only were they, almost certainly, the most popular medium weight lorries in Britain, they were also exported all over the world. Though the K, M and O range was first introduced in 1939 the bulk of production took place after World War 2 between 1945 and 1952. During the war they appeared in a different guise, especially in the case of the O-type which was re-engineered as the OW as well as forming the basis for the military OY and OX models. Bedford’s popularity grew rapidly in the 1930s after Vauxhall Motors Ltd,

introduced the famous marque in 1931. Vauxhall Motors was a subsidiary of the General Motors Corporation and it is wellknown that Bedford trucks owed their origins to the American Chevrolet. However, GM was anxious to promote Bedford as an entirely British product, hence the choice of name. Part of their motive to disguise its American origins was to gain tariff-free access to the vast British Commonwealth market. The O-type 3-, 4- and 5-tonners and their lighter contemporaries, the K-type 30 cwt and M-type 2/3-tonners, evolved from the Bedford W-types, namely the WS 30 cwt, the WHG/WLG 2-tonners and the WT 3 tonner. The O-type, the heaviest model, was a development of the WT 3-tonner and is the main focus of this article since it became the popular choice for some sizeable haulage fleets, not least the likes of British Road Services. The famous WT 3-tonner was designed in the early ‘thirties by Vauxhall’s top design engineer P Stepney Acres. It had enjoyed great success following its introduction in late 1934. In 1938 its popularity grew further when it was given a more powerful version of Bedford’s 3.5

litre 6-cylinder petrol engine – an engine originally developed from the Chevrolet 3.5 litre. Though of identical bore and stroke to the Chevrolet engine, the Bedford version featured a four-bearing crankshaft and pressure lubrication. In comparison the Chevrolet engine had a three-bearing crankshaft and splash lubrication. Numerous other improvements were introduced to the Bedford engine in May 1938 raising the gross power output from 64bhp to 72bhp. The improved engine had a re-designed cylinder head, new carburettor and a more efficient crankcase ventilation system. Also in 1938, the WT’s frontal appearance was modernised with a stylish ‘bull nose’ radiator grille, heralding even greater developments due in 1939. While the WT was given the new grille, the rest of the cab had not really changed since 1934. It still featured a flat split windscreen and was built around a timber framework. The O-type was to have a completely new pressed steel cab with more modern lines and a gently Vee’d windscreen. At the same time the O-type’s

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BEDFORD K, M & O types

▲ The ML took a 3 ton payload and grossed 5.5 tons. With factory-built dropside body it weight just over 2 tons unladen. This picture probably dates from early wartime – note the camouflage on the factory buildings.

Above left: Largest of the K, M and O range was the OL seen here with factory-built dropside body. It was designed for a 3, 4 or 5 ton payload, the latter having rear helper springs and 34x7 tyres. Above right: Illustrating both ends of the K, M and O weight range as announced in 1939. The K-type has the factory-approved van bodywork by Spurling Motor Bodies. Unusually, Bedford quoted prices which by today’s standards are remarkably low! Left: A well-laden OL adorns the front cover of this Bedford range brochure issued in June 1939 – just three months later Britain was at war. DECEMBER 2017 21

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CLOSE - UP on classics

The OXC tractor unit was an important vehicle for both military and civilian roles during World War 2. This post war shot shows an early 1940s fuel tanker wearing its new yellow National Benzole livery having once been painted in Pool Board battleship grey during wartime.

▲ There is no doubt that Bedford designers set the scene for other manufacturers in the medium truck business. The classic and perfectly-balanced ‘5 ton tipper’ is an iconic image. ► At the end of World War 2 in 1945 Bedford issued this dramatic if rather austere range brochure, hinting at the company’s huge contribution to the war effort which saw it produce over a quarter of a million military vehicles as well as Churchill tanks.

headlamps were mounted some 5in (127mm) lower resulting in a more pleasing appearance. The O-type’s allsteel welded mono-shell cab did, in fact, have a lightweight wooden interior framework to facilitate trimming as well as some wooden flooring sections deemed to provide better sound insulation. Along with the new cab, O-types boasted other improvements such as a tandem brake master cylinder which maintained half the braking performance in the event of a leak occurring in either the front or rear brake circuits. Also new was a heavier-duty spiral bevel rear axle with tapered roller side bearings for the

diff unit. Like its predecessor, this featured a straddle-mounted pinion shaft. At that time six-volt electrics were standard. The new O-type came in two wheelbases – 111in (2.82m) and 157in (3.99m) – identical with those of the WT but the chassis frame was 2.5in (63mm) narrower to allow for the fitment of bigger tyres within the same overall width. The O-type’s sidemembers were 8in (203mm) at their deepest point on the long wheelbase model while the maximum depth on the tipper frame was 7.52in (191mm). The short chassis was also used for the OSS tractor unit which was identical with the tipper chassis

apart from the absence of the rearmost crossmember, tipping hinges and spring helper brackets. The O-type line-up was completed with the 14ft 6in (4.42m) wheelbase OB bus chassis which also got used as a basis for pantechnicon bodywork. The OB differed in several respects, having a wider chassis, and wider rear axle with offset diff housing. Truck frames were 34.6in (879mm) wide while the OB measured 42.25in (1073mm). Overall width across the rear tyres was 6ft 10in (2.08m) on the 5-tonner while the equivalent dimension on the OB was 7ft 4.5in (2.24m).

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DD8 BEDFORD K, SEDDON M & O types

The OW 5-tonner with its square nosed cab served in many civilian fleets during the war and carried on for many years after 1945 when new vehicles were in short supply.

An OLC parcels van when delivered new to the Road Haulage Executive, carries the famous Carter Paterson name as well as British Road Services. The signwriter has mistakenly applied a near-side door roundel to the off-side door.

A neat little dropside truck for Triplex Glass based on a K-type 30-40 cwt.

After Atleeâ&#x20AC;&#x2122;s Labour government nationalised road haulage in 1947 BRS became a very important customer for Bedford. This O-type box van would have entered service around 1950. Note the absence of a near side mirror and wiper.

As part of the nationalised fleet, Hays Wharf Cartage specialised in Meat Transport and was closely allied to Pickfords. These special ventilated vans predate the fridge vans we now take for granted on such work.

Rear helper springs and 34x7 tyres distinguished the OLB 5-tonner from the OLA 3/4 tonner as seen in this works layout drawing.

Ă&#x160;

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CLOSE - UP on classics ◄ The interior design of the O-type cab is instantly recognisable and stands as something of a 1930s design icon in automotive terms. ► Bedford O-types found their way into most types of operation. They were very popular in the milk industry. The MMB ran a fleet on churn collection while Queens Head of Welshpool, seen here, ran both churn lorries and tankers. ◄ Bedford O-types were very popular as furniture removal vans like this smart example with integral bodywork for Luton based Thody Bros dating from 1947. ► By current standards the O-type cab looks very Spartan but back in the ‘30s and ‘40s it represented a real advance over some of the competition. It was very relaxing to drive.

Another industry that took to the O-type was the brick industry which was a major force in the local Bedfordshire economy. This classic OLB belonged to the Marston Valley Brick Co.

On the OB, the diff housing was offset to the nearside by 11in (280mm). As a result the propshaft lay on a diagonal line as indeed did the whole engine and gearbox. The gear lever was therefore further away from the driver than on the lorry chassis. While the lorry had the handbrake lever to the left of the driver’s seat, the bus chassis had it on the right. The O-type came in two payload ratings. The base model was a 3/4-tonner, designated OL (long wheelbase) and OS (short wheelbase). These had 32x6 tyres all round as standard and, in effect, were direct replacements for the WT models. The WT, incidentally, was rated as a 3-tonner but Vauxhall Motors advertised it quite openly as being capable of taking a 50% overload. In other words they regarded it as a 4.5-tonner. In practice operators often put even heavier payloads on it, even as much as 7 tons!

Pickfords, the ‘Special Traffics’ division of the RHE, ran a large number of O-types both on their household removals fleet and their Tank Haulage division as seen here. This represents the heaviest model namely the OSS for 8-ton payloads.

◄ Until 2005 Ripponden & District was a major player in the parcels industry with depots in Leeds, Bradford and Hull. This OLB van with the company’s own integral bodywork has a wheelbase extension and dates from 1949.

The O-type 5-tonner was the same as the 3/4-tonner in most respects but was designated OL/40 or OS/40 – RPO (Regular Production Option) Code 40 signifying rear helper springs and 34x7 rear tyres. Gross weight ratings were originally quoted as 7 tons 10 cwt for the 3/4-tonner and 8 tons 14 cwt for the 5-tonner.

As the lorries could be bodied well under 3 tons it can be seen that the payload margin was much higher than the nominal figure quoted. In effect the 3/4-tonner could carry nearly five tons while the 5-tonner could carry six. Vauxhall Motors accepted that overloading was common practice back then and allowed for this in the design of the vehicle. CVC

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On the instructions of Melvin Cordwell “The Tank Man” due to retirement & following the sale of Collop Gate Farm Premises Piecemeal (subject to Conditions of Sale and unless sold previously)

Private Collection of Wheeled & Tracked Military Vehicles, Spares and Memorabilia Online auction bidding via www.sw.co.uk/auctions • Thornycroft Antar MKII Petrol Engine Tank Transporter Tractor • Thornycroft Antar MKIII Diesel Engine 5th Wheel Tractor • Dyson 50 ton Drawbar Tank Transporter Trailer • Brockhouse KS2138 Two Axle Drawbar Trailer Mounted Mortar Location Radar Unit • Sankey Trailer • Austin Champ AMP RHD Truck ¼ ton 4x4 CT • Bedford Green Goddess Fire Engine • Bedford QLD & Austin K3 General Purpose Army Trucks • Bedford OY Mobile X-Ray Unit • Centurion MkV/2 Main Battle Tank (1955) • Centurion MK12/B Main Battle Tank (1953/54) • Centurion Mk2/B Armoured Recovery Vehicle • Centurion Mk1 Armoured Recovery Vehicle (1947) • Centurion Restoration Project • Chieftain FV4201 MBT Main Battle Tank • Two Chieftain Fascine Layers • Three Abbot FV433 105-mm Self-Propelled Guns • FV180 Amphibious Combat Engineer Tractor

• Alvis Stormer Shielder High Mobility Load Carrier • FV432 Variant Tracked Infantry Vehicle with turret • Captured Iraqi T69 Main Battle Tank • FH70 Howitzer Self Propelled Artillery Gun • Polsten Quad Demountable Anti-Aircraft Gun • Trailer Mounted Water Bowser • Assorted Tracked Vehicle Spares & Equipment (nos), including 432 & 434 Packs; Two Rolls Royce Meteor Engines Centurion Gearboxes, Complete Full Interior Parts for Centurion Restoration Cam Shafts, Clutches, Magnetos Carburettors, Cupola Sights & Wiring Looms; Final Drives; Hush Puppy Tracks Wheels; Ammunition Boxes; Jerry Cans Recovery Ropes & Towing Equipment Breach Ring; Training Aids; Tank Manuals Brass Shells & Gas Masks • Marine, General & Memorabilia including Coventry Climax Godiva Pumps; Generators; Cylinder Heads Marine Anchors; Port Holes; Model Train GRP Airship Gondola, Fire Fighting Equipment & Tools 5% buyer’s premium applicable on major Items

Bidding:

Closes from 10am Wednesday 6 December 2017

View:

From 10am - 4pm Sat 2, Sun 3 (11am to 4pm) & Tues 5 December 2017 or by appointment

At:

Collop Gate Farm, Manchester Road, Heywood, Lancashire, OL10 2PX, UK

+44 (0)161 259 7050

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spotlight In the

by David Reed

1952 Leyland Comet 90 tipper

t is not that often that you see a vehicle that still retains its original livery when over 60 years old, but that is exactly the case for 1952 Leyland Comet 90 GKG977. The Comet was bought new in 1952 by Ellis H Jones & Son of Newtown in Mid Wales, and was used for hauling stone from Criggion and Rhayader Quarries, delivering it all over Montgomeryshire. ‘It was the only Comet that we had, but it wasn’t our first Leyland” said present owner David Jones who is the grandson of Ellis. “We had a Beaver before that, but traded it into Leyland agents Arlington Motors of Cardiff because it was a flat,” he continued, “There was too much shoveling to do.” The Comet appears to have seen a lot of action during its time hauling stone. This is evident when looking at the well-pitted tailboard, where tons of stone have distorted the metal.

The Comet’s working life, however, was not that long, “When plating came in it was taken off the road. “David continued, “It was put in a shed and stood there until 1996, after which it was checked over and we started going to rallies.” For many years, the Comet was seen with its original faded paint, although in more recent years it has been treated to a new coat of paint, but still retains its original livery. A regular at the Onslow Park event, it has also been seen on The Heart of Wales Run in previous years, as well as attending more local rallies. David’s grandfather, Ellis H Jones started the haulage business back in 1928. “He started off using steamers and would haul anything.” David said. This would include hay and straw, lime, slag and timber, but the firm soon developed the stone haulage side of the business. “The main thing that we did was quarry work.” David confirmed.

Various vehicles were used over the years. “We ran Leyland Beavers, Leyland Cubs, Bedfords, in fact we had all types of vehicles” David continued. As is usual for those who are interested in vintage vehicles, a young David found himself going out on the road, “I used to go out with my uncle all of the time,” he said. “I was always interested in the lorries.” David ended up working within the family firm, and was really pleased when he was given a 1969 Dodge K Series to drive. “That was a 17 tonner tipper” he said. By now his uncle was running the firm, with David himself eventually taking over the reins. Sadly the firm of Ellis H Jones & Sons was dissolved in 2007 after almost 80 years of trading, but the name lives on with David’s Comet being a reminder of the days when it was to be seen hauling stone all over MidWales. CVC

26 CLASSIC AND VINTAGE COMMERCIALS

26-27 Leyland Comet Dec17.indd 40

31/10/2017 11:26

Owner: David Jones Seen at: Shrewsbury Steam Rally, Onslow Park, Shrewsbury

DECEMBER 2017 27

26-27 Leyland Comet Dec17.indd 41

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HCVS London & South East Region

MAY 27 &15282017 2017 October

Sprat & Winkle Run Peter Simpson reports from the ‘fishy finish’ of the season-closing run to Hastings…

he Historic Commercial Vehicle Society organise two road runs to the south coast each year. The best-known and longest-established is, of course, the London to Brighton run on the first Sunday in May. However there is now a second event, which finishes 40 miles east of Brighton, at Hastings. This takes place on or around the second Sunday in October, to tie in with the town’s Hastings Week celebrations around the anniversary of the Battle of Hastings which took place on October 14. The run starts at Sevenoaks and for the most part follows the ‘old’ A21 route. This event has a unique and rather special atmosphere that’s due mainly to the finish being slap-bang in the centre of the historic Hastings old town – right next to the famous beach-launched fishing fleet and with all the town’s tourist attractions within a ten minute walk. You also, of course have an unrivalled choice of eating and drinking establishments. However, as well as being a great destination for owners and enthusiasts, the Hastings finish, being in the heart of an established tourism hotspot, brings

▲ A familiar sight to regular readers! We featured this 1970 Leyland Beaver twopedal turbo tractor last year, following its restoration by Neil James. It changed hands earlier this year and is now with Geoff French. ► Surrey-based Mick Clark owns a number of lorries, and tends to alternate which are used. This time it was the turn of his 1961 AEC Mercury.

Commercials gather in the heart of Hastings old town, with the East Hill and its latevictorian funicular railway behind. A superb location for a vehicle rally, though lack of space does, unfortunately, mean ‘artic’ trailers have to be left at home.

lorry preservation to the attention of many people who might otherwise never come into contact with it – we saw many such who were new to all this but clearly interested having a walk-around.

Anyway, this year’s run was, as usual, oversubscribed – places are limited due to lack of space at the finish, and here are a few of the 70 commercials which took part.

▲ Greg Shadbolt’s London-registered 1952 Ford Thames ET6 was, as usual, extremely well presented. This is result of a sevenyear restoration from scrapyard condition, and the Ford is a regular prizewinner on the Brighton Run and elsewhere.

28 CLASSIC AND VINTAGE COMMERCIALS

28-30 Hastings Dec17 2017.indd 28

03/11/2017 12:09

Smaller stuff takes part too, and generally goes down well with visitors. GPO Minor pairing recalls the days when the Post Office also ran Britain’s telephone network. Telephone van (left) was entered by Colin Sutton, while the mail van is owned by Paul Wood.

By contrast to the Minor vans in age as well as size, David West’s 1990 Foden 4350 tractor unit was presented in British Telecom’s first ‘post-privatisation’ livery. A fine-looking job, and a lorry which we don’t recall having seen out before.

▲ Paul Chapman’s ‘Birmingham Bedford’ 1941 Austin K3 military lorry – named Vera Lynn – has travelled widely in preservation. Since purchase in 1994 it has been to most parts of Britain, and also travelled to France, Belgium and the Channel Islands. Genuine-ex-military and sold off from Ruddington in 1959, its service history is, however, unknown. ► We featured Commercial Vehicle preservation ‘newby’ Simon Davies and his 1972 Atkinson Borderer back in our September issue. As mentioned then, Simon is a keen member of the HCVS, and made the trip to Hastings.Wife Jacqui confirmed that he is now getting to grips with the non-sychromesh gearbox.

Local celebrity ‘Happy Harold’ –the town’s preserved 1928 Guy Trolleybus was on hand and giving free rides along Hastings’ threemile seafront. Hastings closed its trolleybus network in 1959, but the following year Harold reappeared, having been fitted with a then state of the art but now very classic Commer TS3 engine. The bus is now owned by Hastings Borough Council and cared for by the volunteer-run Hastings Trolleybus Restoration Group.

Gary Pritchard’s superb restoration of the former Lister works 1937 Fordson fire appliance was ‘unveiled’ by the HCVS at this year’s Bromley Pageant of Motoring. Following a period on show at Weston Super Mare’s Birnbeck Pier, and 30 years storage, the restoration took four years. The drive to Hastings would have added about 50 miles to the 2000-odd covered in the previous 80 years. DECEMBER 2017 29

28-30 Hastings Dec17 2017.indd 29

03/11/2017 12:09

▲ Simon Bullen’s Spruce Green 1963 Austin A35 van reminded the writer of his very first car – same make, model, age and colour, but in somewhat worse condition. It was, though, frequently parked not far from here in the year it was owned by him. ► Michael Penfold’s 1977 Foden S39 six-wheel flat was wellpresented and sounded superb when it drove in. ◄ Holder Family Thames Trader duo! Chris Holder’s 1960 dropside leads Mick’s 1959 example into the display area. ► Steve Davies 1944 AEC Matador. ‘Demobbed’ in 1967 and civilianregistered at the same time, it went, like so many Matadors, into forestry work, and is still used commercially.

Oldest commercial on the run was Robert Longley’s 1915 Ford Model T Van – 102 years old! Presented in the livery of a Lewisham fishmonger. An appropriate entry as one imagines much of their “fresh fish daily” would have been sourced from this very beach!

Another familiar sight – the Stevens family 1949 Bedford K, as featured in our January 2017 issue. The lorry is preserved by the family as a tribute to the late Johnny Stevens who carried out much of the restoration before he died, and it’s absolutely splendid.

◄ Anne Bryant’s 1932 Morris Minor van is owned jointly with her sister; hence the ‘Rushin & Daughters’ signwriting; she was a Rushin before marriage to Richard. The Minor is one of an extensive family collection of classic vehicles. ► Definitely an event with ‘atmosphere’ – and you really will be hard-pushed to get fish any fresher than this anywhere! 30 CLASSIC AND VINTAGE COMMERCIALS

28-30 Hastings Dec17 2017.indd 30

03/11/2017 12:09

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2017. Another new location for the PMP camera situated near Cannock and its many distribution centres 3628. A5 Bridgtown, Staffs, UK, Trucks. September 2017. Another new location and a different perspective mainly based around trucks coming under a bridge 3638. Crick. UK. Trucks. September 2017. A bit of a bodge job as the weather kept changing and they had put out cones to mow the verges ( why). Loads of Stobarts. 3640. Penrith. UK. Trucks. September 2017. Returning to our truck roots always a favourite when I had a ‘day’ job as I often travelled in this direction, morning action 3641. Penrith. UK. Trucks. September 2017. More at our truck roots always a favourite when I had a ‘day’ job as I often travelled in this direction, late morning/early pm action 3652. Llandudno. UK. Truck and Bus 2000. A dip into past glories at this ﬁne event in April 2000 with a mix of lorries and buses plus more, all in sunshine as well

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Letters

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THE GOOD OLD DAYS? W

hilst reading your excellent magazine, the article about the Turves Turf Badger restoration, once again evoked many memories. I recall going to load a Thames Trader and Little Giant low loader with a Bamber Greene tarmac machine. The boss, Dougie Rice of Joseph Rice Transport of Gloucester said “don’t you dare load it over the side”, so being a ‘good boy’ on site I went ahead with the hard job of knocking out the trailer axle. All went well until, chatting to a site worker, I looked round and saw that the axle was gently rolling off down the slope. Why is it that there is never a lump of wood to hand when it’s needed! Luckily, a big stack of bricks stopped his gallop about 300 yards down the road. Imagine the difficulty, though, to fit them back after loading the Barber Greene over the back. Of course in the day a lowloader carried toe jacks as any old stager knows but what a nightmare it can be to get it all lined up. Coming back up to date now, earlier this week I loaded a four axle low loader and did it all by pressing a few buttons on a control box. Super stuff! Yes, certain aspects of the good old days were super, but today the kit we get is really good and a joy to work with. There’s been progress also in livestock transport. I recall after loading – all by hand – up with the ramp (weak spring), arrange decks, phew! Then intensive driving – manual work en route at Laireges

to feed and water the livestock and finally unloading after thousands of kilometres at Agen or Sisteron or Lubersax – unload, wash out and then fold up the decks and clamber up the sides to close the vent flaps – my goodness, how did I manage it? Yet I loved it all, and indeed I still do. When I see the latest livestock trailers I drool and the last one I pulled – fully automatic and wonderful. So many good aspects of the good old days were, indeed, good. But overall, I say the modern kit we have far outweighs the pitfalls of our profession today. Let’s all keep on trucking along life’s highway, and keep it classic! Douglas Vick

Though I’ve never actually worked in the haulage industry – I wanted a driving job on leaving school in 1978 but a combination of high insurance and being considered ‘over qualified’ due to a solitary A level meant it never happened – I know exactly what you mean. Nostalgia for the ‘good old days’ is great of course but memories can sometimes be a bit selective, and some things we look back on with pleasure now were anything but at the time. I’d be interested to hear other views on this, particularly from those still working after 30-40 or more years of professional driving. Ed

FLEETWOOD FISH

hank you for putting my advertisement for ‘information wanted’ in the August issue of your magazine. I had a reply from a guy in Scotland, who just happened to have a photo of the trunk wagon – copy enclosed. I was based at the Liverpool depot in Love Lane, opposite Tate & Lyle’s sugar factory. We had three BMC FG wagons at our depot and we delivered to Shropshire and North Wales on nights Monday to Friday; ‘Big Peter’ our trunker rolled up about 8.00pm nightly, we loaded for him and he was off. It was a good job, and a good firm to work for. Thanks again. Norman Barwise

32 CLASSIC AND VINTAGE COMMERCIALS

Letters 30-32 Dec17.indd 32

07/11/2017 13:37

CHURNS

refer to the September 2017 issue. The photo of the BOC Transhield Guy Big J4T tractor units were lettered as G. L. Baker Transport of London E14, coupled to the white BOC Transhield trailers. In Close-up on Classics on page 21 there is a photo of a Rutland supplied to G. L. Baker in the 1950s. When Rutland closed down Frank Manton went to work for G. L. Baker as a consultant. Also in PD’s Archives on page 17 is a Milk Marketing Board Albion Clydesdale tanker. It’s a nice picture, but I think of the Ford Thames ET7 and Thames Trader churn lorries, of which there is a photo on pages 42 and 43. When I was younger, I used to work on the milk lorries of a local dairy at weekends delivering bottled milk to hospitals in crates. Each lorry would have 400 or more crates of milk on board, and each crate held 20 one pint bottles. I saw plenty of the churn lorries unloading in the

diary, the churns contained ten gallons of milk and were too heavy to pick up. The churns were grabbed by the lid and tilted towards your body, then turning the lid over by hand the churns were rolled off the back of the lorry on to the loading bank. Not all the churn lorries were owned by the Milk Marketing Board, some were owned by haulage contractors. Two that I

Grantham firms in the mid-sixtie

enjoyed your article (CVC, November) about Gowlers’ restoration of the Leyland Badger. However, you refer to AvelingBarford and Fruehauf being both Grantham-based in 1964. In those days Crane Fruehauf, as it was then, built its trailers in Norfolk, at factories in Dereham and North Walsham. Not until 2005, when CF went into receivership, did the new owners move

the greatly-reduced manufacturing operation to Grantham, occupying part of what was the big Aveling-Barford site. In 2010, the year when, as it so happens, Aveling-Barford’s owner Wordsworth Holdings also went bellyup, the latest of a succession of Crane Fruehauf owners dropped ‘Crane’ from the company name. I really must try to get out more! Alan Bunting

DAVID ABBOT

hope all is well with all at Classic and Vintage Commercials. Sadly, on October 27 my father, David Abbott passed away at the age of 78 after a very short period of illness and I wondered if you could find a slot in the next edition for a mention. He began his career in road Haulage back in 1963, David Abbott Haulage with an eight tonne Commer TS3 and progress to a very smart fleet of 25 vehicles including what we believe to have been the very first Scania 80 and the first Boally Tautliner in the county and enjoyed 20 years as a road UK and International

haulier based in Northamptonshire. He made many friends in the industry across the country and I am sure there are still quite a few around that will remember him. He was a loyal reader of the publication right up to his last days. He loved trucks, old and new. He will be missed by many, especially his family of three sons and their families with three grandchildren between them. Paul Abbott Thank you for letting us know Paul, and please accept our sincere condolences. Ed

remember were a Dodge 100 (parrot nose) from Edenbridge and an Austin FFK100 from Keston. I believe they were on hire to the MMB. The churns full of milk were collected from sturdy wooden platforms built outside the farm gate, the same height as the lorry platform to make things easy. One man on his own would find it impossible to load a milk churn lorry from the ground up. H Daulby

Lorries, trucks or waggons?

have written to you before about the dreadful American expression ‘truck’ being used by writers in your magazine. You have recently published letters using this term from people who really should know better. Paul North (ex LORRY driver) CVC policy at present is that we generally prefer the term lorry to truck and will normally use the former in features, news etc., unless there is a sensible reason not to. This would apply when, for example, writing about American vehicles or where the term truck is ‘official’ – for example Volvo Trucks is the name that is used by the manufacturer. Letters, however, are written by readers, and as a general rule I change these as little as possible – I think it’s important to let the reader have their say with minimal editorial involvement. Therefore, apart from correcting spelling and punctuation and removing/ rewriting anything that might be dodgy legally (and believe it or not there have been a couple of cases where that has been necessary!) or possibly ambiguous I prefer to let the writer’s voice come through. Thus, if the author has chosen to use ‘truck’ I’m very reluctant to change it in the same way as I wouldn’t change use of the more northern term ‘wagon’ (or ‘waggon’). Having said all that though, CVC is your magazine, and while I believe this policy reflects the view of the majority, if sufficient numbers think differently then of course we’ll review it. What do other people think? Ed

DECEMBER 2017 33

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07/11/2017 13:37

Letters

HAULAMATICS SPOTTED

lease find enclosed two photographs for possible inclusion in your excellent magazine. They relate to the Nick Baldwin article on Haulamatic. Both were taken at Tom Atherton’s vintage working plant afternoon at Bluecoat Farm near Warrington in September 2017 – a very nice little working event. It is a V8 Perkins-powered Haulamatic and looked and sounded very well. I’m not sure who owns it – the name on the door could be its owner in preservation or its owner when it was working –or both! I have also seen either a Haulamatic or a Heathfield rotting away in a field close to the Wrexham to Biston railway line. It has been there for some time; I first spotted it in May 2016 while travelling from Buckley to Wrexham, and was still there earlier this year. Jim Williams Thanks for that –as you can see, the Haulamatic/Heathfield story continues in this issue. Ed

AEC better than Seddon? T

he enclosed print was taken off the front cover of Commercial Motor magazine, April 21 1978, price 20p. As you can see, this was a setup shot. The driver on top of the tank is Mr G. Lomas, and I am sitting in the cab. As you can see there are three tankers in the photo plus, just out of the crop, a four-wheeled flat that was used for carrying bagged salt. At the time the Seddon Atkinson 200 Series had just been voted Truck of the Year, but we had two AEC Mercury fourwheel tipper tanks which in my view were far superior to the Seddons. David Norbury

The Sugar King

s a Lincolnshire farmer for many years (now retired) I used on many occasions the Lincolnshire haulier C. F. Dickenson (Billinghay) Ltd. Its fleet of immaculate ERFs and Leylands always stood out from the crowd. They were famed for haulage and storage of large quantities of sugar. Sadly a much-missed company. Do any of your readers have any recollections of this particular firm? L. Hawkins

34 CLASSIC AND VINTAGE COMMERCIALS

Letters 30-32 Dec17.indd 34

07/11/2017 13:38

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spotlight In the

by David Reed

1973 ERF LV tractor and car transporter trailer Owner: George Richardson Seen at: Barnard Castle Vintage Rally

n the vintage commercial preservation scene you get many flats, tippers and tankers, but not too many car transporters. However George Richardson from Consett has been exhibiting KEG 102L, his 1973 ERF LV tractor and car transporter trailer for over ten years. As well as being an eye-catching exhibit in its own right, it’s also an excellent way of getting a big collection to a show with just one driver. The LV tractor unit was originally owned by R Perkins of Maxey near Peterborough where it was plated at 46

tons and used for carrying heavy bridge beams for Dow Mac Concrete. After its time on this contract, it was bought by John Ward of Oadby, Leicester, and used latterly for road runs and vintage shows until 1996. It was then stored until 2001, when it was purchased by George Richardson for on-going restoration. “There were a few jobs to do,” George said, a minor repair to the indent spring at the top of the gear box was needed as it kept jumping out of second and sixth gear.” he explained. A new water pump and radiator were also fitted. “My intention was for the LV to

pull a car transporter trailer so I fitted a PTO to operate it.” George continued. With the LV painted and liveried, the next step was to find a suitable trailer. He didn’t need to go far to find one either. At the time George was working for Paul Hodgson Transport at Bedlington, who ran car transporters, “They were running a Hoynor MkII, which was new to Abbey Hill at Yeovil in 1972” George went on. “Somehow it ended up working for Paul in Bedlington.” And as it was of similar age to the LV, George took no time in buying it when it came out of service around

36 CLASSIC AND VINTAGE COMMERCIALS

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31/10/2017 11:29

George (l) and Steven (r) Richardson

2003. “I did nothing to it” George said. “It was painted red when it was bought so, all I had to do was change the sign on the side of it.” The combination now carries a selection of George’s classic cars, and gets a lot of attention wherever it goes. Although the selection of cars varies from time to time, seen on board at Barnard Castle were an Austin 1100 and 1300, MGB GT, Morris 1000, Vauxhall Viva, an Austin 2200 that has only covered 24,000 miles from new and a Vauxhall Victor that has got 23,000 miles on the clock.

The tractor unit when it was working with R Perkins of Maxey, near Peterborough. DECEMBER 2017 37

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spotlight Seen on the 2007 Tyne Tees Run, with a different assortment of cars

George himself has a long history of working in transport, but has always had a fascination for car transportation. “I started working for W A Glendinning at Shotley Bridge near Consett as a fitter.” he said. “I bought by first classic car in 1996 with the ambition of buying seven cars altogether and carrying them on a car transporter although I never really thought that it would happen.” After George’s collection grew, he was able to transport them to events, “In 2000 I went to work for Paul Hodgson, and he allowed me to borrow a unit, usually a Volvo or DAF, and trailer.” George added. The result was that on a Friday, George would unload seven new Nissans from a trailer and load his own cars. “I attended shows with them, having to reverse the unloading and loading process when I got back.” he said. But when the LV and trailer were purchased, the period set was complete and ready to be seen at various shows. George still works in the transporter industry with A1 Automotive Ltd who are based at Livingston but have a depot at Consett. “I run the workshop and maintain the fleet as well as other customer’s vehicles.” George added. The interest in car transporters obviously runs in the family, with George’s son Steven often seen at the wheel of another ERF. This is SNL798G, a 1969 LV that was originally bought by Bells of Ashington in June 1969,

The next one? 1986 ERF C Series C800MHD was bought by Steven Richardson in 2014 and re-painted in his livery. Steven is currently looking for a low loader trailer to go with it. and is said to have been a box van. “It had a fire in the body so it was rebuilt as a flat.” George said. It was bought by George in 2002, with restoration beginning in 2005, the flatbed being replaced with a Walker tri-deck transporter body capable of carrying three cars, “It was another trailer that I got from Paul that we shortened down to become a three car unit” he added. George and Steven have been busy with some other commercials too, “We have just finished a 1969 Bedford KM recovery and have a 1954 Austin K8 made up as a service van.” he said

Steven himself can now be seen with C800 MHD, his 1986 ERF C Series that was bought by Martyn Hodgson 2005 and used for traction engine haulage. “I got it in 2014” Steven said, “and have re-painted it in my livery.” Steven has done very little to the C Series and is now looking for a low loader trailer to go with it. But it is with the combination of the LV and transporter that gets most attention, if not for the cars, for the car transporting combination itself, a rare vehicle indeed on the preservation scene. CVC

38 CLASSIC AND VINTAGE COMMERCIALS

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The Swain’s Story

The Swains of Stretton fleet during the late 1970s

Following last month’s profile of the Swain’s of Stretton classic fleet, DAVID REED takes a look at the firm’s long history.

he Swain’s of Stretton story starts in 1914 when Arthur Swain (great grandfather of Glyn Swain who runs the business today), began hauling logs with a horse and cart from the forests of Wales and Shropshire. The horses and carts were further employed for hauling Barytes (a mineral with widespread uses including sound-deadening and paint and plastic production) from the nearby mines of Snailbeach and gravel to the railway station at Minsterley, from where he carried coal back to the mines to power their steam engines. By the 1920s and into the 1930s Arthur’s son, also called Arthur, was involved with agricultural contracting as well as hauling timber from the local forests to sawmills, still with a horse and cart. The third generation, Dick Swain, took over the firm in the 1930s, and as well as hauling timber he bought and sold it up until the end of WW2,

and it was towards the end of this period that the horses were phased out in favour of motorised transport. A variety of lorries was used in this period including ex-army Austin Ks. In the late 1940’s lime spreading became a major part of the company’s operations using Austin and Morris vehicles, and it was here that Glyn first started to be involved with the business, “During the school holidays I used to drive one of the spreaders and then my father towed me to the next farm” he said. Glyn also remembers going out with his father and other drivers during the holidays, “I travelled all over the country with them,” he added. By the 1950s Swain’s had moved onto livestock haulage, with Glyn taking over the running of the company in the mid-1960s. Around this time they also moved on to long distance general haulage. Vehicles used in this

Leyland Roadtrain was supplied by Kennings of Shrewsbury and was used to transport frozen food throughout Europe.

era included ERF KVs, Seddons, LAD Leyland Comets and Guy Invincibles. During the 1970s Swain’s developed their International haulage base, at one time they were operating 120 vehicles, and made approximately 50 trips a week to Europe. The firm had a French office in Cherbourg with five French registered lorries operating from there, with six further offices in the UK. The French office was needed as Swain’s were always short of authorisation permits to run in France and for each French registered truck loaded back to France they were issued an extra French permit. The firm still thrives today, with DAFs and Scanias now taking the strain, their vehicles being seen on routes throughout the UK and Europe. The preserved fleet compliments the operational one, carrying the same livery, and replicating vehicles that were operated by Swain’s in years gone by. CVC

Volvo F86 six-wheeler that was converted into a 28 ton gross eight wheeler by Primrose of Blackburn, and carried soap products to the Midlands and Merseyside. Photo: Peter J Davies

40 CLASSIC AND VINTAGE COMMERCIALS

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Scania 111 VAW 790S was in service here for many years and a much-loved fleet member.

Seddon Atkinson 301, seen in July 1985 at Telford when it was less than one year old

1979 Scania 111

1984 Leyland Roadtrain with fridge trailer 1979 Mercedes Benz 1625.

▲ As often happened in the past, an older vehicle ends up as a firm’s wrecker. Here it was a Foden S21. Seen here being used on trade plates as was allowed for recovery vehicles until 1988.

► 1986 ERF E10, seen in July 1989 DECEMBER 2017 41

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SOMETHING TO CROW ABOUT

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The Crow Carrying Co was famous for its large fleet of Scammell ‘Artic Eight’ tankers and other makes, many of which were in contract liveries. Founded in 1920, the company grew to become a legend in the bulk liquids industry. Their motto ‘As the Crow Flies’ has become part of transport folklore. Crow’s ceased trading in 1985. PETER J DAVIES

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Carrying on

▲ This c1985 ERF C-series is, apparently a regular sight – along with six stablemates unloading at a factory in Glossop, Derbyshire. This one is Cumminspowered and apparently the oldest in the fleet. The photographer also understands that in its younger days it was used regularly on a tanker run to Italy via France – a roundabout route as apparently the “unpleasant” cargo wasn’t allowed through Germany or Switzerland.

Stephen Hague ◄ In Norfolk, this Volvo FM12 operated by Newall Plant Hire is clearly still very capable of shifting some very heavy loads when required! Andrew Wilson

46 CLASSIC AND VINTAGE COMMERCIALS

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We welcome photos of older lorries that are still in service for publication in this section. We can accept contributions by email – cvc.ed@kelsey.co.uk, or by post to The Editor, Classic & Vintage Commercials, Kelsey Media, Cudham Tithe, Barn, Berry’s Hill Cudham, Kent TN16 3AG. Please provide as much (or as little) information about a vehicle as you are able and, before entering or taking photos on private property, please ensure that you have all the permissions that you need to be there, and to be taking photographs.

Scania 113M 320 cattle float dates back to May 1994 and was seen at work in rural mid-Norfolk. Andrew Wilson

Pugh’s Haulage specialise in “crane lorries and portable units”, and also refurbish portable buildings such as Portacabins. They’re based near Evesham and alongside the modern fleet operate this extremely tidy looking Scania 114L 380 which was first registered in March 2000. Seen some way from home, on the A47 Norwich Southern bypass. Andrew Wilson

Sugar beet haulage is a busy but seasonal business in Norfolk and often involves slightly older vehicles as distances between farm and factory are relatively short. This March 2000-registered Volvo FM12 380 tractor unit was seen on this work. Andrew Wilson

Tidy-looking Iveco Cursor flatbed, seen heading eastbound across St Botholphs Circus in Colchester on August 4 2017. John Podgorski

Foden Alphas are still around in regular service if you look out for them, but getting rarer as many operators phase them out in favour of DAFs. This 2004 eight wheeler was seen on the A47 in Norfolk and looked in good order. Mike Sowinski

Also spotted in Notfolk, tidy-looking Volvo FL6 recovery dates from 2000 and is in regular service with Walsham-based R & L Morter & Sons. Morter also operate heavy recovery vehicles – this is the baby of the fleet. Mike Sowinski DECEMBER 2017 47

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Carrying on

◄ Over to Wales now, and an (invited) look round well-known local operator Mansel Davies& Son’s yard at Llanfyrnach in August 2017. First up we have this tidy-looking 2001 Volvo FM7 – this operator’s vehicles are invariably well-presented.

All pictures C B Newsome Below left:

Also on site and still very much an active fleet member is this 24 year old Volvo FL7 eight-wheel bulk tipper. Below right:

Volvo FL6 tanker; a ‘back of the yard’ oldie that has been withdrawn from service and now awaits its fate. Bottom picture

Finally, a Volvo FL12 380 eight wheel tipper shows the operator’s older maroon based livery and appears to be employed on lime and aggregates work.

48 CLASSIC AND VINTAGE COMMERCIALS

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Shrewsbury Steam 2017

By David Reed

The Shrewsbury Steam Rally is traditionally held at Onslow Park over the August bank holiday weekend. This two-day event brings together a multitude of entrants, and large crowds greeted the commercials as they paraded around the ring…

1946 Leyland Beaver 12/IB was new to Beverley Breweries of Wakefield with whom it delivered to Yorkshire, Lancashire and the North East. Upon withdrawal, it returned to the supplying dealer, and stood derelict until the early 1980s when it was bought and restored by Paul Wootton along with his friends at Manchester’s Museum of Transport.

1970 Leyland Super Comet was new to Dunning of Hurghmond Quarry in Shrewsbury and worked until 1976 when it was bought by local farmer Godfrey Cookson who used it to transporting grain from the fields. It was bought by Roger Titley in 1996 and put back into original livery, but is an “ongoing project.”

1966 AEC Mercury was originally owned by Bowens, with whom it pulled various trailers including tippers, flats and a tanker. It ended up in their quarry for a short time before being left in a shed. Still owned by Bowens, it has been restored by John Boughey.

1965 Dodge D308 was new to J E Jacksons of Woore and worked on contract to Midland Gravels. It later went to Frank Eyles of Withington and was used at Baston Hill and Haughmond quarries. It was bought from there in a rough state around 2012 and took 4½ years to restore.

▲ 1936 Albion KL127 was new to H.J. Pipers of Cambridge, being driven by Reg Webb on general haulage including coal, and roadstone. It was commandeered (along with Reg) by the Army during 1940 and used to transport flour from the railway to a bakery. Passing back to general haulage in 1943, it was sold in 1950 to Reg who used it to deliver coal until 1960 at Caxton, Cambridgeshire. After being sold into preservation in the 1970s it passed through a couple of owners before being acquired by Martin Cutts of Bolsover in 2003 who completed the restoration. It was then acquired by Alun Williams of Shrewsbury. ► 1936 AEC Mammoth Major MkII was new to Tile Haulage of Middlesex, then passing to Yondel and Bishop in Dorset, being used until 1963. It passed into preservation with Tony Lloyd of Ludlow in 1977.

▲ 1954 Fordson ET6 It was owned by two farmers at Droitwich for 40 years, ending up in a scrapyard. Rescued by Neville Peate, it subsequently passed to Ken Clorley.

50 CLASSIC AND VINTAGE COMMERCIALS

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1932 Leyland Badger TA4 was new to owner driver,William Proudman of Tamworth who ran it for 30 years on general haulage and latterly on asbestos sheets from the manufacturers. It passed to Ralph Ferrie who restored it. It completed the second London to Brighton Run, passing to Paul Adams in 1976 for further restoration.

1972 AEC Marshal was new to Dunlop & Ranken, passing to a North Wales farmer before being sold at Telford auction in 1987. It then went to T Woods plant hire of Ironbridge, passing to Ray Banner in scrap condition in 2001, who spent two years putting it back on the road. It later passed to Geoff Newsome and from him to Lewis Weaver who painted in his livery.

◄ 1975 Volvo F88 was new to Howe Estates at Thirsk, North Yorkshire, before being sold to Kings Motors of Middlesbrough who were coal operators and used it on tipper work. After being tried on long distance work, it was dry-stored until late 2003 when restoration work was completed by Bob Bayliss. It was later bought by Carl Evans and painted in Evans Minsterley Motors livery. ► 1968 ERF twin steer was new to Lowe's of Paddock Wood and used to carry meat on the continent. During this time it featured in a film showing it working on these jobs. It was bought by Neville Peate in 2006 and restored over a 12 month period, being completed in 2016

1970 Albion Reiver RE33AL was new to Albert Davies Transport of Shrewsbury, and has remained with the family for its whole life. Used regularly up until 1982, it was restored for the Albion Centenary.

1958 Albion FT37 was new to BRS at Carlisle, then went to Hudson’s of Leeds. It was found by Gerald Mills as a box of bits with numerous parts missing in 2003 and took ten years to restore.

▲ 1960 Ford Thames Trader was new to a builder at Hinstock,

1953 Foden FG6/12 was new to Whewells Transport of Radcliffe, Manchester for general haulage. It was bought in 1959 by showman Henry Wallis, and was acquired by David Canavan of the Museum of Transport in Manchester in 1981, with restoration starting in 1990. Its first rally was in Manchester in 1998. It was entered by S Burton of Rochdale.

near Market Drayton and was used by them until 1970. It then passed to restorer Nigel Pocock, who used it as a breakdown until 1980. It was bought by Andy Price in 1990, who removed the body and crane, putting the tipping gear on. It was restored by 1992, being repainted in 1999.

◄ 1971 ERF LV with a Gardner 6LW engine, David Brown gearbox and Eaton two-speed axle, it was with Mike Bakers on a Lincolnshire fruit farm, later passing through the hands of a number of owners before being bought from Berrow near Malvern by Ken Faithful who restored it over a 12 month period. CVC DECEMBER 2017 51

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MAY 27 & 28 2017 Duncombe Park Steam Rally, North Yorkshire By David Reed

tately Duncombe Park near Helmsley in North Yorkshire has welcomed the Great Yorkshire Traction Engine Club’s annual gathering every year since 1990. This year’s event took

place over the weekend of July 1 & 2, all types of old vehicle are represented, but lorries always form a major part of the show, which is also always very popular with visitors. ◄ Robinsons of Northallerton duo. 1974 Atkinson Borderer was found by Trevor Robinson rusting away in a field near bought from Stoke-on-Trent and restored in around 2010. The 1972 ERF A Series was new to an owner driver in 1972 and then worked for Singletons of Ecclesfield before being sold to Dawse’s Funfairs of Doncaster where it carried a generator and pulled a mobile arcade until retired in 1994. It was with Geoff Dodds before passing to Andy Livall and Malcolm Wake from whom it was bought by Robinsons.

1957 Commer TS3 was new to Pickfords, working in the London area, before eventually passing to Gary Caldwell in Lancashire. It was bought by Graham Reed of Goole in 2012 and subsequently took three years to restore.

1950 Bedford O-type originated in Kent as a flat, being bought from Peterborough by Terry Teasdale of Sheffield in 2012. “The brakes needed doing and it needed rewiring,” Terry said, adding that “the flat body was rotten so I put a box on.”

1951 Bedford OLBC was supplied new by Murketts of Peterborough to J S Towell of Boston, passing to George Barnstone of Donington, near Spalding in 1967. It was stored between 1982 and 1990, when it passed to Keith Drummond and restored. From there it was bought by Ken Longthorne of Skipton, passing to Brian Lockwood of Wakefield in August 2016.

1930 registered Albion Model 24 started life in Carlisle as a tipper, eventually ending up at Willinghams Recovery at Hull, where it stood in an unrestored state. It was bought for restoration, but the shed was too small, so the project was put on hold and it subsequently passed to David Carnevale in 2009 who has restored it. It is fitted with hydraulic lifting gear.

◄ 1964 Foden S21. Powered by a Gardner 150 engine, it was with David Pyrah from almost new and used on general haulage, later being sold to George Ling for use on the fairgrounds. David then spotted his old Foden in a field and in poor condition in about 2003, bought it back and restored it, work being completed in 2011. ► 1986 ERF M16 was one of a pair that were new to the North Eastern Electricity Board (NEEB), being based at York and used until 1996. It was entered by Ian Johnson. 52 CLASSIC AND VINTAGE COMMERCIALS

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1943 Diamond T 981 WW2 Tank Transporter. After being sold by the MoD, it went to work for Harkness Heavy Haulage in Northern Ireland, in whose colours it is now preserved.

1975 Atkinson Defender was new to John Gornall and was used on brick haulage all over the country until retired in 2002. It was fitted with a new cab in the 1990s, and restored for a second time in 2011/12.

1939 Bedford K Type was used for carrying greengrocers produce for the first year of its life before being bought by the Farrow family for use in the scrap business, where it remained for the rest of its working life. It is now with Peter Farrow of Malton and still works on occasions.

1969 Bedford TK. It was new to an owner in Warrington who traded in two Bedford J types for it. It was lightly used, only covering 48,000 miles and has never been restored. It was bought by Robbie Ralph of Bishop Auckland in March 2017.

This 1972 Ford D Series was new to ICI on Teesside as a decontamination unit. It was first registered for the road in 1980 as CFT 501V. It was bought by Bob Shipley in 2009, re-registeredÂ with the present age-related plate, and displayed in Vaux Breweries livery. It was bought by Kevin Blakey of Sacristan and changed into his livery in September 2013.

1958 Leyland 14SC-12R Super Comet was one of a batch of 20 bought by National Benzole. After years of delivering fuel to filling stations, it was contracted to Northern Gas for the collection of Benzene from local coke works. It was bought as a chassis-cab by Frank Willis of Hetton-le-Hole and restored over a four year period. It has a Leyland 375 engine, Albion six-speed gearbox and Eaton two-speed axle.

1942 Bedford OWST tipper was demobbed from the army in 1954 and was used in various roles with a number of owners until laid up in the late 1970s. It was bought for preservation in 1981 in scrap condition.

1959 DAF YT541 was new to the Dutch army, being imported into the UK in 1980. After being left to stand for a number of years, it was bought by Alistair, James and Ronald Bayliss of Barton on Humber in 2005 and restored as a civilian vehicle. DECEMBER 2017 53

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Ă&#x160;

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1948 Leyland Beaver was, like so many, new as an NHS mobile X Ray unit. It eventually passed to John Whitehead who started the restoration. It then was bought by Tony Wilson who continued the task, passing to Tony Stephenson who completed the restoration. It is in the colours of Eric Lovelock, Tony’s father in law, who had a breakers yard at William Wright Dock in Hull.

1961 ERF KV was new to Gestetner, whose ink duplicating/ copying machines were found in most offices before photocopying. It went onto the fairgrounds in the Peterborough area in the 1980s, moving to the North East with Gordon Wilson and being restored in 2007. It was bought by Arnold Elsey in 2011.

◄ 1944 AEC Matador has been converted into a timber tractor with M J Wall & Sons of Ampleforth. ► 1971 Scammell Crusader was with the RAF and stationed at Akrotiri on Cyprus, being de-commissioned in 1977. It was then at Keighley Bus Museum before passing to J S Grab & Tipper Hire of York.

1955 Albion FT37 was owned by F. Pomfret and Sons Ltd of Littleborough, Leicestershire and was used on coal and general haulage till around 1971. It then stood in a sawmill before passing to a farmer for restoration, but never started until around 1983 when it passed to Graham Forster of Cumbria.

▲ 1976 Bedford M-type was an army vehicle originally, ending up with Wiltshire County Council as a gritter. It was donated to Econ of Ripon to refurbish around 2010. ► 1977 Foden S80 was new to Ward Brothers being driven by John Pickford all of its working life. It then went to a farmer at West Ayton, and later to Lincoln where was seen standing in a yard and bought by Stephen Jessup of Pickering.

1976 Foden S80 was part of a special order, being a six-wheeler on an eight-wheel chassis. New to Selby-basd Henderson & Son, it worked with Crendon Concrete, before passing to David Fox of Riccall near York. It passed to another owner, before being bought back by David and Andrew Fox in around 2011.

▲ 1957 Rotinof Atlantic was with the Swiss Army until 1975, passing to two owners in Belgium before it was brought to the UK by Mark Walker in 1992. It worked for Oakwards of London, where it was rebuilt, passing to Tony Jordan in 2002, and CVC later to Mark Lord.

54 CLASSIC AND VINTAGE COMMERCIALS

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Cummins NT-280-powered 22 tonner on trial in the lunar landscape of the Cornish china clay industry in 1968.

Following last month's profile of Haulamatic, NICK BALDWIN looks at another home-grown maker of off-road tippers.

o sooner had Haulamatic begun its trials in the early 1960s than another brand new maker of on-off road tippers appeared on the scene. This time it was Heathfield, named after the area of Newton Abbot in Devon where it was made by the Centrax gear and axle firm. The Heathfield DF20 was developed from 1965, entering production a year later with a seven cubic yard body, half-cab, Perkins 6.354, David Brown five-speed box, Centrax hypoid planetary drive axle, box section frame and hollow rubber donut suspension allround. It was designed by Ron Ebbutt who had worked on Aveling-Barfordâ&#x20AC;&#x2122;s dumptrucks since 1953. His school friend John Taylor was by then at Centrax which supplied Aveling-Barford, AllisChalmers, Hyster, JCB, Matbro and many others. It made complete axles under Rockwell licence for commercial vehicles

Centrax made all manner of lorry and earthmover axles under Rockwell licence.

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Key features of the DF20 including tubular frame, rubber suspension and positive axle location by A-frame and rods.

with single or double reduction, single or two speed, singles or tandems and front drive and steer. Centrax also had a heavy fabrication shop making boilers and much else. Taylor figured that with steel fabrication, gears, axles and Ron Ebbutt under one roof he had the perfect mix to make tippers for the local quarry industry. He was proved right when Ebbutt personally sold the first two to Ready Mixed Concrete in direct competition with Aveling-Barford in 1966. By the end of the DF20 and its derivatives in 1973, one hundred and fifty had been made. These derivatives included E models with lighter earth bodies and the H11 for eleven short ton (22,000lb) payloads.

All this activity was only a small part of the Centrax operation with its two thousand workers. It had been founded in Brentford, Middlesex in 1946 as Centrax Power Units by Richard Barr and Geoffrey White, aeronautical engineers who had worked with Frank Whittle on the first jet engines. Centrax specialised in turbine blades and, after expansion to Feltham, it moved to Newton Abbott in 1955. Centrax soon offered complete gas turbine 500 â&#x20AC;&#x201C; 600 kW electricity generating sets as well as making turbine blades for Rolls-Royce, General Electric, SNECMA and Pratt & Whitney. Plainly it was a major player in the engineering field and one that had entered the tipper market with serious

goals. However, like its rival Haulamatic up in Derbyshire, it had not realised that the road-going tipper market was already well catered for and that the on-off road market was about to disappear to be replaced in the quarry or construction site by articulated dumptrucks or ADTs. Luckily for Heathfield, its vehicles had given good performance with local quarry owners so in 1970 it decided to expand upwards into the oversize offroad rigid market. It had tried a 22 ton capacity prototype in 1968 with choice of Cummins or Dorman 300 bhp diesels and settled down to 1970 production with the 50,000lb capacity H25 which was soon joined by heavier models. All were Cummins or Detroit powered with 1972 H19 with 200bhp Leyland diesel soon became the H20 with 235 bhp Cummins though Leyland or Rolls-Royce options existed.

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HEATHFIELD

300bhp 1977 Heathfield H30 with (shortish) driver for scale.

Allison or Fuller transmission and featured rubber suspension, fully independent at the front. From 1972 there was also a smaller H19 (38,000lb payload) model with Leyland UE680 delivering 200bhp to its Fuller ten forward speed, two reverse ratio gearbox. This became an H20C in 1976 with Cummins, Rolls-Royce and Detroit options. The H19/20 accounted for impressive sales of 180 up to 1980, to which had been added 160 of the H25/25/30 and 60 of a Cummins or Caterpillar 375 bhp H33. At the end of 1979, Sales Director RJ Harvey dropped the Detroit and Rolls-Royce options. That same year Scottish Land Development (known as SLD-Olding), which had handled Haulamatic, became distributor of the H20 and 33 and worldwide distributor of the Nord-verk 6x6 ADT powered by 6.7 litre Volvo which it contracted Centrax to take over all production rights. This seems to have been something of a flop with only a few handfuls sold, primarily for transporting containers of London household rubbish on landfill sites. SLD Olding had been AEC Dumptruk distributors and it decided that these and the Haulamatic needed replacing with a 6x4 Heathfield normal control rigid called the H2200 for on-off highway use and up to twenty tonnes payload. Power came from a 219bhp VT555 turbo diesel, one of the few lemons in Cumminsâ&#x20AC;&#x2122; portfolio and Ron Ebbutt specified the ever-popular five speed Allison. The H2200 was conceived as an

Piled high with rocks, a Heathfield is put through its paces in a demonstration to quarry owners.

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HEROES & NAMES

Early 1990s H22 from Unipower Haulamatic Heathfield at Kingswinford, Dudley. It featured Cummins 250 bhp L10 and ZF five speed powershift.

1978 and a new British 6x4, the Heathfield H2200 shown here as a Haulamatic replacement in the SLD Olding range.

all-round world truck suitable for construction, timber, oilfield and other arduous tasks and it featured an A-frame-mounted rubber-suspended Kirkstall front axle with twin Eatons at rear on rubber cushioned balance beams. The H2200 made an appearance at the 1978 Public Works Exhibition but the potential market only existed for a few big names with global sales and service networks and the H2200 proved to be an expensive failure. There were also attempts to gain military orders with 6x6 DROPS vehicles and an all-terrain forklift developed in New Zealand, but eventual orders went to Foden and JCB. One imagines that the failure to sell the H2200 convinced Centrax that there

Another view of the H2200, which was intended for numerous on-off highway roles.

was little future for it in the truck market, and in 1983 it was pleased to accept an offer from the Heathfield management team to acquire the business. It must have been amicable as production continued at Newton Abbott though there was also a maintenance depot in old National Coal Board workshops near Nuneaton and a rebuilding and updating service at Elton, Stockton on Tees. Rob Ebbutt as Technical Director and General Manager continued developing the big four wheelers and was still at the helm when Unipower, which had recently bought Haulamatic, took over in 1991 to create Unipower Haulamatic Heathfield based at Kingswinford, Dudley, West Midlands.

Ron stayed on to develop a 40 tonne capacity H44 with 480bhp Cummins 18.9 litre diesel and Allison six-speed transmission with torque convertor. He retired in 1993 but carried on as consultant for a couple of years with a final swansong of a fifty tonner. Meanwhile, Unipower had moved its crash tender business to the same factory to leave Watford clear for its Scammell lorry-based developments. Peter Rotheroeâ&#x20AC;&#x2122;s fast expanding Unipower group came to the attention of Alvis, which was on the look-out for suitable military contractors and had taken a shine to Haulamatic because of its British Army clearance to make bridging vehicles. Indeed, this is

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HEATHFIELD

The H33 accounted for 68 sales from 1978-80 and continued, this one dating from after Heathfield’s independence from Centrax in 1983 when the wings logo was adopted.

probably what had attracted Unipower as well because its 8x8 M-types, with forty ordered by the Army, were soon modified as bridgers at the same time that 6x6 tank transporters were being sold to Oman. The 1994 Alvis purchase of the Unipower group left the dumptrucks out on a limb and they were soon snapped up by plant distributors LH Group Holdings of Barton under Needwood near Burton on Trent, Staffordshire. Although known as Heathfield Haulamatic Ltd, the latter name was in small print and just the H44 and H50 survived the move due to the fact that

The LH Group’s mid-1990s H44 had 480bhp Cummins and Allison six speed transmission for 40 tonne loads.

LH already sold South African built ADTs from Bell. It would be interesting to know more about Heathfield at LH Group and how many were sold. It seems that production carried on until the Black Country factory closed in late 1995. Unfortunately the writing was on the wall from the moment that Bell took over its British distributor in 1998. Whether any Heathfields were assembled at Burton on Trent or whether it simply sold remaining stock is unclear, but the Heathfield brand was soon axed though spares and servicing continued well into the new century. Indeed, there were plenty in use

in 2003 when Truck magazine sent me to write about Mr Nott’s Brayford, Devon quarry fleet that had started with Fodens but moved over entirely to Heathfields which were still shifting thousands of tons per week and whose Centrax hypoid hub reduction axles were rated as economical and long lasting. Likewise the rubber suspension and scientifically-designed rectangular tube chassis that gave optimum strength coupled with lightness. I wonder if any remain in what is now a Heidelberg Hansons quarry, or for that matter anywhere else, as testament to a brave British attempt to break into a market dominated by foreigners. CVC

CVC

Brayford Quarry in 2003 and driver Mark heads up the haulway for the umpteenth time in his elderly H33. 60 CLASSIC AND VINTAGE COMMERCIALS

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MOTOR MISCELLANY

T PAR2

Nick Baldwin takes a further look at classic lorry powerplants…

Four separate pots on this T-head 1906 40hp Tylor.

ast time we looked at pioneer NA Otto and the birth of his Deutz engine firm. We also examined White & Poppe (pronounced ‘Poppy’, by the way), Aster and Continental – three of the earliest important makers in Britain, France and America respectively. This time we have some more pioneers, starting with Tylor who are best known as London sanitary engineers but who somehow found their way into making motors in 1906. Amongst their early customers were Karrier, Durham-Churchill and Halley. A 1906 advertisement shows a 40 hp T-head engine with four separate pots that was, no doubt, made of castings from the firm’s own cistern, pipe and bath foundry. Tylor’s crowning glory was sharing the engine supply to AEC with Daimler for the Y-type three tonner, of which over

The obscure Drayson from London had pair-cast cylinders and was used in Laycock three tonners in 1913.

ten thousand were built in the First World War. This JB4 Tylor was also built by the recently formed Guy Motors, who found time and capacity to make Maudslay gearboxes and Wasp/Dragonfly radial aero engines at the time under control of the Ministry of Munitions, when their own lorry production was curtailed. The alternative Daimler engine was of the sleeve valve type using CK Knight’s US patents. Daimler also supplied, and then had built for it by R&V Engineering of East Moline, Illinois, similar engines for Yellow buses. Whilst these KnightDaimlers proved reliable if well lubricated, the Tylors suffered various problems often due to moulding sand trapped in the waterways. As wartime demand subsided, Tylor must have thought itself lucky to win an order for a new Angus-Sanderson mass-produced car from Sir William Angus, Sanderson

1920 advertisement from BMW which had been forced to abandon aero engines and was trying its luck with lorries.

& Co, Birtley, Co Durham. Sadly this was a flop and Tylor reverted to sanitary ware, though a new firm called Tylor JB4 Ltd carried on and in 1928 had a 40-70 hp iron or aluminium piston Tiger engine available to update AEC or other chassis, some of which it advertised in conjunction with Carrimore for twelve ton artics (an illustration appeared in July 2017 issue, page 58). A more mysterious four cylinder engine available for 1914-18 lorries was the Drayson from the Commercial Marine Engine Co of Hanwell, London which was certainly used in the ephemeral Laycock lorry built in Sheffield. Meanwhile in Germany the Karl Rapp Motorenwerke had joined the Gustav Otto Flugmotorenfabrik in 1913 to make aero engines and become BMW in 1917. In the subsequent peace treaty

1929 Meadows overhead valve motor from a range covering 12 to 110 bhp.

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Meadows six cylinder engine and gearbox of 1933. Note fivespeed overdrive boxes for diesels.

German aircraft were banned, so BMW concentrated on motorcycles and an overhead camshaft 8.1 litre 45/60 hp lorry engine which it sold to MAN, Zypen, Goosens-Lochner and some ten others. A contemporary commercial vehicle engine came from Maybach, one of Gottlieb Daimler’s original colleagues at Deutz. Wilhelm’s son Karl Maybach was, like BMW, banned from making aero engines in the 1920s so he switched to road vehicle petrol engines and made six cylinder units for Faun and several others plus diesel railcar motors. In the 1930s Maybach made luxury cars and supplied some of its V12s for military vehicles as well as preselector gearboxes to numerous firms including a few to Thornycroft, Tilling-Stevens and Lagonda in Britain. Maybach made the heaviest Daimler-Benz diesels from 1960 and this collaboration led to their joint MTU (Motoren und Turbinen Union) business. By then a rival was MWM, or Motoren Werke Mannheim, which was a continuation of the former Benz engine factory which had supplied large numbers of diesels to agricultural tractor and lorry makers from the 1950s onwards. The eagle eyed will have spotted the mention of Lagonda which plainly made cars not commercials. However, its saviour in 1935 was solicitor Alan Good who outbid Rolls-Royce and Alvis

Early brochure cover for McLaren-Benz diesels “up to 48 bhp can be started from cold by hand”.

to own the famous factory which had just produced a Le Mans winner. After the war Alan Good sold the Lagonda business, which employed WO Bentley as chief designer, to David Brown who had recently saved Aston Martin. Good then used Lagonda’s Staines works for a new enterprise called Associated British Oil Engines, an amalgamation of famous old names like Mirrlees, Meadows, McLaren and Petter. Mirrlees made big stationary and marine engines and Petter small farm and industrial engines (plus some ill-fated three cylinder twostroke diesels for Shefflex lorries) but Meadows and McLaren are worthy of closer inspection. Machinist Henry Meadows had worked for Clyno which, after making motorcycles in the First World War, had embarked on a brave programme of car mass-production in the 1920s using largely Coventry Climax motors. Meadows started in 1920 with gearboxes for Vulcan and added motors in 1922. He soon had a sixty strong client base. His factory was close to that of Guy in Wolverhampton, which had started out with White & Poppe engines and made Tylors for others, but switched to Meadows for its own use. Big sixes became Meadows’ forte, with both Roebuck and Peerless Trader of the early 1930s using the 8 litre 115 bhp units whilst the 4.5 litre was used in coaches and Lagonda cars.

Before the war lighter commercials like Foden’s two tonner, the SentinelGarner, the G Scammell low loader and the British Latil Traulier used Meadows. Then with the war, Scammell became a major customer and several of its postwar specials continued the tradition, though Gardner’s diesels eventually won out. Meadows diesels were used in the new 1953 Rowe Hillmasters and in a few later 7/8 tonners from Cornish Motor Transport of Helston. Other ephemeral makers like Rutland and Douglas also used a few, as did Tilling-Stevens for coaches and TVW who also used its gearboxes. Meadows diesel was one of the options when Guy returned to the heavy field in 1954 and one suspects that the two firms worked closely together on many other engineering projects. After Jaguar bought Guy in 1961 it soon added Meadows for extra capacity in its CV division that included Coventry-Climax and Daimler, but its merger with BMC, then Leyland, soon put paid to this and, indeed, to Meadows. McLaren was an old-established steam engineer based in Leeds that must have seen the writing on the wall for external combustion in the mid1920s when it gained manufacturing rights to Benz diesels. One to six cylinder types found their way into boats, cranes, rollers, locomotives,

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Classic Engines

This is one of the pictures McLaren sent to Garrett in 1933, though by then most emphasis was on its new LM type using Ricardo patents.

When Garrett was reformed late in 1932, McLaren tried to interest it again but Gardner won the contract.

LM apparently stood for “leading model” and here are some of old petrol chassis re-engined by them.

generators, compressors, tractors, winches and the pioneering 1929 Kerr-Stuart lorry. This came from a locomotive builder and initially had a German Helios six cylinder diesel before the 11 litre four cylinder 60 hp McLarenBenz was standardised. This was started by a single cylinder JAP rather than the hand wound flywheel and inertia clutch found on many of their industrial sisters. With revs limited to 800, the lorry was slow and cumbersome and only five were sold before Kerr-Stuart collapsed in the financial meltdown of the time. McLaren seems to have fallen out with Benz, or rather Daimler-Benz as it had been since 1926, and henceforth used Ricardo technology. It gained large Admiralty orders and, having made a 100 ton diesel road tractor for Pickfords in 1940, joined the Brush electrical firm

1920 advertisement for detachable cylinder head Buda motors. Buda retained a London office at the time and supplied Burford and maybe others.

in 1943. When the link with Petter and others commenced after the war, the heavy engineering side of McLaren joined forces with Fowler which had also dabbled with diesel lorries in the 1930s using its own engines. The arrival of successful diesels marked a watershed in the story of proprietary engine makers, with those failing to make the grade soon finding it impossible to sell in competition with leaders like Gardner. Cheap fuel in America made gasoline reign supreme for longer than in Europe, but pioneer Buda acquired a MAN licence in 1926 and, after a range of industrial engines, made a successful transition to road diesels by the mid-1930s. Buda was a railway equipment manufacturer named after the town in Illinois where it was founded by

George Chalender in 1881. With a move to Harvey in 1910 Buda began involvement with the local motor industry and became a major supplier of truck engines – the thousands of wartime Jeffrey Quads were just one of its many customers. Indeed, at its peak, it claimed over a hundred truck makers and about a third of the market (presumably the proprietary engine market). Garford was a major 1920s customer for six cylinder gasoline units. With the decimation of most truck assemblers in the 1930s, Buda struggled on it the face of growing Cummins dominance and was eventually snapped up by farm and industrial equipment maker AllisChalmers in 1953 (who themselves subsequently tried to sell transport diesels into the 1960s). CVC

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Trucking live

The Editor was unavailable on September 23, so former incumbent NICK LARKIN popped over to Oswestry in his place…

n excellent contingent of classic commercials was among the 350 lorries at this event which has recently been acquired by Kelsey Media who have big plans for it. Voted best vintage vehicle was Nev Peates superb 1968 ERF LV Chinese Six Tractor unit, PKR 668G, new to Lowe of Paddock Wood, the lorry has undergone a recent rebuild from the chassis rails up. “I’m really pleased to win – the restoration has been a lot of hard work.” said Peter. Runner up was 1980 Scania 141 JRU 436V, one of a great classic line-up in the Penton’s Haulage fleet display. In third place in the Classic and Vintage Commercials-sponsored section was David Howell’s 1957 Fordson, ET6. This was new to Bournemouth Ice Makers but lovingly restored as a replica of several of these vehicles operated by his grandfather, William. American lorries featured among the line up and among the most fascinating, if not gleaming was Paul Chadwick’s 1980 Peterbilt, driven down from Lancashire. The Caterpillar 340B engine returns 6mpg on a good day.

Attracting much admiration was this Bedford O-Type owned by Dave Yarwood of Glenvaroch, near Oswestry-based Greyroads Ltd. Behind is Nev Peate’s 1968 ERF, which won the Best Classic Commercial award.

Swedish threesome – superbly presented Scania 143M in S Griffiths and Sons livery passes Volvo F88 and Scania 141 of the superb Pentons preserved fleet.

Special mention must also go to two contrasting Fodens, Jack Edwards’ S38, UFD 628G, presented in the livery of its original operator, Truck Mixed concrete,

New to a Manchester fruit and vegetable merchants in 1949, this Foden FG later passed into fairground use before being bought by Cliff Ashley in 1986 and painted into Joint Motorways livery.

Magnificent Foden S36 owned by Jack Edwards and presented in original Truck Mixed Concrete guise.

and , one of a dwindling number of working examples, Cawley Bros from Gwynedd’s Alpha, DG53 AYU which looked immaculate in Hanson contract livery.

David Howell’s 1957 Fordson, ET6. new to Bournemouth Ice Makers but lovingly restored as a replica of several of these vehicles operated by his grandfather, William.

Paul Chadwick and partner Rosen Biggs with apparently ‘straight from American service’ 1980 Peterbilt. DECEMBER 2017 65

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December 2017

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AEC

AUSTIN

MAMMOTH MAJOR

FE SERIES 3 FLATBED

GREEN GODDESS

COMMER

HI-LINE

TS3 1964, £POA. Scammell coupling with TS3 engine on the back. Please call 07503 198216.

£OFFERS. Restored in 2012, 960 engine, 6 speed, Durham, cab steel, new panels, new body, living accommodation. Please call 07952 339440.

MAMMOTH MAJOR MK111

1949, £POA. Flatbody. 8x2 rigid. Fitted with booster box new 11.7engine new clutch new tyres. Capable of 50+mph. Please call 07745 516936.

DAF 1959, £POA. In perfect running order, slight cosmetic work needed. Last one of its type known. Please call 07967 338250

1956, 3,894 Miles, £3,000. Also large amount of fire equipment available. Please call 01929 424786

1983, £3,250. 18 ft Beaver, tail body Perkins 6354 engine, low miles VGC. Also 1966 Bedford Tk tipper alloy body, one owner. Please call 07759 473380.

BEDFORD QLB

K2 PLATFORM £OFFERS. For full restoration one more complete than the other, appeal to real enthusiasts with energy and time to restore there old vehicles. Please call 01244 327805.

£8,000. Mech sound still being rallied, drive anywhere, recent brake check over, some mech spares included. Please call 01525 874358.

MERCURY

BEDFORD A TYPE

DODGE COMMANDO

1963, £2,750. Pickup for restoration. Some work done. Please call 01580 24123

1954, £12,500 ONO. 6 cc Petrol drop side lorry, 2 axle rigid body. 77,000. Mot/ Tax exempt. Excellent condition. Please call 07977 862356, Shropshire.

1960, £13,000. Leyland 350 Diesel Eaton 2 speed York 3rd Axle MOT/TAX Exempt. Please call 01789 720833, Warwickshire.

A TYPE LORRY

TK 220 DIESEL

ATKINSON DEFENDER

1972, £7,000. Converted to twin steer tractor unit with 12 month MOT and free road tax gardner 180 engine. David Brown gearbox. Please call 01723 892046.

1933, £5,000. In need of full restoration. The truck was feature in the 2011 film Captain America: The First Avenger, with the certificate of authenticity held. The reason for the sale is that of the owners ill health. Please call 01534 867294.

ERF A SERIES

1968, 43,900 miles, £9,900. 2 axle rigid body. Please call 01593 721236.

5 WINDOW PILOT HOUSE

ATKINSON

1972, £5,500. Red historic vehicle. Please call 07768834782 or 07836 252210, Farnborough.

WRECKER

DODGE

ATKINSON

£6,000. 95xf 480 engine 16 speed manual gearbox Air suspension manual pump Double sleeper long range fuel tanks in very good condition 1st to see will buy. Please call 07836 248708.

1987, £1,500. Cherry picker every thing works. Perkins 6354 comes with very good spare ex MOT cab. Please call 07876 342131.

1947, £6,000. 1.6 litre. Please call 01455 616549.

1954, £11,000 ONO. Please call 07831 352656.

X REG DAF

1948, £11,500 ONO. 6 cylinder 1/2 tonne truck. Solid chassis/body, new tyres, good brakes, 12V. Rest original, have shown. Goes well. Please call 01453 860 823

1971, £4,000. 8 wheeler. Gardner 150 engine, 5 speed gearbox. 21ft box body. Full air to rear. Runs well. Cab in need of TLC and some other restoration required. Tax exempt. Ex Rugby cement tanker. Transferred by previous owner to showman’s use. Please call 01908 583121 or 07799182168.

B SERIES

RB 44

1954, £15,500 ONO. Rare A Type Bedford, excellent condition, tipper body, spring tow bar, new tyres, ideal show/promotion vehicle. Please call 07977 862356

 CLASSIC AND VINTAGE COMMERCIALS

1972, £8,500 ONO. Refurbished 2012, nut and bolt restoration, new brakes, tyres and drop side body, free road tax, car mot, expires May 2018, very clean condition. Please call 07710 949300.

£2,500 ono. Cherry picker Perkins phaser engine running. Please call 07889 924947.

1980, £5,750. Unit sleeper cab, 265 rolls, mid lift axle, very tidy, runs very good. In very good condition. Please call 01524 241994.

For trade ads please contact 01732 445325 C SERIES SLEEPER

EC11 4X2 ARCTIC

S21

FORD, FORDSON & THAMES

FORD MODEL A

D900 1982, £POA. Rolls Royce Eagle 290. Good condition. Shot blasted with a nice coat of paint. Dry stored since refurbished. Full Brake reline when refurbished. Interior needs a little tidying. Just tax and drive. Currently SORN. Please call 07495 090452.

EC10

2000, £POA. Mot till August 18. Please call 07926 067452.

196, £OFFERS. 150 Gardener 12 speed box 56 mph .Fully fitted out, living inside body professional. Please call 07919 414793, West Yorkshire.

S36

FODEN 4000 SERIES XL

1996, £3,750. Ready to show and rally. Lots of new parts also other new parts included. Barn stored with full history. Ring for more details. Please call 07816 574887, Derbyshire.

E10 325

1993, £POA. 4x2 tractor unit genuine lorry, ex R G Bassett & Sons, two owners, one of the last E Series to be built. MOT November 2017. Please call 07701 017182, South Lincs.

1997, £POA. 6x2 mid-lift. Perkins 410 TX. 9 Speed Eaton. Excellent Condition. Tested until Jan 2018. Please call 07971 284644, Cheshire.

M SERIES

1984, £4,000. Perkins 6354 engine, six speed box, 18.6 alloy tipper, tidy lorry, drives well, no time to use hence sale. Devon. 07976 624627.

1969, 50,999 Miles £15,950. This very nice 8 wheel flat, powered by a Gardner 180 engine, Foden air change 12 speed gear box, Foden back axles. Vendor states it was restored by a Mr Carter at an expense of £40k over the last few years. Taxed and MOT until June 2018. Please call 07768 640760.

S104

1991, £2,500. Diesel Needs Restoring Cummins 250 4 Wheeler Flat Lorry 17,000 Gross Weight Barn Stored for Last 15 Years Non Running. Please call 07730 050492.

1972, £2,000. Short wheel base tipper. 6 cylinder Ford engine. 6 speed transmission, including crawler gear. 14.5 tons gross weight. Some welding required to cab but very sound for age. Original Ford speedometer. Very short and strong aggregates tipping body. No longer than a tractor unit. Formerly Bosworths of Peterborough. On farm use (off highway, no road salt) since early 1980s. Straightforward restoration. Starts and runs. 07778 048 770, Lincolnshire.

E83W

1955, £5,900. Original Ford built, builderstruck wooden sided road going vehicle. But cab and engine bay stripped for painting, no rust, no welding required. Please call 01473 652619.

1928, £22,000. 10cwt Van, R,H,D 24.9 hp, new and old style logbooks, original reg, totally original, excellent condition. Please call 07850 353155. South Northamptonshire

LEYLAND BEAVER

1933, £POA. Earls court show model. The most original wagon you will ever come across. Runs excellently. Please call 07759 330839.

O TYPE

1922, £POA. 40HP. Petrol. Maroon. One of 8 Chassis ever made, only known surveyor. Great history by the Leyland museum. Please call 07759 330839.

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December 2017

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OFFER CODE BUYER441 14/12/2015 15:50

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COMMERCIAL CV 11/40

SCANIA

LB81

1929, £POA. Petrol, 35hp. Excellent running order. Shell mex, London, tanker lorry. Worked in wakefield road, Leeds as an oil tanker until 1968 then e coles of Leeds, well known historic vehicle preservers. Converted to drop side tipper as featured in truck magazine September 1975. Please call 07815 513325.

MERCEDES 814

1946/7, £6,700. 12ft body ,90s restoration,local Lorry in working clothes. Please call 07710 382947.

J2 1974, £POA. Needs cab. Chassis is clean & rust free engine is very good, can be heard running. Please call 00353 86 2595281 or 00353 59 97 73551. 1963, £1,800 ONO. Cab + chassis very rare. Would make a good pickup. Was a box van family owned restoration and needs welding in the chassis. Chassis cab in good condition, last on the road 1987. Was going to restore myself but do not have the time. Log book & all MOT’s. Please call 07775 304760.

MINOR PICK UP

1991, 175,000 Miles, £2,300 ONO. One year MOT. CAB repainted. New hard wood floor. Aluminium body. Spring assisted Aluminium skids. Six good tyres. Full VOSA history. Please call 07860 186701, Essex.

MORRIS

1969, £7,950. Disc brakes front servo fitted, mot April 2018, Genuine pick-up, nice runner. Please call 07816 888718, Stoke-In-Trent.

MINOR VAN £POA. Fully restored to a high standard. Please call 07503 198216.

SCAMMELL SCAMMELL TRUNKER

VOLVO FL10

1980, £POA. Breaking for spares. Engine, gearbox, and back axle all present and good. Cab completely rotten, but all glass and many ancillary items present. For sale either complete or major components (not light lens by light lens). Please call 07778 048770, Lincolnshire.

P82

93 280

1994, £10,000 ONO. M reg, 4x2 tractor unit,Very good condition, tyres 90%, Only been used for shows the last 4 years (always garaged), Mot: march 2018. Please call 07774 073190.

FL6 18 £4,500. B reg restoration project immaculate interior. Please call 07974674431, South Yorkshire

R144-460 £POA. This has a 280hp engine it has a demountable system it also has a 25ft Williams of wrecsam cattle container and a flat body as well it is on alloys and has got a towbar fitted it has only done 450,000 klm from new sale due to illness and have lost hgv. Please call 07813 150159.

G REG SCANIA

COMMERCIAL LC4

1998, £POA. 4 wheel tipper, good condition. MOT August 2018. Please call 07787 772216. 1997, £8,500. 4x2 Tractor Unit with Twin Bunks, Manual Injector Pump, Air. Suspension, Only been used to take trailers to test in the last eleven years, so hardly used, No MOT, Good Tyres. Please call 01422 203900, West Yorkshire.

ALL OTHER MODELS 5 X 813 CARGOS

VOLKSWAGEN LT31

1953, £6,000 ONO. LAST Morris commercial to be used on heartbeat, this is not the original one used in heartbeat. Good starter, done several Tyne tees runs. Please call 01914 89317

£18,000. 220 rolls AEC gearbox this lorry as had lots of money spent on it in the last twelve months including a total cab rebuild and revealing repainting and the box body repainted new stainless exhaust silencer made for it ring for details. Please call 07805 039684.

 CLASSIC AND VINTAGE COMMERCIALS

£7,500. P113 320 engine sleeper cab manual gearbox steel suspension needs very little doing to it for restoration runs very well and in very good condition. Please call 07836 248708, Herts.

£1,500 THE LOT. For restoration, spares or repairs. Please call 01939 233434, Shropshire. 1983, £2,000. Pickup, petrol, MoT till December 2017, 1984cc engine, drop side flat, in working order, to work or play. Durham. 01388 606653

HYDRA 12T/120 1968, £7,500. 4x2 crane. In good working order. Recon box and new clutch. 3 owner. Please call 07940 504622.

For trade ads please contact 01732 445325 INTERNATIONAL D2 PICKUP

TROJAN PERSONNEL WAGON

T2 CROSSOVER EARLY BAY

COMMERCIALS WANTED ATKINSON SILVER KNIGHT/ BORDERED

1938, £12,000. Very good condition, drives as should, starts on the button and converted to 12 volt system. Original International engine. Please call 01440 785473

KAISER JEEP CJ-5 1970, £18,950. Ex Swiss Army. Absolutely perfect original condition. UK taxed exempt and 12 months MOT. Please call 07768 640760 or alexpilato@traderisks.com.

LAND ROVER 90 1965, £3,500. Land Rover ‘C’ 200 TDI MOT Dec 17. Over drive free running hubs, hard top with windows. Chassis painted yellow. Please call 01875 825542.

1955, £7,000. Perkins P3 engine restored 5 years ago. All brakes have been renewed, 5 new tyres. MOT tax exempt. Please call 01989 762429.

CARAVANS & MOTOR HOMES FOR SALE LORRY BOX BODY

LAND ROVER 110 COUNTY 1988, £7,000. Original blue, ex National trust, new tyres, tow bar, steps, sunroof, nice condition. Please call 01327 209459.

THORNYCORFT SWIFTSURE

£1,500. With 2 berth, full living accommodation to high standard, 7 ft high 7ft 6 inchs wide. Please call 07876 34213

SPRITE ALPINE CIRCA

1969, £35,000. California imported rust free. Fully restored 2011 owned since. Wax oiled. Summer miles winter stored in insulated garage. 1776 completely rebuilt motor machined heads 40 twin Webber carbs. Braided hoses, electronic ignition, stainless exhaust, oil cooler, custom Porsche front disks, new rear drums with servo, anti roll bar, empi or original wheels, halogen headlights. Durham. 07515 855472.

TALBOT EXPRESS 1990, £1,955. Campervan rebuilt, Peugeot engine, manual, MOT until 2018, clean, dry and tidy example, awning cooler, microwave, tv, little use. Please call 07950 398750.

1956, £10,000 ONO. Rallied north of the border since 1990, needs attention, with a new owner. No tax, no mot or vat. Drive away. Please call 01555 893465.

December 2017

1964, £1,250 ono. In good condition. Worthy of restoration as a classic. Lying Please call 0208 502 6644

WANTED. Three way van for restoration or Ford 7V for restoration. Please call 01782 517278

WANTED. Something like Thames Trader, already done up and just needing sign writing. Any make / model. Please call 07929 373862.

AUSTIN K8

BEAVER TAIL TRUCK

WANTED. 3500 kg. ith 1500 pay load. Please call 01246 864281

CA VAN

VINTAGE LORRY 4 WHEELER

SERVICES DAVE ALLEN TRANSPORT

WANTED. Bedford CA Van or Work Bus, in good condition, top price paid. Please call 01722 710459.

CF AMBULANCE

WANTED. Bedford CF Ambulance in good condition, colour white body fibre glass or Ford transit MK2 Ambulance. 07594 819 490

FODEN S21 1950, WANTED. 2 stroke, 6, 8 wheeler. Notts. 07701 280077.

VOLKSWAGEN EARLY BAY

FORMER LYONS TEA

1989, £10,500 ono. Professionally converted 78PS Panel Van. Fitted out for fun or business. Sound and video. 1915cc Petrol. New stainless steel exhaust. New tyres. Recent Service. MOT October. Kent. 07721 942732.

THAMES ET6 4AD LORRY WANTED. In running order. Cash paid. Please call 01691 688448.

1967, £3,000 ONO. Please call 07727 469212, Shoreham.

VOLKSWAGEN MYSTERY MACHINE

WANTED. Please call 07805 039684.

WANTED. Any condition considered for refurbishment or braking, prefer Gardner engine. Please call 07880 740638.

VICKERS CARAVAN

1971, £16,000. Very early Bay Window 7 seater, all with seat belts. It’s recently had £5,500 spent on it including respray and engine rebuild. The back seats go flat into a full size bed. It’s had a new rear bumper, wing mirrors, exhaust etc. Please call 07730 533115.

SCAMMELL ROUTMAN

WANTED. Mothers Pride or similar high top LWB van diesel and running order preferred but anything considered 1938 to 1960 must hold at least 8 canoes. 07804 411490.

MORRIS - AUSTIN

1954, £Up to £4,000, WANTED. Lancs. 07745 470706.

Ring for details. Collection/ delivery to and from shows/ sales tractors, agricultural machinery, plant, commercial and military vehicles etc. Winch for non-runners. Large or small equipment moved. Short notice, evenings/weekends no problem. Fully insured. www. daveallentransport.co.uk (T). Please call 01308 868741 or 07798 845112., Dorset

REPAIR SERVICE

MORRIS MINOR VAN 1954-1972, WANTED. Low milage if possible. Distance is no object. Please call 07745 470706, Blackpool.

SUZUKI RASCAL PICK-UP WANTED. Or similar in fair condition, must have Mot, petrol or diesel. Please call 07816 340317, North Somerset.

SCAMMEL ROUTMAN WANTED. 8 wheel tipper wanted. Would consider flatbed. Must be good mechanically. Don’t mind a bit of recommissioning. Please call 07805 039684.

Ring for details. Servos and Hydro Vacs, some models off the shelf in exchange, new leather diaphragms available. Ring to discuss your requirements. Collection Service available. CLASSIC SPARES: ian@classic-spares. co.uk. Please call 01626 891645, Devon. 73

Send us your AD – FREE! Email FREE ADS to: trucks@kelseyclassifieds.co.uk

PARTS FOR SALE 2 FODEN CABS

ATKINSON MK1 PARTS £POA. 2 Speed axle, springs, handset front axle, steering box, 5 speed David Brown gear box, clutch + pressure plate to suit, gardener engine, split rim wheels and other parts available. Please call 07846 953404, Devon.

AUSTIN K4 MUDGUARD £POA. One Sleeper / One Day Cab. Please call 07730 050492.

£75. Genuine rear mudguard, old stock 1950’s. Part No. 21H128. Please call 01706 229845.

BEDFORD GRILLE

3 10X20 TYRES ON SPLIT RIMS

£POA. See photos no reasonable offer refused. Please call 01995 606521 or 07523503296.

ERF SPARES £POA. To fit B series, C series & E series. For example doors, wings, bumpers, grilles, cab interiors, air valves, dash spares, other chassis components, too many items to list. Please call 01524 241994, North Lancashire

GOODYEAR 12.00-20 NYLON 14 PLY RATING BAR GRIP MILITARY TYRES

BRAKE CYLINDERS

0813 TIPPER £POA. Commercial new in the box. Please call 01443 204062 OR 07974 938155

CYLINDER HEAD AND CRANK SHAFT

1,000 GALLON TANK UNDER COVER

£POA. Average condition for age. Some marks present but more than usable for a classic commercial or military vehicle. Please call 07767 424197, Gloucestershire.

LEYLAND DRIVE DIFFS £POA. 6-9 ratio, some half shafts & hub reductions, reconditioned starter for 411/ TL11 windscreen for lad cab. Please call 07528 326867

£3,500 ono. On good B.R.W axles 265-70 x 19.5 tyres. Passes yearly MoT test with little or no expense. Pull out rear alloy ramps, MoT to October, ready to roll. Aberdeen. 07456 269940.

RS 2000 CHOCOLATE BROWN MATERIAL

1990, £500 OVNO. Day Cab. Ex-1990 lorry. Good, solid cab. Doors and glass present. Most interior panels and switches in place. Electric windows. Please call 07778 048 770, Lincolnshire.

SCANIA GEARBOX FILTER £12. 1768402 OEM gearbox filter. Please call 01423 709175.

SELECTION OF 900 X 20 WHEELS & TYRES £POA. Tyres in good condition. Plus various selection of 11-22.5 wheels & tyres. Plus a large selection of 10 stud tubeless wheel rims. Please call 01524 241994, North Lancashire.

SNOW CHAINS £80. Hang on rear of unit. Please call 07774 073190.

STEP FRAME TRAILER

MERCEDES 24/21 PARTS

£350. With flow meter. Also Leyland springs, brand new for old Leyland. Offers. Yorkshire. Please call 07969 992979.

£POA. Cab doors, grills, prop shafts. Many other parts. Please call 01892 653992. /07555 237708, East Sussex

AEC 505 ENGINE

MORRIS LCS PARTS

MONTRACON 45FT TRAILER

£50-£80 EACH. Goodyear, Continental as new, no cracks, on 10 stud wheels. Please call 07958 163805.

£110. Set of NOS injectors. Reconditioned in 1980s with original nozzles etc. HQ been dry stored. Bagged in dry conditions 6. Free postage. Please call 07922 953439.

£90. Please note this tyre has never been used. Please call 01995606521 or 07523503296 Lancashire.

1950/55. 3 rads, 4 plus more wheels & 650 x16 tyres back spring brake drums & other bits. Please call 01443 204063 OR 07974 938155.

11/22.5 TYRES

£10. Breaking for spares. All parts good except for cab. Some D 800 spares. Two AEC. Injection timing tools. Each. Please call 01795 521 360

SCANIA 93H CAB

£80. Please call 07774 073190.

GARDNER PARTS AND ENGINES

RS THREE SPOKE STEERING WHEELS

£350 ONO. Brand new with steering wheel with i think a mark 3 escort. Please call 07775 515120

FRONT WHEEL & TYRE 12X22.5

£POA. For sale or can do exchange parts and engines, please phone Ray. Kent. 07900 036151.

1940, £80. Radiator front grille with badges and headlamp shells. Usable condition need blasting and painting. Please call 01706 229845

MICHELIN RIMIX XZY 11 R X 22.5 TYRE

£1,000. MOT expired end of May 2017. Tyres good, brakes all up to MOT standard, but need welding and some new cross members winch. 42 foot long. Ramps available. 07754 454 239

MERCEDES 4 CYLINDER DIESEL ENIGNE

£500 ONO. Please call 07580 746781.

 CLASSIC AND VINTAGE COMMERCIALS

£550 OVNO. Plus 2 gearboxes, out of Mercedes coach. Wigan, Lancashire. 07977109048..

£300. This is genuine ford, been in storage for 30 years, enough to do complete car. Please call 07775 515120

VOLVO ALUMINIUM FUEL TANK £200. Please call 07774 073190.

For trade ads please contact 01732 445325 VOLVO ENGINE

AUSTIN K9 wanted. Good or needing

VERTICAL STACKS AS FITTED TO VOLVO F16 AMBASSADOR MODEL

restoration. Please call 01922

£POA. Must be in top

476179.

condition. Please call +353

1953, WANTED. Water pump

£POA. Fully reconditioned by Volvo. Please call 07860 271214, Staffs.

VOLVO FH VERSION 1 AIT KIT

DENNIS CYLINDER HEAD OR ENGINE WITH CYLINDER HEAD WANTED. For a Dennis fire engine. 3.7litre side valve petrol 4 cylinder. Commonly

£100. Please call 07774 073190.

fitted to 1940/50’s Dennis

VOLVO FL10 VISOR

Trailer pumps. Please call

£125. Please call 07774 073190.

PARTS WANTED 8.25X10 TYRES WANTED. Please call 07710 077128.

A CAB FOR A FORD D 1000 LORRY 1969, WANTED. Four wheel tipper. Please call 02887 758242

ANY PARTS FOR ERC C.I LORRY WANTED. Any patterns or panels for the streamline cab wanted also. Please call 01458 860135.

AUSTIN GIPSY LWB

1967, WANTED. Hoods and metalwork for low wheel base, Austin Gipsy pick-up. Also canvas or fibre glass cab would work. Please call 01237 451636.

MARSHALL SAWBENCH

TUNGSTEN TIPPED PLATE SAW

87 8793286, Ireland.

MACHINERY AND EQUIPMENT FOR SALE ATCO SAWBENCH

£1,750 ONO. Fully restored. No casting cracks. Rollers complete. Guide missing. Please call 07553 360322, Lincs.

MCCONNELL SAW BENCH

Pax, Horla, Fire engines and 07808 899493

FRONT BUMPER AS FITTED TO VOLVO F16 AMBASSADOR MODEL WANTED. Must be in top condition. Please call +353 87 8793286, Ireland.

JAP VEE TWIN SIDEVALVE PETROL ENGINE

£350 ONO. In good working order Category one 3 point linkage. Please call 07855 149026, Dorset.

HARVEY FROST WINCH

£350 OVNO. Three-point mounted PTO driven Sliding table with good belt, bearings and blade. Please call 01726 891389.

£100. 36 Inches width, 1 inch and 3/4 centre, hardly used. Super sharp. Please call 07961 025724, West Midlands.

THOMPSON BROTHERS 2 SPEED WINCH

WW2 AMMUNITION SEARCH LIGHT TRAILER

1950, £75. Ex A E Farr Ltd. 6.5 Ton. Working order. Please call 01373 812197.

£375 ONO. Spare Tyre as 1 Tyre on trailer is U/S. No Tailboard. Please call 01794 513438 or 07885 167169, Hampshire.

WANTED. For a Wickham Railway Inspection Trolley or Wickham Military Target Towing Trolley. Please call 01446 404234.

VACUUM CONTROL AND CHECK VALVE ASSEMBLY WANTED. For Eaton 2 speed axle fitted to an Albion FT111TR. Please call 01794 9880266.

£50. 30cwt capacity in working order. Please call 07917 346385.

PLEASE VISIT shop.kelsey.co.uk/buyer441

ON SALE in all WHSmith stores, many of your local independent outlets and in selected stores across all the major supermarkets. CCB_4FOR£1_SMALL_AD_15_16.indd 1

December 2017

CALL: 0333 043 9848

OFFER CODE BUYER441 14/12/2015 15:50

Send us your AD – FREE! Email FREE ADS to: trucks@kelseyclassifieds.co.uk

LITERATURE & INFORMATION FOR SALE

LEYLAND RETRIEVER SERVICE MANUAL

CAR MODELS

CORGI 1137 FORD

£10. Unsuitable for children, 2 promotion diecast models by Persil. Please call 07982 969059.

£65.00 inc p+p. Excellent n/ mint condition in original box with mechanic figure box end flaps missing. Please call 07786385415

MORRIS LIGHT TRUCK

AUSTIN A40 SERIVCE MANUAL

£45 inc UK Postage. For the WLW1 c.1939- 40. Good condition and a joy to read. Lancs. 01942 725868. .1957/1963, £40. Issued Dec 1957 by the Austin motor Co Ltd. Please call 01782 316943, Staffs.

COMMERCIAL MOTOR’ MAGAZINES

£15. Drivers handbook, number MC 10-7 3 and 5 ton vehicles. Please call 07968 406274PA

VINTAGE COMMERCIAL MAGAZINES

DAF 95 SERIES HANDBOOK £10. Please call 01423 709175

£40. Over three hundred Vintage Commercials and heritage magazines plus other truck literature. Kent. 07866 692848.

FODEN MAINTENANCE MANUAL

VOLVO S88/S86 SERVICE MANUAL

HERITAGE COMMERCIALS, C+VC, CLASSIC PLANT, CLASSIC TRUCK AND VINTAGE ROADSCENE 2016-2017, £POA.. Please call 01427 616917, Lincolnshire.

HUNDREDS OF TRUCK MAGAZINES, CLASSIC & MODERN

CORGI GIFT SET

SCAMMMEL SCARAB

MORRIS COMMERICIAL HANDBOOK

£POA. From 1962 to date, almost complete set. 01708 551542.

£50 Can post. For 6 x 4 G.S. DG6/10. Very comprehensive instruction book that covers the dismantle and reassembly ofeverything from Gardner 6LW to electrics. Plenty of informative drawings. Lincs. 07966 436171.

CAR MODELS

1934, £7,50. 8th army, mack sandbag truck. Mint condition. Please call 07982 969059

£7.50. Fordson 7v mint condition original box, guy vixen, mint condition original box. Please call 07982 969059.

CORGI DIE CAST PRIESTMAN SHOVEL £79. P+P. New, unused and the in box. Please email barrielamb14@ntlworld.com

CORGI FORD H 1138 CAB AMERICAN CAR TRANSPORTER

£40.00 inc P+P. 12 chipperfields crane truck + circus cage trailer with lions excellent condition v minor paint chips. Please call 07786385415

FULLY RESTORED 1ST TYPE FODEN MODEL

£3,500. Hand built approx sizes are based on a 4” model. 8ft long 25” wide 28” high. Electric motor good runner. Please call 01803 411097.

SCAMMEL SCARAB

£Offers. 13 parts in all, good condition. 07985 691137.

LITERATURE & INFORMATION WANTED ANY MANUALS FOR A 1946 ERF C.I LORRY WANTED. Please call 01458 860135

MODELS FOR SALE 408 BIG BEDFORD LORRY MODEL

£300. 503 Dinky nice model. Please call 01588 692762

JOB LOT OF DIE CAST SITE VEHICLES £64.00. Excellent condition complete with 4 dinky cars Studebaker ,Mustang Thunderbird, Corvette displays very well. Please call 07786 385415

CORGI 1142 FORD H CAB HOLMES WRECKER

£OFFERS. Buyer to collect. 07899 011861, Dorset.

£30 inc UK P&P. Road crane, cement mixer, log carrier, snow plough truck, flat truck with dozer. 5 trucks in all most in vgc. Merseyside. 01744 637052.

£3,500. Hand built approx sizes are based on a 4” model 8ft long 25” wide 28” high. Electric motor good runner. Please call 01803 411097.

SUNTERS SCAMMELL CONSTRUCTOR WAGON

MATCHBOX SUPER KINGS

LEYLAND SERIVCE MANUAL £30. Cub petrol engined KZ & SKZ tidy for age. Please call 01209 890362.

LEYLAND SERVICE MANUAL £30. Service manual chassis no TEW9D/13490 good condition. Please call 01209 890362.

1956-1963, £45. Maroon cab light, tan back in repro box. Will post for free. Please call 07905 135288, Bucks.

 CLASSIC AND VINTAGE COMMERCIALS

£POA. Excellent near mint with mechanic figure. 48.00inc p+p. Please call 07786 385415.

£13. Daf + sheeted load. Ford + Weetabix container, Transporter + hovercraft tidy/ played with 3. Includes P&P. Merseyside. 01744 637052.

£59.00 + p&p. New in original box with all packing. Mint, never out of box. 01325 350174.

Club directory

EVERY care has been taken in compiling this list of clubs and organizations, however, if you would like to alter any details then contact us at cvc.ed@kelsey.co.uk or write to Classic and Vintage Commercials, Kelsey Media, PO Box 978, Peterborough PE1 9FL. If your club has not been listed then, once again, please get in touch and we will make sure it is included.

AEC SOCIETY – website aecsociety.com, membership secretary Howard Berry, 7 Donaldson Drive, Cheswardine, Shropshire TF9 2NY, e-mail membership@aecsociety.com THE ALBION CLUB – website www.albionclub.org.uk, address 7 John Street, Biggar, Lanarkshire , ML12 6AX, telephone 01899 220708. staffed part-time, e-mail info@albionclub.org.uk ATKINSON, SEDDON AND SEDDON ATKINSON LORRY FORUM – http://seddonatkinsonclub.proboards.com/ index.cgi AYRSHIRE COMMERCIAL VEHICLE GROUP (ACVG) – President Bill Reid, 2 Boydfield Avenue, Prestwick, South Ayrshire KA9 2JJ, 01292 475149, e-mail brs69b@hotmail.co.uk BEDFORD OWNERS’ AND ENTHUSIASTS’ CLUB – Christine Thomas (club secretary) 07745 873491, before 8pm e-mail detroitlady123@gmail.com CAITLIN HOUSE TRANSPORT PROJECT – contact Malcolm Kirk, 6 Heol Mwyrdy, Yorkdale, Beddau, Pontypridd, Mid Glamorgan, tel 01443 204472, e-mail malcolmkirk@sky.com CLASSIC ATKINSON, SEDDON AND SEDDON ATKINSON CLUB – membership secretary Tony Henwood, 2 Oak Thatch, Park Road, Combs, Stowmarket, Suffolk IP14 2JW (01449 675293), magazine editor is Richard Grey, 6 The Toppings, Bredbury, Stockport SK6 1EJ (0161 494 9091), chairman John Ramm, 65 Woodgate Road, Moulton Chapel, Spalding, Lincolnshire PE12 0XF, tel 01406 381410, e-mail atkiman@aol.com Club website www.seddonatkinsonclub.org.uk

COMMERCIAL VEHICLE ENTHUSIASTS’ GROUP (CORNWALL) – Martin Caddy, Milden, Short Cross Road, Mount Hawke, Truro TR4 8DU. Tel 01209 890362, 07968 406274, e-mail martin@thecaddys.co.uk CVRTC (COMMERCIAL VEHICLE AND ROAD TRANSPORT CLUB) – website www.cvrtc.btck.co.uk, membership secretary Steve Wimbush, 8 Tachbrook Road, Uxbridge, Middlesex UB8 2QS, e-mail waggoner@supanet.com DENNIS SOCIETY – Ground Floor, InterPower House, Windsor Way, Aldershot GU11 1JG. Chairman Andrew Boulton, e-mail chairman@dennissociety.org.uk, secretary Tim Stubbs, e-mail secretary@dennissociety.org.uk FBHVC (FEDERATION OF BRITISH HISTORIC VEHICLE CLUBS) – website fbhvc.co.uk, address FBHVC Ltd, Stonewold, Berrick Salome, Wallingford, Oxfordshire OX10 6JR, tel 01865 400845, e-mail secretary@fbhvc.co.uk FIRE SERVICES NATIONAL MUSEUM TRUST – www.fireworld.btck.co.uk THE FODEN SOCIETY – website www.thefodensociety.org.uk, membership secretary Graham Donaldson, e-mail membership@thefodensociety.org.uk GARDNER ENGINE FORUM – website www.gardnerengineforum.co.uk, e-mail gardnerengineforum@blueyonder.co.uk, Chairman John Naylor. Thatched Folly. Lindow End, Mobberley. Knutsford. WA16 7BA Tele 01565 872222

COMMER OWNERS CLUB FORUM – http://commerownersclub.myfanforum.org

HCVS (HISTORIC COMMERCIAL VEHICLE SOCIETY) – website www.hcvs. co.uk, All membership matters to:- Diane Taylor Rosedene Tilburstow Hill Road South Godstone Surrey RH9 8NA

COMMERCIAL TRANSPORT IN PRESERVATION – Chairman John Pomeroy, 01985 214910, e-mail js.pomeroy@btopenworld.com, secretary Geoff Ridler, 01725 511412, e-mail geoff.ridler@ talktalk.net, website www.thectp.org.uk

HISTORIC TRANSPORT CLUB OF DEVON – website www.historic-transport-club.co.uk General inquiries by post should be addressed to Chris Dugdale, Historic Transport Club, 2 Lower Polsham Road, Paignton, South Devon, tel 01803 559090, e-mail htc@dugdalevms.com

LEYLAND SOCIETY – website www.leylandsociety.co.uk, e-mail Editor@leylandsociety.co.uk or Sales@leylandsociety.co.uk MORRIS-COMMERCIAL CLUB – web http://www.morriscommercialclub.co.uk REVS SOCIETY FOR ERFS – website www.erfhistoricvehicles.co.uk, chairman Graham Flack, tel 0161 724 4477, mobile 07850 744093, e-mail grahamflack@btconnect.com SCAMMELL REGISTER – website www.scammellregister.co.uk, membership secretary Parry Davis, The Knuthutch, Steel Heath, Whitchurch, Shropshire, SY13 3LY Tel: 01948 880870 email: parrydavis@btinternet.com SENTINEL DRIVERS CLUB – website www.sentinelwaggons.co.uk, address 152 Hall Lane, Chingford, London E4 8EX, tel 0208 529 3300), e-mail tinatalbot@btinternet.com SOLWAY VEHICLE ENTHUSIASTS CLUB – based in Dumfries. Contact 01387 267031. Website www.solwayvehicleenthusiastsclub.co.uk THORNYCROFT SOCIETY – website http://home.btconnect.com/ MERVYNS-COACHES/Thornycroftsocietyltd, contact Mervyn Annetts, The New Coach House, Innersdown, Micheldever, Winchester, Hampshire SO21 3BW, e-mail mervynscoaches@btconnect.com TRANSPORT ENTHUSIASTS CLUB OF KIDDERMINSTER – website www. communigate.co.uk/worcs/tecmrc, secretary Bob Phillips, 01299 879301 or 07989 628503, e-mail tec.uk@hotmail.co.uk TROJAN OWNERS CLUB – website www.trojanownersclub.co.uk Secretary Chris Tordoff, e-mail tordoffc@yahoo.com

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SPECIAL

Nick Baldwin’s definitive part-work reaches a milestone make this month...

1929 Volvo LV40 four-cylinder three tonne gross hand tipper with two-wheel brakes.

VOLVOR Volvo AB, Gothenburg and later Umea, Sweden. Gustaf Larson, born 1887, was apprenticed to engine maker White and Poppe of Coventry in 1911. He left at the outbreak of WW1 and the engine firm passed to Dennis a few years later. Larson worked for SKF bearings and then Nya AB Galco whilst the co-founder of Volvo, Assar Gabrielsson (born 1891) was rising through the ranks at SKF. The two men designed a car on American lines in 1924 and, in late 1926, were provided with a factory and financial backing by SKF .Engines were supplied by Penta in Skövda. Light commercials followed in 1927 and heavier six-cylinder two tonners in 1929. With five hundred sold by October 1928, the trucks were more profitable than the cars. The trucks were augmented by 6x2 three tonners in 1931. Heavier four wheelers followed with 4.1 litre overhead valve petrol engines and, from late1933, some had Hesselman spark ignition low compression oil engines. Jonas Hesselman was a personal friend of the founders and his engine had been in development at Volvo since 1930. It operated best when working

For two years from 1933, Volvo built some 300 four-wheel braked four litre six cylinder trucks with forward control.

hard and hot but otherwise smoked badly and wasted fuel. 633 cars and 1641 commercials had been built in twelve months to early 1933, a number of the latter with forward control. Volvo established assembly facilities in Belgium in 1935 and exported to several countries notably South America with right or left hand drive. By the end of the decade, Volvo’s Swedish output was almost five thousand light to medium trucks per year with heavyweights largely the province of rival Scania-Vabis. Tidaholm had given up in 1933 and its chief designer joined Volvo. In 1937 he introduced Volvo’s first 4.5 tonners with 4.4 or 6.7 litre (90 or 120bhp) petrol engines, the latter also available in Hesselman form. Three axle eleven tonners arrived later in the year with 7.6 litre 140bhp engines and Spicer gearboxes until Volvo’s own units were ready. Producer gas and all wheel driven models were built for Sweden’s war effort, including armoured cars with Scania-Vabis armour plated shells and Landsverk tanks. Tidaholm designer, Gotthard Osterburg, had developed a true diesel at Volvo in 1938 but it did not enter production until 1947 in 6.13 and 8.6 litre versions, initially with pre-

Volvo’s first move into heavy lorries came in 1937. This 12.6 tonne gross six wheeler for Swedish Railways had a 6.7 litre 120hp ohv petrol engine.

combustion chambers but soon with direct injection in a 9.6 litre unit. Cars had played second fiddle to trucks up until then, but their growing success led to various car-derived vans and light trucks sharing engines and gearboxes. Having made 6300 lorries in 1950, Volvo finally tackled the maximum weight sector in 1951 with the three axle Titan which had a 150bhp diesel that, from 1954, was one of the world’s first to be turbocharged to enable it to develop 185 bhp. Sharing the same rounded styling in 1953 was the L85, which became the Viking range in 1954. This, however, did not gain turbocharging until 1961. The Viking was available with forward control when it used proprietary cabs of various styles and was joined by lighter Brage, Starke (‘Mighty’) and Raske (‘Rapid’) models. Brage was a god from Norse mythology. For 1957 came the Snabbe (‘Speedy’) and Trygge (‘Trusty’), some with V8 engines intended for a Volvo car on American lines that had been axed. With the widespread use of English in Volvo plants and the interest in American type vehicles, the choice of the USA as an export market was not surprising. Volvo cars made the first inroads and in 1958 90-185 bhp trucks were launched there,

With its distinctively American-style, the LV112 was made 1940-6 with 86 bhp 3.67 litre sv petrol engine.

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Following the Hesselman engines, Volvo made pre-combustion chamber diesels 1946-9, this LV150 having a 100bhp 6.12 litre unit.

The ten tonne gross LV385 was made 1953-62 and became better known as the Viking from 1954.

The heavyweight 9.6 litre 150bhp Titan could be turbocharged to 185 bhp from 1954.

Preserved L465 /75 Starke of which some 10,000 were made 1961-5 for 10.7 or 11.5 tonnes gross with 95 or 125bhp diesels.

initially with only localised success. In 1959 Volvo truck assembly commenced in Morocco and was accounting for 300 per year by the 1980s. Around the mid-1950s Volvo trucks were imported into the UK in small numbers by Victor (Swedish Vehicles) Ltd based at Scottorn’s trailer works in New Malden, Surrey. The familiar forward control small tilt cab arrived in 1962 on the Raske Tiptop of which 3,500 were built in three years. From 1964 there was also a Viking Tiptop and a Titan Tiptop with larger, more angular cab. All were built to onerous Swedish crush test standards. 1965 saw the whole range rationalised for international appeal and the launch of the F86 (bearing a resemblance to the

Viking Tiptop) and F88 with larger cab. Volvo returned to America and re-launched in Britain in 1967 thanks to haulier Jim McKelvie who had just sold out to TDG and was looking for a fresh challenge. His Ailsa business at Barrhead expanded to a Ministry Ordnance factory at Irvine in 1973, having sold two thousand commercials in the previous year when Volvo took a 70 per cent stake in his business. Special trucks like an 8x4 version of the F86 and double deck buses temporarily saw Ailsa classed as a British manufacturer and by 1980 Volvo was spending £100m in Britain on car and commercial vehicle components. Jim McKelvie handled sales into areas like South Africa that were not available to Volvo. When that market refused the Laplander 4x4, he came up with

This preserved Snabbe (Speedy) in Switzerland has Volvo’s 120bhp V8 petrol engine and was offered for ten years from 1956.

the rival Stonefield in 1974. This outlasted his death in 1977 and Ailsa became part of Volvo Truck and Bus (with the name finally disappearing from bus radiators in 1979). Irvine finally closed in 1999. Volvo’s share of the British market rose form five per cent in 1980 to 8.5 percent four years later (when it lost its British manufactured status) making the UK Volvo’s largest market apart from France. It was also market leader in tractive units above 28 tons. In 1983, Britain and France bought 4100 Volvos, almost double the sales in Sweden, the next biggest market. In 1970 Volvo produced 16,300 lorries and launched its 12 litre 330hp sixteen synchromesh geared F89 flagship. 21,000 were built through the decade including the narrower CH230 for Switzerland and set-

Using the same tilt cab as the Viking and Raske TIPTOP of 1963 was the F86 of 1965-79 with 144 or 185 (turbo) bhp. 40,796 were built. DECEMBER 2017 79

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F89 production ran from 1970-77 and accounted for 21,000 trucks. They had 330bhp 12 litre turbo diesels with eight or sixteen speed synchro boxes.

Ailsa Trucks Ltd issued this F88 catalogue showing a rig that was not permissible in Britain until 1976. The F88 was launched in Britain in 1967 with 240bhp 9.6 litre turbo diesel soon rising to 290bhp exclusively for Britain. Production ended 1977/8 by when 40,215 had been sold worldwide.

◄ An Ailsa special was the F86 rigid eight. This 8x4 dates from 1976. ► In 1973 the old Titan shaped normal control models gave way to this style. These N types had 7, 10 or 12 litre diesels. forward front axle G89 for South Africa. 1973 saw the launch of a new range of normal control N7, N10 and N12 models, the numbers indicating engine capacity. Volvo’s T-ride bogies replaced earlier Hendrickson designs used on previous six wheelers, and cabs were of galvanised steel to suit arduous overseas operating conditions. From 1974 Volvo and Terberg liaised on a variety of highly specialised vehicles assembled by the Dutch firm from Swedish components. Volvo’s medium trucks were revised in 1975 in a joint venture with DAF, Magirus-Deutz and SAVIEM. The standard cab did not meet Swedish crash test requirements and had to be reinforced, making them heavier and more expensive than other Club of 4 types. In addition, Volvo lacked a suitable driveline for the lightest types and bought in Perkins diesels and ZF gearboxes. In 1978 a suitable Volvo-Penta engine (as used in BM Volvo farm tractors) became available and by the time Volvo’s F4/6 range ended in 1986 some 46,000 had been sold. 1980 had seen total annual Volvo truck production reach 30,000 for the first time. In 1977 the F10 and 12 took over from the F88/89, being joined by the F65 and F7 in

1978, the year in which intercooled engines were offered for the first time on the F12 (and had become an option on all engines in the mid-1980s). The high cab F12 Globetrotter was unveiled in 1979 and that year Volvo was forced to change its US plans. Its relaunch there in 1974 had seen the sale of several F86 followed by F6. Then, through Freightliner, it had supplied the N10 from 1978. However, with Daimler-Benz taking control of Freightliner, Volvo had to find another solution. The famous old White truck firm had not recovered from its loss of a Freightliner marketing arrangement in 1977 that saw the latter become independent (and, as mentioned briefly, adopt the Volvo N10). Daimler-Benz bought White’s Euclid division and then Freightliner. Meanwhile, MAN briefly considered a $220m takeover of White, but had given up by the time White filed for bankruptcy in 1980 and sold its farm tractor and equipment business to TIC Investment Corp, which already owned the maker of Marmon trucks. In 1981, White’s Canadian plant became independent making Western Stars and, in August 1981, Volvo bought White’s modern New River Valley

and Ogden plants as well as its cab division at Orrville, Ohio and all rights and tooling for White trucks for $75m. Not involved were the old Cleveland plant and various other sections, including White Credit. The new HQ of Volvo White was Greensboro, North Carolina where John Bryant from Ailsa was in charge (under President Thage Berggren, ex-Volvo Belgium). Bryant later departed for Western Star and became MD of ERF. Volvo White additionally made Autocars and distributed Western Star whilst, from 1982, Volvos were built alongside Whites at New River Valley, Virginia. White’s share of Class 8 sales had slumped to 4.9 per cent in 1980 but it had grown to 10.1 per cent in 1986, the year in which Volvo also took over GMC’s ailing heavy truck division. In 1983, Volvo Truck Corp had almost 5000 employees in Sweden plus 2,400 in the US and 1100 in Belgium. Between them they made 34,300 vehicles, 11,000 of them in Ghent and Alsemberg, Belgium and 5090 in the USA (of which 4570 were of White or Autocar origin). Since the early 1960s, Volvo’s agricultural tractors had been widely used as the basis

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Only 9262 Club of Four F4s were made 1975-86 with Perkins diesels used until a Volvo Penta became available in 1978.

1977 saw the F10 succeeding the F88 and F12 in place of F89. This is a 330-385bhp F12 4x2 also available as 6x2, 6x4 and 6x6.

The F7 was new in 1978 and 8x2 and 8x4 versions were built for Britain, Ireland and Australia. Some used Volvo intercooled turbo diesels for the first time.

for earthmoving and forestry machinery. Its ADTs became market leaders and in 1983 Volvo added rigid dumptruck maker Kockums to its portfolio. Two years later it formed a joint enterprise with Clark Equipment which had recently acquired Euclid from Daimler-Benz. VME (Volvo Michigan Euclid) ended in 1989 when Volvo Construction Equipment Group bought out Clark’s shares for 4.2 billion krona. In view of Kockums there was no need for Euclid which was sold and eventually renamed Hitachi. On the road haulage front in 1985 had come an all-Volvo replacement for the Club of 4 called the FL6, joined a year later by the FL4 and special models for North America called FE6 and FE7. All had newstyle low (the L of FL) galvanised cabs, and were soon joined by the FL7 and FL10 plus the FS10 eight wheeler made in Ghent for the Swiss market. In 1987 the F10 and F12 were uprated and joined by the all-new F16 which had been under development since 1980 at a cost of £600m. This had four valves on each of its six cylinders with a capacity of 16.2 litres. The turbo intercooled engines developed around 465 bhp though had been tested at 530 bhp. There was a new twelve speed gearbox with two crawler ratios, though the F12 cab was used in long sleeper or Globetrotter form. Since 1985 there had been a short high Eurotrotter sleeper but this couldn’t be used above the massive F16 diesel. Volvo commercial vehicle output had exceeded 40,000 (10,150 of them in the USA) for the first time in 1984 and reached

44,400 in 1986. . By contrast, production figures for 1992 were 9000 in Sweden, 12,700 in Belgium, 17,600 in USA, 2400 in Brazil, 2300 in Scotland and 1000 in Iran. Brazil had adopted the N in 1980 and replaced them with the NL10 and 12 in 1989. In 1996 they gained Electronic Diesel Control and were renamed NH12 in 1999. Coincidentally, Leyland Bus was bought out by its management in early 1986 and sold to Volvo two years later. The big news in 1993 was the start of a liaison with Renault (which had previously been involved with the Club of Four building some Volvo cabs and had bought ten per cent interest in Volvo cars in 1979). Renault controlled Mack and had similar production totals to Volvo. Following growing links, Renault Vehicules Industriels was eventually bought by Volvo in 2001. Just as Renault had separated its car and farm tractor interests, so did Volvo, having merged its tractors with Valtra and, after a spell of Ford involvement, seen its cars gain Chinese backing and eventual control by Geely in 2009. The same Chinese business also acquired Manganese Bronze, makers of London’s iconic black cabs. Aside from continuous product upgrades in the 1990s (for example, the FH was heavily revised in 1998 in 380, 420 or 460bhp forms), Volvo continued its global expansion. In 1999 it had bought twelve per cent of Scania (which soon grew to 45 per cent) but, with its subsequent purchase of Renault Vehicules Industriels, it was forced to sell this. In 1998 Volvo Contract and Services

acquired BRS truck hire from Britain’s National Freight Corporation and took on 20,000 vehicles including a new fleet of 1200 Volvos. Operators were said to be furious that a manufacturer was now competing directly for business. However, sales were not adversely affected by the time that BRS was put under Renault control in 2006. For Switzerland in 1996, Volvo came up with another unique model, the FS10 built on the FL10 line but featuring a lower and narrower FL6 cab. In America the White and GMC names had all-but gone by 1998, thanks to the success of the Volvo Heavy Truck VN range of Class 8s launched in 1996 after $500m development costs and factory improvements at Dublin, Virginia. These trucks featured twelve litre Volvo diesels, built in Sweden though proprietary types could still be specified. Their raked grilles and screens improved aerodynamics by fourteen per cent compared with immediate predecessors. In 1993 Volvo had incidentally launched the first integral sleeper as opposed to the tack-on pods offered by others. In 1997 the 770 was said to be the best-equipped truck in America with safety cab containing TV, microwave and double berth. As already mentioned, the 2000s opened with the purchase of Renault VI (which, for a time, controlled SISU) and the French company sold the last of its truck shares to Volvo in 2012. Renault also had a major stake in Nissan Diesel (see also UD) as did Volvo when it bought thirteen per cent in

1985 White WIM64T with Cummins 300bhp diesel acknowledges its parentage with a Volvo diagonal stripe.

FL7 and 10 spanned 230-299bhp and were built from 1985, winning Truck of the Year in 1986.

1996 Volvo WG with Utility trailer alongside an old Freightliner at a US truck stop. DECEMBER 2017 81

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of Classic Commercials ◄ A 2001 FL220 which was revised in 2005 for the UK tipper market as the 5.5 litre 220 or 250bhp Highlander before the all-new FE/ FL arrived in 2006. ► FH480 was new in 2006 with D13 turbo compound and semiautomatic gearbox, shown here as Globetrotter sleeper. Globetrotters had first been seen at the end of 1979.

2014 VNX built at New River Valley, Virginia with D16 500-625bhp diesel. 2006 with an option for more. Volvo had acquired an almost twenty per cent stake in Mitsubishi Fuso in 2000, but had sold it by the time that Daimler Benz took over the Fuso brand. Nissan had links with Dongfeng on which Volvo Renault capitalised. Volvos became familiar under such names as Howo and Dayun. Howo FL7/10/12 were exhibited at Moscow in 2007. Volvo had sold 20,000 in Russia since 1994, and a factory started near Moscow in 2003 where output reached 500 in 2005. 10,000 Volvos and 5,000 Renaults were planned per year by 2010. Since 2007 Russian Volvo VN and VT were available with Cummins diesels built 700 miles east of Moscow in Tartarstan in a joint Cummins-Kamaz venture, Based on the US VN models with FH/ FM additions came the new VHD range of construction and municipal trucks in 2000 (by when Volvo was also supplying engines to Navistar-International). The VHD replaced most Autocar types and, after an absence of ten years, Autocar returned recently as an independent maker. The VHD had 12 litre Volvo engine and transmission or else 11 litre Cummins with Fuller and Rockwell driveline, and were joined by aerodynamic VNL in 2002.

2012 FH16 had all-round disc brakes and, at 750 bhp with 12 speed 1-Shift gearbox, was the world’s most powerful series production lorry.

In 2003, when Volvo was second only to Daimler Benz in world truck sales, forty two per cent of US Volvos were using their firm’s own engines. In 2006, total Volvo truck production was 105,000 and environmentally-friendly D11, 13 and 16 litre diesels were introduced. Euro 4/5 emissions limits led to an allnew 13 litre six cylinder engine in 2005 rated between 360 and 520 bhp in the FH and FM. Talking of engines, there was also a joint venture with Deutz for a 7.2 litre unit also used by Renault and Dennis as well as in the F7. At the other end of the scale came the 625-660bhp D16 found in the FH16 and American VT880 6x4 tractor, which was also being tried with hybrid diesel-electric drive. Ever-expanding Volvo looked at the Indian market where, in 2007, it attempted to purchase fifteen per cent of AshokLeyland at the end of IVECO control there. Instead it acquired an eight per cent stake in Eicher (see also VE). Eicher was soon producing 40,000 5, 7 and 8 litre diesels of 205 to 350bhp which allowed the Volvo-Deutz joint engines to be phased out when output reached 85,000 in 2012. The joint VE business was half capitalised by Volvo and the VE truck range

filled by Volvo and Eicher products, some of the latter with Eicher 95 bhp motors and 180 bhp Cummins. 2008/9 saw new 11 litre 390-430bhp and 16 litre 700bhp diesels made in Europe (some at the former Renault-Berliet Venississieux plant). 2011 saw FMs able to run both on methane and diesel whilst the FH 16 litre went up to 750bhp making it the world’s most powerful truck in series production. There were also new LEC (Low Entry Cab) European municipal models and an option of Poclain hydrostatic drive on some specialist trucks. Talking of specialist vehicles, Volvo’s earthmoving machinery division acquired Terex dumpers, including its Scottish factory, for $160m and Chinese loader maker Lingong. A new VM range appeared in Brazil and Volvo’s Class 8 sales rose in America between 2010 and 2011 by 11 per cent, putting it in second position to Freightliner and just ahead of Kenworth/Peterbilt. The half-millionth US truck was built by Volvo in 2011. Swedish Bus and coach production transferred to Poland in 2013 to make extra capacity for trucks in the land where it had all started less than ninety years before. CVC

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Next month

Coming up in the January 2108 issue of Classic & Vintage Commercials - OUT Friday December 15

Atkinson Venturer

New out in 2017, Peter Williams superb Atkinson Venturer is rather special in many ways. We tell the full story of a massive restoration….

Foden S24

Mercedes 1418

50 years old, but still used to tow tractors to shows… Fabulous father and son restoration project

REO

Nick Baldwin begins a two-part ‘speedy’ history... PLUS: A-Z moves into the Ws, Part two of our in-depth profile of the well-known Bedford K, M & O types, another fabulous selection from the legendary Peter Davies archive plus much, much more to keep you happy once you’re fed up with all the enforced Christmas jollity and ho ho ho… These features are all planned at the time of going go press. While every effort is made to keep to planned contents, we do reserve the right to make changes, amendments and substitutions if necessary.

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