Heritage Commercials January 2015

IRELAND’S OWN

Dennison Trailers Ltd

SALKELD OF ROWLEY

Haulage company history

1986 Volvo F10 Globetrotter

Steam

shifter

WORKING LIVES

Leyland Reiver the sixwheeled workhorse

RISE AND DEMISE The Seddon Atkinson story

NEW WORKSHOP SERIES  AUTOMOTIVE WOODWORKING

No.301 January 2015

Contents JANUARY

2015

06 Ignition

News and events from around the classic commercial vehicle world.

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10 Readers’ letters

We hand the pen over to you now – so what have you got to tell us?

18 Steaming along

Ever wondered what your Member of Parliament got up to during their summer recess?

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24 Subscription form

Save money and get your copy of HC delivered early by subscribing.

32 Austin Sheerline

Dean Reader takes a trip back in time aboard a real piece of coachbuilt class.

36 On location

This month we report from the Glasgow Vintage Vehicle Trust.

42 Archive album

More nostalgia from the superb NA3T photographic archive.

46 Manufacturer’s history

Alan Barnes tells the story of the only lorry to have been designed and built in Ireland – Dennison.

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56 Working with lightweights John Sturgeon looks back at the 70 year evolution of transport in his family firm.

58 Heavylift champion

Not only has Staffordshire-based engineering group ALE built the world’s biggest crane and jacking and loading systems, as Ed Burrows reports, it is also building its own state-of-the-art 8x8 ballast tractors.

66 Haulage company history It’s more than 30 years since the two Salkeld brothers – Melvin and ‘Bossy’– decided to sell their road-going fleet to what would be the amalgam of JSY. But to those of a certain age, the stunning turnout of both Salkeld’s Rowley depot and their eight-wheel Foden tippers will be something they’ll never forget.

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INCORPORATING CLASSIC TRUCK

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76 Subscribe

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72 From our archives

This month we feature the Albion Chieftain 71 4x4. Did you drive one?

76 Six-wheeled success story Mark Gredzinski looks back at the Leyland Reiver, an unpretentious workhorse and at the time, one of the most reliable lorries in the Leyland portfolio.

82 A commercial contest

Mike Blenkinsop remembers an interesting morning at the local heats of the Lorry Driver of the Year contest in 1969.

86 Buyer’s guide

This month Parry Davis looks at the pros and cons of buying a Scammell Crusader.

90 Workshop

Colin Peck starts a new series to teach us the basics of automotive woodworking.

95 HC Marketplace

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

106 Final word

We end the month with a bit more information on the ‘secret’ Seddon.

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Your say

STEPHEN PULLEN spullen@mortons.co.uk Heritage Commercials, Mortons Heritage Media, PO Box 43, Horncastle LN9 6JR

Removal of Commers I bought the November issue of HC and was delighted to see, on page 41, a photo of a Commer owned by Renwicks LETTER lorry Removals... as that was the very lorry that I drove when I joined the company at the age of 25, more than 40 years ago.

I was with that company for four wonderful years. The main office and depot was in Exeter, and I think the address was 15 Cecil or Cedrick Road. I can’t think what the industrial estate was called but it was about 1.5 miles from the centre of Exeter, and I do know that there was a cattle market at the estate’s entrance.

Anyway, to my memories. I drove the Commer, ODV 257G, for about one-and-a-half to two years, and went all over England, but mostly to the London area. I did a lot of contract work as well as removals, and I was based at Totnes. Renwicks had a warehouse in a yard down there owned by Reeves & Company, a timber wholesaler.

My next lorry was a Bedford TK like the one on page 43. I spent many nights away in that van, sleeping on the shelf on my side as I am 6ft tall.

★

STAR

For further information visit www.revell.de/en

I remember one journey to Birmingham. I was passing Franley Services when I heard a bang, so I stopped and rang the office. They sent a breakdown truck from Brum, but it took two hours for it to turn up. When the mechanic checked the lorry he said it might be one of the pistons, so we were towed to the garage for a further check.

They found out that it was a con rod that had blown. As I had stopped it hadn’t exited the engine, but if I had carried on I probably wouldn’t be here today. I was at the garage for two days waiting for the work to be done. I remember part of the Bedford’s registration was HXF ***J. After that episode I was in the warehouse for a while. It was the time of the war in Biafra [now a part of Nigeria – Ed], and we had thousands of bags of dried milk which were to be sent there by the government. We had three artics a day come in to take it to the London Docks.

There was one episode I always remember.

The drivers of three artics from the same company refused to help load their lorries because they had TIR plates, so

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R J Pratt, Suffolk Well done sir! We get so few letters about removals, so have this month’s prize – Ed.

WINNER OF A REVELL MODEL KIT

Go with the (Air)flow I am writing regarding Bill Chadwick’s letter about his 1971 Karrier Bantam with Airflow Streamlines built cab in the November issue of HC. BLSP – British Light Steel Pressings – at Acton had been the Rootes Group’s in-house body building division. The majority of these QX type cabs would have been built by BLSP, although through a bit of internet research it would appear that BLSP was plagued by industrial unrest from the late 1950s.

My guess is that by the late 1960s Rootes, which was pretty much wholly owned by Chrysler Corporation from about 1967, maybe closed the BLSP plant and contracted Karrier Bantam cab build to Airflow Streamlines of Northampton.

I think by the late 1960s/early 1970s the Karrier Gamecock, which had used the QX

didn’t have to help. So, in return, we didn’t load their vehicles, but the next day all three drivers decided they would help!

After this job I was given a bigger Commer and was put on contract to Staverton Joinery for deliveries in London. This was the biggest Commer I ever drove, and I remember it was 13ft 6in high and about 34ft long.

Staverton Joinery was situated about two miles from Totnes. It made plan presses for the government. These were big and heavy and I delivered them to various departments throughout London, including the Ministry of Defence.

On a personal note I met my wife doing this job. She worked at a snack van in a layby, and I would drive 20 miles out of my way to see her.

Happy days!

To qualify for one of Ed’s fabulous prizes, send him a letter today

Thank you!

type cab, was using the C/V series Commer cab which was built by Joseph Sankey and Sons/GKN Sankey. Airflow Streamlines also built the B/LB series Superpoise cab for Rootes, although I think Fisher and Ludlow at Castle Bromwich, Birmingham had also built some of these cabs.

The earlier Superpoise – Q,S,T/TB series cabs were built by Briggs Motor Bodies.

Both Fisher and Ludlow and Briggs were swallowed up by big motor manufacturers in the 1950s – Briggs by Ford and Fisher, and Ludlow by BMC – it would later be known as Pressed Steel Fisher in British Leyland days as BMC had bought the Pressed Steel Company in 1966.

This is a request of an unusual nature. We were in an accident, eastbound on the A14 on the October 10, 2014, where our caravan and 4x4 rolled at about 2.50pm, just short of J37 for Newmarket.

Two lorry drivers stopped the two nearside lanes with their trucks, and with no thought for themselves ran down the carriageway to assist us in getting out without a scratch.

We have since managed to thank all the other services involved but we did not get the names of the drivers so we could thank them properly.

Would it be possible to say thanks via your magazine as we have no obvious other means.

We will be asking similar mags to increase our chances of thanking them for their invaluable assistance.

Hamish Petrie Via email

Ian Egerton Via email

Carting concrete I am attaching a photo of four eight-wheeler Fodens carting concrete in Adelaide, South Australia, in 1965. They were powered by 8LW Gardners, and fitted with a four-speed main gearbox and a three-speed auxiliary closecoupled, giving overdrive direct and under-drive.

Aftermarket power steering was also fitted.

The braking system was woefully inadequate, being hydraulic – the master cylinder was boosted by another cylinder fed by engine oil pressure. However, with a worn out engine with low oil pressure I used to thank God for the low gearing when backing down steep ramps on city building sites!

Using the engine stopper cable was the only way to stop – but worse still, there were times when they wanted me to stop halfway down to unload!

Bill Gant Adelaide, South Australia

Searching out an Atlas

I am writing with the hope that somebody may know the whereabouts of this Fordson Atlas Express lorry.

I worked at the Atlas depot in Benfleet, Essex, during the 1970s and early 80s, and this lorry was refurbished at the firm’s Great Malvern Depot workshops in the late 1970s.

It was sent to Benfleet on a low-loader and on arrival I was told to take it to the local petrol station to fill up.

It was quite an experience – but an enjoyable one!

It had to be filled up ready for my manager to take it down to a big Ford event at the Dagenham motor plant.

However, I’ve never seen it since at any of the rallies I’ve attended and it would be nice to know if it’s still around and looking as good as ever.

Alan Munt Canvey Island, Essex I don’t know where it is now Alan, but the good news is that according to the DVLA computer it’s still on the road! – Ed.

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January 2015 11

Classic emergency service vehicle

The Hythe Hospital and Medical Centre has adopted the Austin – hence the period signage.

The interior with its wood veneer and square instruments so typical of the period.

The left-hand side stretcher frame slides out to aid loading.

SHEERLINE -sheerclass

Dean Reader takes a trip back in time aboard a real piece of coachbuilt class.

Words & Photography: Dean Reader

Paul’s Sheerline was bodied by Thomas Startin of Birmingham, who originally used it as the company’s demonstrator.

I

had known of Paul Tona for years from his work within the Ambulance preservation scene and of course, the subject of this feature, but I had never met him until I joined the Southern Ambulance Preservation Society. However, I then heard in 2010 that he had suffered a stroke, but I am pleased to say he was recovering well when I visited late last year.

The Sheerline had obviously vanished off the show circuit but catching up with it again, all I can say is that it is still looking stunning. In this case looks really do improve with age and everyone stopped and stared as we were en-route to the photo location, the local Hythe Hospital, the building that inspired the current livery.

And as a bonus, while we there the ambulance crew on duty asked if some pictures could be taken with it next to its successor – several generations on of course!

Paul explained the history of how ‘Henrietta’ came into his life. It was back in 1991 when a friend rang to tell him about a

Sheerline in Swanage; there was no information about price or condition, but Paul knew it was well worth a look. And the moment the owner pulled open the garage doors, two huge P100 headlamps greeted him and already Paul was hooked. After a quick perusal, he realised that in fact it was quite bad – work was definitely needed, the springs were broken, interior incomplete with plenty of re-trimming needed and as for that lovely walnut dash that he knew these splendid old Austins have... say no more!

Paul was surprised when he started it up and even finally engaging drive after a few crunches. It rolled forward, but he shouldn’t have been too surprised as these old 6cylinder 4-ltr lumps are tough old things with military origins and it had only done 15,000 miles from new (although as he would find out, it had had a rebuild).

Opening the rear doors brought back memories for Paul as the smell inside reminded him of his 20 years within the service as a driver, and another important

part of classic ambulance ownership also greeted him – the fact all the equipment (and more) were included in the sale.

SLOWING TO A STOP

A week later he collected the Austin with his friend Pauline Berry joining him. She would be driving as it was still all road legal and once the gears were sorted, off they went.

Paul was up ahead in his Land Rover and noticed things were getting a tad slower behind, and a glance in his rear view mirror showed a large tailback forming – and then suddenly the Austin was gone! I am sure we have all experienced that heart wrenching moment when the old classic you have just bought with such enthusiasm gives up the ghost... I certainly have.

Paul turned round and found the Austin with steam coming out from under the bonnet and the distinct smell of a ‘cooked’ clutch, hence the gear problems – you know what they say about hindsight. He also noticed brake fluid leaking out but was he

Manufacturer’s history

Ireland’s

D L O G

Dennison Trailers celebrated its golden anniversary in 2014, a company acknowledged as one of the major players in commercial trailer manufacture. Alan Barnes takes a look at its story.

Words: Alan Barnes Photography: As stated

Rolls-Royce 265 powered Dennison 4x2 tractor unit on test in November 1979. Photo Stilltime Archive.

The first Dennison six-wheel rigid. Photo Dennison Trailers.

T

he business was founded in 1964 by two brothers, Jim and George Dennison, who set up their new enterprise in a rented filling station on the Antrim Line, Glengormley, and began trading as Dennison Brothers. The Construction and Use regulations had just been introduced which set a 30 ton gross limit for artic units and so the two brothers decided to make their own trailers to meet the expected demand.

The first ever Dennison trailer was actually assembled in a small workshop in Ballyclare which had been loaned to duo by their father, William. It comprised a chassis and body built to their own design, and incorporated an axle from a 6x2 Leyland truck which they bought along with parts for the suspension, and a set of wheels and tyres, for which they splashed out the princely sum of £25. A further £10 was spent on some other parts and another ten bob (50p) was spent on a coupling.

With an outlay of under £50, the first trailer was sold to Thomas Gallagher from Londonderry who paid £325 for the undoubted privilege of owning the first Dennison Brothers trailer. A second unit was quickly built and this was immediately sold for another £325, the boys were in business.

Incidentally, that first trailer is still in existence and some years ago was bought back by the company for its heritage collection.

EXPANSION

As the trailer business developed, the firm moved to larger premises just outside Dublin in 1970, and by 1975 a total of 6500 trailers had been produced, with the firm having established a good reputation for soundly engineered high quality products.

The success of Dennison and its products

had attracted the attention of other companies in the industry and in 1976, the trailer business was sold to Crane Fruehauf. Under the terms of the sale, the Dennison brothers were not allowed to manufacture trailers for a period of five years.

However, this allowed them to embark on a new and somewhat unexpected fresh enterprise – the highly competitive world of truck manufacturing.

Dennison Truck Manufacturing was set up in 1976 at a new facility in Rathcoole, County Dublin, where work started on the development of its first truck, a 4x2 tractor unit powered by a Gardner 8LXB engine. It could be argued that the new company was a truck assembler rather than a manufacturer, as the first truck, and the others which were to follow, were constructed from bought-in component parts. Cabs were bought from SISU and Motor Panels, and engines came from Rolls-Royce, Gardner and Cummins.

The first Gardner engined tractor unit was completed in 1977 and delivered to the firm’s first customer, S J McQuaid & Sons, in June that year.

It would seem that details of the design, development and pre-production work were carried out in nearly total secrecy, and news of the new Dennison 32ton artic unit was released in March 1977, with the announcement that five pre-production models were to be unveiled.

The company had projected a manufacturing target of some 250 units per year and with an eye on the export market, the vehicles would be available in left- and right-hand drive versions. The initial market would be customers in the Republic of Ireland, but it was almost certain that some trucks would be sold to customers in Northern Ireland.

January 2015 47

Final word

Words:StephenPullen

Seddon leads the way We shed a bit more light on the ‘secret’ Seddon Back in the June 2014 issue of HC we featured an article on the history of the little known Seddon Sirdar M. This caused a great deal of interest, and I’m indebted to Colin Chesterman for sending in this spec sheet which helps fill in a few of the gaps. In addition, I’ve been asked what the name Sirdar means. Well, apparently, it has two. The first is an Indian or Pakistani general, while the second is the rank given to the British Commander in Chief of the Egyptian Army in the 19th century.

Every day’s a school day…

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