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CLASSIC & Vintage COMMERCIALS www.cvcmag.co.uk CLASSIC & VINTAGE COMMERCIALS Kelsey Media Cudham Tithe Barn Berrys Hill, Cudham, Kent TN16 3AG EDITORIAL Editor: Peter Simpson Email: cvc.ed@kelsey.co.uk Techical consultant: Peter Davies ART EDITOR: Paul Silk Email: paulsilkdesign@gmail.com ADVERTISEMENT SALES Tel: Talk Media Sales 01732 445325 Email: truck.ads@kelsey.co.uk Production Deputy Manager: Sarah Willmott, sarah.willmott@kelsey.co.uk Production Manager: Jackie Aubrey MANAGEMENT Publisher: Andrew Davies Managing Director: Phil Weeden Chief Executive: Steve Wright Chairman: Steve Annetts Finance Director: Joyce Parker-Sarioglu Creative Directors: Vicky Ophield & Emma Dublin Retail Distribution Manager: Eleanor Brown Audience Development Manager: Andy Cotton Subs Marketing Manager: Dan Webb Brand Marketing Manager: Rebecca Gibson Events Manager: Kat Chappell Events Marketing Manager: Sarah Jackson SUBSCRIPTIONS 12 issues of Classic and Vintage Commercials are published per annum UK annual subscription price: £51.00 Europe annual subscription price: £64.49 USA annual subscription price: £64.49 Rest of World annual subscription price: £70.49 UK subscription and back issue orderline: 0845 241 5159 Overseas subscription orderline: 0044 (0) 1959 543 747 Toll free USA subscription orderline: 1-888-777-0275 UK customer service team: 01959 543 747 Customer service email address: subs@kelsey.co.uk <mailto:subs@kelsey.co.uk> Customer service and subscription postal address: Classic and Vintage Commercials Customer Service Team Find current subscription offers on our website: shop.kelsey.co.uk/CVC Already a subscriber?

Manage your subscription online: shop.kelsey.co.uk/site/ loginForm www.kelseyshop.co.uk Back Issues: 0845 873 9270 Books: 0845 450 4920 CLASSIFIEDS Tel: 0906 802 0279 (premium rate line, operated by Kelsey Publishing Ltd. Calls cost 61p per minute from a BT landline; other networks and mobiles may vary. Lines open Monday-Friday, 10am-4pm) Email: cars@kelseyclassifieds.co.uk Kelsey Classifieds c/o Classified Central Media Central House 4th Floor 142 Central Street London, EC1V 8AR Fax: 020 7216 8557 DISTRIBUTION Seymour Distribution Ltd, 2 East Poultry Avenue, London, EC1A 9PT www.seymour.co.uk Tel: 020 7429 4000 PRINTING PCP Printers

A

s this issue will be on sale over the Christmas and New Year break, I’ll start by wishing everyone the compliments of the season from the team at Classic & Vintage Commercials.

We’ve had a good year – copy sales have gone up at a time when magazine sales as a whole are in decline. I’ve also met some great people and had enormous fun putting the magazine together each month. Thank you everyone for all that – I really do love this job!

Some of you will probably have a bit more ‘reading time’ than usual over the holiday period, and there’s certainly plenty to get your teeth into in this issue.

As you’ve probably spotted already, this month’s main feature lorry is an extremely lucky Scammell Pioneer that has very nearly been scrapped on at least two occasions; first in 1990 and again nine years later following fire damage.

We’ve also got a Leyland Octopus that has been restored to look like a working lorry – a lot harder than it sounds - and an ERF B-Series that was an enthusiast’s first-ever lorry restoration. And because it’s the Christmas issue, I’ve also included something a bit unusual, but which seems completely appropriate, in the shape of some fabulous steam Sentinels in Wales. We’ve also got an extra-large six page memories section, featuring Elliott & Sons Transport, a much-missed Dorset haulage contractor which at one time operated the biggest fleet of Fodens on the south coast along with the only 80ft rigid trailer in the country. Like so many others they switched to foreign-built lorries from the early 1980s – not, we suspect, because they particularly wanted to but because they were running a business and the ‘foreign competition’ offered a better overall package commercially.

Elliott & Sons Transport is no more. It was run successfully as a family-owned business for more than 60 years but within a few years of the family selling the business in 1993 it was all over. Elliotts are not unique in that respect – Kentbased readers may see some similarities between this and what happened to the Dodd Group in 2011, but in recent years there have been dozens of other cases of old-established firms closing soon after changing hands. Though it’s tempting for outside observers to automatically blame incompetent incoming management, that isn’t always the case; it could equally, for example, be a case of astute family owners seeing what was coming, and getting out while they could.

Anyway, this is the Christmas issue, so to end on a positive note, here’s a free tip that might earn you a bit of extra cash. On pages 62 and 63 we’ve a piece on AA collectables. Some rarer AA stuff has, it seems, gone up in value a fair bit over the past few years – about 15 years ago I paid £75 for an AA sign similar to the one on page 62 but from a village in Cambridgeshire. Now they regularly fetch £300plus…

Peter Simpson Editor

Kelsey Media 2015 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received though everything received by the Editor is read. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties.

Kelsey Publishing Ltd uses a multi-layered privacy notice, giving you brief details about how we would like to use your personal information. For full details, visit www.kelsey.co.uk , or call 01959 543524.

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Classic & Vintage Commercials is available for licensing worldwide. For more information, contact bruce@bruceawfordlicensing.com www.kelsey.co.uk

JANUARY 2016 3

Contents

VOLUME 21 NUMBER 5

JANUARY 2016

6 6 SCAMMELL LADY Meet Jill Parnell and her extremely lucky 1939 Scammell Pioneer.

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12 NEWS All the latest, including a tax warning for occasional/part time drivers…

16 PD’S ARCHIVE More old lorries photographed before they were classics, including a fabulous W. Tabern & Sons Atkinson Borderer, and a Leyland Bison tipper.

20 LEYLAND OCTOPUS

32 SUBSCRIPTIONS

Restored as a working lorry - and it’s truly wonderful!

Save money and have the magazine delivered to your letterbox…

26 THONYCROFT PK TRUSTY

16 4 CLASSIC AND VINTAGE COMMERCIALS

Peter Davies begins a two-part profile of the lorry that the transport press of the time called the “ideal eight wheeler”.

34 LETTERS Your thoughts on recent issues and classic commercial matters in general.

38 ERF B-SERIES

52 READERS MEMORIES

70 US TIME CAPSULE

1978 lorry that was its owner’s first restoration….

Special feature on Elliott & Sons of Poole, Dorset. Some fabulous period photos here!

Concluding Nick Baldwin’s look at a recently-rediscovered archive relating to Shein’s Transport.

58 MODELS

72 A-Z

Presents from Christmas past….

SNAV to Somacome, via Soames and Somua among others…

60 BOOK REVIEWS A few recently-published books on lorries and related themes…

40 SENTINEL STEAMERS David Reed went to Wales to see some Sentinel steam action…

44 WOODHEAD RUN That man Reed popped up here, too!

62 BALDWIN’S COLLECTABLES Nick looks at AA memorabilia – including the commercial vehicle drivers section.

64 MIGHTY MORRIS

46 CARRYING ON

76 TALES FROM THE WORKSHOP This month Ken re-cabs a Bedford TK owned by a prominent surgeon…

78 COMMERCIAL CORNER 80 BACK ISSUES 81 FREE ADS 94 CLUB DIRECTORY

Older lorries still working.

49 TRUCKING BOOKAZINES New from Kelsey Publishing – compilation books on Thornycroft, Seddon, Tate & Lyle and BRS…

50 ENGLISH GARDNER Atkinson Eight wheeler features in this month’s centre spread…

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Available on the app store and pocketmags.com

The story of Morris Commercials, including the lows as well as the highs…

www.facebook.com/classicandvintagecommercials

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74 JANUARY 2016 5

SCAMMELL lady

Peter Simpson meets Jill Pannell and her much-loved 1939 Pioneer…

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F

rom 9.00am to 5.00pm Monday to Friday, Jill Pannell has a fairly senior role with one of the ‘Big Four’ banks, by whom she has been employed for the past 27 years.

She works remotely, and the colleagues who would otherwise sit beside her are actually many miles away – mostly in London and the South East. Despite this, all the usual office banter takes place – albeit via email and telephone rather than face-to-face, and on Friday afternoon and Monday morning “the weekend” is, as in any other office, a main topic of conversation. In most cases it’s the normal city/suburban stuff – shopping, gym, golf club, meals in posh restaurants and so on, plus the odd party or two. However the account that’s most eagerly anticipated is Jill’s.

You see, Jill’s life is just about as different from theirs as it’s possible to imagine. For starters, she lives, with long-term partner Steve, on a 20-acre former cold war ‘secret bunker’ in the middle of the Lincolnshire fens and miles from anywhere; their home was originally the guard house. Steve’s skip hire business is also based there – though not, I should perhaps mention, his waste transfer station.

The ‘bunker’ is also, though, home to a fascinating collection of old vehicles of all shapes and sizes n.

Steve’s main interests are plant/farm equipment and military vehicles – and with the latter it’s definitely a case the bigger the better.

Don’t, though, imagine for a moment that this is all Steve’s doing; Jill is very definitely an enthusiast in her own right. For many years she has owned, preserved and shown a David Brown VAK1a tractor which had been bought and used by her late grandfather. She is also on the committee of the Scammell Register. The Gardner 6LW-engined Pioneer featured here is also one of two Scammells that she owns – the other being an S24 that’s currently under restoration. Both were bought and are run with her own money, and in the case of the Pioneer it is Jill that drives.

The S24 is some way off that point, as we’ll see later…

Unsurprisingly therefore, most weekends are spent either working on, or showing, the couple’s vehicles; hence Jill’s colleagues ‘curious fascination’ with her lifestyle. But while they might find it odd, I know which I’d prefer to be doing. ➥

Gaps in the history

The Pioneer was Jill’s first lorry

JANUARY 2016 7

and according to the V5c it was manufactured in 1939, though what it did during WW2 isn’t known, though tank recovery work is thought to be a possibility. In fact its whole early life is something of a mystery. There are also gaps later – obviously any information will be gratefully received, and on past form, I think it’s very likely indeed that someone reading this will know something.

Anyway its ‘known’ history starts in 1990 when it was bought, from a scrapyard near Holmfirth, West Yorkshire

by Graham Booth. At this point it was still unregistered and was, one imagines, therefore used on trade plates – this was allowed and usual for recovery vehicles until the late 1980s. Anyway, Graham carried out a full restoration – which as the photos show, was very thorough – and finished in it a military sand colour.

Shortly after this, Graham went to work for F Audsley and Son – a local recovery specialist, and he subsequently sold to Scammell to his employer. In their ownership it was refinished in their ‘house’ colours by Graham Booth (who is an accomplished signwriter), and road-registered for the first time. Though

intended primarily to be a display vehicle, the Pioneer was fitted with a ‘sprag’ lifting device on the back at this point. At the front, the original hooks were cut off and a bumper fitted in their place. At about this time Audsley's also acquired a Diamond T which was similarly finished in house colours.

Nearly lost forever…

Sadly though, in the late 1990s the shed in which both vehicles were stored caught fire. The Diamond T was, unfortunately, lost, as were a number of cars stored on the same site but the Pioneer, though badly damaged, survived. By this point Graham Booth had ‘moved on’ employment-wise, but on hearing about the fire got in touch and tried to buy the Scammell back. Unfortunately, though, he was outbid. The successful purchaser had a second restoration undertaken – and in doing so clearly spent a lot of money as, for example, the floor and boxes were all remade from very high quality hardwood. However this was then varnished – which as most people reading this will be aware, isn’t really a good idea as it the wood can’t then

Rear view. Woodwork was varnished when Jill bought the Scammell but but has now been treated with Danish wood oil, which allows it to breathe.

8 CLASSIC AND VINTAGE COMMERCIALS

‘breathe’, meaning moisture becomes trapped.

After this the trail goes cold again until 2009, by which time the Pioneer, though still based near Southport, was owned by James Lowther. Lowther was well-known in the steam preservation movement as he owned two 1919 Fowler steam ploughing engines and used them to dredge lakes of silt – one engine stood each side with a cable between them and this pulled the dredging bucket across.

Anyway, the Scammell was used as part of this kit. Naturally James refinished it in his own colours. James’s Fowlers were named Sandringham and Windsor, and these were added each side of the engine cowl, where they remain. These engines, by the way, are now part of the Claude Jessett Collection, based at Hadlow Down in East Sussex. Why, though, the address on the pioneer is given as Andover (in Hampshire) when Lowther was based on Merseyside (and the phone number is a Southport number..) is a complete mystery! From Lowther, the Pioneer moved to Guy Debes of Matlock, and Jill bought it from him in 2013. As I say,

SCAMMELL PIONEER

Gardner engine is an ‘instant’ starter, even if left standing for months.

Cab and controls.

Gated gearchange – six speed plus reverse…

‘Armstrong’ power assistance for the parking brake as well as the steering.

Proud owner at the wheel. though she already owned a tractor, the Pioneer was her first lorry – so definitely not a case of starting out with something small!

As far as the actual acquisition goes, Jill admits that it was basically ‘love at first sight’. She saw the Pioneer on an ‘internet auction site’ and it was the classic case of “if we like it we’ll have it”. She did – unsurprisingly – “like it” and it was collected by low-loader the next day. On the journey back it was christened ‘Ladybird’ by the couple because, as Jill explained, “it’s black, red and mine”..

Overall, Ladybird wasn’t in bad shape when bought. As Jill and Steve have access to fields and a bit of rough terrain (and equipment to make it even rougher..) one of the first things they did was drive the Scammell ‘cross country’.

This quickly revealed one problem – the offside ‘walking beam’ (which allows the two rear axles to move up and down) wasn’t working – most likely because it hadn’t needed to so had seized through lack of use. This was sorted on site using a ten ton loading shovel and five-ton digger (as mentioned earlier, Steve collects classic plant..) along with

Underfloor winch looks to be operational but has yet to be tested with a full load…

assorted jacks and some oxy-acetalyne to apply heat. A certain amount of brute force was needed (and Jill didn’t hang around to watch) but eventually, when things reached the ‘fix it or break it’ stage, the beam freed off and has remained so ever since.

Jill has, though, done much of the ongoing renovation herself. I mentioned earlier that the woodwork had been sealed with varnish during the c2000 rebuild, and that this isn’t really a good idea. Anyway, one weekend Jill set too with a palm sander and removed every last bit of it. She then treated it with Danish wood oil, a treatment that needs repeating every year. Maintenance is straightforward enough but there is a fair bit of it to do – lots of grease points for example. Recently, Jill’s 17 year old nephew Alex has started to take a real interest in the collection in general and Ladybird in particular – Jill plans to add him to the driving insurance as soon as this can be done; in the meantime he has proved himself extremely capable with a grease gun.

Her main pleasure, though, comes from actually owning and driving the Pioneer. It’s MoT-exempt on numerous

counts, and being pre-1960 can also be driven on a car licence, though naturally Jill received some ‘training’ from Steve before taking it on the road.

She also plans on taking her Class 1 LGV test in 2016 – though realistically how much practical use a modern artic test pass will be for a 1939 Scammell is debatable. For local – ie up to 40 miles – trips from base it’s driven. Further afield it has to be transported as 25mph is the absolute top speed, and at that, diesel is consumed at around 7mpg, meaning just going 40 miles to a show will involve over four hours of driving and cost around £60 in fuel… in practice there’s usually a group of local owners going to further afield events anyway, so it’s case of piggy-backing. The Holbeach show in South Lincolnshire in a regular, as are various local shows, armed forces days and so on.

As far as actual driving is concerned, Jill admits that, as you’d expect, Ladybird is ‘a bit heavy’ to steer – though not so much now as when bought, because front tyre pressures are now correct. Depending on load and use they should be 55-60psi; on purchase one had 20psi the other 16…

January 2016 9

➥

Obviously it’s a crash gearbox – albeit with a gated gearchange – but that’s not an issue as the whole driving process is a lot slower than on most road-going vehicles, meaning once you understand how to use a non-synchro gearbox there’s plenty of time to get revs right and make changes. Starting is, apparently ‘on the button’ irrespective of how many weeks – or months - the Pioneer has been standing.

Storage is often an issue for private owners of larger vehicles. As already noted, Jill has land but cover came from a rather unusual source. While visiting a government surplus dealer he knows in search of a couple of ex-army fuel bowsers, Steve noticed a large dismantled tent of very sturdy construction complete with lightweight aluminium frame. On enquiring, he was told it had recently arrived, having been

part of ‘Camp Bastion’ in Afghanistan.

That, as was widely reported at the time, was dismantled at the end of 2014 and the little-used ‘tent’ was now officially government surplus. Anyway, the tent, which had formerly provided protection in the Afghan desert now sits in Lincolnshire, and provides perfect cover for Ladybird and other vehicles; having been made on a ‘cost no object’ basis to provide total cover in the middle of the desert it should have no problem doing the same job here…

Talking of lucky finds, some 20 years ago, and long before Jill or the Pioneer had entered his life, while attending a farm sale, Steve bought what was advertised as a set of spare tracks for a County Crawler (tractor). They cost £40. However Steve knew they were not tractor tracks. They were actually for fitting to the back of a Scammell

The next project.

Scammell S24 started life as a dump truck with British Coal in Scotland. Come back to see it finished about this time next year….

10 CLASSIC AND VINTAGE COMMERCIALS

Pioneer – to convert it into a halftrack - and were bought because of his interest in military vehicles. Now of course, there is a Pioneer in the family, so maybe sometime in the future Steve and Jill will try fitting them…

And finally..

I mentioned at the start that a second Scammell, an S24 has recently been acquired and is under currently under restoration. Another ‘love at first sight’ internet auction site purchase, the S24 was new to British Coal in Scotland as a dump truck. The dump body is, though, long-gone; it now carries a pod and fifth wheel. Jill did tell me about their plans for this vehicle; I’m not going to say too much now other than that, if things go as planned it will be quite unlike any other Scammell in preservation anywhere….v

SCAMMELL FODEN PIONEER S83

THE RESTORATION

An early stage in the 1990-92 restoration by Graham Booth

Work well underway as Graham’s daughters pose in front of the Pioneer

Cab nearing completion, ‘just’ the back end left to do….

As completed by Graham in around 1992.

Graham subsequently sold the Scammell to F. Audsley & son, his employers.

It was repainted in house colours, and added an ‘interesting’ front bumper…

JANUARY 2016 11

s

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

RHA ISSUES TAX FRAUD WARNING

A

lthough this story is mainly about the contemporary haulage scene, it’s an important one to cover here, as we know that many CVC reader who still hold a valid LGV/HGV licence do sometimes do ‘fill in’ work when a haulier is short of drivers and/or the driver concerned is short of money. Some also use fill-in driving as a means of financing their preserved lorry.

Anyway, the Road Haulage Association has issued a warning to drivers and employers of the need to ensure that all drivers are ‘on the books’ with correct tax and National Insurance deductions made at source. The RHA say that growing numbers of drivers are being treated as self-employed, which means they are paid without deductions. Self-employment also means the ‘employer’ avoids having to comply with many driver’s rights under employment law.

RHA Chief Executive Richard Burnett said “With a growing driver shortage in the UK, this means law-abiding hauliers are losing drivers and losing work to firms who break the law. The practice is also damaging to law-abiding driver agencies who risk losing drivers to less reputable competitors.”

In some jobs, the difference between selfemployed and employee status is not clearcut and can even come down to an individual tax officer's interpretation of specific circumstances. With driving, however, the position as far as HMRC and an individual driver is clear; if you own (or personally lease…) the lorry that you drive you are selfemployed. If, though, you as an individual are providing only a driving service – in other words if the lorry you drive is provided for you (irrespective of whether its provided by an ‘end user’ of transport services or

an agency) then you are an employee, and your employer must, by law, deduct tax and National Insurance before paying you.

Slightly different rules can sometimes apply if the driver concerned is a registered limited company and the work is invoiced and paid through that company.

It also has been suggested – though obviously things like this can rarely be confirmed – that HMRC are currently ‘targeting’ some sectors of the haulage industry as regards this type of thing.

Hauliers who are caught paying drivers ‘off payroll’ may face a heavy claim for back tax and NI, plus a penalty payment of up to 70% of the tax that has been evaded. Drivers, too, can face a heavy claim for back-tax and penalties – and the tax man can and does make bankrupt people who can’t or won’t pay him what they owe.

BIG CHANGES AT HERITAGE MOTOR CENTRE

T

he Heritage Motor Centre at Gaydon – which hosts the Classic & Vintage Commercial Show in June and the Retro Truck Show in September – is undergoing major changes at present.

Those who have attended events this year will no doubt have spotted the construction work going on in a corner of the grounds, where the centre is building a new hall. This is to enable the large number of vehicles in the HMC’s reserve collection to be seen by visitors. Improved conservation, interpretation and maintenance facilities are also being incorporated.

Around 70 cars from the Jaguar Daimler Heritage Trust – formerly on display at the now-demolished museum at Brown’s Lane – will also be displayed here.

When it opened, the Heritage Motor Centre was chiefly a BMC/BL/Rover museum, with most exhibits coming from the British Leyland ‘Heritage’ collection which had previously been scattered across several locations. As time has gone on though, the collecting remit has been extended. To reflect this, and the increased size of the accessible museum, the museum’s name is being changed from Heritage Motor Centre to the British Motor 12 CLASSIC AND VINTAGE COMMERCIALS

The new exhibit hall at the Heritage Motor Centre Gaydon, under construction last summer. The museum is currently closed for refurbishment; it reopens as the British Motor Museum on February 13.

Museum. The HMC closed on November 30 for the changes to be made and to allow the new buildings to be set up and commissioned. It will reopen, as the British Motor Museum, on February 13.

The special events programme will of

course carry on – indeed we understand there are plans to extend and improve these too. However it does mean that those attending the CVC Show and the Retro Truck Show in 2016 will have a whole lot more to see.

CALL UP THE CLUBS

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NEWS

In brief...

E

very so often, we like to look at the club magazines received at CVC Towers. We recognise the excellent – and often little-noticed – work done by the various one-make lorry clubs in helping members with their restorations, sourcing/supplying parts and carrying out invaluable research. Everyone involved is usually a volunteer, too. These days, club magazines are generally of extremely high quality too – the days of a few duplicated A4 sheets stapled together have definitely gone!

So ‘in no particular order’ here are a few that we’ve received in recent weeks…

The Albion Club report that ‘The Club Chieftain’ made its first appearance at events this year. For those who may be slightly confused, we should perhaps explain that this is not a new title for a club Chairman, President or similar, but a 1958 FT37KCL with Homalloy cab that was gifted to the club by Bill Finlayson in December 2014. Apparently it has been “well fettled” by club stalwart Ian Shand, with extensive work being carried out on the braking system which had suffered from water ingress due to leaking rubber bellows. New batteries have also been fitted, and for safety reasons these have been moved from inside the cab to a new battery box on the nearside chassis frame.

According to the Albion Register, the Chieftain, which carries fine Scottish registration number RSG261, was new to Melrose Drover Ltd., of Mitchell Street Leith. The second owner was Andrew Rennie of Cooklaw Farm Midlothian, but by 1977 it was with Malcolm Pretswell who used it to take farm equipment to rallies, fitting a beaver tail for this purpose.

Bill Finlayson acquired the lorry in December 2002.

The Albion Club is a section of The Biggar Albion Foundation which also looks after the Albion Archive, organises the Biggar Rally and operates a small Albion museum at North Back Road, Biggar. For more details contact The Albion Club, 9 Edinburgh Road, Biggar, ML12 6AX. The Leyland Society has just published the 2015 edition of its journal – apparently this has been delayed slightly due to the discovery of additional information.

Material of particular interest to CVC readers includes a detailed account of the Leyland fire engines operated by Dublin Fire Brigade both before and

after independence, and there is also an in-depth account of Cub and Lynx production from 1935 to 1942 including lots of period photographs and masses of detail. Research quality is very much a hallmark of Leyland Society publications, as are high production standards. The journal also includes new information about the prototype rear-engined doubledeckers which led eventually to the Atlantean – and, arguably, changed the way in which double deck buses were configured forever. Leyland Society members get the Journal free as part of their membership which costs £27 a year and includes four high-quality 48 page (and around 64 photographs) magazines as well as the journal. Alternatively, the journal on its own costs £9. In all cases the contact is The Leyland Society, 213 Castle Hill Road, Tottenhoe, Dunstable Beds LU6 2DA or email: sutcliffes@leylandman.co.uk REVS, the magazine of the ERF Vehicles Society has maintained its traditional high quality throughout 2015.

The December 2015 issue includes a detailed piece about the restoration, by the St Austell Brewery, of a 1946 CI5 flat that was new to the brewery but ‘ran away to join the fair’ in the 1970s before ending up stored in a Devon barn from where it was rescued by its original owners and is now back with the brewery and under restoration. There’s also Part 3 a colour feature on ERFs used for bulk flour transport, and features on F & A Carlisle Ltd and Grocontintental.

Membership details may be obtained from the club website at www.erf. historicvehicles.co.uk or by sending an SAE to membership secretary Maureen Cross, 21 Tilia Way, Bourne, Lincs, PE10 0QR, Tel: 01778 424432, email: treasurer@ erfhistoricvehicles.co.uk Last, but certainly not least, we come to the Scammell Register whose latest edition contains parts 35 and 36 of their definitive part work The History of Scammell Lorries by John Fadelle. These deal with the on and off-road S26s. There’s also lots of archive/heritage material, plus accounts of all the shows and events club members were involved with in the second half of 2015.They certainly seem like a busy bunch! Membership details can be obtained from Mick Price, 88 Goldthorn Hill, Wolverhampton, West Midlands, WV2 3HU, email: mickdprice@btinternet.com

■ Sincere apologies for a production error that affected page 9 of last month’s magazine. Unfortunately, the photograph at the top of that page moved at the very last stage in the production process, meaning readers had an excellent view of an August North Derbyshire sky but very little else! Processes have been changed so that the same thing cannot happen again; meanwhile if anyone would like a scan or print off the page as it was meant to be published please write in or email CVC.ed at the address shown on page 3.

■ Classic Commercial owners are cordially invited to attend the Spring Tractor World Show on February 27-28 at the Three Counties Showground, Malvern, Worcs, WR13 6NW. The show is organised under a licence agreement with Kelsey Media and this year the organisers have added a dedicated lorry/van/pick-up section to the existing classic tractors, vintage machinery and classic Land Rovers. Highlights include an auction by HJ Pugh on the Saturday.

Sunday includes a vintage sort out. To enter a vehicle on the Sunday only all you have to do is turn up before 9.30am.

To attend the whole weekend prebook using a downloadable entry form from the website at www.tractorworldshows. co.uk or call the office on 01697 451882.

■ Anyone fancy a trip to the truly most northern part of the British Isles next summer? The Shetland Classic Motor Show and Tours has been organised for a long weekend in June – from Thursday June 2 to Tuesday June 7.

Classic commercials are, apparently, especially welcome, and special terms have been arranged for ferry transport and accommodation! For more details email graham.johnson10@btinternet. com or send an SAE to Shetland Classic Car Club, 69 Gilbertson Road, Lerwick, Shetland ZE1 0QJ. ■ Would readers please note that the listing for the Thornycroft Register in our Club Directory is incorrect and will be deleted as both Mr & Mrs Sleight have, we are informed, sadly passed away.

■ Please note that the CVC editorial office will be closed for Christmas and New Year from 5.00pm Wednesday December 23 to 9.00am Monday January 4 inclusive. While there may be a skeleton phone answering service at the Cudham head office during that time, the Editor will not be able to respond directly to emails, letters or phone messages until after January 4.

JANUARY 2016 13

NEWS

NEATH VALLEY ROAD RUN L ast year the members of Neath Old Tractor and Commercial Club and friends set off from Crynant in the Dulais valley, and headed for a Sunday lunch at a restaurant in Brecon. It proved to be quite popular and was intended as a one-off but at the end people seemed to be saying, ’See you next year!’ So they did it again on October 25 2015, and have now decided that it will be an annual event.

Organisers Richard and Sue Davies have also decided to call it the Neath Steam and Vintage Show Autumn Road Run: “After all, the tractors can’t have all the fun”.

The vehicles began to arrive at the start, near Cefn Coed Colliery Museum, from 9.30. A steady stream of lorries took part; Austins, Bedfords, Fords, Leylands, some Volvos from Pembrokeshire, a Scania from the locally-based WAFERS fire engine museum and an Atkinson Borderer.

Before the off, sustenance was provided in the form of bacon rolls and plenty of tea and coffee courtesy of the club. This year’s route headed up the Neath valley on the old A465 past Resolven, through the village of Glynneath, crossing beneath the new A465 and up the notorious hill known locally as Rhigos Bank, many an old driver could tell a tale about this road. At the top they headed

Alan Leighton’s 1965 Austin.

Lunch stop at Bishop’s Meadow Restaurant.

14 CLASSIC AND VINTAGE COMMERCIALS

Despite a staggered start, everyone seemed to arrive for lunch at about the same time. out over Penderyn before joining the main Cardiff to Brecon road past the Storey Arms outward bound centre, and then on to the lunch stop at the Bishop’s Meadow restaurant. After we had eaten we held a raffle which raised £137.00 for Maes-yCoed Special School, Bryncoch, the club’s favourite charity.

The return journey headed through Brecon, the village of Libanus and then the mountain road to Dyfynnog. Here the road

opens out to give spectacular views of the Crai reservoir and the Brecon Beacons, before dropping down into the Swansea valley. At Abercraf, some people stayed on the valley road and headed back to the motorway whilst others crossed back to the Neath valley and home.

A good day out was had by all who attended and many thanks go out to those who gave up their time and to Harri and Sue for the photos.

AEC Mammoth Majors belonging to Bernard White and Mike Harris at the start.

Bedford O complete with a Caterpillar D2 load arriving at the lunch stop

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TBE 57T BET 228 BEZ 84 BF 4210 569 BFM 3333 BG BG 6372 BGF 2H BGR 36 BHA 77T BHO 74R BHW 529A BHW 517A BHW 527A BHW 548A BIG 8115 BIG 655 BIG 8411 BIG 59 B16 GER B16 TUM BIG 8115 81 MBO TOP 131N A81 RKE B15 CHO ARB 150N 913 BKE BKN 2T BKU 460B E81 AKE KBL 41N B115 ETT BLM 835 BLO 77S 544 BLO BNG 23 830 BNG BNH 85E BNH 65E BNR 8Y BOB 805S 562 BOB BOC 74A BOC 862A BOD 56Y BOE 74A BOL 701V BOL 77S BOL 7T 751 BOL BOL 701N BON 533R BOO 856X BOO8 53X BOO 85T CAB 805S REE 805S BOB 805S PEE 805S SHT 805S POW 805S SBO 55Y MFC 805S TAN 805S SHE 80S FAB 805S TBO 5S VET 805S ROT 80S BOU 110H D80 WES WWW 80X WAC 180X LON 680X FUM 80Y 7334 BP 3722 BP 3108 BP BPM 927 BPR 681A BPR 654A BPR 657A BPR 655A BPR 677A BPR 689A 674 BPW 957 BPW BRA 99 BRA 17T BRA 77T BRA 7T BRA 991T BRE 70T BRE 78Y BRE 223Y BRE 35Y BRE 771Y BRE 770T BBR 166S FBR 199S ABR 199S GBR 166S EBR 199S GBR 150N GBR 199S 11 BRS BRU 3L BRY 417T CBR 750N B168 RYN BSL 559 BSS 199M BTM 92L 368 BTP 321 BTT 31 BTW A18 UNK TBU 12R K13 URN SBU 12R BUR 61S B1 JST BBU 7T EBU 7T CBU 7T JBU 770N HBU 770N ABU 7T PBU 7S BVG 510E BVG 560E BVG 306E BVP 190 BVP 629 63 BVT 563 BWD BYE 51T 5 BYL C C 178 CAB 50N CAB 574R CAB 805S HU11 CAB CAC 53Y CAD 50N CAE 110S C4 LEL C411 LOW CAL 110W WCA 10W XCA 10W BCA 10W C4 NES CAR 18F CAR 105K C412 ONS CAR 6N C12 RON

CAR 185T CAR 70N DCA 120L BCA 120L PCA 123Y V8 OAR C4 REN CAR 104T CAR 14A CAS 946A RCA 53Y CAS 11W CAS 886A CAS 885A CAS 883A CAS 862A CAS 884A CAS 842A CAS 808A CAS 877A CAS 879A CAS 876A CAS 995A CAS 933A CAS 934A CAS 966A CAS 956A CAS 944A CAS 887A CAS 926A CAS 930A CAS 929A CAS 935A CAS 867A CAS 841A CAS 898A CAS 983A CAS 899A CAS 864A CAS 865A CAS 654A CAS 635A CAS 756A CAS 850A CAS 866A CAS 811A CAS 677A CAS 638A CAS 579A CAS 684A CAS 590A CAS 667A CAS 668A CAS 641A CAS 835A CAS 633A UCA 551D CAS 952A C47 ONS CAV 380Y CAZ 235 542 CBK 353 CBK 567 CBM CBW 32V 536 CCE 401 CCE CCE 127 7996 CD 299 CDL CEY 189W CEY 63W CEY 64W 208 CFC CG 6774 RCH 44M RCH 45M CHA 210T RCH 41M RCH 33M RCH 34M CHN 410B CHN 423B C11 OKA CHO 74L CHU 88Y CIL 7601 CIL 6575 CJE 785 927 CJF 545 CJO CKT 26 2222 CL TCL 41R WCL 45S RCL 41R C112 VES CLU 88S CNU 59H COA 77S COA 57S COE 693 CON 4V CON 311V COO 165T COO 180X 333 COP COR 541R COV 311S COW 13S 976 COX COX 792C COX 31V COX 576V CPA 107T CPE 76 CRA 161N CRA 16L CRA 138L CRE 3T CRE 4T CRE 45T CRE 59Y CR15 PCO CRJ 110M CRX 650M CS 2374 2222 CS CSO 654 CST 91A CST 89A CST 129A CTV 565K 819 CUB CUP 5S CUR 715E CUT 53T CUT 963K CV 9731 224 CVA CVG 799F CVG 699F 17 CVJ CYB 46 CYN 119C CYN 700 D 222 DA DAH 21T A99 DAL A227 DAN E290 DAN E859 DAN E897 DAN OAN 16L DAN 36H DAP 298B DAR 7S DAR 12T DAS 189

DAS 188 OAS 70R D4 SSU DAT 267 DAV 15F DAV 15L DAV 135N DAV 135V DAV 3N DAV 135D DAW 17T 529 DAY DBJ 49 477 DBM DBR 23S DCZ 9 DCK 241B DCK 238B DCK 59B DCK 68B DCK 94B DCK 53B DCK 231B DCK 75B DCK 92B DCM 94Y 2522 DD 7479 DD DDE 96P DDE 99P DDE 98P DEB 501V DEB 24A DEE 3L DEE 41L DEE 99X DEE 585L M9 DEL DEL 128Y DEL 661T DEM 953Y DES 1N DEV 3Y 9074 DF 8422 DF 2986 DF 46 DFC 4016 DG DGW 401B D34 BLO DIL 4802 DIL 6646 DIL 8858 DJI 7757 DJK 77E 947 DK 4859 DK 639 DKH DM 6144 6462 DN DN 3754 DNG 34 192 DNR DOD 580Y DOL 781 DOL 50N 443 DOL DOM 41V DOM 513K L36 DOM DON 875V DON 54V DON 39V DON 35V DON 42V DON 62V DON 63V DON 37V 454 DOR DOR 668 DOU 6K DOV 688 DOW 17S 5469 DP DRE 5S DRE 64N DRR 520B DRR 517B DRR 516B DRR 504B DRS 218D DRS 262K DRS 260J DRS 761A DRS 759A DSJ 852 DSM 73X 8908 DT DT 9695 DTO 202B 872 DTP 426 DTP DUG 237Y DUG 528C DUG 55S 45 DVB DVG 620G DYL 101V DYW 15 E XEA 7X EAN 11V EAN 11S F6 EAN F7 EAN F9 EAN F8 EAN JEA 501V GEA 70N E17 VES EAZ 7 153 EBK 148 ECD 9 ECD 667 ECD ECJ 99 EDD 87T EDD 11T EDD 17T EDD 13Y B16 EDD EDD 51T EDD 171T EDE 86R EDE 87R E6 ENS EDE 89R EE 9471 EFC 308A 405 EFH 4 EFJ EFX 317C 509 EHA EHJ 904H EHJ 859P EHJ 958H EHL 50 EKA 750 5607 EL EL 67 8127 EL LEL 150N SEL 150N LEL 107T ELL 187T ELL 4Y ELL 152J SEL 50N ELW 15Y ELY 107T

EMA 635S EMA 67X EMA 628F EMA 317X EMA 65K EMA 53X EMA 46X EMD 57B 831 EMD EMV 504T ENR 38 90 ENR EPD 59V EPM 48V ERE 3N ERG 73 ESE 536 EST 116D E551 TON EST 87D EST 37D 8361 ET 1306 ET ETA 18 EUI 20 EVE 383 EVG 550H EVG 742H EVG 559H EVG 608H EVN 230L EVO 7V W5 EVO 32 EWD 7 EYL F FAB 59S 92 FAB FAB 118S F46 ANS FAJ 53L FAJ 51L FAJ 56L 5 FAJ FAK 13Y TFA 12R FAR 7Y FAS 77T FAC 80Y FAT 80Y FAT 138Y FAX 11V FBK 825 FBR 83 533 FCG FCR 888 62 FCY 9229 FD TFE 4R F36 ANS HFE 1N FLE 517Y FEY 309D FEY 301D FEY 308D FFB 811 FIL 65 4 FJF FLA 66S 91 FLA FLA 91T 645 FLD FLE 33T 86 FLF 179 FLY 8179 FM 3588 FM 1263 FM 2641 FN 7553 FN FON 6L FOO 71Y AFO 12D FOS 733R 572 FOT FOW 153X FOX 701V FOX 6S 3 FOY 7 FPP FRO 57T FRO 661T FRO 664T FRO 64T FRY 5V FRY 5S FUG 3Y SFU 110N FUR 70N FUR 9Y FUR 3Y FUR 12Y FVL 177M FWE 65H FYJ 777 G LSG 41N 64 LS GAL 73N GAM 811N A688 GAP GAR 189L G4 ROT GAR 501N GAR 1X GAR 140Y GAR 16N GAR 1D T6 ASK TPG 4S GAT 3N G4 VEN GAV 117S GBF 82 GCN 254 693 GCR GCS 141 GDE 444W GEF 340V GEJ 20 6 ENS GEN 77S GEP 21 63 RRY 166 ERY GER 1A 68 GFR GFX 457D GGL 273 61 ANT GIL 15 GJI 4728 GJY 401 GKC 50 GKJ 85 GKK 7V GL 5918 GLA 231T H161 ENN GM 6585 GNH 79B GNJ 63 GNR 74 GOB 81L GOB 5W GOB 58N OOO 560D GOL 81N GOL 50N NGO 1D

GOO 1E GOR 3Y GOR 84N GOV 88W GOW 9N 999 GP 8 GPR 8 GR GRA 713V GRA 990N GRA 78N GRA 70N GRA 790V GRA 318V GRA 758N GRA 290V GRE 50N GRE 16K GGR 33N HGR 33N GRE 694K GRE 610N GRE 950N GRE 33N GRE 169N GRE 1N ERE 3N 83 GRE GRE 609N 6 RUB GRY 565N GSG 86 GSK 779 GSK 337 GSL 734 76 GTG GUI 1 T900 GUN GUN 58N GUR 111T GUS 74R 6 UV GVG 959K 73 GYM T8 GYM H 3207 HA 8473 HA HAB 84S HAB 18N HAB 18J HAB 40S HAB 40J HAB 86N HAG 3E HAH 11V HAH 460T 478 HAJ HAL 58N HAL 4N HAL 550N HAN 56N HAN 120W H417 SEN J114 NDS HAP 3N APY 64A HAR 7T WHA 121S HAR 13L HAR 81Y VHA 121S HAR 153N HRT 50N HAR 19Y HAR 775Y HAT 58N H4 TAC GHA 770N HAV 80Y HAW 50N 415 HBC 851 HBC HBF 406 HC 7831 HCK 144E HCT 58 HDS 259G HDS 261G HDS 279G HDS 733H MHE 4P KHE 4P HED 63N HEG 50N HEL 317V HEL 317S HEL 31V HEL 41V HEN 570N HEN 70N HEN 71N HES 70N HES 46 HEW 377S HEW 177W HEX 3N 98 HFK HFX 303E 38 HGG ADH 188S AAH 188S S111 CKS HIL 157 200 HKJ HL 8674 146 HLU HN 5141 HNB 107D HNM 5 HO 1234 HOB 135N HOB 850N HOB 85L HOB 50W JHO 850N HOB 85H HOD 635N T33 HOG HOL 73N HOL 70N HOL 78N HOL 7W HOO 531N HOO 50N HOR 53N F110 RNE HOR 58N HOR 701N HOR 733N HOR 702N HOT 70N 448 HOV HOV 154W HOW 477J HOY 733N 8927 HP 9287 HP HRT 81 928 HTW HUB 42D HUG 35N HUG 637S HUG 637T HUI 19 HUM 33R HUM 813S HUN 7N HUN 71N HUP 1N

HUR 57T 144 HUR HUR 57V HUR 7Y WHU 770N CHU 770N HUT 701N HUT 10V HUT 71N HUT 76N HVG 890L 474 HYD HYE 28 9 HYE I 9301 BH IIL 18 J JA 3638 JAB 81N JAC 58N JAC 946V JAC 264N JAC 687V JAC 680V JAC 941V A864 JAC JAD 35V JAG 163Y JAK 356W JAL 53N JAM 53E JAM 53M JAM 190W JAN 35S JAN 35A E259 JAN B898 JAN JAP 17N JAP 5 JAR 35Y JAR 60N JAR 120N JAR 450N JAR 50N NJA 50N J45 ONB JAS 796 GJA 50N HJA 50N JAT 117T JAT 137T JAV 51W JAW 964 LOJ 4X JAY 51N JAY 833N A364 JAY A199 JAY JAZ 59 JBB 906 JBM 990F JBX 472N JCR 999P JDY 200 JEE 1P JEL 50N JEM 41 11 JEM JEP 35H JES 1W RJE 5S JES 53P JEY 616F JEY 516F 59 JGN 24 JGN 7127 JH

JSS 960N JSS 966N JSS 962N JST 284N JTR 308D JUD 68S JUF 648 JUK 5W JUL 106N JUL 104N JUL 113N JUL 16N JUL 108N JUL 110N 5 JUN JUX 351D JVG 757M JVG 756M JVG 650M

87 KBP 73 KBP KBS 5 KCD 419 KCH 69N KCH 55N KCH 38N B16 KCH KCH 75N KCH 59N KCH 74N KCH 68N KCH 56N KCH 73N KCH 62N KCH 76N KDG 89 KEA 524 KEG 793Y

700 KTF KTS 91G 90 KTW KUN 189 6888 KV 5426 KV 1949 KW KWA 83 KWC 688 KYA 51N K77 KYD 84 KYD KYL 13M KYL 13S KYL 38K 9 KYM KYM 774X L LAB 37T

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LAL 14W LAM 88B LAM 85P B16 LAP BUY 14W LAW 59W LAY 10N LAY 685 LAZ 8 LBF 57

LCL 628A LCL 707A LCL 616A LCL 749A LDD 87 LEE 366 LEE 5N LEG 6P LEG 785W LEG 37T LEN 941H LEN 181P LEN 297P LEP 84 LES 13R LEV 177V LEV 177Y LEV 177J LEW 847H LFM 449N LFM 407N LFM 436N LFM 432N LFM 442N LFM 427N LFM 446N 568 LHA 1 YMO LKO 555 LNB 269 LOC 41X LOF 4X LOM 45S LON 680X LOO 138V B10 PES 708 LOP LOR 77F LOR 3R LOU 159P B10 UTH LOU 153P LOU 15N LOU 158P LOV 3P 59 LOV 7 LOW LOW 312Y LOX 500 214 LPA LRP 7V LRP 51M LRS 72 LS 3903 LSB 3H LSG 42N LSG 48N LSG 47N LSP 93 LT 728 LUC 180X LUE 7V LUE 5P LUG 70P LUR 4L LVA 11 LVG 678B LVG 859B LVG 757B LWG 66 LYC 3E LYL 3N LYN 814X LYN 78P E282 LYN LYN 87X M MAB 813Y

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NWF 28P ONT 52P TTU 624H TSO 153R

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JSS 963N KBL 29N KCH 69N KEG 793Y KGW 905A KLJ 320N KSA 178F LGW 905A MDM 653G NAV 297F

NEJ 64R NSE 87V PJT 567J RHR 255C RMO 112R STO 788F SVR 52H TEF 54R WRT 96A WRT 97A YEL 361S

AVG 6905 BBH 699P

ALL £195 AES 163T AEY 247A ANP 264A BHW 517A BHW 527A BKU 460B BPR 657A CEY 63W CVG 699F JJ 5067 758 JKA M9 JKC JKS 48P 82 JLA JM 8753 JMA 967K JMA 917K JMA 914K JMA 915K JMB 444C 587 JMP JMR 702 JN 3773 4407 JN JOA 14N JDB 50N C233 JOE JOG 3R JON 1K C994 JON JOH 17P JON 53N JON 49E JOS 11L JOY 376N JPB 448C JPG 5 532 JRR JRS 90V JSA 228G JSH 552 JSK 204 JSR 640 JSS 963N

KAJ 68N KAJ 58N KAJ 67N KAJ 69N KAL 550N KAR 317V KAR 317P KAR 12Y KAS 160 KAS 210 KAS 839 KAS 136 KAS 842 KAS 802 KAT 35V KAW 51N KAW 52N KAW 53N KAW 54N KAW 59N KAW 64N KAW 63N KAW 85N KAW 56N KAY 88V KAY 537V KAY 83V KBD 76 KBL 39N KBL 29N KBL 31N KBL 35N KBL 45N KBL 36N 817 KBM

KGE 362T 111 KGE KGL 83 KGW 905A KHC 3Y KIB 714 K1 DUM KJ 1673 1111 KJ KJK 969 KJL 320N KKR 57 KLJ 320N KLJ 351N 342 KM 4976 KM 282 KM KMB 775 KNE 109N 491 KOD KOR 12Y KOT 6Y 889 KOV KPR 41 KPW 239N KPW 535N KPW 489N KPW 237N 93 KRD KRG 99 KS 7967 KSA 178F KSC 226D KSC 224D KSP 3

31 LBF LBK 513 LCL 628A LDD 87 LEE 366 LEE 5N LEG 6P LEG 785W LEG 37T LEN 941H LEN 181P LEN 297P LEP 84 LES 13R LEV 177Y LEV 177J LEV 177V LEW 847H LFM 449N 568 LHA 1 YMO LAB 37T LAL 14W LAM 88B LAM 85P B16 LAP BUY 14W LAW 59W LAY 10N LAY 685 LAZ 8 LBF 57 31 LBF LBK 513 LCL 529A

MAB 837T MAB 682D 790 MAB MAC 16P NMA 660T MAH 41P MAH 33D MAH 41E MAL 338W MAL 119W MAL 357P MAL 740W MAL 261W MAR 437V MRR 10W MAR 63L MAR 647E MAR 63P MAR 77V MAR 771V MRR 19W MAS 73R MAS 6Y MAS 537 MAW 217 MAY 769F MAY 598P MAY 698 MBC 978 MBH 3L MBH 31H 35 MC 9818 MC MCE 929 MCV 4N

MCW 84G MCW 95G MCW 89G MCW 94G MCY 94E MCY 92E MCY 226K MCY 71E MCY 75E MDM 653G MDM 655G 3511 ME LFM 310N MEL 145P MEL 15F MEL 154P NME 110R MEP 52A MES 878 MES 53Y MFA 54 MFC 805S MFF 949 MFO 283 MGL 976 9339 MH 4521 MH MHK 9P 222 MHY 338 MJH MJU 2 MLO 17 MLC 11P MLC 14P 598 MM 6728 MM 740 MM 179 MM 167 MMT MNH 63K MNN 38D MNN 50D MNN 53D MNN 43D MNN 60D MNN 49D MNN 22D MNN 34D MNN 37D MOA 72X MOC 7P MOE 566X MOE 333X MOE 96P MOE 856P MOG 772X MOG 735X MOG 810X UMO 110Y RMO 113R MOL 73N M1 OOR MOR 73R MOR 155R MOR 318Y MOS 55S MOS 51S MOT 3L MOV 13X MOW 13R MOW 3R MOW 9R MOY 124P 6 MPR MRC 50P MRC 51P MRC 41P MRC 46P MRR 38P MRR 45W B9 MSR MT 2069 MTT 606 MTW 555C 9158 MV MVG 749C MVG 720C MVG 508C MVG 740C MW 8743 MWC 6P MWL 45 444 MWP 777 MYC MYR 46X MYR 4P N NAD 99M NAJ 18W NAJ 18P NAN 70N NAS 54R NAS 70R NAS 653 NAS 13R N45 EER NAS 671 NAS 628 NAS 45H N4 THS NAT 11S NAV 303F NAV 330S NAV 306F NAV 300F NAV 292F NAV 288F NAV 304F NAV 309F NAV 287F NAV 317F NAV 295F NAV 297F N42 EEM 1807 NB 6506 NB NBD 52 NBN 50 9273 NC 96 NCG NCP 267 6553 ND NDD 958 NED 87P NEE 42 EHN 335H NEJ 38R NEJ 37R NEJ 39R NEJ 30R NEJ 64R NEJ 65R NEW 55S NEW 574R NEW 31P NEW 42P NFC 309S NHE 488 NIB 3333 NIW 72 NJ 364 NJ 4544 NJW 254P 204 NKE 840 NKR 424 NKR NMG 98 6 NMK 805 NNN 95 NNO

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NNW 5 NOB 80X NOB 13X NOB 56X 279 NOB NOH 712 NOM 88 JNO 74Y NOW 938 NOW 549 NPA 910 NPC 310 NRG 71 2222 NS NSE 87V NTL 141F 79 NTW NUS 7Y NUT 1E NV 9830 NWF 28P NWT 5 NYC 6L NYK 5Y 3748 NZ O OAK 7M OAK 3S B1 OAP OAP 972 OD 620 ODE 139F ODE 122F ODE 116F ODE 117F ODE 141F ODE 119F ODE 112F OEY 620J OK 9362 OLY 268P OMY 452P ONE 11H ONE 7L OO 2698 OO 1066 P PAB 436 PAD 63T PAD 335R PAD 742 PAD 260W PAG 33E PAL 70R PAL 5M E5 PAM PAM 11D PAM 222R PAM 14R PAM 8R E7 PAM PAM 153R PAM 50R PAM 15R PAM 16R PAN 7S PAO 107P PAO 106P PAO 105P PAO 108P PAR 777S PAR 53L PAR 37H PAS 533S PAS 5S PAT 47M PAT 18M E3 PAT PAT 31S A972 PAT PAT 34M E5 PAT D735 PAT A460 PAT A709 PAT S121 PAT PAU 144R PAV 62J K7 PAY PAZ 6 PAZ 1 PAZ 4 PBE 39 PBN 822 PCD 667 PCS 81R 5376 PE PEA 73R PEE 805S PEG 555 PEG 5R PEN 677S PEN 155S PEN 115S PEP 3R PEP 53Y PEP 8R PER 121N PER 177N PER 855 PET 73R PET 80Y RPE 73R RPE 76R 2620 PF 4244 PF 19 PFM PFN 25S 1256 PG PG 8016 5695 PG S6 PGJ 8 PGJ PGU 938K 3745 PH 5655 PH PHA 998 PHH 153P PHH 57P P111 LUK P111 LOK PHJ 863K PHW 27R PHW 28R PHW 29R PIA 9746 JVP 1E PIJ 3252 PIL 15 PIL 4 PIL 111 3588 PJ 7461 PJ 655 PJH PJT 567J 2429 PK PKH 130P 693 PKJ 3546 PL BPL 47T APL 47T PLA 3R PLA 73R PLE 888 PMB 890L PN 7018 A162 PND LPO 111Y POM 333Y POM 3Y

PON 66Y POP 574R POT 312S POT 1N POW 805S POW 311F 4288 PP 2688 PP 482 PPE PPP 475 PPV 134M PRC 57W PRE 553R PRO 553R PRU 783 PSN 690H PTH 67S PTH 37S PTH 34S PTH 64S PTH 52S PTH 38S PTK 90 PTM 499 7 PTS PTU 977B PUE 236 PUL 58Y GPU 113N PUL 14N A6 PUM PUT 3R PUT 71N PUT 8R PUT 73R PVV 109D PVV 73D PWA 58K 52 PWC PWK 3G PWN 6Y PWN 900R PWU 160P 49 PYD R 9498 R 3091 R 1924 RA 897 RAE 752 RAE RAE 785G RAF 537Y RAF 17Y JRA 63N RAJ 417M RAJ 66V RAM 303S RAM 340H RAN 737E RAN 386L RAP 574R RAS 74S RAS 914 RAS 916 RAT 553R RAT 113R RAV 769X RAV 934R RAV 276X RAY 84R RAY 93R RAY 56W RAY 81R RAY 92R RAY 24R RAY 85R RAZ 59 RAZ 21 872 RBH RC 5807 3 RCA RCH 84M RCH 94M RCH 26M RCH 48M 1569 RD RD 3197 RDB 3R 751 RDV 916 REA REC 703R RED 51R RED 64R REE 805S REG 45M REG 417R REG 428G REG 417X REG 51R REG 417M REH 308 REN 413S REY 446S REY 4T REY 410S 333 RFM RFM 824L RFM 828L RG 6659 RG 8305 RG 3805 RHR 253C RHR 255C RHR 257C RHR 256C RIA 932 RJG 176G RJG 571 6475 RK 267 RKJ RMA 498 207 RML RMO 112R RMO 115R RNN 91M RNP 9L ROB 83Y ROB 813Y ROD 53N ROF 3R R86 ERS RDG 6R ROG 33R ROJ 6R ROG 63R R9 LER R6 LER ROM 93Y ROM 6Y RON 843M RON 582Y RON 586R RON 581R RON 361Y RON 862M RON 579Y RON 913R RON 851Y RON 687R RON 336R RON 897M RON 810R

ROO 173Y TED 120S ROW 113Y ROW 417S ROX 103Y 197 RPD RPE 8 RPF 9 RRL 53S RSY 4L RUB 3R ERU 8Y ARU 8Y RUB 83R RUD 4L RUG 3R RUG 504 RUG 63R RUG 8R RUS 1H RUS 31W RUS 683M RUS 3L LRU 5H RV 9208 RVG 11 RYK 895 RYL 3S S S17 JNA SAL 73R WSA 11Y C54 LLY H541 MON LSA 11Y SAL 709X SAL 7T SAL 985N SAL 556X SAN 174Y E54 NDS W54 NDS SAP 50N SAR 81R SAR 4M SAV 382M SAV 49E SAX 944 SAY 170R SAY 3R SAZ 1 SBD 34 283 SBJ SBL 40M SCA 71P SCA 74P SCA 73P SCA 12R SCA 73R SCA 83P SCA 119P SCC 107K SCO 713L SCR 33N SEL 50N SER 141S SET 805S SET 11S SEV 99W COO 153X NET 53X 11 SCX VEG 53X UNE 53X RUF 53X SEY 63L 391 SFM SGN 700 RSH 4W SHA 66R SHA 61N SHA 41N SHA 24R SHE 80Y SHE 138Y SHE 412S SHE 24R SHE 458Y SHE 8Y SHE 12S SHE 12Y SHT 805S SHO 127S SHO 128 SHO 12T S1 HOE SHP 510W SHP 9N SHR 13Y SHY 805S F51 DHU D951 MON LPR 51M RED 51R SJW 130G SKE 114M 497 SKJ SKY 419S SKY 766S SLA 73R SLA 93R SLK 51R SMA 113R SMA 127L S17 OWS S10 AMS SOE 8Y SOL 36Y C5 OLD SON 580Y SON 7E SOU 150N J950 UTH SOY 6R SOY 3R SPE 19R SPU 125R SPU 12M SPU 12R SPY 50N SPY 80X SRL 89M SRL 93M SS 3504 SSB 512L SSG 86P SSG 95P SSG 89P SSG 94P SSG 83P SSG 989P SSG 93P SSG 96P SSN 691 K57 AGG F5 TAG B57 AGG FDS 733D D15 TEV W570 KES F57 OCK H57 ONE 9 TOP W57 OCK STO 788F STR 470N A451 STU 5 TUD S7 UBS STU 813L

607 STU STU 985L STU 395L STU 295V STU 601R STU 255V STU 106V STU 318L SUB 3R SUB 84R SUB 4R 78 SUE SUE 89W 8025 UE 83 SUE SUL 114N SVR 45H SUS 51R SUT 16R SUT 13R SUT 78N SV 7757 SV 9561 SVR 78H SVR 52H SVR 59H SYD 769 L66 SYM SYM 78 9886 SZ 2536 SZ T 215 T TAF 50N TAH 533N TAJ 734R TAJ 736R TAL 87R TAL 881R TAL 81R TAL 181R TAL 131R TAL 9R TAM 99S TAN 14M TAN 14Y TAN 170Y TAR 44M TAS 235 TAY 116R TAY 483R TAY 119R TBD 5W TBE 95 TBW 34 TCE 7 5309 TD TDU 8 TDX 420W T34 MUK TED 5S TED 978S TED 661S TED 972S TED 298S TEF 79R TEF 74R TEF 51R TEF 54R TEF 75R TEN 77T TEN 7T TES 54K TEX 3R TFC 489 THE 123S THH 109R THH 57R THH 59R THH 58R TIA 4216 TIB 8 TIL 75 TIL 3 TIL 7 TIL 15 TIL 6749 71 MMO 97 TKE 550 TM TNC 94J TNT 145R TNU 700 TNW 81 TOB 813Y H15 TOE TOG 3Y TOL 16Y TOL 5H 72 TOM TOM 45S TOM 45N TOP 55S 9 TOP TOS 80X TOY 5 TP 926 290 TPE TPP 1 TPP 813 4407 TR TRA 173R TRD 900 TRE 54R TRE 113R 608 TRE TRE 5G TRO 73R TRY 913 TSO 153R TSO 169R TSO 240R TSO 152R TSO 246R TSO 157R 407 TTC TTM 45 TTU 624H TTU 639H 7354 TU TUD 348 TUD 496 TUI 6 TUK 1L TUN 358 TUT 73R TVV 86F TVV 75F 8184 TW 5593 TW TWC 681 TYS 4 U UCA 570D UCA 657D UCA 609D UDD 874 UEY 712T UGW 456R 5 UMT UNH 81G US 6769 6 USA 918 UYH 640 UYK V VA 12 VA 2 VAC 484 VAL 796Y

VAL 169Y 621 VAL VAL 769Y VAM 318D VAM 302D MCV 4N VAZ 21 VBJ 4 4401 VC 555 VC VC 138 VEA 73S VEN 777T VFC 99 VG 5830 VIL 4 V15 OME VJ 8530 VN 9223 VOB 8S VON 579J VOR 2T V6 VRF VRT 234 VTE 12 VTE 9 VUK 35H 49 VWC W WA 842 5013 WA WAC 180X 883 WAE WAG 312S WAH 330S WAH 10S KPW 41N WAL 35Y WAL 35S WAL 84Y WAL 83Y 234 WAL W4 NES WAP 937 WAR 54W 731 WAR PWA 77S WBZ 3 8961 WD WDV 109R 1589 WE 2089 WE WEB 55N NWE 8B WEL 15X WEL 44N WES 96K WES 77T WES 7S WES 150K EPW 35T WES 133K WES 57T WES 7A AWE 57T BWE 57T WES 137K WES 139K WES 71T WES 155K W377 ONS 6449 WF WGE 555 WGV 59 W115 OND W115 ONS W157 OWS 2484 WJ WJF 541 WKA 1 WLF 638M WLL 4 WM 7710 982 WMB WMR 187 JWO 83N JWO 81N JWO 133N JWO 94N JWO 71N WP 4687 WPC 690 WPE 1Y WPJ 9 WRA 2S WRA 99S WRA 7S WRA 9G WRA 9S WRA 66S WRS 75 WRT 96A WRT 93A WRT 84A WRT 97A WRT 103A WRT 83A WRT 94A WRT 82A WRT 87A WS 361 WSL 283 441 WU WV 9957 WVE 243 WWW 80X WXG 625 X XHP 43K 567 XJ XPA 999 XPX 455F XTU 653E XUE 64 Y YAL 6S YAS 662 JYA 51N KYA 51N YAS 111V YAS 511V YAS 673 YAS 230 YAS 560 YAS 559 YAW 536Y YAX 69 YCG 40 YEA 7S YEL 361S YEL 353S YEL 377S YEL 754 YGA 919 YGV 138G YGY 460S YJT 508M YLM 466 853 YMB YMG 777 YOL 4T YRJ 101A YRJ 158A YTG 83 557 YUK 942 YUS 643 YUS YWL 314

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PD’s archive

More gems from the legendary Peter Davies archive

W

e enjoy today’s classic truck shows with all those historic AECs, Leylands and Bedfords but, just imagine, they were all once working lorries. Road haulage is all about moving products from A to B; foodstuffs, construction materials, fuel, timber, livestock – you name it. Years ago the products were much the same but the lorries were very different as these pictures will show. AECs, Albions, Fodens, Atkinsons, ERFs, Guys and Leylands – all now things of the past. ◄ It’s hard to believe that 50 years have passed since I took this shot. Many readers will not have seen a working AEC Mk.V at first hand but back in 1965 they were among the finest wagons on the road. This one, BRS107B, is seen on the A1 southbound near Peterborough in March 1965. It was one of a number operated by Claben’s Transport of Aberdeen who I believe were later absorbed into Christian Salvesen. Claben specialised in fish‘ transport as well as meat as seen here. The lift-off refrigerated container is lettered to MacDonald’s Meat.

A visit to Nelsons of Arnside in March 1965 yielded a worthwhile number of pictures including this 1962 Albion Chieftain Super Six in their smart blue livery. At that time the firm was still running a number of AECs and even a Maudslay Mogul.

16 CLASSIC AND VINTAGE COMMERCIALS

This might get some readers guessing as it’s not your average run of the mill lorry. Meat wholesaler Frans Buitelaar of Boston, Lincs, ran some exotic motors including this Scania Vabis LVS75 with a bespoke forward-control steel cab probably built by Dutch bodybuilder Koster. I was pleased to capture this rarity on the A41 just north of London in September 1966.

Jacksons Brickworks of Longsight, Manchester certainly got their money’s worth out of this 1936 Foden DG tipper which, after thirty years, was still hard at work in December 1966 when I visited their yard.

JANUARY 2016 17

PD’s archive ▲▲

One of my favourite fleets was W Tabern of St Helens whose Atkinsons were finished in a very pleasing red and maroon livery with tasteful signwriting. I shot this 1972 Borderer with 180 Gardner at a motorway service area on the M62 back in August 1976 – that’s almost 40 years ago!

A Perkins V8-powered Leyland Mastiff operated by the Co-operative Wholesale Society.

The 28-ton gross Mastiff was the cheaper option from Leyland’s vast range in the early ‘70s, costing around £3500 as opposed to £4300 for a Leyland Lynx. This shot dates from September 1973.

This brings it home to you just how much bigger present day trucks are compared with the old motors of the ‘60s. This 12 metre ISO container dwarfs the little AEC Mk.V Mandator unit. It belonged to Henry Long (Manningham) Ltd and was photographed at their yard in August 1973.

18 CLASSIC AND VINTAGE COMMERCIALS

This classic 1963 ERF 68GX flat belonging to flour millers J G & B Thompson was photographed in Hull in June 1969. It features the 3LV fibreglass cab. Old established Thompson’s became part of Allied Mills.

▲ Pickfords Tank Haulage is no more – it became Tankfreight in 1972 which itself was later absorbed into DHL. WYO356H, fleet number M6360, is seen here in Kimpton Road, Luton in March 1971. Once again, Guy Big J4Ts are now only to be seen at rallies.

This outfit is powered by a Gardner 180. ◄ Let’s round off this series of archive pictures with something really modern. Well, if you can call 1976 modern! This Leyland Bison tipper with Mk.2 High Datum Ergomatic cab was ten years old when I caught it on camera at Great Yarmouth in August 1986.

JANUARY 2016 19

WORKING CLOTHES

OCTOPUS

20 CLASSIC AND VINTAGE COMMERCIALS

Shaun Swain’s 1955 Leyland Octopus is a familiar sight at events up and down the country, where its working lorry appearance makes a pleasant change from the rows of polished lorries. David Reed caught up with lorry and owner at this year’s Dumfries to York Run.

O

ne of the biggest areas of debate in our hobby is over whether vehicles on the rally scene should be in ex showroom condition or looking as if they had just completed a day’s work.

This is nothing new of course. However Shaun Swain’s 1955 Leyland Octopus definitely fits into the latter category.

The Leyland was new to George Read of Mitcheldean, and was later with Barbara Bowring of Lydney, Gloucestershire near the Forest of Dean. “I had been looking for one and saw it advertised in a magazine,” Shaun said. “An eight-wheeler with a drag was what I wanted, so I went to have a look.” It took a lot of negotiation, but eventually a deal was done, so a month later Shaun went to bring his new acquisition home. “The problem was that it wouldn’t go,” Shaun said,” it took two or three hours working on the fuel lift pump before we got it to run,” he added. That was ten years ago.

At that time, the Octopus was a flat with a sheeted load. The latter was replaced with a sheeted box, but at this time there was a deadline to meet. “The Bournemouth to Bath Run was coming up, and we wanted to go on it,” he said.

“We ended up working until 3am on the morning of the run in order to do it.”

JANUARY 2016 21

➥

LEYLAND OCTOPUS

Dyson trailer came from Thirsk, North Yorkshire…

Traditional roping-up…

Reminder of the 20mph speed limit for heavy goods vehicles – can you imagine the chaos if that still applied?

22 CLASSIC AND VINTAGE COMMERCIALS

The initial idea was to go through the vehicle and restore it from the ground up, but as time went on, Shaun found that he just preferred it as it was. Although the brakes, engine, gearbox and clutch were okay, there was a change made to the engine, “We fitted an AEC Booster Box which means that we can go at 50mph now,” said Shaun. “It is really useful when we are travelling long distances,” he added. One statement did make me give Shaun a quizzical look, “It has got a turbo in it,” he said. Luckily the mystery was soon solved as he said, “That is the name of our dog!”

In Shaun’s ownership there have been a number of changes to the vehicle. “It had a Crane Fruehauf drawbar trailer with it when bought and it just didn’t look right, Shaun said, “So we got a Dyson four-wheel drawbar trailer and that is much better,”. That came from Geoff Dodds of Thirsk and was initially with a Leyland Beaver that Shaun had restored in the colours of Charles Footman, later transferring to the Octopus. Another change was with the mudguards, “I repositioned them because they didn’t look right to me as they were,” he added.

LEYLAND OCTOPUS

Shaun fitted a sheet rack above the cab, “They used to run with these,” he said, while also adding an authentic touch with the sheeting, again giving the vehicle that period and working look. “I like the dirty sheet with the black up the sides,” Shaun said. The sheets are roped on in the traditional way, with Shaun demonstrating his skill when roping up before moving off, “It is something that I have been doing for many years,” he added. The sheet carries the name of Charles Footman of Carmarthen, “I used to work for them so I was able to get one,” Shaun remembered, “I didn’t want to put a new one on.

The worn appearance of the cab is deliberate, even down to the sign-writing.

“We only used one coat of paint to make it look faded,” Shaun continued, “In fact there is less maintenance all round, I don’t have to wash and polish it.”

So why have the Leyland in working condition? Shaun’s answer was unequivocal. “It is because that is the way that they were, you don’t see them like that now” Shaun continued, “If you see a black and white photograph they all look battered and bruised with rusty wheels, I like to see them in their working clothes.”

Diesel Fitter

As for Shaun himself, he runs Swain's Commercials at Pencader, Carmarthen and is a diesel fitter by trade, and the lorry is now signwritten with his name and details. “We maintain fleets as well as MoT tests and recovery, in fact we do a bit of everything,” he said. As for his interest in vehicles, that goes a long way. “My father was in plant and lorries, I used to go with him and have a go at driving lorries in the yard when I was eight,” he admitted, “I have always had an interest in lorries,” Shaun added.

JANUARY 2016 23

➥

LEYLAND OCTOPUS

In fact the Octopus is not Shaun’s only vehicle, “I have an AEC Monarch, reg NHK 789 and drawbar which I got when I was 16 years old.” It was bought before Shaun actually owned a car. It took six years to restore, being completed some 20 years ago, “I have also done a few up for other people,” he said.

There is no doubt that Shaun puts in the miles with his Octopus, and it has been seen all over the country. “We were going to Scotland and ended up at Charnock Richard Services when

24 CLASSIC AND VINTAGE COMMERCIALS

the dynamo bearings collapsed,” Shaun continued. Luckily for Shaun, Grenville Mason was on hand. “He drove the Octopus to Tom Snape’s yard in Leyland and along with Julie Snape, took the dynamo out of a Beaver and fitted it to the Octopus so that we could carry on, they saved the day.”

Another incident took place on the journey to Kelsall event. “The positive lead on the battery shorted out and filled the cab with smoke,” Shaun said, “Everything was glowing

red, but I managed to get it to a layby and did some running repairs with a hose and carried on to the rally,” he added. Shaun is obviously committed to attending runs all over the country, providing many people with the chance to see it on the road.

So, whether this type of vehicle is your cup of tea or not, one thing is for certain, it does take you back to a time when lorries on the road were often not quite as smart as they are now. It’s also a lot more representative of the condition lorries were in when being used. v

JANUARY 2016 25

CLOSE-UPon classics

PART 1 The Trusty PK/QR6 – deemed to be the ‘ideal’ eight-wheeler of its era.

THORNYCROFT ‘PK’ TRUSTY Peter Davies starts an in-depth profile of the “ideal” eight-wheeler from Basingstoke.

T

hornycroft advertised their PK/ QR6 Trusty as the ‘ideal eightwheeler’. It wasn’t just their claim – they were only repeating the words of John F Moon, Commercial Motor’s Technical Editor in the ‘fifties.

When he road tested the lorry he was so impressed by its comfort, performance and economy that he headed his report: ‘Is this the ideal eight-wheeler?’ Such a remark was a real gift to Thornycroft’s advertising team. Praise from such a respected figure as John Moon was worth crowing about.

The 24-ton gvw PK/QR6 was launched into a market dominated by AEC, Leyland, ERF, Foden and other premium truck manufacturers with twenty years’ experience of building maximum capacity rigid eight-wheelers. Thornycroft, by comparison, had only started eightwheeler production at the end of 1946.

So what did the new Trusty have that other eight-wheelers did not? It might 26 CLASSIC AND VINTAGE COMMERCIALS

be difficult to single out one particular feature but the truck scored in a number of areas over its competitors. Detail refinements appealed to operators, drivers and fitters. On top of that the Thornycroft name carried with it considerable prestige. The company was among the oldest established truck makers in the world, having entered the industry with a one-ton steam van in 1896 – the very year that Gottlieb Daimler announced the world’s first motor truck.

Thornycroft lorries were Thornycroft through and through. Like many old established makers they designed and manufactured everything ‘in house’. The only bought-in components, in the case of the Trusty, were the axles which were of Kirkstall design. The PK/QR6 was Thornycroft’s second design of eightwheeler, replacing their original PF/NR6/ MV type which, though developed in the early war years, entered production in 1946.

Doubtless the new model benefited from experience gained during ten years of PF production. If the PF had any shortcomings they related to unladen weight and lack of power. In some respects the PF itself boasted some good features such as eight-wheel brakes (no doubt a contributory factor in the unladen weight problem) and a higher than average degree of driver comfort. The PF’s good points were carried over into its PK replacement which made its debut, as a prototype, in November 1955 at Glasgow’s Scottish Motor Show in Kelvin Hall.

Production of the new PK/QR6 models finally began in 1957, early examples going to Charrington Gardner & Lockett and into the works fleet of John I Thornycroft at Woolston, Southampton. This was the company’s shipbuilding division. Thornycroft had split its operations in 1948, forming a subsidiary called Transport Equipment

Thornycroft cleverly quoted John F Moon who was very impressed by the PK/QR6.

An early chassis-cab photographed at the company’s Basingstoke works.

The PK/QR6 was ‘all Thornycroft’ except for the Kirkstall axles.

Cardiff based TJE Price were among the earliest customers for the PK/QR6.

Famous London haulier Davis Bros ran at least eight PK/QR6s in their large fleet.

JANUARY 2016 27

Ê

CLOSE - UP

on classics

Like many manufacturers, Thornycroft offered a tipper wheelbase option of 14ft 6in.

Charringtonâ&#x20AC;&#x2122;s were among the first to operate the new Trusty.

28 Classic and Vintage Commercials

CLOSE - UP on classics (Thornycroft) Ltd to concentrate purely on the production of commercial vehicles.

John I Thornycroft’s main business was shipbuilding, with an emphasis on destroyers and frigates for the Royal Navy.

In 1966 it joined forces with Vosper & Co of Portsmouth to form Vosper Thornycroft becoming a leading builder of naval ships.

Only a handful of PK eight-wheelers were built in 1957, production failing to reach double figures. Even in the best year production only reached 39 vehicles.

Despite accolades from the trade press, orders were slow to materialise and, for most of its five-year production run, the PK was being built in small batches and even ones and twos. Compared with rivals like AEC and Leyland, Thornycroft’s volumes were insignificant. The company relied mostly on its highly successful military and off-road trucks which won it important export business. Those models included the legendary Antar, Big Ben and Nubian.

Among Thornycroft’s other road going trucks of the period were the popular

The QR6 diesel was more powerful than the NR6/MV, developing 130bhp.

Mastiff four-wheelers, six-wheelers and tractor units. The power unit for these was the same QR6 diesel that went in the Trusty. Over the years Thornycroft had built a wide range of engines, both petrol and diesel, and most were built in both automotive and marine form. Their Reading factory, the former works of the H.E. (Herbert Engineering) car company, purchased by Thornycroft in the late

‘twenties, was responsible for marine engine production.

The QR6 six-cylinder diesel replaced the NR6/MV to become the leading power unit for the last few years of production.

It was not so much a development of the NR6/MV as a new design of larger capacity with a much increased power output. While the NR6/MV had a bore and stroke of 104.8mm x 152.4mm and a swept volume of 7.88 litres, the QR6 was a 9.8 litre unit with a bore and stroke of 120.6mm x 143.5mm. Of comparative size to the 125bhp Leyland O.600, it developed slightly more power with 130bhp (net) at 2000rpm.

The QR6 was more conventional in design than its predecessor. The NR6/ MV had some unusual features such as a chain-driven water pump with an independently mounted belt-driven fan.

The dynamo was also chain-driven, from the other end of the water pump drive shaft. A twin-cylindered air compressor was driven in tandem with the injection pump.

Ê

A new Trusty PK/QR6 flat delivered to Davis Bros in 1960.

A number of Trusty PK tankers joined the Shell fleet, this example is ex-Shell.

Cab designs varied – this is Thornycroft’s own works fitted glass-fibre cab.

January 2016 29

CLOSE - UP

on classics Not all the bespoke cabs would win beauty contests – this Boalloy design was rather ungainly, depending of course on one’s taste.

One of a number of PK/QR6s for Tough & Henderson, fitted with a Boalloy cab.

Old established Portals Paper Mill of Laverstoke, Hants ran this superb integrally built box van, supplied in 1960.

30 CLASSIC AND VINTAGE COMMERCIALS

The earlier engine was also built as the NR6 which was virtually identical but had a slightly lower torque output and was designed for an exhauster to be fitted in place of the compressor. In instances where the NR6 was fitted with a compressor it was belt-driven through a universally jointed shaft on the right hand side of the engine. The new QR6 was more conventional, having a belt-driven water pump mounted on to the front of the cylinder block and a belt-driven dynamo ‘swing mounted’ for belt tensioning.

Like the PF, the PK had a 16in Borg & Beck single dry plate clutch with mechanical operation. A new design of five-speed close-ratio gearbox with optional overdrive sixth speed was fitted. It was Thornycroft’s own design and featured constant mesh gears with sliding dog engagement. The ratios were generally higher than the PF ‘box while the rear axle ratio on the PK was a very low 7.25:1 as against the 6.25 standard ratio of the PF. Latter day PKs were given a further power boost with the introduction of the Q6. Approximately 62 trucks were built with this higher powered engine – that’s about 40% of the total PK production.

The Q6 powered PK made its first public appearance at the 1960 Commercial Show at Earls Court. Like Leyland’s ‘Power Plus’ it developed a significantly higher output.

The power increase was achieved mainly through detail changes to the porting to improve airflow and to the fuelling. The governed speed was raised to 2200rpm at which the net power output was 170bhp. v

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Letters

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To request your NEW Sealey hand tools brochure, call 01284 757500 Send your letters to: Classic and Vintage Commercials, Kelsey Media,Cudham Tithe Barn, Berrys Hill, Cudham Kent, TN16 3AG or e-mail: cvc.ed@kelsey.co.uk

GREASED EVERY TIME! Y

our Comment article on tractor units with or without trailers is of real interest.

My view is that tractor units look better when with a trailer and it’s as designed to be used. My Atkinson Borderer is not a good vehicle bobtail so the trailer is essential for a good ride.

The use of trailers looks to be increasing over the past five years and it does create more interest.

I’m lucky in that I can use my tractor and trailer to deliver the goods we make (my company Comfortex makes and supplies upholstery and mattresses) or to collect machines we have bought so can enjoy the lorry still working.

As for 5th wheels, it’s greased every time for me. Every vehicle in preservation is worthwhile and I can see why tractor units are run on their own.

It’s down to personal preference and I like choice.

Ray Beckwith

I built that Foden!

I

was interested to see, in your December issue, the 1971 Foden S39 Showman’s Tractor that sold at Cheffins October auction, as I created that in 1996. Earlier, Jack Cook (who still helps me), took Dennis Sharples to buy the lorry from Tony Lloyd; mileage 34 CLASSIC AND VINTAGE COMMERCIALS

then was around 60,000. John Williams (now deceased) drove it for years for Sharples on steel haulage; I bought it from Sharples. Jack thinks the true mileage would be nearer 162,000 than 62,000.

In 1997 my son and I were invited

to attend the Essen truck show; we took the Foden and our Guy Big J Showman’s tractor. I’ve been in ‘preservation’ for 47 years and in that time attended over 400 rallies in eight countries.

Spike Jones

AA DIORAMA DETAIL

W

ith reference to the photograph of the model Automobile Association diorama in the December magazine article on the Classic Commercial show at Donington, readers may be interested as follows: The centrepiece is not the now highly sought-after and scarce Budgie diecast of blessed memory, (but it was most certainly inspired by it) but it is actually a 1:76 scale scratchbuilt model built

by Kevin Green of Barnsley. Kevin is an enthusiastic member of the National Association of Road Transport Modellers and I shared the Editors enthusiasm on seeing it at what was its first outing when Kevin exhibited next to my own model commercial vehicle display at a show at Summerlee Heritage Museum in Lanarkshire in May of this year.

Kevin researched the subject-matter diligently, located photographs of the prototypes and his display included one of the photographs, part of which is visible behind the model.

The AA are understood to have had two such units which ran behind Seddon tractors and were built on Carrimore trailers. They were used at large public gatherings, such as the Royal Show, to co-ordinate motor traffic movements in general and their patrol vans and motor cycle staff in particular regarding the event being covered. They were not,

as I had initially thought, to recruit new members.

The cab of the tractor unit is a John Day kit (which is still available) and the master from which the kit is cast was made by Kevin some years ago. The tractor is based on a prototype Seddon 3ton flat, the original of which was restored by Colin Pitt of Otley. The model of the trailer is made from plastic sheet and uses wheels from the excellent range of 1:76 scale items from Road Transport Images which have proved such a godsend to many of us vehicle modellers.

The trailer is complete with features such as a removable flagpole and communications mast which have hinged roof panels for authenticity. I think the other three vehicles; a Land Rover, a Bedford van and a sports car are all modified Oxford Diecasts. The models are hand-painted and where appropriate have transfers produced on a PC and printed

on Crafty Computer paper.

I do not know whose figures were used but I can claim to be the first person to pull the owner’s leg that the bowler-hatted gent in the diorama would almost certainly be a dour Yorkshire farmer reluctant to become involved with the AA staff on duty as he would feel duty-bound to tell them their annual subscription was excessive.

This has been a nice bit of small-scale delight added to your usual excellent ‘twelve inches to the foot’ scale vehicle coverage which I look forward to every month.

George Douglas Thanks for that George; I suspect that not everyone will have realised just how much research goes into producing dioramas of this kind. I’m also pleased by your reference to the Budgie model as being “highly sought after” as the one shown here is from my own collection. Ed

A recommendation…

I

have been a subscriber to CVC for the last few years on one occasion I see an advert for Craftypops who make commercial wooden lorries I thought I would give Craftypops a call and spoke to a very charming gentleman called Roger James.

I explained to Roger I would like a 1960s Thames Trader Box Lorry built in remembrance of my late father who was a lorry driver all of his working life starting with Tate & Lyle where he started as a trailer boy at the age of 14 and progressed on to become a lorry driver, I asked Roger if he could

possibly build me this vehicle he said he had never built a Thames Trader, but was quite willing to give it a go.

I sent Roger all the details of the vehicle and to my amazement he completed the job to such a high standard, I must recommend that if anyone is thinking of having a model lorry built, I would not hesitate to recommend him, I would like to add a very special thank you to Roger’s wife Jane, who was very helpful when I phoned them.

Patrick Boyle

SHACKLETON OWNER WRITES…

MOLYNEUX INFORMATION WANTED

R

I

eading about the Shackleton models was very interesting as I have owned a flat, plus a drawbar trailer, since 1951. I don’t, unfortunately, have the boxes now, and they have been repainted, but well done. I also have another trailer in original trim with a part-damaged box, along with one of those S21 Fodens in perfect order and a box. I also have a large collection of Dinky and Corgi Fodens. In my youth I travelled thousands of miles with my father, and though I personally went into different trades I did drive some heavy vehicles at a civil engineering company and in the TA. Ralph Ballinger

wonder if any of your readers can help me. I was a lorry driver all my working life and am compiling a book of photographs and stories of all the firms I have worked for starting in 1960 and right up to my retirement. There is only one firm that I have no photos of – William Molyneux of Hesketh Bank, near Preston.

This firm went on to become Alexander Molyneux Shipping based at Banks, near Southport. If any former drivers or anyone else can help me I would be most grateful. I can be contacted on 01768 361332.

M. Scott JANUARY 2016 35

Letters

Send your letters to: Classic and Vintage Commercials, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham Kent, TN16 3AG or e-mail: cvc.ed@kelsey.co.uk

I OWNED AND RESTORED IT I

have just received my CVC mag and read article about the Bedford O type LAB 791.

I fully restored this lorry in the 1990s to a high standard.

Stripping down to chassis and cab off for repair and blasting I fitted Perkins engine and gearbox, and also recalibrated the speedo so it matched new gearbox also fitting the Hiab and plumbing it in to hydraulic pump on gearbox. I made a new body from scratch fitted a changeover valve so it still tips. I could go on and on and on I have pictures of the restoration If Gary Coldwell (new owner) is interested It’s looking good and still in the colour I sprayed it Rob Smith Thanks Rob – I’ve forwarded your details as requested. Ed

IMPORT PLATES M

y name is Reiner, I write you from Germany. I am an enthusiast of old English cars-trucks-tractors-lorries and a reader of you fantastic magazine (and the stationary engine mag. from Patrick).

Friends of mine living in the UK subscribed the magazines for me and bring it to Germany when they visit me.

In the November issue page 68 collectables there is a question about the German registration plates..

You need such plates for the export.

From 1951 to 1988 the plates were oval (round), since 1989 rectangular.

Reiner Pany

Thanks to the numerous other readers who also wrote in with the explanation; I chose this letter for publication because it has come from the country we were talking about and mentioned the post-1988 plates being of different format! At one time it was quite common for buy a British-spec car in Germany and drive it home as cars were cheaper that way, but I don’t think the same advantage now exists – at least not to the same extent! Ed

WAS IT CARRYING BULLION?

H

aving now retired from lorry driving, which I did for my entire life, I’ve had time to think about all the things I’ve seen and done , and places I’ve been.

Back in the 1960s and 1970s I did a lot of delivery driving into London.

On the way back home on the North Circular, I often saw a strange looking vehicle going south. It was

an LAD-cabbed rigid with a cab in the top at the back. I think it was dark blue in colour. I told my uncle who lived in London, and he told me that there was a fleet of them and these were used to transport bullion.

Does anyone else remember these, or know what they were used for?

D. Dring

HIGH BARNET

H

aving just read the August 2015 issue of Classic and Vintage Commercials, I found the centre spread of the Suttons eight wheeler going under the bridge at the start of the climb up to High Barnet on the A1000 in July 1967.

This particular run would have started in Islington where they used to have their depot in Clement Street, just off the Offord Road, London N1.

Just down the road there was another carrier in Westbourne Street called Harrisons of Dewsbury. If you stood on Holloway Road from about 8pm, you would see vehicles of both companies making their way northwards, presumably on their way out to the M1.

The bridge in the photo is where the

High Barnet branch of the Northern Line (London Underground) crosses the road as it runs into High Barnet terminus. The road where the Morris 1000 is waiting to come out from could be an extremely dicey road from which to emerge.

J. E. Kirby

STILL AT BEAULIEU

I

t is with reference to Nick Baldwin’s article “Motor Museum Memories”, he asks the question regarding the 1907 Gobron Brillie fire engine “where is it now?” The answer is “still on display at the National Motor Museum”.

Please give Nick my regards as it is very many years ago that I visited him at Sunnyside House and looked at his 36 CLASSIC AND VINTAGE COMMERCIALS

fire engines. I remember these being a 1932 Morris Commercial OV 9730 (ex GEC Whitton) and a 1950 AEC Regal / Merryweather turntable ladder LYB 388 (ex Somerset and Weston-superMare). I remember some years later it was auctioned at Beaulieu but I’ve lost track of it so end this letter with my own “where is it now?”

Simon Rowley

Wynns 17 Price £20

Runningtime60mins. approx.

More Wynns UK action from the 1940s and ‘70s plus a joint move with Sunters.

Wynns 16 Price £20

Runningtime60mins. approx.

More footage of Wynns overseas operations including the Nyala and Polytra contracts.

Also three Caterpillar D7s from Port Sudan to Khartoum

Wynns 18 Price £20

Classic Commercials For Sale

Runningtime60mins. approx.

More Wynns overseas action including Pacific ‘Helpmate’ moving a large boiler from Farmagusta Docks, Cyprus to Larnaca.

Heart of Wales 2014

Ford cargo 0811, 1985 7.5 tonnes........ P.O.A

Mercedes 1317, 1990............................ P.O.A

Bedford TK 466 Engine, 1969 ............... P.O.A

Ford Cargo 0811, 1990, Ex Library..............P.O.A

ScaniaP82, 1984 .................................. P.O.A

Mercedes 1720 1992 Recovery Truck fitted with Hiab 102

Price £20

Runningtime74mins. approx.

Around 65 vehicles were entered for this 280 miles two-day run and 2014 saw a change of route which included crossing both the Brittania Bridge and the Menai Bridge.

All prices include postage to UK and Eire. Rest of the World add £2 per item. Major credit/debit cards accepted.

Telephone (24 hours) orders . Tel 01453 890349 Mobile: 07768 010472 Email: john.wildy@btinternet.com Please make cheques/postal orders payable to:

JOHN WILDY JOHN WILDY, TYNDALE ROAD, SLIMBRIDGE, GLOUCESTER GL2 7DL Website: www.vintagescene.co.uk

Classic Commercials Also Wanted All enquiries Tel: 07860 524 018 or 07798 671 158

“No two classic lorries are the same, that’s why you need a specialist to arrange your insurance cover”

Eddie Johnson, HGV and Classic Lorry Insurance Specialist

The Classic Lorry Insurance Specialist

www.classiclorries.co.uk or call 0161 410 1065

Classic Lorries is a trading style of Isis Insurance. Isis Insurance Services Limited is authorised and regulated by the Financial Conduct Authority. Our firm number is 314533

JANUARY 2016 37

spotlight In the

by David Reed

1978 ERF B-SERIES Owned by: MIKE HANNAY Seen on: HEART OF WALES RUN 2015

38 CLASSIC AND VINTAGE COMMERCIALS

T

his month the spotlight falls on CBU 915T, Mike Hannay’s 1978 ERF B Series which can be seen in the livery of G Cross & Sons of Northwich, the firm with which it spent most of its working life. It was new to Stirling Materials Management in Stalybridge, passing to Cross in 1980. Mike bought it in 2009.

It was seen on the 2015 Heart of Wales Road Run, with Mike bringing the ERF to the Shrewsbury start a day or so before, having driven up from Cornwall.

Mike himself completed the restoration, “It was taken right down to the chassis rails,” Mike said. Problems occurred with the cab, problems which turned out to be rather more severe than had first been anticipated: “It had rotted and was too far gone to repair,” Mike said, “So we had to source a better one.”

As for the engine, things were not too bad, “We put in new hoses and serviced it, and that was about all,” Mike continued. There were a couple of problems in this department though, the radiator oil coolers had to be rebuilt, and it was tough to find components for the air intake system, but eventually the job was done. After painting, John Corah completed the signwriting, and the ERF was back on the road.

Mike has no history in transport.

Perhaps more surprisingly, the B-Series was the first lorry that he had ever worked on, let alone restored. “I had never laid a spanner on a lorry until this one,” he said, “I wanted to do it after retiring, so I did.”

So what is Mike’s advice to others who fancy such a challenge? “There are a lot of projects that are abandoned, so talk to somebody who has actually done one to foresee the problems,” he advised. That sounds like good advice to us… v

Mike Hannay, left, John Corah, right JANUARY 2016 39

Sentinel Run to the Horseshoe Pass August 29

Something slightly different for the Christmas issue! David Reed attended the Sentinel Run, held to celebrate the centenary of production starting in Shrewsbury

A

s ever, the Shrewsbury Steam Rally, held at Onslow Park attracted a wide variety of entrants in all classes. This year, though, there was an added attraction in the shape of an extra-large turnout of Sentinels. Their works was, of course, at Shrewsbury, and to celebrate 100 years since the start of production there, a run up the old testing route to Llangollen and the climb up the Horseshoe Pass attracted steam vehicles, diesel vehicles and spectators!

► 1917 Sentinel 6 ton Standard Steam Waggon was new to Brown Bailey Steels of Sheffield and remained in service with them until March 1970. It was then bought by Bass Brewing for advertising purposes, passing to J. C. Ward and Sons of Huddersfield in March 2010, with restoration being completed in March 2012.

1928 Sentinel Super Steam Waggon was new to Cambridgeshire University & Town Gas, finishing work with them in the mid 1950’s when the engine was scrapped. What remained was bought for preservation in the late 1960s and passed through various hands before being bought by Mark Johnson of Coalville and rebuilt over a six year period.

1931 Sentinel DG4 Tractor was built as a DG6 side tipping vehicle for Oldbury Gas Works, being converted by Sentinel in 1934 to a tractor on pneumatic tyres for use with a series of trailers. It was saved for preservation by Edgar Shone in 1949, being bought by Alan Marchington of Bury St Edmunds in 2010.

1929 Sentinel Super Waggon ‘Shrewsbury Knave’ retired from work in Liverpool in 1961 and was then rallied until 1977. It is now with Malcolm Rogers of Edenbridge, Kent.

1934 Sentinel S4 steam waggon. It worked commercially in Cambridgeshire with Paul Bros Ltd., and on Merseyside before being preserved, passing to P Wareing in 1977.

40 Classic and Vintage Commercials

Sentinels

1930 Sentinel Super Steam Waggon ‘HMS Sultan’ is owned

by HMS Sultan of the Royal Navy School of Marine and Air Engineering in Gosport, Hampshire. It was originally sold to W M Brown & Co for transporting flour. It returned to the Sentinel works in 1933 to be fitted with pneumatic tyres and electric lighting. In 1937 it was bought by Chris Lambert in Kent for transporting gravel, being sold for scrap in 1953. It was bought by Wingham Engineering and restored but never actually used. It was placed on loan with HMS Sultan in 1960 and bought by them in 1970.

1934 Sentinel S4 Steam Waggon was supplied new to Cowlairs Co-op as one of a pair and used on general deliveries of coal and coke in the Springburn district of Glasgow. It finished its working life with Allcounties Contracting Services in County Durham in 1956. It was bought into preservation by Vince & John Gould and family of Bath in 1966. It had a complete rebuild and was rallied until 1986 when it was partially destroyed by fire.

However a second rebuild was carried out and it has rallied ever since.

1931 Sentinel DG4 Steam Waggon. It was new to Samuel Banner of Bootle, Liverpool, and later owned by Paul Bros Ltd, Seacombe, Cheshire. It was later one of seven Sentinels owned by Edgar Shone of Cricklewood, London.

It was bought by Edward Goddard in 1977.

1931 Sentinel SD4 Steam Waggon. This was the first shaft drive wagon built by Sentinel and was the only one of its type. It is also thought to be the first Sentinel designed for pneumatic tyres. It was used by Grieve Haulage Co in Liverpool on general haulage, usually with a trailer until 1947. It was bought by Ian Woollett of Hemel Hempstead in 1953 for £35.

1934 Sentinel S4 Steam Waggon was new to Enfield Brick & Terracotta Co. Ltd., of Accrington. It was sold to a Liverpool operator in 1939 and scrapped in December 1958. It was restored by Alan Williamson in 1959, but stood until 1982 when it was bought by Dennis and Phillip Wedgewood, and restored from 1982 to 1993 with an engine rebuild in 2006.

1933 Sentinel S6 tipper was new to Tarmac and worked for them until 1946. It then carried coke for the Cambridge Gas Light & Coke Co until the mid-1950s. It fell out of use, but was used during the 1956 Suez Crisis. After standing for some years, it was restored in the early 1970s by Richard Parkinson of Exeter. It was bought in 1996 by Peter Walker of Ackenthwaite.

January 2016 41

➥

1933 Sentinel S4 tipper was supplied new to H. A. L. Price of Dawley, Shropshire as a three-way tipper, its main job being delivering coal to the Sentinel works. It was then sold to quarry owner H.V. Bowen of Newtown and used to haul aggregate until 1942. It was stripped for spares and remained dismantled for 20 years, being bought by John Gould and family of Bath in 1977 and restored first as a timber tractor and then back to its original three-way tipper configuration.

1937 Sentinel S4 Steam Waggon. This was one of the last steamers to be made and was originally used by Sentinel as a demonstrator. It was then bought by Castle Firebrick Co Ltd in 1938 and was paired with a trailer for all of its commercial life until sold in 1956, having had only one driver during that period. Owned by Stuart Gray of Hitchin, Herts.

◄ 1934 Sentinel S4 Steam Waggon was new to Duncan Gilmour & Co, Brewers of Sheffield, later being converted to a tipper by Thomas Hill of Rotherham in 1948 and hauled clay for Hoyland Brick Company. It was sold into preservation in 1961 and bought by John Colwill of Doncaster. Though it now runs, restoration is still ongoing… ► 1933 Sentinel DG6 Steam Waggon ‘The Mole’ It was new to W. J. King of Bishops Lydeard for quarry work. After a short working life it lay derelict and then passed through various owner’s hands, being bought by Ian Fearnley in 1999 and restored over an eight year period.

1935 Sentinel S4 Steam Waggon ‘Freddo’ was built for the Tottenham & District Gas Works in 1935. It has undergone a major rebuild since 2005 and was painted and lined in 2015

1937 Sentinel S4 Steam Waggon was new to London & Rochester Trading for bulk haulage. Now owned by Ralph Cook of Newport, Isle of Wight but preserved 1937 Sentinel S4 Steam Waggon ‘Prince’. in its original owners' colours. ◄ 1947 Sentinel DV44. This is the oldest working Sentinel diesel known, and was new to John Smith’s Tadcaster Brewery. It was sold to a farmer in 1957 where it was converted to a tipper. Duffields ran it from 1959 to 1968, when it was sold to a farmer at Bedford for whom it working over 20 harvests. It was bought by Stephen Peck of Norwich in 2004. ► 1955 Sentinel DV44 was new to Wilson’s Brewery of Newton Heath, Manchester, and is one of only four coachbuilt cabbed Sentinels left. It was later fitted with a Gardner 5HLW engine, passing to Stephen Moss of Derbyshire in preservation.

42 Classic and Vintage Commercials

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BYGONE BEDFORD BITS

PMP Transport Films ms

2016 should see weekly additions to our range of lorry DVDs Ds from Britain and around the world, a very Happy New Year to our friends world-wide from Dave and Mandy’.

3151. Wakefield. UK. Trucks. August 2015. A return visit to the 41 Business Park with Eddie Stobarts galore south of M62 motorway off the M1, serious trucking action 3152. Wakefield. UK. Trucks. August 2015. We carry on with the action at the 41 Business Park near Wakefield with lots of Eddie Stobarts taking centre stage 3153. Wakefield, Europort. UK. Trucks. August 2015.

The access road to Europort north of the M62, lots of operators local and national no Stobarts but Royal Mail 3160. Dunblane. UK. Trucks. August. 2015. Starts in difficult lighting at the roundabout at the start of the M9 motorway but as the Friday rush gets going it gets better 3187. Dublin. Ireland. Trucks. September 2015.

Dublin Port the busiest point in the Republic for lorry movements filmed early on a Friday afternoon 3189. Dublin. Ireland. Truck. September 2015. Dublin Port Vehicle Rally featuring trucks and cars at the rally.

Bonus a look at present day lorries at the port.

3191. Derbyshire. UK. Trucks. September 2015. A new location in our lorry coverage sees us film trucks grinding through the beautiful High Peak landscape

3194. Penrith. UK. Trucks. Oct 2015. One of our favourite locations in Cumbria at the end of the A66 from Teesside just before it joins the M6 motorway.

3195. Carlisle. UK. Trucks. Oct 2015. Another new location for us near to Stobart homeland but much more than just that, the weather went off but we will return.

3202. Cornwall. UK. Trucks. October 2015. Our first film from Cornwall on the last section of A30 single carriageway which was in the process of being doubled 3207. Walsall. UK. Trucks. October 2015. Two new locations for PMP lorry coverage at junction off the M6 at Walsall and motorway just south of M54 join to M6 3212. Lymm. UK. Trucks. November 2015. Our autumnal visit only the second for 2015, the shrubbery is increasing it’s getting harder to reach my view point.

3214. Crewe. UK. Trucks. Cheshire. November 2015.

The roundabout on the A500 Crewe / Nantwich junction during peak morning traffic in autumnal sunshine 3215. Cheshire. UK. Trucks. November 2015. A550 / M6 Junction 16 plus M6 traffic. The newly reconstructed junction of the A500 with the M6 and nearby bridge

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WOODHEAD RUN

W

hen winter weather strikes the Lancashire and Yorkshire border, you can bet that the Woodhead Pass will be closed. This is the A628, the road that traverses the ‘Backbone of England’. Thankfully it was only early morning mist that drivers had to deal with on this year’s Woodhead Run.

1961 Foden S20 Ballast Tractor now has an S21 cab due to the original having been broken up It started life as a 50 ton heavy haulage tractor unit in the Walter Denton fleet from Manchester. It stood in woodlands near Bristol for 18 years before being bought for preservation and is now with Adrian Bailey of Sandbach.

Seen for the first time was in this part of the world, after previously being seen in the North of Scotland was SGS 685, John Bridge’s 1962 Seddon 12 ton diesel. The end of the run was at Ernest Thorpe’s yard at Deepcar where there were a couple of Atkinsons of note, namely GMA 200K and VWU 890 from 1972 and 1968 respectively. This was

1952 Bedford O Type was new to a foundry in Halifax, ending up with Colin Pitt of Otley. It then passed to a builder who put it back to work, last being tested in 1998/99. After passing to Peter Wright, it was bought by Robert Maw with a total rebuild following.

1963 ERF 68G was new to Northenden Transport of Cheshire for bulk corn transport.

It was sold to George Middle of Stafford, being bought in 2001 by Steve Roper of Penistone and fully restored.

44 CLASSIC AND VINTAGE COMMERCIALS

the first time that these two vehicles had been seen for a long time, the same being said for 1983 Seddon Atkinson 401 WWE 860Y. The Woodhead is a great ‘lorry drivers’ event, attracting lots of entries and spectators alike, thanks to excellent work from John Murphy and the organising team.

1968 Foden S36 is thought to have been with James Hemphill Ltd of Glasgow, then being with Thomas Allen of Manchester who were taken over by the P&O Group. It passed to an owner in Cheshire and then passed to Alan Appleyard in 2009 and was stripped down for a last nut and bolt in restoration.

1969 ERF 54G was new to Pudsey Agricultural Feeds Service, being used on straw haulage.

It then passed to John Norton of Scarborough, then to Alex Hunter of Scarborough in 1999. It later passed to John Murphy of Huddersfield.

1976 Foden S83 was new to J T Lunt & Co of Nantwich and is fitted with a 240 Gardner engine and 12 speed gearbox . After a couple of owners including James Leech of Haslingden, it passed to Paul (Rocky) Robinson.

1966 Austin FFK was new to Associated Engineers of Bletchley, being used on deliveries as well as on internal duties, before ending up stored in Northamptonshire for 16 years. After a couple of abortive restoration attempts it was bought by the Kershaw Brothers of Oldham, being restored in only 13 months, completion coming in 2011.

1981 ERF B Series was new to the National Coal Board at Philadelphia Workshops Houghton-LeSpring, for whom it pulled a low loader. It passed to Geoffrey Maskell of Seaham in 1989 and was initially in a green livery to pull military vehicles, before being put back in British Coal colours.

Entered by Les Holdsworth of Oldham.

1949 Leyland Octopus 22.O/1 dropside was new to British Road Services in March 1950 and first based at Camberwell. It then passed around various London depots until 1960 when it was transferred to Sheffield, remaining there until sold through auction in November 1962. It was then used by a showman until bought for preservation in 1981.

◄ Foden S41 6x2 was made in 1973 but not roadregistered until 1976. It was built for the Transport and Road Research Laboratory, has a 350 Rolls Royce engine, and ‘goes like a rocket’. It then was used with a low loader pulling a traction engine and woodworking equipment to shows, then to another owner who fitted the ballast box. It was bought by Howard Coe and Steve Jessup from Cambridge in 2012. ► 1963 Ford Thames Trader originated in the London area, eventually passing to John Murphy and then to John Riley in 2005.

1961 Albion Clydesdale was new to Robert Waugh of Annan, Dunfries, passing to Martin Oliver Haulage of Hexham in 1978 who ran it until it was parked up in 1984. It stood in the yard until 1997 when it was pulled out by Les Walton who restored it, passing to Steve Ditchfield of Warrington in 2002. It’s now owned by John Murphy of Huddersfield.

1972 Albion Reiver was one of five mixers ordered by Ready Mix Concrete, but the order was cancelled so it was bought by Dudley Concrete, spending all of its working life in the Midlands. It passed to John Murphy of Huddersfield in 1988, with a new cab plus engine and gearbox rebuild following, moving to David Francis in April 2007. It later moved back to Huddersfield with John Myers.

Line up of Seddon Atkinsons at the end of the run: 401 D21OTH was originally with Charles Footman of Camarthen, eventually passing to Richard Stanier of Stoke on Trent. B296 TAA originated in the Swansea area, being bought by Mervyn Edwards from Fred Edwards of Abermule in mid Wales where it had stood in the bushes on his farm, in 1996. It is still put to work on a daily basis. B672 DHR 1984 also dates from 1984 and is believed to be an ex United Transport vehicle.

1966 AEC Mandator was built for the MoD as a refueller, but the order was cancelled and it went instead to the Transport & Road Research Laboratory. It was then bought by an AEC Society member and stored in a barn for seven years. It was bought in May 1997 by Bill and Ron Baker of Market Rasen, and took just two months to get back on the road. It is now in the livery of P J Curling of Worcestershire.

Ernest Thorpe lineup. 1983 Seddon Atkinson 401 WWE860Y is an ex-military vehicle bought to use as a yard shunter and has never been restored. 1972 Atkinson Borderer GMA200K was new to Winsford Transport of Cheshire. It was bought as an accident-damaged writeoff by Comber Hill Garages where a new cab was fitted, although it is thought that it never ran for them. 1968 Atkinson Mk 1 VWU890F was new to Ernest Thorpe but following an accident was repaired using parts from other vehicles with a new cab being provided by Atkinson.

January 2016 45

Carrying on Older lorries still doing a job of work HOME AND ABROAD Bob Reid from Ayrshire has sent in a couple of rather interesting contributions, one from very close to home, the other rather further afield… ► 1995 Foden 2210 is still running in Ayrshire, on a daily basis, with the original owner. ◄ The Pegaso is of indeterminable age – but probably late 'eighties – and was spotted

by Bob replenishing a cruise ship in Carthagena Harbour, Spain, in September this year.

ESSEX AND DISTRICT This month we’ve an extra-large contribution from regular Carrying On contributor John Podgorski. Essex certainly seems to be good – and in some respects surprisingly good – territory for spotting older lorries still at work.

It also may come as something of a surprise to some that it’s now coming up to 15 years since the big change in vehicle registration marks from the old year-letter system to the ‘new’ two figure year codes, meaning ‘older lorries’ no longer all have old-style registrations…

46 CLASSIC AND VINTAGE COMMERCIALS

Colne Skips from the Halstead area of Essex, run several older vehicles. DAF 55 skip V246HCE was heading out of Colchester, along Lexden Road, on 17/11/15.

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.

Pro Mac Surfacing of Colchester, runs this 1997/8 Scania 124L 400 outfit. It was seen heading south on the A12 Kelvedon bypass on 13/11/15.

This Scania 94 skip truck operated by Biffa was also heading south on the A12 but by Marks Tey Racecourse. Seen 14/10/15.

Bonneted Iveco 232D26 seen at Spring Lane, Colchester, in October 2015. Q registration suggests its age is indeterminate.

A couple of nursery lorries now. This tidy-looking Volvo FL is with a nursery at Wickford, but was spotted at the Volvo dealership at Witham on 4/10/15.

Iveco Ford Cargo 75E, of Floral & Sundries Co. of Southend, seen in Colchester on 8/10/15.

Something a bit different! This Bedford TJ car transporter was for many years owned by the National Motor Museum at Beaulieu. It was seen at the Canvey Island Bus Museum Open Day on 11/10/15 and now appears to be ‘semi preserved’. When seen, though, it was working.

JANUARY 2016 47

Ê

Carrying on

A relatively unusual four-wheeled Foden Alpha tanker.

Seen at Marks Tey on 26/10/15.

C1999 Volvo FL614 skip truck, at Witham on 25/10/15.

Late model Iveco Ford Cargo on Haven Causeway, Colchester, on 14/10/15. The buildings in the background are part of the former Paxman Diesels works.

Late model ERF ECT operated by Breheny Civil engineers of Needham Market. Seen on the A12 north at Marks Tey on 28/10/15.

Finally, a DAF 95XF low-loader combination seen squeezing down Bounstead Road, Colchester on 23/10/15.

48 CLASSIC AND VINTAGE COMMERCIALS

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ENGLISH

GARDNER

50 Classic and Vintage Commercials

A

merican sprinter English Gardner is quick on her feet but here’s one English Gardner that is content to plod along at a very sedate pace, in lorry terms that is – this Gardner powered Atkinson eight-wheeler of Pilkington’s Glass would have been geared to a maximum of 35 to 40 miles per hour. It is seen here negotiating a roundabout on the A40 near Oxford in April 1965.

Peter J Davies

January 2016 51

Readers memories M. ELLIOTT & SONS TRANSPORT LTD., POOLE John Elliott, grandson of company founders Edward and Margaret, shares some memories – and photos - of a wellknown and much-missed Dorset family haulage business.

O

ur family business started in around the mid-1920s, with the main sources of work being bricks for local brickyards and coal to factories and households from Poole quay and local railway stations. The business was started by Edward and Margaret Elliott, my grandparents. Edward came from a fairly wealthy background, and his family provided the funds to buy the first lorry.

Sadly this venture ended in bankruptcy, but Margaret attended the auction where the assets were sold, bought the lorry back, and the business started up again as M. Elliott, but with Margaret running it in practice as well as in name, and that’s how it stayed until the second generation took over.

By 1939 the fleet comprised four lorries, but had risen to 12 when war finished. In 1947 Margaret became one of the first members of the newlyformed Road Haulage Association.

By 1959 the fleet comprised mainly Bedfords and Seddons, but that year the first Foden was bought, a sixwheeler, and the firm went on to have one of the largest fleets of Fodens on the South Coast. However from 1979 they gradually switched to M.A.N. In 1989, to celebrate my father John’s 65th birthday a commemorative leaflet was produced about the company and its history. By this time the business was being run by the sons; my father John had been Managing Director but was now Chairman, was succeeded as MD by youngest brother Don. Alongside haulage they moved into warehousing – 12,000 sq ft of undercover storage was available. They also undertook a lot of work on behalf of the Ministry of Defence; moving tanks and other tracked vehicles being a speciality.

M Elliott & Sons remained entirely family-owned until 1993 when the business was sold to Carter Group who were based in Poole docks. However the Elliott name and brand remained for some time until Carter Group was 52 CLASSIC AND VINTAGE COMMERCIALS

Edward Elliott – the founder of the company originally worked for car makers Scout Motor Company of Salisbury. Here he is driving one of their products in 1907/8.

dissolved. Even that wasn’t quite the end of our family’s involvement in the haulage industry though, as Don Elliott, along with a colleague named Dave Sargeant, established Elliott Sargeant Haulage, based at a yard in Bournemouth Airport and subsequently Southampton.

▲ Around 1966, from left to right; youngest son Don, mother Margaret (the ‘M’ in M Elliott & Son), drivers Ken Collins and Wilf Christopher, son Phil, son John, driver Dave Samways and eldest son Ted Elliott. Vehicles left to right; Foden “Queen of the South”, Foden “Bournemouth Belle” and ERF “Davy Crockett”.

Davy Crockett was the only ERF ever operated by Elliotts.

Dave Samways was its regular driver; a good driver who always took care of his vehicles.

Recovery vehicle built from an old BRS lorry that was bought in specifically to convert. John junior recalls helping his father (also John, later managing director and chairman) to build it, by cleaning the chassis down and then treating it with red oxide before treating with undercoat. Top speed was 31mph and as was usual at the time, it was operated on trade plates.

JANUARY 2016 53

â&#x17E;Ľ

Readers memories

Foden S24 Queen of the South, when it was brand new; it was shown at the 1964 Earls Court motor show. It had a two-stroke engine. In the 1970s it was converted into a Chinese six and fitted with a 180 Gardner engine.

Bournemouth-based spraybooth manufacturer Devilbiss was a regular customer of Elliotts; they exported worldwide and their depot at Poole Lane was quite close to Elliotts yard. Foden URU6J – named Julius Ceasar while with Elliotts survives in preservation with Alan Appleyard.

Elliotts first artic; Foden S34 named Mont’s Pride – Mont was company founder Edward’s nickname. It was operated with a 33ft trailer

54 CLASSIC AND VINTAGE COMMERCIALS

Readers memories

▲▼ Elliott’s 80ft trailer taking steel beams from Bourne Steel to Bournemouth Football stadium for use in construction of a new stand. Driver was Ken Collins, another highly skilled Elliotts driver. The trailer was exempt from testing as it was too long for the MoT station, and at the time it was the only 80ft rigid trailer in Britain.

JANUARY 2016 55

Readers memories

From the late 1970s, Elliotts started switching from Foden to M.A.N. The Ministry of Defence was a major client; here Lord Kitchener’s original rail carriage is being winched on to a low-loader at Shoeburyness for transport to the former Museum of Army Transport at Beverley. A precious, irreplaceable and fragile load that needed very careful handling…

Early 1980s lineup in the yard, as the company was switching from Foden to M.A.N

This accident is thought to have happened in or near Bolton.

Apparently the driver parked up outside a shop for a few minutes, but by the time he came back out his vehicle had rolled into a basement that had been exposed by building work. Unsurprisingly, a number of ‘theories’ were offered as to why this had happened. The lorry involved was written off

by Elliott’s insurers, but the company bought the wreck back and rebuilt it…

56 CLASSIC AND VINTAGE COMMERCIALS

Readers memories

Accident on the road from Bournemouth to Weymouth and Portland; another Foden has crossed the road and run into the Elliott lorry. Stone from Portland was, perhaps unsurprisingly, another significant source of traffic.

JANUARY 2016 57

Model lorries

s

Peter Simpson looks at how massive success for the domestic die-cast manufacturers in the 1960s turned, almost overnight, into major problems in the 1970s… ◄ Bedford TK Horse box was introduced in 1962 but still in the 1974 Corgi catalogue. ►Mack tractor with flat and as an unlikely Priestman crane truck.

A

s we’ve mentioned before in these features, the 1960s was the golden era for the die cast model car makers. Demand was strong at home and abroad, and the fact that Dinky now faced strong and sustained competition from Corgi meant that the models in the shops were excellent. Healthy demand, coupled with healthy competition, kept everyone on their toes.

However it really isn’t right to tell only the good news, and a look inside the 1974 Corgi catalogue paints a rather different picture. There were ‘new’ model cars, but while some were still scale models, others were anything but and looked more like science fiction vehicles of the future (as the future appeared in 1974…). Take the Inner City Mini Bus for instance. Then there were numerous ‘dragster’ type models. And what new ‘scale’ models there were didn’t somehow seem to be as good as what was around in the sixties…

When it came to commercial vehicles, it’s pretty clear that very little was being invested. Several of the old favourites such as the Simon Snorkel fire engine and Priestman Cub Shovel were still there, as was the former Chipperfields Circus horse transporter albeit now in green and yellow and with ‘Newmarket Racing Stables’ branding. Even the old Carrimore low loader, which first saw the light of day in 1963, was still in the catalogue as a tank transporter trailer. However the fact that models which were more than 10 years old were still being made was surely in itself a sign that all was not well at Corgi.

What’s more, what new models there were had clearly been produced with the bare minimum of tooling investment, and to get maximum value out of everything.

For example the new Mack cab/tractor unit casting, though ‘okay’ and with 58 CLASSIC AND VINTAGE COMMERCIALS

an opening bonnet/hood for additional play value, was hardly ground-breaking in terms of innovation in the way that Corgi’s 1960s products had been. Being an American ‘Truck’ it would also not have been familiar to many British buyers.

Despite this, and despite Corgi having made an excellent Scammell cab in 1968, the Mack was now THE standard Corgi tractor/cab unit – something the Bedford TK had been in the 1960s – and was used on no fewer than five different models.

The eleven year old Cub Shovel now formed the basis of three separate models, two of which had clearly been spun out with a bare minimum of development spend. First there was the original, still in production in its 1963 form. Additionally, with a long, singlepiece tinplate arm in place of the very clever jib and bucket of the original, it was now the Priestman Boom Crane.

Finally that jib, the shovel body and the aforementioned Mack tractor came together to form a Mack Priestman Crane Truck; an example of Anglo/US cooperation which I’m sure never actually happened! In any case the cab unit totally out of scale to the crane.

So what had happened? In three words, Mattell of America. America had been a key export market for all the big three die-cast makers; Dinky, Corgi and Matchbox. Then, in the late 1960s, Mattell launched their ‘Hot Wheels’ range. While these weren’t a patch on Matchbox in terms of casting quality or scale accuracy, they had much-increased play value due to having very low-friction wheels, meaning that a car released down a slope would carry on running for ages – it could be made to jump gaps or loop the loop.

Mattell also supplied a range of plastic tracks to enable cars to do this.

In short, Hot Wheels bought hitherto static die-cast models to life, Hot Wheels was suddenly what everyone wanted and the British-made products looked positively ‘square’ by comparison.

Matchbox responded with its Superfast wheels and track system – carefully designed so that while Matchbox cars could run on Hot Wheels track and viceversa, the two track systems couldn’t be joined. Dinky and Corgi, though, also had a problem because they, too were losing sales to Mattell, especially in America. One suspects that the Mack cab unit might have been an attempt to woo American buyers.

Corgi tried several other things including their own larger-scale track system – which resulted in all the cars being fitted with ‘Wizzwheels’ along with their own smaller-scale Hot Wheels competitor, Corgi Rockets. They also tried their hand at something completely different on the car side; 1/18 scale models of racing cars.

Sadly though, none of this really worked, and in any case by the late 1970s the toy market was changing, and nine years later Mettoy filed for bankruptcy. It was of course bought out of bankruptcy, and the Corgi brand survives, now owned

by Hornby Hobbies.

Two faces of the Priestman Cub Shovel.

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JANUARY 2016 59

s

book reviews DENNIS FIRE ENGINES Barry Hutchinson Published by Amberley Publishing This is said by the publishers to be the first book to be dedicated exclusively to Dennis fire engines, and the author has a collection historic Dennis fire appliances. The book is essentially a series of good quality photos – a mixture of period black and white images and colour shots of preserved appliances – and charts the development from the initial design in 1908 that was to establish Dennis as the supplier of choice for most of the UK fire brigades including the London Fire Brigade.

After supplying fire-fighting trailer pumps

PRESTON – PLANES, TRAINS, TRAMCARS AND SHIPS David John Hindle Published by Amberley Publishing Despite the title not mentioning road transport at all, this book does include a chapter on the town’s two best-known makers of road transport; Leyland Motors and Bond cars.

These, though, are put into their local context

by Hindle – who grew up in the town, spent 30 years in the local police, and is well-known locally as a historian. The copiously-illustrated book takes a retrospective look at the progress of transport in and around the Lancashire town, demonstrating how different forms of public transport and the local transport industry have

CAR REGISTRATIONS GUIDE

by Peter Robson Published by Newby Books At just £4.95, this pocket (A6) sized book is a handy guide to this relatively complex subject, and packs an enormous amount of detail into its 80 pages. It includes a brief history of oldstyle marks issued from 1903 to 2001, along with the usual location tables saying where area codes were issued and covering both 1903 to 2001, and 2001 onwards.

Usefully, the 1903 to 2001 section is divided into two, one covering up to 1974 and one from 1974 onwards, as this is when many local vehicle taxation offices closed, and many marks were transferred – sometimes hundreds of miles from where they were issued.

Separate sections deal with the Channel Islands, Isle of Man, Ireland (North and the Republic), trade plates, Q Plates and forces registrations, and there are also sections on civic/mayoral plates including what appears to be a very comprehensive list of known 60 CLASSIC AND VINTAGE COMMERCIALS

that were used extensively in Blitz, Dennis production continued to be innovative and varied in the post-war years, and the author explains the development of both the small town and country fire engines, as well as larger engines which were the mainstay of city fire brigades. The story is also bought right up to date with the development of both the Dennis Rapier and Dennis Sabre, both of which enjoyed export success right up to the end of independent Dennis production in 2007. An introductory section also covers the establishment and early days of the Dennis business in Guildford.

Recommended to anyone with an interest in fire appliances in general or Dennis in particular!

ISBN; 978-1-4456-4607-7 Price £14.99 Amberley Publishing, The Hill, Merrywalks, Stroud, Glos GL5 4EP www.amberley-books.com

all made an immense contribution to the city.

As well as Bond and British Leyland, the book covers shipbuilding (and ship breaking), the docks, railways and the towns significant but little-known contribution to the aviation industry.

To be totally frank, if you really are interested only in lorries, and have no passing interest at all in any one of trains, ships or aircraft, then this is probably not for you, and you not really who it has been written for. If, though you have even a slight interest in one or more of these areas – which in our experience most people have - and/or you like to read about manufacturing industry in years gone by, then you’ll love it.

ISBN: 978-1-4456-4381-6 £12.99 Amberley Publishing, The Hill, Merrywalks, Stroud, Glos GL5 4EP www.amberley-books.com

examples, plus a list of international codes, diplomatic codes and identifying overseas plates. There’s also a guide to identifying cherished/non original marks, and the procedure for transfer.

Finally, and perhaps most usefully of all, there is a listing of all the age-related marks issued right up to the date of going to press (August 2015), so that anyone can immediately identify a vehicle which, for whatever reason, is wearing an ‘age related’ number that was issued after the date of first registration/use; the most common reason for this is that the original plate has been sold or otherwise transferred.

In short, despite its small size and low price, this is definitely NOT an over-simplified mickey-mouse basic effort that leaves the reader with more questions than answers.

There’s masses of stuff in here; everything you’re likely to need to know in fact, and it’s one of those books which, once bought, you’ll keep on referring to for years and years.

Recommended without hesitation.

ISBN 978-1-872686-38-7 £4.95 Newby Books, The Advertiser Office, Market Place, Easingwood, York YO61 3AB www.newbybooks.co.uk

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AA COLLECTABLES Nick Baldwin looks at a few items from the Automobile Association’s past, the values and desirability of which seem definitely to be on the up…

AA commercial badge from the teens lying on an Irish roundel of similar vintage made by Franco signs.

T

he subject of AA signs and badges still brings me out in a cold sweat. The reason is that on my one and only outing on television’s Antiques Road Show they nearly proved to me my downfall.

The venue was the National Motor Museum at Beaulieu and the theme was motoring collectables. I hadn’t realised that the experts tried to avoid going straight onto camera to give them time to look up facts and figures, thus I was a sitting target for the first recording of the day.

The item was the Wakefield Trophy which luckily had enough written on it to permit a minute or two of waffle.

Fortunately at that stage the powers that be pointed a silver expert in my direction who deciphered the silver marks. After that it was plain sailing, a few words about Castrol’s Lord Wakefield and I was home and dry – or so I thought. Apart from a few mascots, lamps, horns and the like there turned out to be an endless succession of badges. At least half of

62 CLASSIC AND VINTAGE COMMERCIALS

Typical 1930s pattern AA commercial badge with woven wicker background. them were AA-related and I quickly realised my limitations.

Thank heavens none of them were televised – particularly the man with the 1950s embossed variety who told me that I didn’t know what I was talking

about when I valued his at a fiver (bear in mind that this was some years ago and, though I’ve seen them for £15 since then, I doubt that they sell very readily in view of the thousands of examples available.

Suffice to say, things went from bad to worse and we don’t need to go into that!

I now know that the earliest 1906-10 badges were without the wings that they sprouted after the merger with Motor Union, founded 1902, whose pretty MU badges are occasionally encountered.

The whole story is told in Jan Sarnesjo’s British Car Badges published by Darwin Books in 2009 under ISBN 91-974772-4-9.

Plainly it is a big subject, especially when RAC and its associate the Commercial Motor Users Association are taken into account. I’ve got quite a run of CMUA magazines which, judging by Volume II dating from 1937, must go back to the 1920s. During the WW2 it became Commercial Vehicle Users Journal and later, by then unconnected with the Club, simply Commercial Vehicles. I worked on

AA supplied aluminium GB plates to those travelling abroad, which must have included a few lorries.

Assortment of badges on a Beaulieu Autojumble stand includes a six-digit commercial and contemporary car type. this in the 1970s before it was absorbed

by Commercial Motor.

At an early stage the AA started a section devoted to professional transport. Its badge featured the car type cast in brass onto a heavy six sided background, which I learned recently when I acquired one at the Bath and West fleamarket for a modest £30. Martin Durston, the archivist of the Automobile Association at Basingstoke, reckons that these early teens badges carry four digit numbers though, by the time the chromed wicker background commercial badges came in the 1930s, they were up to six digits.

Alongside you’ll see my early AA Commercial badge lying on one of the enamel roundels that used to be a feature of every village. Indeed, several from the 1930s are still in place in my native Dorset/Somerset though the one shown must be a lot earlier.

I acquired it from a Frenchman at Le Mans Autojumble who luckily hadn’t appreciated the significance of its Irish

Just think of all the old-time lorry drivers who must have noted this distinctive sign.

CMUA badge shown on the cover of its 1937 Journal complete with Latil advert.

harp and RIAC. I wondered to begin with if Caher could be north of the border, but a map confirmed that it is west of Dublin and firmly in what became Eire and is now the Irish Republic. Therefore the roundel, with its links to the Royal Irish Automobile Club, must pre-date the 1921 partition of Ireland when, presumably, British AA signs were discarded.

I don’t know when AA commercial badges were discontinued and assume that the same wicker design was used to the end. Perhaps an expert can let us know (and if I am approached by the BBC again I can forward his or her details!). The last time I heard from them was with a picture of a badge depicting Saint George slaying a dragon and a request from the owner in New Zealand for the owner of a De Large (sic) to make him an offer. I explained that this was simply an accessory mascot and not specific to Delage – no doubt that I will have made another unsatisfied viewer who will have complained about me to the BBC! v JANUARY 2016 63

MIGHTY MORRIS Nick Baldwin take a look at the story of Morris Commercials, some of whose products were highly successful, others less so…

William Morris in 1925 with his hundred thousandth engine as used in vans and commercials.

F

or many years William Morris was by far Britain’s largest maker of vehicles. He made so much money out of his Bullnose car, first seen in 1913, that he was able to buy up many of the firms that supplied its components. Amongst them was the Hotchkiss engine firm in Coventry and the gearbox and axle firm EG Wrigley of Soho, Birmingham that was renamed Morris Commercial Cars in 1924. This belonged to William Morris personally all the way through to 1936 (or, more accurately, to Sir William as he became in 1929 and then Baron Nuffield in 1934). He was Britain’s biggest commercial vehicle maker until the new Bedford began to eat into Morris output in the mid-1930s.

The Bedford’s Chevrolet predecessor, along with Dodge and other American The Anglo Persian Oil Company had a fleet of Roadless-equipped off-road lorries with twin gearboxes.

64 CLASSIC AND VINTAGE COMMERCIALS

In the first couple of years, just the name Morris appeared on the radiators of the commercials.

types, had encouraged the patriotic William Morris and his PR supremo, the former motoring journalist Miles Thomas, to incorporate “British to the Backbone” into their enamel radiator badge. Around 42,500 MorrisCommercials were made at Soho up to 1932 (plus thousands of Morris car chassis for trade purposes at Cowley) after which the new American-inspired C-types with four or six cylinders were built in the former Wolseley works also personally bought by William Morris in 1927. Some eight thousand C-types were built each year, helping to push Morris-Commercial up the weight range. The lighter L and T-types built at Wolseley’s Adderley Park during the 1930s added another twenty thousand to the impressive chassis total.

Rather less glorious was Sir William’s

foray into really heavy vehicles which is believed to have been spurred on by his desire to keep the skilled engineers at Wolseley employed in the great recession. Charles K Edwards from AEC was hired to design a heavy bus range whose components were also used in forward control lorries of up to eight tons capacity.

A feature of all these heavy forward control chassis were petrol engines of 7 or 7.7 litres with inclined overhead valves. The heads could be removed without disturbing the valve timing or camshaft drive, and the whole lot could be wheeled out with front axle and gearbox thanks to a patented attachment system and rear support skid. Only 83 of the double decker Imperial buses were built 1932/3 at a time when AJS, Sunbeam and others

MORRIS COMMERCIALS believed that the future might lie in motorcycles and mass public transport.

Slightly more successful was the Dictator single decker which, between 1930 and 1933, clocked up 133 sales which probably also included the chassis used as the basis of the lorries.

Plainly these were not the saviours that Adderley Park needed, though happily the lighter types fared much better. Bridging the gap between them and the giants was initially the 2.5 ton TX, of which the author had a 1932 example in fire engine form complete with the archaic feature of no front wheel brakes. Then came the Leader 3 tonner and its Director bus sister, followed by the Courier 4-5 tonner and Viceroy bus, these two with four or six cylinder motors. Through his TX, Nick met the only known Courier which belonged to Derek Lambe who worked at Perkins Engines. Sadly Derek died several years ago and nothing has been heard of the Courier since then.

Only 1304 Leaders were sold plus a miserable 112 Couriers. The Leader name was revived in 1935 for a version of the C-type.

It seems that as well as being a straightforward (some even said a bit dull) and thoroughly decent man,

Over two thousand D-type 6x4 lorries were built from 1926 for civilian and military purposes.

Sir William was very generous and gave away £800m in today’s terms to health and educational causes (many incorporating Nuffield in their title).

He seemed to have had few interests apart from industry and golf. There is the (no doubt apocryphal) story that he attempted to join a golf club near his home at Milford on Sea. The club

turned him down on the grounds that he was “in trade”. His response was to buy the club! The arts and crafts styled house overlooking the Isle of Wight, purchased from Siemens of electrical fame complete with de Morgan tiles and Victorian William Morris (no relation) design, later became a hotel and is now a restaurant.

The heavyweights went up to eight tonners sharing components with the short-lived bus range.

A C-type on the left with Leader three tonners on the right.

▲ This is a forward control eight ton K-type, one of a handful supplied notably to Morelands, the makers of England's Glory matches, and to Morris' engine branch. ► 1934 forward control C-type with Goddard of Oadby bodywork.

JANUARY 2016 65

➥

MORRIS COMMERCIALS

A six-cylinder 1935 C-type with Tasker semi-trailer.

Morris and Nuffield Mechanisations were massive suppliers to the war effort, this being a 4x4 Quad.

Largest of the normal control types in 1954 was this NVS 13/5 five tonner.

7,500 similarly styled MRAI 4x4 one tonners went to the British Army.

66 CLASSIC AND VINTAGE COMMERCIALS

At the end of 1937 the CV chassis arrived with set-back front axle to provide â&#x20AC;&#x2DC;Equi-loadâ&#x20AC;&#x2122; weight distribution.

The post-war five tonner had a Saurer diesel though by the time this one was built in 1954 a Nuffield (BMC) diesel was available.

MORRIS COMMERCIALS In 1958 came the futuristic FF cab with fashionable wrapround windscreen and radio option. This is a seven tonner.

BMC diesel and Morris badge on an FE cabbed Series III Luton van. This style arrived in Spring 1955.

A move to Nuffield Place in Oxfordshire tied in with Sir William’s baronetcy and in 1938 he became a Viscount, yet apparently never lost his simple, modest ways and Oxfordshire accent. One of the keys to his success was in not tinkering with his team’s mechanical designs and never making changes for change’s sake. He was, however, tiring of the continuous demands of business and tried to leave day-to-day running to professional managers.

He built up MG in the 1930s and bought Riley, apparently not deterred by his disastrous foray into acquiring

A normal control shape that arrived in 1955, this being a 1965 WFK 120 five ton Edbro tipper for the Canary Islands.

the French firm Leon Bollée which was discussed in C&VC May 2015 issue.

Their lorries were, of course, closely associated with Morris-Commercial designs but used French engines.

Whilst on the Continental theme, it would be interesting to know who in the Nuffield organisation authorised the purchase in July 1938 of rights to Saurer’s Dual Turbulence diesel designs and also to know more about PG Rose, who designed a backbone chassis Morris-Commercial with swing axles that same year. This could have 4x4 so was presumably intended for military use. The factories, of course,

would soon go over to massive war production. One branch of the organisation, Nuffield Mechanisation, made armoured vehicles and, after the war, switched to Nuffield farm tractors which were the forerunners of the wellknown Leyland tractor range.

Lord Nuffield, who had no children, had contemplated a merger with Austin in the 1930s but it took until 1952 for that to happen. Austin had re-entered the lorry market in 1939 whilst Morris stole a march on them in 1948 with its Saurer-engined five tonner. In 1950 Austin moved all its heavy truck production to a 22 acre Government JANUARY 2016 67

MORRIS COMMERCIALS

Biggest of the ‘Threepenny Bit’ FG models was this five-tonner.

After the adoption of BMC initials in 1968, the only Morris heavies were made in Turkey.

A popular one tonner in the 1950s was the angular LD series. weapons factory at Cofton Hackett near Longbridge. Lord Nuffield retired with the creation of BMC and lived for another ten years to August 22nd 1963. Modest to the end, he drove a mid-range BMC car after years with his favourite Wolseley 8.

Morris lorries (‘Commercial’ had been dropped from the radiators late in 1956) lasted to 1968, often with Austin variants, after which they became Leyland Redlines. The 1959 FG with ‘Threepenny Bit’ safe access cab had been designed at the old Wolseley factory by Harold Watters in 1957/8.

The subsequent tilt cab FJ, designed by Graham Ibbotson, was built at Bathgate in Scotland which opened in 1961, at which stage Lord Nuffield was 84 years old and had only a couple more years to live.

Sadly the FJ earned a final bad 68 CLASSIC AND VINTAGE COMMERCIALS

Tilt cabs arrived with the FJ, the last all-new Morris, which sadly started out with teething troubles. reputation for Morris after forty years of successful vehicles. It required steering column and other connections to be detached before tilting, and its canted 5.7 litre diesel had an inadequate cross-

flow radiator which caused a variety of problems, not helped by machining shortcomings at Bathgate. Leyland engineers sorted it all out, but too late for Lord Nuffield to know about it or for the Morris name to survive except for a while on cars and car-derived commercials.

Leyland reduced the 223 Morris and Austin truck dealers to 141 more specialised outlets and axed the separate names in August 1968 in favour of BMC before what was left of the range became the Leyland Redlines.

Wolseley cars had, of course, moved to Cowley in the 1930s but after Morris lorries left Birmingham for Scotland there was a final fling in part of the old works with Leyland’s Sherpas that became Leyland-DAF Vehicles and latterly LDV, all of which could trace their origins to the Austin or Morris J4 van of 1960. v

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PT2: Nick Baldwin concludes his look, started last month, into the recently-rediscovered archive of material relating to Shein’s Express of Trenton, New Jersey.

I

n some ways even more interesting are the views of the industrial premises of a few of Shein’s clients. Careful study of the pictures reveals much of social and historical interest. Through an eyeglass one can discern stickers reading “rely on your brakes instead of your horn”, “no riders” (especially on the door-less bulldog Macks), “signed up with local union 258”, “NRA – we do our part”, “NRA Code – Trucking Industry – For Hire” and “New York State Trucking Permit 1934-5”.

Trucks are numbered going up into the high thirties, and perhaps beyond, whilst Fruehauf artics are numbered with the drawbar units into double figures. Most of the vehicles have 1935 registration plates though some were plainly manufactured back in the 1920s whilst one of the Stewarts is on solids and may well have been out of service by then. As everything is in black and white, of course, it is difficult to say what the fleet colour was, though it seems quite dark and, as befitted the operator’s name, shiny!

Hopefully an American reader can tell us more and bring the story of Shein’s Express a bit more up to date.

One thing is pretty much certain and that is that Shein’s Express must have moved soon afterwards to cabover

Testimonials show that Irvington Varnish was a good customer and here Mack number 18 rubs shoulders with the firm’s own elderly International.

trucks as those enormous hoods (bonnets) were already becoming dated in urban service. Autocar had been one of the cabover pioneers back in 1908 and had helped to lead the change to shorter wheelbases, improved manoeuvrability and better visibility in the 1930s.

Trucking friend Roger Bateman has surfed the internet for Shein’s and discovered that they survived a major strike in 1954, at which stage they had been in business for over fifty years.

Apart from a 1955 court case over damaged goods during the strike, the next mention is ten years later when Philip Shein died aged 65. He had been founder of the Middle Atlantic Conference for the Trucking Industry and was a trustee of Teamsters Union Local 701 with special responsibility for its welfare and pension fund.

He was survived by three brothers.

Finally there is a 2008 reference of the Trenton depot, derelict and up for sale.

Philadelphia’s largest and most modern 22,000 square feet Freight Terminal with Essolene pump and, from left to right, Ford, International, three Macks and International.

70 CLASSIC AND VINTAGE COMMERCIALS

Number 18 certainly got about and is seen here at the Newark tire (American spelling) chain factory of Pyrene, better known for its fire extinguishers.

Night loaders at Newark terminal with a line-up of vans on the platform edge and curled “No Smoking, It’s the Law” sign.

What may well be the other end of the night loaders photograph is this fabulously-atmospheric view of an old Mack and four newer Autocars.

Found on Google TRENTON, Oct. 6 1964—NEW YORK TIMES Philip Shein, president of Shein’s Express, an interstate trucking company, died yesterday in St. Francis Hospital. He was 65 years old.

Mr. Shein was a founder of the Middle Atlantic Conference for the Trucking Industry, with headquarters in Washington. He also was on the board of trustees of Teamsters Union Local 701 and of its welfare and pension fund. Surviving are his widow, the former Natalie Turner, and three brothers.

Also see http://ghostsignproject.com/2008/01/30/sheins-express/ for photos of Shein’s Trenton depot closed and up for sale

No more chains on this double reduction six cylinder Mack BX twelve-ton outfit shown at the docks with what looks like a British car in the background.

Note the offset cab for maximum visibility and iconic bulldog mascot.

JANUARY 2016 71

A Z to

Classic Commercials of

This month Nick Baldwin takes us from SNAV to Somacome, taking in some American snow-shifters on the way...

SNAVR Soc Nouvelle des Ateliers de Venissieux, Lyons, France.

Ateliers de Venissieux was a railway equipment firm dating back to 1917. In 1948 it was refinanced by SOMUA and thus soon passed to SAVIEM (Renault).

By the mid-1960s it had nine hundred employees and could make 2,000 railway wagons per year. Alongside them was the new product of hydraulic excavators and such specialised commercial vehicles as crane carriers. These lasted for a while after Renault took control of Berliet in 1974 which also had factories at Venissieux.

SNOGO, SNOWBLAST, SNOWMASTER ETCR North American makers listed in text.

Numerous firms have made specialised snow clearance machines, or the chassis for them, like Linn, Oshkosh, FWD, Sicard and Walter. Some, like Rolba and Klauer of Dubuque, Iowa seem to have made the whole machine. Klauerâ&#x20AC;&#x2122;s SnoGo was available from the 1920s and had a 4x4 chassis with separate Climax motor mounted in the loadspace for the rotating blades. From the 1930s it seems that some proprietary chassis by Marmon-Herrington were used.

The American Snowblast Corporation of Denver, Colorado made similar machines though by the 1960/70s these mostly featured cabover layout.

After Sicard ceased production in 1969, SMI Snowmaster Inc of Ste Foy, Quebec and Bathurst, New Brunswick carried on making Snowmasters. Its 1977 Series

SnoGo of the 1930s on the makers own chassis with separate Climax engine for the blower.

5000 featured Chrysler V8 petrol engine in the carrier with 224 bhp John Deere blower diesel. From around 1980 Detroit twostrokes were used in both roles.

Detroit 4-53 powered SMI Snowmaster with 6-71 228 bhp diesel for the blades. Shown at Aberdeen airport around 1980.

SNAV EPG 408 of 1976 was MAN diesel-powered and part of a range of 15-150 ton crane carriers of which Smith Rodley was a British user.

SNOECKR Ets Snoeck, Ensival, Belgium.

Like Horbick and Rothwell, this textile machinery manufacturer branched out into motor vehicles. It acquired a licence from the French firm Bolide and built cars up to 1902, when a range of two to six ton commercial vehicles was offered. It sold sixteen two tonners to the Belgian Congo in 1905 but soon reverted to its textile machines.

SNVIR - see Sonacome.

SOAMESR Langdon Davies Motor Co, Southwark, London SE, UK.

The forward control Snoeck revealing a bewildering array of controls alongside its horizontal steering wheel.

72 CLASSIC AND VINTAGE COMMERCIALS

In 1903/4, this was an 11hp twin cylinder car or van costing 500 guineas.

Catalogue cover for Soames van. It had subframe-mounted vertical engine, gearbox and transaxle with chain final drive.

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of Classic Commercials SODERBLOMSR Söderbloms Gjuteri Aktiebolag, Eskilstuna, Sweden.

This firm made engines for various purposes before launching complete twin cylinder post vans. Some sources claim 1901, making them Sweden’s first. From about 1903 it had a range of one to six ton lorries with 6-24hp motors. A remarkable feature was powered loading equipment in the shape of a jib behind the cab. The winch that powered this was also used for self-loading cable drums. Söderbloms made commercial vehicles to 1912.

SODERTALJER Södertälje Verkstaders, Södertälje, Sweden.

In 1902 lorries with round radiators were introduced under the Helios name, presumably indicating that their origin was with the German marque of that name.

The Vagnfabriks Aktie Bolaget I Södertälje, shortened to the initials VABIS, already existed and the Södertälje Helios was short lived once VABIS lorries arrived in 1902.

SOESTR

SOLLERR Motorlastwagen Soller AG, Basle, Switzerland.

Eugen Soller’s first lorry of 1904/5 was a six tonner powered by a twin piston single cylinder 12hp vertical motor. Smaller models were soon built and some featured self-loading apparatus in which up to five one ton capacity trays were winched up ramps at the rear. In 1912 a flat twin piston engine was tried with six speeds in either direction but production ended before the First World War in favour of commercial vehicle repair and maintenance.

L Soest GmbH, Reisholz, Dusseldorf, Germany.

Louis Soest started a machinery works in 1866 and, by the time that a five to six ton lorry was introduced in 1909, the firm had some six hundred workers. The Subvention Type semi-military lorry was produced for about two years.

Soller made this remarkable halftrack machine towards the end of its existence.

Söderbloms in 1907 with capstans on either side operating chains on the rear lifting frame.

SOMUAR Société d’Outillage Mechanique et Usinage d’Artillerie, St Ouen, Seine, France.

As noted under Schneider-SCEMIA, this armaments and machine tool business was founded in 1894 by Schneider. Military vehicles were made from around 1904, initially at a Schneider shipyard in Le Havre but it was not until about 1914 that SOMUA was acknowledged as the builder of Schneider’s chassis and took the overall responsibility for them in 1917. As well as military types, the chassis were widely used in Paris for buses and municipal vehicles which seem to have been available with SOMUA badge from around 1917 (see Sita). After the war it became important for fire appliances. Dustless refuse collectors became increasingly complex and, in the 1930s, SOMUA adopted a FAUN licence for up-and-over compression bodywork.

During the 1920s SOMUA was the only contractor to the French Ministry of War to

Soest had a 6.5 litre four cylinder 36 hp motor with chain final drive.

be eligible in both the three and eight ton subsidy categories with lorries able to run on petrol or producer gas, and quoted an impressive working capital of 44m Francs in its advertisements.

In 1924 it had won military gun tractor trials for its MCG4 gun tractors with Kégresse-Hinstin half-tracks. They were soon available for colonial and heavy haulage purposes, being able to carry three tons and haul over fifty tons. They had 4.7 litre motors and five speed gearboxes giving up to 3,500 lbs drawbar pull and a top speed of 45 kph.

The 1929 civilian range covered three to nine tonners, the largest with semi-forward control reminiscent of the former Solex round radiator Schneider type but with conventional radiator. In 1931 the Sociedad Espanolla de Construccion Naval of Reinosa, Santander acquired a licence to build the larger models with CLM opposed piston diesels as NavalSOMUAs. CLMs may have been used briefly in France but, in late 1931, SOMUA began to make its own Lanova licence pre-combustion chamber four or six cylinder diesels. The

SOLYTOR See New Map.

largest for a fifteen tonne six wheeler had a bore and stroke of 126 x 180 mm and developed 150 bhp at 1,750 rpm.

SOMUA had additional large factories in Venissieux, Lyons and Montzeron, Cote d’Or making machine tools, 9hp street sweepers, weapons and rail equipment including railcars.

After the war all the rail interests at Venissieux (where Berliets were made) were rationalised and SNAV specialist commercials added.

In 1936 the cabover ten tonner was available with a curious 6.5 litre low compression oil engine of Hesselman type which used hand-pumped petrol to start and magneto with spark plugs for either fuel. It developed 65bhp at 2000 rpm and was said to be unusually economical and to be lighter than normal due to all welded chassis construction.

The archaic high-built semi-forward control type was finally replaced by a modern cabover in 1938 but, apart from half-tracks and armoured equipment, vehicle production seems to have ended under German wartime control. The factory was bombed out of existence and early postwar production JANUARY 2016 73

Ê

A Z to

of Classic Commercials SOMUA R Continued

SOMUA (Schneider) H6 was one of about fifty similar municipal types made 1921/3 with SITA equipment.

Preserved 1926 SOMUA SP2 fire appliance supplied originally to Caen.

Kégresse-Hinstin half-tracked SOMUAs were made mid1920s into the 1940s. This is a circa 1930 wrecker.

Stylish 1929 advertisement confirms that SOMUA was at the heavy end of the market.

1931 SOMUA fifteen tonner with 150bhp six cylinder engine, double reduction drive axle and Lockheed hydraulic brakes.

A hangover from the 1920s was SOMUA’s unusual cabover. This 1936 ten tonner has a spark ignition semi-diesel.

▲ Outside the St Ouen works in 1933, a refuse collector is shown in compaction mode. ◄ Spanish built 1931 Naval-SOMUA. The shipyard presumably had links with Schneider Le Creusot and this lorry had a CLM diesel.

74 CLASSIC AND VINTAGE COMMERCIALS

A Z to

of Classic Commercials was primarily of buses for Paris. These had SOMUA’s 120bhp diesel with Wilson epicyclic gearboxes.

Under the Government-backed Pons Plan grouping to try to rationalise the motor industry, SOMUA found itself in the UFA with Panhard and Willème. The latter became the heavy road transport specialist with the other two in the medium to heavy market and both using the same Panhard D610 diesel from 1947. The SOMUA JL17 accounted for a production of 180 in 1950 and 438 in 1951, many with extremely futuristic cabs from Cottard. In 1954 there was a version with faired-in grille behind a streamlined nose.

Whilst UFA was unravelling, it seems that a dumptruck of Willème appearance and probably design became a staple product of SOMUA in 1952. The MTP four wheeler grossed eighteen tonnes and the three axle MTPV 22.25 tonnes, both of which increased over time, especially when used as artics. In all, around 450 were made with the last around 1960, some five years after the formation of the new Renault, Latil and SOMUA grouping known as SAVIEM. The futuristic JL19 carried on for a while in SAVIEM with 9.3 litre 150bhp D615 diesel or 200 bhp in turbo form with two range five speed synchromesh gearbox and double reduction back axle. At the time there

SONACOME, SNVIR Société Nationale de Construction Mecanique, Rouiba, Algeria.

In 1938, SOMUA at last came up with a proper forward control design without an over-high cab.

Late 1940s JL15 for seventeen tonnes gross, available with Lanova type diesel and air brakes.

Mid-1950s JL19 6x4 with stylish cabin of a type which continued into SAVIEM era. were 553 SOMUA buses running in Paris and many more big lorry fleets, including more than a hundred with one petroleum distributor. However, the SAVIEM initials soon replaced those of SOMUA and those of the other group members which had disappeared by the late 1950s.

The most outlandish cab on the JL19 was undoubtedly this futuristic Cottard.

around 5,000 were built per year through the 1980s with increasingly local content.

The Moroccan operation remained with Berliet, making 821 vehicles in 1962, 1,792 in 1974 and 4,343 in 1977 when five hundred men were employed. Following the formation of RVI in 1978 it became a Renault plant and market leader.

In Algeria, SONACOME was reorganised in the 1990s and renamed SNVI (Société Nationale Véhicules Industriels) with an output of about 4,000 per year from a workforce of approximately eight thousand who were also involved with bodywork and trailers. Engines were mostly Renault and Cummins.

Berliet established an assembly plant on Algeria’s north coast in 1958 with forty employees and created a college at Lyons which trained 5,000 Algerian and Moroccan employees over the next twenty years.

There was also a Moroccan assembly plant which exchanged fifty lorries for green tea with China in 1959 and obtained contracts with African states and even with Che Guevara of Cuba in 1963. In Algeria assembly reached six per day in 1961 from a workforce of sixty and were mostly six wheelers based on the GBG. In 1962 Algeria gained independence from France but Berliet carried on until nationalised in 1970 as SONACOME. It reached a production of 5 – 7,000 vehicles per year and could make tankers for some four hundred of them per year. The French links disappeared in the late 1970s and in 1979 a 6x6 SONACOME brought important publicity by winning the truck class in the Paris-Dakar Rally. From around this time the SML used Turbo Sartaj photographed in India in 2012. lorries Deutz air-cooled engines and

▲ SNVI TB350 of soon after 2000 had Cummins motor was part of an extensive range. ◄ 1980 SONACOME C230 with 230bhp 11.4 litre Deutz air-cooled V8.

JANUARY 2016 75

Tales from the

WORKSHOP

by Ken Braddon

Ken rescues a troubled TK this month….

KEN Braddon has a wealth of experience in workshops, beginning in 1946 when he started a sevenyear apprenticeship with a two-year trial before the apprenticeship was signed. This was with Autopart Engineering Co, of Haven Road, Exeter. He completed his National Service and was later offered a job as foreman with a Ford agent in Exeter called Devon Motors. He was then poached by the local egg-packing station to look after their fleet of Ford, Bedford, Commer and Austin lorries. Ten years later, the firm went into liquidation and Ken started his own business with two others as mobile commercial vehicle mechanics. He retired in 1993. So, he’s seen and done the lot – and has plenty of tales to tell.

T

his time we have a tale of a 1971 Bedford TK horsebox and takes place around 1982. The Horsebox belonged to Mr Knox who was a top surgeon at the Royal Devon and Exeter Hospital in Exeter. Mr Knox and his family were all very keen on horses and riding and lived by their Stables on the edge of Exeter. Mr Knox may have been a top surgeon but it didn’t stop him turning up to work in an old Land Rover. They had some of the biggest horses I have ever stood beside. The only horse I have ever ridden was an old cart horse on a family members farm.

The horses back was so wide and I was so small, it was almost like doing the splits.

Mr Knox had invested in a Bedford TK horse box which he had owned for a few years before I got to know him. This was a good workhorse but the cab on the lorry had definitely seen better days.

It was MOT time and the floor of the cab and some of the cab cross members had definitely seen better days. Muddy fields and lanes had not done the Bedford any favours. It was time to work out a plan for the lorry’s future.

After working out what it would cost to put the cab structurally right it was decided it would be a better option to look out for a better second hand cab which 76 CLASSIC AND VINTAGE COMMERCIALS

didn’t need any welding. After a bit of research and many phone calls, a cab was located in a scrapyard near Okehampton. Remember in my day locating parts meant lots of phone calls and sometimes writing to people and driving to different locations as this was way before the internet was at our fingertips. We made a quick trip to Okehampton to see the cab on offer and it looked in good shape and didn’t need much work. A deal was struck and we arranged to pick it up later in the week. The cab was still attached to the donor lorry at this point so this gave the scrap yard time to remove it.

Everything was going well.

We drove back out to Okehampton on the Thursday and there was the cab. The good thing was it was unattached from the lorry but it was suspended from the scrapyard crane by a metal wire that was looped through the roof and doors. This as you can imagine had put a big crease in them and had actually bulged the roof. We told the scrap merchant that the cab was now only fit for scrap. The scrapyard owner tried to convince us that the damage would easily pull out. We told him what we thought of his idea and declined the purchase of the cab.

It is amazing how polite you can make this tale sound when you are writing for a magazine.

We drove back to Exeter again and it was time to make good use of the phone and phone book.

This time we found what we were looking for in a scrap yard near Cullompton. The yard was run by a gentleman called Trevor Whitfield and he had a good cab which he was willing to transport for us by the Saturday and it was costing less than the other one including transportation. This was more like it. Trevor was also quite happy to lift the old cab off and put the new one on for us with the crane of his lorry. It was sounding better all the time. Once Trevor swapped the cabs he took the old one away for us.

We finished off all the finer points of fitting the new cab like the wiring, cables. We even got the spray equipment out and gave the new cab a quick respray in the previous cabs dark blue with black wings. This also saved changing the colour on the log book. We then presented the Bedford for its MOT. The lorry passed and we came away with the correct paperwork.

The Bedford did several more years of service for the Knox family transporting their horses to different events and was probably not the only TK in the South West to be doing this. It did seem to be the favourite vehicle in the equestrian world at this time. v

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COMMERCIAL CORNER Dave Tromans Air brake valves, Hydrovac, servos, also a selection of kits. Advice on problems.

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Brake and clutch hydraulic spares for post 1935 classic and vintage buses, coaches and commercials. Kits for master cylinders, wheel cylinders and slave cylinders.

New and recon cylinders.

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Contact: Ian Wonnacott, Classic Spares, The Forge, Fore Street, Kenton, Devon EX6 8LF. Phone/Fax: 01626 891645 email: ian@classic-parts.co.uk

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Steering Wheel Restoration

Steering wheel restoration, viintage to modern cars, tractors, lorries, buses, boats. Bluemels, Celluloid, Bakelite, Wood & Plastic.

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78 CLASSIC AND VINTAGE COMMERCIALS

COMMERCIAL CORNER CHRIS MORTER BEDFORD SPARES MW, OY, QL, K M O, A D & J type, S type, RL, early TK. 28hp and 214 reconditioned engines.

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Units 4 & 5, Site 4, Alma Park Road, Alma Park Industrial Estate, Grantham NG31 9SE Tel: (01476) 571 404 Mob: 07714 152 394 Fax: (01476) 579 636

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Diesel mechanic to work on older cummins diesels.

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DECEMBER 2015: FODEN S83 STUNNING RESTORATION, VOLVO F88 STILL WORKING HARD, BEDFORD 0S SLIGHTLY UPGRADED, SUGAR HAULAGE MEMORIES.

NOVEMBER 2015: RUSH GREEN MOTORS VISIT, ATKINSON SILVER KNIGHT, DIY RESTORATION AT HOME, FODEN S21 CEMENT MIXER, BEDFORD TJ, RETRO TRUCK SHOW.

OCTOBER 2015: COMMER TWO STROKE. REBUILT FROM SCRAP. ALBION CHIEFTAIN, FODEN S80 &S83, LEYLAND PROTOTYPES.

SEPTEMBER 2015: TURBO BEAVER. RARE LEYLAND ERGO RESTORATION, SPANISH TREASURES, EAST COAST RUN, FORD THAMES TRADER, ERF LV.

AUGUST 2015: BEDFORDSHIRE S-TYPE TANKER, NINE YEAR REBUILD FROM SCRAP, ATKINSON VENTURER, AEC MOMMETH MAJOR TIPPER, THE SENTINEL STORY.

JULY 2015: ALBION CLYDESDALE, FORD JAMES ET6 REBUILD,KEW DODGE,LEYLAND COMET,THE STORY OF SEDDON,MAGNIFICENT FATHER & SON REBUILD.

JUNE 2015: BMC NODDY VAN, LEYLAND CONSTRUCTOR FILM STARS, HOW TO TRACE YOUR VEHICLES HISTORY, LATEST AUCTION NEWS, BRITISH LORRY EXPORTS.

MAY 2015: LEYLAND CLYDESDALE, ALBION REIVER PROFILE, DENNIS PAX, SUPERB SKIP LORRY RESTORATION, THR STORY OF SCANIA.

APRIL 2015: BEDFORD S-TYPE, THE STORY OF SCAMMELL, WILLIAM HUNTER COLLECTION, NUMBER PLATES IN THE UK, DENNIS JUBILANT.

MARCH 2015: TIPPER COLLECTION, SCAMMELL JUNIOR CONSTRUCTOR, BEDFORD A-TYPE RESTORATION, DENNIS JUBLLANT, PARCEL DELIVERY VANS, 1956 ERF.

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FEBRUARY 2015: BEEFY BEDFORD!, AEC MANDATOR RENOVATION, BMC THREEPENNY BIT, TILLING STEVENS, BRITISH DODGES, MOT EXEMPTION CHANGES?

JANUARY 2015: VOLVO F10 RENOVATION, JCB’S CLASSIC ERF FLEET, IN THE SPOTLIGHT: BEDFORD WS TIPPER, SCAMMELL TRUNKER, AEC MATADOR.

DECEMBER 2014: ERF M-SERIES & LEYLAND BADGER RESTORATIONS, WINTER WORKER! 1951 BEDFORD K, LUSCIOUS LEYLANDS.

NOVEMBER 2014: ODEN S40, SCAMMELL SCARAB RESTORATION, GUY GOLIATH, ROWE HILLMASTER, BMC CAR TRANSPORTER, HEART OF WALES & YORK ROAD RUNS.

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Club directory 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

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.

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 Mike Johnson, 5 The Green, Wrenbury, Nantwich CW8 5EY, tel 01270 780093.

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

HCVS (HISTORIC COMMERCIAL VEHICLE SOCIETY) – website www.hcvs. co.uk, all membership matters 0208 651 0778, Clive and Chrissie MacDonald, Two Hoots, 305 Limpsfield Road, Sanderstead, Croydon, Surrey CR2 9DJ, e-mail hcvs2011@gmail.com

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

94 CLASSIC AND VINTAGE COMMERCIALS

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 Dave Spain, 45 Norman Road, Ramsgate, Kent CT11 0DT, tel 01843 593687 or 07774 841967, e-mail daveatramsgate@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

ENGINEERS HEAVY DUTY STEEL WORKBENCHES

WORKBENCH WITH PEGBOARD

FROM ONLY

Easy to assemble, providing valuable working space and plenty of additional storage capacity.

.98 149EXC.VAT .98 179INC.VAT

£ £

•Sturdy lower shelf •Durable powder coated finish

NOW

65

Shown fitted with optional 3 drawer unit ONLY £84.99 Ex.VAT £101.99 Inc.VAT DIMS INCLUDES MODEL WXDXH (MM) EXC.VAT INC.VAT SINGLE CWB1000B 1000x650x880 £149.98 £179.98 LOCKABLE 1500x650x880 £199.98 £239.98 DRAWER CWB1500B CWB2000B 2000x650x880 £259.98 £311.98

CHESTS/ CABINETS

1

.98 59EXC.VAT .98 71INC.VAT

£

MECHANICS/PROFESSIONAL TOOL CHESTS/CABINETS

£ .98 99EXC.VAT .98 119INC.VAT

1

£

1

2

CLB600 CLB900 CLB200 CLB1005 CLB1007

6 Dr chest 9 Dr chest 2 Dr step up 5 Dr cabinet 7 Dr cabinet

2

2

BOTTOM DRAWERS

3 4

EXC.VAT £78.99 £99.98 £49.98 £169.98 £199.98

EXTRA LARGE EXTRA HEAVY DUTY

INC.VAT £94.79 £119.98 £59.98 £203.98 £239.98

5

2

.98 199EXC.VAT .98 239INC.VAT

£ £

2

.98 119EXC.VAT .98 143INC.VAT

269EXC.VAT .98 323INC.VAT

£

.98

£

DESCRIPTION

£

DIMS WXDXH(MM) EXC.VAT

INC.VAT

MECHANICS RANGE CTC600B 6 Dr chest 600x260x340 £52.99 CTC900B 9 Dr chest 610x255x380 £64.99 CTC500B 5 Dr cabinet 675x335x770 £119.98 CTC800B 8 Dr chest/cab set 610x330x1070 £104.99 CTC700B 7 Dr cabinet 610x330x875 £124.98 CTC1300B 13 Dr chest/cab 620x330x1320 £149.98 PROFESSIONAL RANGE CTC103 3 Dr step up chest 672x310x250 £49.98 CTC106 6 Dr drop front 662x305x365 £64.99 CTC109 9 Dr chest 662x305x421 £74.99 CTC105 5 Dr cabinet 685x465x790 £169.98 CTC107 7 Dr cabinet 685x465x950 £199.98

£

EXTRA LARGE SIDE HANDLE FOR EASY MOVEMENT FITS EITHER SIDE

1

ALSO BLUE / YELLOW / BLACK & GOLD

3 4

5

4

.98 249EXC.VAT £ .98 299INC.VAT £

5

CBB206B CBB209B CBB210B CBB203B CBB215B CBB212B CBB217B CBB213B

6 Dr Chest 9 Dr Chest 10 Dr Chest 3 Dr step up 5 Dr Cabinet 3 Dr Cabinet 7 Dr Cabinet 3 Dr Cabinet

CBB306BG CBB229B CBB315 CBB228B 1 CBB224B 2 CBB226B CBB231B CBB230B

36" 41" 36" 41" 41" 41" 56" 56"

6 Dr Chest 21 Dr chest 5 Dr Cabinet 8 Dr cabinet 14 Dr chest 16 Dr cabinet 9 Dr chest 13 Dr cabinet

DIMS WxDxH(mm) 910 x 305 x 47 1045x415x486 927 x 416 x 985 1126x468x1000 1045x415x486 1126x468x1000 1460x615x490 1503x622x1011

EXC.VAT £169.98 £249.98 £299.98 £399.00 £269.98 £459.00 £419.00 £649.00

NEW

INC.VAT £203.98 £299.98 £359.98 £478.80 £323.98 £550.80 £502.80 £778.80

Boltless, quick and easy assembly (only a mallet is required) • Tough steel frame • Adjustable height shelves • 5 easy wipe clean laminate board shelves • (W)1220 x (D)460 x (H)1830 CORNER

MODEL DESCRIPTION 1 CBB209DF 9 Dr chest 2 CBB211DF 11 Dr Cabinet 3 CBB309DF 9 Dr chest 4 CBB311DF 11 Dr Cabinet ROLLED EDGE UPRIGHTS GIVE: ✔ EXTRA STRENGTH ✔ SMOOTHER FINISH ✔ SLEEK LOOK

UNIT

265

KG

PER SHELF

WI

48"/12 DE 20mm

23975

ONLY

.98 79EXC.VAT .98 95INC.VAT

£ £

BLUE, RED AND SILVER AVAILABLE

.98 179EXC.VAT .98 215INC.VAT

£

2

HEAVY DUTY BOLTLESS SHELVING

INC.VAT £119.98 £143.98 £167.98 £83.98 £239.98 £203.98 £299.98 £239.98

LOCKABLE FRONT COVERS STORE NEATLY WITHIN CABINET

EXTRA LARGE DRAWER PULLS

1.5M TALL

BLACK & GOLD

£

TOOL CHESTS/ CABINETS

£

YELLOW

DIMS WXDXH(MM) EXC.VAT 710x328x365 £99.98 710x315x420 £119.98 710x315x475 £139.98 710x315x250 £69.98 758x468x815 £199.98 755x470x810 £169.98 758x468x975 £249.98 758x481x975 £199.98

GREAT LOOKING, BIG 5" INDUSTRIAL CHROME SPOKED WHEELS FOR EASY MOVEMENT

EXTRA LARGE DRAWER PULLS

1

SIZE DESCRIPTION

£

BLUE

3

MODEL

.98 169EXC.VAT .98 203INC.VAT

£

FULL DETAILS SEE IN-STORE OR VISIT WEBSITE

MODEL DESCRIPTION 1 2

* Except on CBB231B & CBB230B

5

• Extra heavy gauge double wall steel construction

EVENLY DISTRIBUTED

RUBBER GRIP SIDE HANDLES

.00 459EXC.VAT £ .80 550INC.VAT

PROTECTIVE TOP MAT

THE ULTIMATE IN TOOL STORAGE!

3

2

.98 49EXC.VAT .98 59INC.VAT

£ £

£59.98 £77.99 £89.99 £203.98 £239.98

MAX. WEIGHT LOADING 500KG

RUBBER GRIP SIDE HANDLES

GREAT LOOKING, BIG 5” INDUSTRIAL CHROME SPOKED WHEELS FOR EASY MOVEMENT*

3

£63.59 £77.99 £143.98 £125.99 £149.99 £179.98

HEAVY DUTY & PROFESSIONAL

EXTRA DEEP DRAWERS

EXTRA LARGE SIDE HANDLE FOR EASY MOVEMENT FITS EITHER SIDE

.99 64EXC.VAT .99 77INC.VAT

£

£

GAS STRUTS Hold lid open

1

4

FULL EXTENSION ROLLER RUNNERS FOR SMOOTH OPENING ACTION

• Superb quality & value for automotive workshops

1

EXTRA LARGE DIMS WXDXH(MM) 660x305x365 660x305x475 672x310x195 685x465x795 685x465x955

CWB-R1

£

Combines premium quality with fiercely competitive pricing & super smooth ball bearing roller drawers

MODEL DESCRIPTION

• Dimensions (WxDxH) 1150 x 560 x 1440 mm • Pegboard back wall with 30 hooks supplied

WHERE QUALITY COSTS LESS

MODEL

SEE WEBSITE FOR PACKAGE DEALS WITH TOOLS

Available in Red or Galvanised Finish

SUPERSTORES NATIONWIDE

ALSO ASSEMBLES AS BENCH

DIMS. LXWXH MM 710x370x420 785x490x1075 975x370x420 1045x490x1075

4 EXC.VAT £129.98 £299.98 £179.98 £379.00

INC.VAT £155.98 £359.98 £215.98 £454.80

BOLTLESS SHELVING

• Simple, fast assembly in minutes using only a hammer ASSEMBLE AS £ FROM .98 SHELVING, BENCH EX.VAT OR CORNER UNIT £ .98

29 35INC.VAT

(evenly distributed) Strong 9mm fibreboard PER SHELF shelves

SAVE

10% WHEN YOU BUY ANY MIX OF 5

FROM THIS RANGE (evenly SAVE AT LEAST distributed) £17.99 INC.VAT Strong 12mm KG CHOICE OF 5 COLOURS fibreboard PER SHELF shelves RED, BLUE, BLACK, Contents not included SILVER & GALVANISED (all items) STEEL MODEL SHELF DIMS WxDxH(mm) EXC.VAT INC.VAT 150kg 800x300x1500 £29.98 £35.98 350kg 900x400x1800 £49.98 £59.98

ALL SIZES/SPECIFICATIONS ARE APPROXIMATE

ALL SIZES/SPECIFICATIONS ARE APPROXIMATE

LARGE 37" CABINET

350

SEE NEXT PAGE FOR MORE!

ALUMINIUM RACING JACKS

TURBO AIR COMPRESSORS

FROM ONLY

.99 84EX.VAT .99 101INC.VAT £

NOW

MODEL 1.25 tonne 2 tonne 2.5 tonne*

EXC.VAT £84.99 £149.98 £139.98

INC.VAT £101.99 £179.98 £167.98

.99 44EX.VAT .99 53INC.VAT

£

.98 19EX.VAT £ .98 23INC.VAT

CTJ2001G

MODEL TYPE EXC.VAT INC.VAT CTJ2B DIY £19.98 £23.98 CTJ2MB DIY £24.99 £29.99 CTJ2250LP * Low Profile £39.98 £47.98 CTJ2QLG Pro Instant £69.98 £83.98 CTJ2001G Pro Garage £74.99 £89.99 CTJ2GLC Pro Long High Lift £169.98 £203.98 * CTJ2250LP has a 2.25 tonne capacity, has a low entry of only 80mm and includes 2 sockets

AXLE STANDS • Ratchet action for quick height adjustment • Sold in pairs FROM ONLY

.98 19EX.VAT .98 23INC.VAT

£

3 TON & 6 TON MODELS

MAX MIN/MAX MODEL TONS HEIGHT EXC.VAT INC.VAT CAX-3TBC 3 300-430mm £19.98 £23.98 CAX-6TBC 6 400-615mm £29.98 £35.98

AUTOMOTIVE WHEEL DOLLY SET AWD1

JACKS ALSO IN STOCK UP TO 5 TONNE

BIG

CTJ3000G SADDLE HEIGHT EXC. INC. MODEL TYPE MIN-MAX MM VAT VAT CTJ3000QL Quick Lift 195-520 £44.99 £53.99 CTJ3QLG Pro Instant Lift 145-520 £83.99 £100.79 CTJ3000G Pro Garage 145-520 £84.99 £101.99

CAR RAMPS FROM ONLY • Lift cars £ .99 safely and 26EX.VAT quickly • Tough £ .39 32 INC.VAT angled steel PER PAIR construction MODEL CAPACITY EXC.VAT INC.VAT CR2 2000KG £26.99 £32.39 CRW25 2500KG £36.99 £44.39

‡ NEW Telescopic Range MODEL EXC.VAT INC.VAT 2 tonne £7.99 £9.59 4 tonne £11.99 £14.39 5 tonne‡ £49.98 £59.98 6 tonne £14.99 £17.99 .99 7EX.VAT £ .59 9INC.VAT

MODEL JS1750 JS1900 Jet8000 Jet9000

MODEL EXC.VAT INC.VAT 8 tonne £17.99 £21.59 10 tonne‡ £69.98 £83.98 12 tonne £24.99 £29.99 20 tonne £34.99 £41.99

• Oil resistant vinyl covered padded backs & headrests • Swivel castors for easy manoeuvrability FROM ONLY

21EX.VAT .39 26INC.VAT

£ £

MODEL DESCRIPTION EXC.VAT INC.VAT CMC36 Car creeper £21.99 £26.39 CMC45 With adjustable headrest£28.99 £34.79 CMC50 Folding car creeper £44.99 £53.99

£

• Professional type torch with on/off control • Thermal overload protection • Turbo fan cooled • Easy conversion to gas with optional accessories

CWH7 • Activates instantly when Arc is struck • Protects to EN379 • Suitable for arc, MIG, TIG & gas welding

.99 FROM ONLY MIG145 44EXC.VAT £ .98 109EX.VAT £ .99 *no 53INC.VAT £ .98 gas 131INC.VAT only ‡ was £203.98 inc.VAT £

CWH8

.99 44EXC.VAT .99 53INC.VAT

£

GWH5 NEW

£

NO GAS/GAS MIG WELDERS • Uses flux cored steel wire, which creates own gas shroud as it burns .98

£

MODEL AMPS 90EN 24-90 105EN 30-100 151EN 30-150 160EN 30-150

EXC.VAT £169.98 £184.99 £209.98 £259.98

INC.VAT £203.98 £221.99 £251.98 £311.98

MIG WELDERS Quality machines from Britain’s leading supplier See online for included accessories FROM ONLY

.98 179EX.VAT £ .98 215INC.VAT £

MODEL MIN/MAX AMPS EXC.VAT INC.VAT MIG 102NG* 35/90 £109.98 £131.98 MIG 145 35/135 £149.98 £179.98 MIG 152‡ 40/140 £164.98 £197.98 MIG 180 40/160 £179.98 £215.98 MIG 196 40/180 £199.98 £239.98 FROM ONLY

.98 49EX.VAT £ .98 59INC.VAT £

ARC WELDERS

FROM ONLY

169EX.VAT .98 203INC.VAT

£

.99

NO GAS/GAS MIG WELDERS

.98 39EXC.VAT .98 47INC.VAT

MODEL MIN-MAX AMPS EXC.VAT INC.VAT PRO90 24-90 £179.98 £215.98 110E 30-100 £214.99 £257.99 135TE Turbo 30-130 £239.98 £287.98 151TE Turbo 30-150 £269.98 £323.98 165TEM Turbo 30-155 £339.00 £406.80 175TECM Turbo‡ 30-170 £399.00 £478.80 205TE Turbo# 30-185 £429.00 £514.80 ‡ was £490.80 inc.VAT # was £539.98 inc.VAT 24640LH

JETSTAR £FROM ONLY .99 PRESSURE £54EX.VAT .99 65 INC.VAT WASHERS

MOTOR MAX. PRESSURE EXC.VAT 1600w 1522psi £54.99 2000w 1957psi £79.98 2400w 2610psi £139.98 2600w 2900psi £159.98

CAT127

PER PAIR

£

BIG 2HP 7.5CFM

For home user, automotive and industrial applications.

SEE THE FULL RANGE ONLINE & IN-STORE

MODEL EA110 EA165 115N #Turbo fan EA200‡ 160N cooled 190N ‡ was £107.98 190TEN# inc.VAT 235TEN#

AMPS EXC.VAT 40-100 £49.98 65-160 £64.99 30-110 £64.99 60-200 £87.99 40-150 £67.99 50-185 £94.99 35-180£139.98 40-210£149.98

INC.VAT £59.98 £77.99 £77.99 £105.59 £81.59 £113.99 £167.98 £179.98

24V CORDLESS IMPACT CIR220 ONLY .98 WRENCH £89EX.VAT

.98 • Inc. 17, 19, 21 £107INC.VAT & 23mm chrome CIR220 vanadium sockets HEAVY • 2x 24v Ni-Cd DUTY Batteries & 1 hour fast charger

OTHER MODELS Corded CEW1000 Cordless CIR450C

MAX TORQUE EXC.VAT INC.VAT 450Nm £56.99 £68.39 450Nm £119.98 £143.98

NEW

X-PRO AIR TOOLS

INC.VAT £65.99 £95.98 £167.98 £191.98 CAT131

FROM ONLY

HUGE CHOICE IN-STORE/ONLINE

MODEL CAT127 CAT128 CAT131 CAT132 CAT133 CAT134 CAT136 CAT137 CAT139

INDUSTRIAL AIR COMPRESSORS

FROM ONLY

.98 369EX.VAT .98 443INC.VAT

£ £

Offers the durability & reliability demanded by professionals.

• Cast iron pumps on SEV11C, SE16 and SE19 • Twin cylinder pumps (except SE11) • Motor overload protection • Petrol models available H/DUTY

FROM ONLY

.98 29EX.VAT £ .98 35INC.VAT

CFMMOTOR RCVR MODEL (HP) (LTR) EXC.VAT INC.VAT SEV11C* 9 2 100 £369.98 £443.98 SE16C100* 14 3 100 £399.00 £478.80 SE16C150+14 3 150 *£429.00 £514.80 SE16C200+14 3 200 ‡£499.00 £598.80 SE18ǂ 18 4 200 ^£549.00 £658.80 SE26^ 23 5.5 200 £679.00 £814.80 SE29+◊† 28 2x3 270 £969.00£1162.80 SE36^● 30 7.5 270 £979.00£1174.80 SE37+◊† 36 2x4 270 £1099.00£1318.80 SE46#^ 40 10 270 £1449.00£1738.80 *230V Supply +Run From 30 Amp Supply ‡Run From 40 Amp Supply ^400V 3 Phase •Supplied With Direct On-Line Starter ◊Supplied With Sequential Direct On-Line Starter †V-Twin #Supplied With Pre-Wired Star Delta Starter *was £526.80 inc.VAT ‡was £622.80 inc.VAT ^was £682.80 inc.VAT was £826.80 inc.VAT was £1798.80 inc.VAT

£

DESCRIPTION 3" Cut off tool 1/4" Die Grinder 1/2" Impact Wrench 13Pc 1/2" Impact Wrench Kit 3"Cut Off Tool & 1/4" Die Grinder 1/2" Reversible Ratchet 6" Dual Action Sander 3/8" Keyless Reversible Drill 150mm Air Hammer inc 4 Chisels

• Stands come complete with bolt mountings and feet anchor holes £

.98 19EX.VAT .98 23INC.VAT

£

EXC.VAT £22.99 £19.98 £59.98

3HP V TWIN AIR COMPRESSORS

INC.VAT £27.59 £23.98 £71.98

• Suitable for powering all common air tools & spray equipment

£34.99 £41.99 £34.99 £41.99

£19.98 £23.98

BENCH GRINDERS & STANDS

TIGER 16/510 AIR AIR EXC. INC. MODEL RECEIVERDISPLACEMENT VAT VAT Tiger 16/510 50 litre 14.5 cfm £219.98 £263.98 Tiger 16/1010 100 litre 14.5 cfm £269.98 £323.98

DIGITAL VERNIER CALIPERS

6" & 8" AVAILABLE WITH LIGHT

Dual scale calibration in 0.01mm & 0.0005” units Locking screw feature for batch measurements Supplied in a case Also in-stock CM265 300mm Digital Calliper only £36.99 EXC.VAT £44.39 INC.VAT

STAND AVAILABLE FROM ONLY £39.98 EX.VAT £47.98 INC.VAT

CBG8W features 8" whetstone & 6"drystone. # With sanding belt MODEL DUTY WHEEL DIA. EXC.VAT CBG6RP DIY 150mm £29.98 CBG6RZ PRO 150mm £39.98 CBG6RSC HD 150mm £49.98 CBG6SB# PRO 150mm £49.98 CBG6RWC HD 150mm £54.99 CBG8W (wet) HD 150/200mm £55.99

FROM ONLY

.99 16EXC.VAT £ .39 20INC.VAT £

INC.VAT £35.98 £47.98 £59.98 £59.98 £65.99 £67.19

PRO 7" SANDER/ POLISHER

.98 69EX.VAT £ .98 83INC.VAT £

CP185 • Pro sander polisher, Includes hook & loop backing pad and hook & loop wool polishing bonnet. • 1200w motor

ENGINE CRANES FROM ONLY

.98 149EX.VAT £ .98 179INC.VAT £

MODEL DESC. EXC.VAT INC.VAT CFC500F 1/2 ton folding £149.98 £179.98 CFC100 1 ton folding £154.99 £185.99 CFC1000LR 1 ton £199.98 £239.98 long reach • Folding and fixed frames available Fully tested • Robust, rugged construction to proof load • Overload safety valve CFC100

CM145

HIGH FREQUENCY BATTERY CHARGERS

BC520N

BATTERY CHARGERS/ENGINE STARTERS FROM ONLY

£ .99 Ammeter 47EX.VAT Multi-position £ .59 charge regulator 57INC.VAT Overload protection on charging cycle MODEL MAX AMPS CHARGE/BOOST EXC.VAT INC.VAT BC100N 15/100 £47.99 £57.59 BC130C 15/120 £61.99 £74.39 BC190 38/180 £89.98 £107.98 BC210C 15/120 £94.99 £113.99 BC410E* BC410E 35/400 £119.98 £143.98 BC205N NEW 30/200 £169.98 £203.98 BC520N‡‡ 50/510 £179.98 £215.98 BC430N NEW 60/400 £369.00 £442.80 *was was £155.98 inc.VAT ‡was £227.98 inc.VAT

ANGLE GRINDERS FROM ONLY

22EX.VAT .99 27INC.VAT

£

.99

£

CAG800B INC. DISC & HANDLE

NEW

MODEL DISC (MM) (MM)MOTOR MOTOR EXC.VAT CAG800B NEW 115 800w £22.99 CON1050B NEW 115 1050w £27.99 B&D CD115 115 710w £29.98 CAG2350B NEW 230 2350w £49.98

PROFESSIONAL QUALITY Built for tough daily use in automotive/industrial workshops • All models include gauge MODEL EXC.VAT INC.VAT 4 ton bench‡ £129.98 £155.98 10 ton bench* £189.98 £227.98 12 ton floor* £239.98 £287.98 20 ton floor* £399.00 £478.80 50 ton floor‡# £1598.00 £1917.60 # was £1978.80 inc.VAT * Available with/without 7 pce pin, bracket & pressing plate ‡Without kit

TOOL CHEST AND TOOLS SAVE OVER £61

FROM ONLY

.98 179EXC.VAT .98 215INC.VAT

£

MODEL SBR305 SBR610

E PACKALG DEA CHT624

£

£

£

FOR 6 TILES

FROM ONLY

.98 129EX.VAT .98 155INC.VAT

£

3-IN-1 SHEET METAL MACHINES

• 6 interlocking foam tiles protect flooring & provide comfort when standing or kneeling • Each tile is 610x610mm & includes detachable, yellow borders .98 19EX.VAT .98 23INC.VAT

INC.VAT £27.99 £33.59 £35.98 £51.59

HYDRAULIC PRESSES

ANTI FATIGUE FOAM FLOORING

£

INC.VAT £95.98 £107.98 £143.98 £155.98 £179.98

• Energy efficient inverter, HFBC12/24 protects battery from high current damage • Microprocessor provides appropriate charging rate • Variable current output for FROM ONLY quick, medium £ .98 39EX.VAT or trickle NEW £ .98 charge 47INC.VAT RANGE MAX MAX MODEL CHARGE BATTERY EXC.VAT INC.VAT HFBC12 6 Amps 100Ah £39.98 £47.98 HFBC12/24 20 Amps 200Ah £69.98 £83.98

FROM ONLY

219.98 EXC.VAT £ 263.98 INC.VAT £

£74.99 £89.99 £47.99 £57.59

£34.99 £41.99

HUGE CHOICE OF SPRAY GUNS & AIRTOOLS

MODEL MOTOR CFM TANK EXC.VAT Tiger 8/250 2Hp 7.5 24ltr £79.98 Tiger 7/250 2Hp 7 24ltr £89.98 Tiger 11/250 2.5Hp 9.5 24ltr £119.98 Tiger 8/510 2Hp 7.5 50ltr £129.98 Tiger 11/510 2.5Hp 9.5 50ltr £149.98

JET9000

£

.99 44EXC.VAT .99 53INC.VAT

CWH6

£

FROM ONLY

£

ARC ACTIVATED HEADSHIELDS

.98

• Gravity Fed Spray Gun • Air Wash Gun • Tyre Inflator • Air Blow Gun • 5 Metre Air Recoil Hose Also available 3 pce Air Tool Kit - KIT600 Paraffin spray gun, tyre inflator & blow gun Only £14.99 EX VAT £17.99 INC VAT

JET8000 & 9000 include hose reel Detergent applicator for extra cleaning power

HYDRAULIC BOTTLE JACKS

£

Four swivel castors for easy movement in confined spaces Heavy duty steel construction - load rating 500kg per dolly

19EX.VAT .98 23INC.VAT

£

CAR CREEPERS

3" CASTORS

SUPERSTORES NATIONWIDE

5 PIECE AIR TOOL KIT

KIT1100

£

FROM ONLY

£

3 TONNE JACKS

FROM ONLY

£

.98 79EX.VAT .98 95INC.VAT

£

WHERE QUALITY COSTS LESS

LOW ENTRY ONLY 85MM

2 TONNE TROLLEY JACKS

FROM ONLY

£

65

Quick lift Nonmarking nylon wheels Rubber contact pad - helps protect vehicle undersides

* steel chassis

Superb range ideal for DIY, hobby & semi-professional use

8/250

£

• Bend, Roll & Shear metal up to 1mm thick • Min. Rolling Diameter 39mm • Bending angle 0-90º BED WIDTH EX VAT INC VAT 305mm £179.98 £215.98 610mm £359.00 £430.80

6 SPEED METAL LATHE WITH 12 SPEED MILL DRILL - CL500M

OFF OUR NORMAL PRICE ALL THIS ONLY

.98 259EX.VAT .98 311INC.VAT

£

£

329 HAND TOOLS

• This great value set includes CTC900B 9 drawer chest & CTC500B 5 drawer cabinet • Includes the most popular sockets, spanners, pliers, drivers, wrenches etc

FULL RANGE OF ACCESSORIES IN STOCK

£ .00 849EXC.VAT .80 1018INC.VAT

£

430mm between centres Compound slide with 4 way tool post Power fed screw cutting facility Forward/reverse lathe operation Clutch for independent mill/drill operation ALSO AVAILABLE: CL430 - As above but without the Mill/Drill head £699.00 exc.VAT £838.80 inc.VAT

FOR OVER

,000 FREE 115 PRODUCTS

JUMP STARTS

Provides essential home, garage and roadside assistance Integral work light FROM ONLY 910 includes air £ .99 compressor 52EX.VAT .59 Long life battery £

MODEL START PEAK BOOST AMPS EXC.VAT INC.VAT EXTRA LONG 900 400A 900A £52.99 £63.59 1m LEADS 910 400A 900A £59.98 £71.98 4000 700A 1500A £114.99 £137.99 HEAVY 12/24 1000A@12v 2000A@12v £129.98 £155.98 DUTY 17KG 500A@24v 1000A@24v

SPECIALIST TOOLS & MACHINERY

FROM ONLY

219EXC.VAT .80 262INC.VAT

EXC.VAT £219.00 £259.00 £269.00 £299.00 £379.00

INC.VAT £262.80 £310.80 £322.80 £358.80 £454.80

10' RANGE NARROWER WIDTH GREAT WHERE SPACE IS TIGHT

.98 39EX.VAT .98 47INC.VAT

£

229.98 EXC.VAT 275.98 INC.VAT

£

£

£

ENGINE DIAGNOSTICS

MODEL EXC.VAT INC.VAT EOBD Fault Code Reader £39.98 £47.98 Engine EOBD/OBD2 £54.99 £65.99 Fault code reader Engine Diagnostic & £99.98 £119.98 EOBD/OBD 2 Fault Code Reader

GARAGE MATTING

PRICE CUT

.99 24EXC.VAT £ .99 29 INC.VAT WAS £35.98 inc.VAT £

Premium hard wearing poly vinyl - reduces impact and vibration damage Simply rolls out onto floor Chequer plate design Easy clean Dims (WxH): 2400 x1200mm CSDPGM-S (8’x4’)

TURBO FAN GAS HEATERS

Offering low cost, efficient heating

IG1000

389.98 EXC.VAT 467.98 INC.VAT

£

ELECTRIC HEATERS

.98 49EX.VAT .98 59INC.VAT

£

NEW

CDS3

ENGINE STANDS • Rotates through 360˚ Fully tested to proof load

*Folds for storage CAPACITY EXC.VAT INC.VAT 340kg £49.98 £59.98 227kg £54.99 £65.99 450kg £69.98 £83.98 340kg £79.98 £95.98 560kg £84.99 £101.99 680kg £119.98 £143.98

DRILL STANDS

Huge range of quality electric models – From DIY, trade to Industrial

64 .99 77INC.VAT WAS £83.98 inc.VAT

£

NEW

DRILL PRESSES

.98 39EXC.VAT .98 47INC.VAT

£

£

DIESEL/PARAFFIN HEATERS

Ideal for fast efficient heating Extra-long run fuel tanks – up to 53 litres Variable heat output with thermostat control FROM ONLY .98 179EXC.VAT .98 215INC.VAT

£

XR80

£

MODEL MAX OUTPUT XR60 14.7kW XR80 20.5kW XR110 29.3kW XR160 46.9kW XR210 61.5kW

EXC.VAT £179.98 £229.98 £279.98 £329.98 £369.98

19EX.VAT .98 23INC.VAT

INC.VAT £215.98 £275.98 £335.98 £395.98 £443.98

.98

£

ONLY

.98 59EX.VAT .98 71INC.VAT

£

FROM ONLY

£

ONLY

£

PRICE CUT

FROM ONLY

NEW

High FROM ONLY £ .99 quality 14EX.VAT tungsten £ .99 17INC.VAT steel Supplied in metal storage case (except 16pce) TYPE EXC.VAT INC.VAT 16pce Metric £14.99 £17.99 24pce UNC/UNF/NPT £19.98 £23.98 28pce# Metric £23.99 £28.79 33pce# Metric/UNF/BSP £31.99 £38.39 32pce Metric £41.99 £50.39 #28pce Best Budget Buy, 33pce Recommended:

CDP5EB

*stainless steel #Dual Volt 110V/230V DEVIL7003 CZ-2104 MODEL MAX EXC. WAS NOW OUTPUT KW VAT INC.VAT INC.VAT MODEL VOLTAGE HEAT EXC.VAT INC.VAT OUTPUT KW Little Devil II 10.3 £64.99 £83.98 £77.99 230v 2.5 £39.98 £47.98 Little Devil SSII*10.3 £79.98 — £95.98 CZ-2104 DEVIL 6002 230V 0.7-2 £39.98 £47.98 Devil 650 15 £74.99 £107.98 £89.99 DEVIL 6003 230V 1.5-3 £49.98 £59.98 Devil 660 SS* 15 £109.98 — £131.98 DEVIL 7003 230V 3 £54.99 £65.99 Devil 850 12.4 –31 £129.98 £167.98 £155.98 DEVIL 6005 400V 2.5-5 £74.99 £89.99 Devil 860SS*# 31 £149.98 — £179.98 DEVIL 7005 400V 5 £79.98 £95.98 Devil 1850# 26.9 – 58 £299.98 — £359.98 DEVIL 6009* 400V 4.5-9 £119.00 £142.80 Devil 3000# 35.8 – 82 £339.98 — £407.98 DEVIL 7009 400V 9 £137.99 £165.59 Devil 4000 70–131 £399.98 — £479.98 DEVIL 6015‡400V 5-10-15 £179.00 £214.80 Devil 3150# 46 – 100 £469.98 — £563.98 *was £155.98 inc.VAT ‡was £227.98 inc.VAT

NEW

TAP & DIE SETS

IG2200 Produces pure sine wave & stable power, essential for computers & sensitive equipment Max output: IG1000, 1000w Max output: IG2200, 2200w 4 stroke engine Super quiet running (only 64dBA at 7M 1/4 load) Low oil shut down

PROPANE NOW FROM GAS £ .99 EXC.VAT FIRED

NEW RANGE

Drill not included

PLS195

FROM ONLY

.00 199EXC.VAT .80 238INC.VAT

£

GREAT FOR REMOTE LOCATIONS CAN DRAW OWN WATER

Honda & Diesel NEW engine models available RANGE PRESSURE ENGINE EXC. INC. MODEL BAR/PSI Tiger1800 110/1595 Tiger2600 170/2465 Tiger3000 200/2900 PLS195 186/2698 PLS265 260/3770

HP 2.6 4 6.5 6.5 13

VAT £199.00 £259.98 £329.98 £399.00 £599.00

VAT £238.80 £311.98 £395.98 £478.80 £718.80

MECHANICS MOBILE SEAT

Strong steel frame 4 strong rubber wheeled castors with easy swivel ball bearings Oil resistant £ .99 padded vinyl seat. £15EX.VAT .19 Integral 19INC.VAT storage tray

CMS1

.98 19EX.VAT £ .98 23INC.VAT £

FROM ONLY

WET & DRY VACUUM CLEANERS

.99 47EX.VAT £ .59 57INC.VAT

EXC.VAT £89.98 £149.98 £189.98 £239.98 £369.00 £479.00 £569.00

INC.VAT £107.98 £179.98 £227.98 £287.98 £442.80 £574.80 £682.80

Compact, high performance wet & dry vacuum cleaners for use around the home, workshop, garage etc.

MODEL MOTOR CAPACITY EXC. WET/DRY VAT CVAC20P 1250W 16/12ltr £47.99 CVAC20SS* 1400W 16/12ltr £59.98 CVAC25SS* 1400W 19/17ltr £64.99 CVAC30SS* 1400W 24/21ltr £86.99

EXETER 16 Trusham Rd. EX2 8QG 01392 256 744 GATESHEAD 50 Lobley Hill Rd. NE8 4YJ 0191 493 2520 GLASGOW 280 Gt Western Rd. G4 9EJ 0141 332 9231 GLOUCESTER 221A Barton St. GL1 4HY 01452 417 948 GRIMSBY ELLIS WAY, DN32 9BD 01472 354435 HULL 8-10 Holderness Rd. HU9 1EG 01482 223161 ILFORD 746-748 Eastern Ave. IG2 7HU 0208 518 4286 IPSWICH Unit 1 Ipswich Trade Centre, Commercial Road 01473 221253 LEEDS 227-229 Kirkstall Rd. LS4 2AS 0113 231 0400 LEICESTER 69 Melton Rd. LE4 6PN 0116 261 0688 LINCOLN Unit 5. The Pelham Centre. LN5 8HG 01522 543 036 LIVERPOOL 80-88 London Rd. L3 5NF 0151 709 4484 LONDON CATFORD 289/291 Southend Lane SE6 3RS 0208 695 5684 LONDON 6 Kendal Parade, Edmonton N18 020 8803 0861 LONDON 503-507 Lea Bridge Rd. Leyton, E10 020 8558 8284 LONDON 100 The Highway, Docklands 020 7488 2129 LUTON Unit 1, 326 Dunstable Rd, Luton LU4 8JS 01582 728 063 MAIDSTONE 57 Upper Stone St. ME15 6HE 01622 769 572 MANCHESTER ALTRINCHAM 71 Manchester Rd. Altrincham 0161 9412 666 MANCHESTER CENTRAL 209 Bury New Road M8 8DU 0161 241 1851 MANCHESTER OPENSHAW Unit 5, Tower Mill, Ashton Old Rd 0161 223 8376 MANSFIELD 169 Chesterfield Rd. South 01623 622160

INC. VAT £57.59 £71.98 £77.99 £104.39

FROM ONLY

.98 79EX.VAT .98 95INC.VAT

Heavy duty steel construction sandblasters for the quick removal of surface rust, paint, dirt/grease etc.

INCLUDES SANDBLASTING GUN, DELIVERY HOSE, 4 CERAMIC NOZZLES AND SAFETY HOOD FROM ONLY

TANK FLOW RATE EX. VAT INC.VAT VOLUME REQ. CPSB100 32 litre 6-19 cfm £139.98 £167.98 CPSB200 63 litre 12-20 cfm £169.98 £203.98

CAR TRANSPORTER LASHING 99 16EX.VAT .39 20INC.VAT

5000KG CAPACITY

£

BODY REPAIR KITS

SOCKET SETS ONLY

.99 Top quality chrome £22EX.VAT vanadium steel. £ .59 27 INC.VAT 18 Sockets 8-32mm Reversible ratchet LIFETIME Comfort grip handle GUARANTEE

PRO155 HUGE RANGE OF RATCHETS, SPANNERS AND SOCKET SETS ONLY

.98 69EX.VAT .98 83INC.VAT

£

£

£

CS10BRK • Fast snap connector attachments for quick & easy assembly • Hydraulic pump, ram & hose with various tubes, pieces & connectors • Includes metal case * Fast action pump MODEL CAPACITY EXC.VAT INC.VAT CS4BRK 4 tonne £79.98 £95.98 CS10BRK 10 tonne £139.98 £167.98 CS10SBRK* 10 tonne £149.98 £179.98

OPEN MON-FRI 8.30-6.00, SAT 8.30-5.30, SUN 10.00-4.00

MIDDLESBROUGH Mandale Triangle, Thornaby NORWICH 282a Heigham St. NR2 4LZ NOTTINGHAM 211 Lower Parliament St. PETERBOROUGH 417 Lincoln Rd. Millfield PLYMOUTH 58-64 Embankment Rd. PL4 9HY POOLE 137-139 Bournemouth Rd. Parkstone PORTSMOUTH 277-283 Copnor Rd. Copnor PRESTON 53 Blackpool Rd. PR2 6BU SHEFFIELD 453 London Rd. Heeley. S2 4HJ SIDCUP 13 Blackfen Parade, Blackfen Rd SOUTHAMPTON 516-518 Portswood Rd. SOUTHEND 1139-1141 London Rd. Leigh on Sea STOKE-ON-TRENT 382-396 Waterloo Rd. Hanley SUNDERLAND 13-15 Ryhope Rd. Grangetown SWANSEA 7 Samlet Rd. Llansamlet. SA7 9AG SWINDON 21 Victoria Rd. SN1 3AW TWICKENHAM 83-85 Heath Rd.TW1 4AW WARRINGTON Unit 3, Hawley’s Trade Pk. WIGAN 2 Harrison Street, WN5 9AU WOLVERHAMPTON Parkfield Rd. Bilston WORCESTER 48a Upper Tything. WR1 1JZ

• Foot operated hydraulic powered • Adjustable for springs up to 350mm dia. & 254mm in length SSC1000 • Yoke travel: £ EX.VAT 99.98 340mm • Weight 31.5kg £119.98 INC.VAT

£

INCLUDES • Includes remote REMOTE control • 230v motor CONTROL MODEL CABLE MAX LOAD LIFT (KG) HEIGHT EXC.VAT INC.VAT CH2500B Single 125 12M £79.98 £95.98 Double 250 6M CH4000B Single 200 12M £99.98 £119.98 Double 400 6M

£

PRESSURISED SANDBLASTERS

STRUT SPRING COMPRESSOR

CHECK FRAME TYPE WHEN ORDERING

HP 6.5 7 8 11 13

INC.VAT £47.98 £119.98 £173.99 £191.98

MODEL

GENERATORS

KVA 0.7 1.1 2.4 2.8 3 4.5 5.5

TYPE EXC.VAT Bench £39.98 Floor £99.98 Floor £144.99 Floor £159.98

.98 139EX.VAT .98 167INC.VAT CPSB100

FROM ONLY

MODEL G720 G1200 FG2500 FG3005 FG3050 FG4050ES FG5100ES

MODEL TANK CAP. CW2D 10Ltrs CW1D 45Ltrs CWM20 22.5Ltrs CW40 75Ltrs

£

Honda £ .98 89EX.VAT engine .98 models £107INC.VAT available

£

* SS = Stainless Steel

PARTS WASHER FLUID FROM £4.99 EX.VAT £5.99 INC .VAT

£

ELECTRIC FROM ONLY £ POWER EX.VAT 79.98 £ HOISTS INC.VAT 95.98 FROM ONLY

FROM ONLY

£ .98 PARTS 39EX.VAT .98 WASHERS £47INC.VAT

£

POLISHING KITS

•Kit Inc: Tapered spindle, Coloured mop for initial cleaning, pure cotton mop for high polish finish & polishing compound 4" £19.98 Ex VAT £23.98 Inc VAT 6" £24.99 Ex VAT £29.99 Inc VAT 8" £29.98 Ex VAT £35.98 Inc VAT

VISIT YOUR LOCAL SUPERSTORE

BARNSLEY Pontefract Rd, Barnsley, S71 1EZ 01226 732297 B’HAM GREAT BARR 4 Birmingham Rd. 0121 358 7977 B’HAM HAY MILLS 1152 Coventry Rd, Hay Mills 0121 7713433 BOLTON 1 Thynne St. BL3 6BD 01204 365799 BRADFORD 105-107 Manningham Lane. BD1 3BN 01274 390962 BRIGHTON 123 Lewes Rd, BN2 3QB 01273 915999 BRISTOL 1-3 Church Rd, Lawrence Hill. BS5 9JJ 0117 935 1060 BURTON UPON TRENT 12a Lichfield St. DE14 3QZ 01283 564 708 CAMBRIDGE 181-183 Histon Road, Cambridge. CB4 3HL 01223 322675 CARDIFF 44-46 City Rd. CF24 3DN 029 2046 5424 CARLISLE 85 London Rd. CA1 2LG 01228 591666 CHELTENHAM 84 Fairview Road. GL52 2EH 01242 514 402 CHESTER 43-45 St. James Street. CH1 3EY 01244 311258 COLCHESTER 4 North Station Rd. CO1 1RE 01206 762831 COVENTRY Bishop St. CV1 1HT 024 7622 4227 CROYDON 423-427 Brighton Rd, Sth Croydon 020 8763 0640 DARLINGTON 214 Northgate. DL1 1RB 01325 380 841 DEAL (KENT) 182-186 High St. CT14 6BQ 01304 373 434 DERBY Derwent St. DE1 2ED 01332 290 931 DONCASTER Wheatley Hall Road 01302 245 999 DUNDEE 24-26 Trades Lane. DD1 3ET 01382 225 140 EDINBURGH 163-171 Piersfield Terrace 0131 659 5919

24640RH

.98

£

£

MODEL CES340 CES500A CES450 CES750A CES560 CES680F* V

19EX.VAT .98 23INC.VAT

LENGTH UP TO 24'

INVERTER GENERATORS

FROM ONLY

HUGE CHOICE £ IN-STORE/ £ ONLINE

0844 880 1265

HEAVY DUTY PETROL POWER WASHERS

FROM ONLY

MODEL DESC EXC.VAT INC.VAT PRO12C/ 1.2mm, £19.98 £23.98 14C/18C 1.4mm, 1.8mm PGF14 ‡ Pro, Gravity £24.99 £29.99 SP14/18C 1.4mm/ 1.8mm £27.99 £33.59 HVLP AP15, 2.2mm £27.99 £33.59 PRO12C ‡ was £32.39 inc.VAT

.00

• IN-STORE • ONLINE • PHONE

PRICE CUTS & NEW PRODUCTS

SPRAY GUNS

IDEAL ALL-WEATHER PROTECTION

£

SIZE (LxWxH) 4.6 x 3 x 2.4M 4.9 x 3.7 x 2.6M 6.1 x 3 x 2.4M 6.1 x 3.7 x 2.5M 7.3 x 3.7 x 2.5M

1100

visit machinemart.co.uk

HEAVY DUTY INSTANT GARAGES/WORKSHOPS

MODEL CIG1015 CIG1216 CIG1020 CIG1220 CIG1224

Over

INCLUDING NEW

• Ideal for use as a garage/workshop • Extra tough triple layer weatherproof fabric • Heavy duty powder coated steel tubing • Ratchet tight tensioning

ZIP CLOSE DOOR

PAGE

CATALOGUE

63INC.VAT

£

GET YOUR FREE COPY NOW!

500

01642 677881 01603 766402 0115 956 1811 01733 311770 01752 254050 01202 717913 023 9265 4777 01772 703263 0114 258 0831 0208 3042069 023 8055 7788 01702 483 742 01782 287321 0191 510 8773 01792 792969 01793 491717 020 8892 9117 01925 630 937 01942 323 785 01902 494186 01905 723451

PRO234 62 PIECE 1/2"&1/4" SOCKET & BIT SET

1/2"

TORQUE WRENCH - CHT141 1

5" Extension bar /2" adaptor 28-210 Nm only £19.98 EX VAT £23.98 INC VAT 3/8"

OPEN 7 DAYS 4 EASY WAYS TO BUY...

IN-STORE 65 SUPERSTORES

ONLINE www.machinemart.co.uk MAIL ORDER 0115 956 5555

CLICK & COLLECT

Calls to the catalogue request number above (0844 880 1265) cost 7p per minute plus your telephone company’s network access charge For security reasons, calls may be monitored. All prices correct at time of going to press. We reserve the right to change products and prices at any time. All offers subject to availability, E&OE.

Next month

February 2016 issue OUT Friday January 15

ROWE HILLMASTER We’ve something of a Cornish mini-theme going through the February 2016 issue. First off, we tell the story of the only lorry to be built in Cornwall and see two superb examples that are preserved in the county in which they were built…

SCANIA 111

BRS ALBION

First Craig Hallam drove the 1977 tractor in Spotlight on a 1957 Chieftain that spent service, then he bought it and preserved it. its operating life at Southampton and was We’ve the full story. then restored over 20 years.

CHINA CLAY

THORNYCROFT PK Peter Davies concludes the story of the Trusty from Hampshire.

Continuing our Cornish theme, we’ve some fantastic archive photos of lorries working on china clay haulage, courtesy of the China Clay History Society and the excellent china clay museum at Wheal Martyn.

dup PLUS: Another bumper selection of Carrying On, our roun

at of ‘the best of the rest’ events from 2015, Nick Baldwin looks Express Dairies and all our other usual features.

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.

98 CLASSIC AND VINTAGE COMMERCIALS

Celebrate the nostalgia of commercial vehicles in Britain with magazine www.roadscene.com

Issue 189 August 2015 £4.10

Gaydon – The Big Show Over 450 Classic Commercials at Heritage Motor Centre

T HISTORY MAGAZINE BRITAIN’S LEADING ROAD TRANSPOR www.roadscene.com

Issue 191 October 2015 £4.10

Ta nk s for the Me mories

6

BRITAIN’S LEADIN G ROADTRANSPOR T HISTORY MAGAZIN E

Different Designs for Bulk Transport

www.roadscene.com

Sold by Ford & Slater

High Street Names

Issue 190 September

2015 £4.10

Early Years of Timpson’s

■ History of Electricars Ltd ■ The RAC ■ Commercial Motor Adverts ■ Newcastle Fire Engines ■ Rally Scene and Diary ■ Dutch Museum

Yo u D id S e e T h em E ve ry wh e re

- Bedfords in their Heyday

Scenes Past - Light Vans

Those Were the Drays

Cardiff Trolleybuses

■ Federated ■ Model Roadscene ■ Manufacturers’ House Magazines Scene ■ Your Letters and Pictures ■ More Newcastle Fire Engines ■ Rally

ONLINE

Dumptrucks on Site

Newcastle & Gates head

Southdown 100

■ Working with Guys ■ Romance of the Road ■ Timpson’s ■ Scarborough Fair to 1945 Collection ■ Silver stone Classic ■ Your Letters

shop.kelsey.co.uk/vrs20

issues

for £20

Vintage Roadscene, Britain’s leading road transport history magazine, takes readers on a nostalgic trip back to the good old days of motoring as it used to be, when any road journey was a grand adventure. In the 20th Century, automobile, buses and commercial vehicles changed the way we all lived and the road system progressed from horse-carts on country lanes to the eight lane motorways of more recent times.

It has been a journey of massive development, technologically and socially, and not always for the good. Vintage Roadscene reflects on that wide-ranging history, using a team of transport historians presenting a series of lively, well-informed articles supported by unique period photographs; it truly is a trip down memory lane.

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THE CLUTCH AND FLYWHEEL ONE-STOP SHOP

I would like to co nv to you and your fa ey our thanks mily for the advic and work that you e carried out on the front brakes of After receiving th our Scammell. e packing case with the parts you kin dly for the refurbishm gave us a quote description of th ent and a detailed ew very quick and effi ork required. A ci carried out to relin ent service was e refurbish the brak the shoes and e drums. Please find an enclosed ph ot Scammell pictured o of the Mine, Troon, Corn at King Edward w Museum is run en all. The Mine tirely by volunteers and has a unique preserved collectio n of historic minera l machinery and asso processing ci equipment, so uniq ated mining ue that it has been formerly recognis ed of Mechanical Engin by the Institute eers.

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