Classic Vintage Commercials September 20

SHOWS RETURN? GAYDON 2020▼ REPORT

CLASSIC & Vintage COMMERCIALS SEPTEMBER 2020 £4.70

BEDFORD WT Massive father & son home restoration!

LEYLAND T45

GREAT BUT TOO LATE?

PLUS MAKING LORRIES

INCORPORATING

AUSTIN A35 VAN ONE OWNER GIPSY! BEDFORD O MODELS

HAROLD WOOD

COACHBUILT ERF 54G CVC Cover September 2020.indd 2

CLASSICS STILL WORKING HENLEY TRANSPORT

KELSEYmedia

KELSEYmedia

CLASSIC and VAN pick-up

13/08/2020 14:57

THE KEV DENNIS COLLECTION

HALFPENNY YARD, WAINFLEET ST MARY, SKEGNESS, LINCS, PE24 4HS AUCTION SALE OF CLASSIC COMMERCIAL VEHICLES, TRAILERS AND SPARES

1960 Leyland Roadtrain - Ex Perkins

1962 Bristol 4x2

1985 Scammell Roadtrain

1975 Leyland Mastiff

1949 Bedford O-Type

1978 ERF B Series

1981 Scania LB141 V8 Outfit

1935 Albion 126

1985 Scammell S26

To include: Leyland; Roadtrain (8), Cruiser (3), Constructor, Mastiff, Boxer, (2), Terrier, Freighter, 90, DAF 80, DAF 60, ERF; B Series (2), M Series, Scammell; Roadtrain Interstate (2), S26, Seddon Atkinson; Strato (2), Bedford; KM (3), TL, O-Type, Also: Austin Morris FFK, Bristol 4x2, Foden Alpha, Albion Victor Chieftain. Trailers: 1975 Taskers tandem axle, 13.6m box, 13.6m stepframe, Lawrence David tri-axle curtainside, 24ft flatbed trailers (3), Scammell 30ft tandem axle. Included lots: 1981 Scania LB141 V8 Outfit, 2004 Volvo FH16 610 Globetrotter, 1989 Scania 143 420, 2000 Renault Magnum AE 430, Dennis Dominant, Leyland Steer 6x2.

Saturday 3rd October 2020 at 10.00am Catalogues available £7 by post from the auctioneers two weeks prior.

cheffins.co.uk

Property | Land | Fine Art | Farm Machinery AUCTIONS AND VALUATIONS UNDERTAKEN NATIONWIDE

01353 777767

ALMSMERCIALS CO

.uk g.co.uk ag.co w.cvcma cvcm

www.cvcmag.co.uk S

CLASSIC & VINTAGE COMMERCIAL

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Sue deals the events wh ribut two people have been killed because meet the current unmodified for at Already a in(UK) subscriber? y Publi Dist es said ago within our Kelse ni sremain ade by ‘display’ ywith you ever Seym ted pa nth and ingl van, m opera mopt Calls notice,thd or sur acriteria Ltd. ago line, years Publishing Marketforce 40of rate Kelsey rity by yered privacy tured ple ium operated secu manufac line, a multi-la rate prem cou uses most (premium a registere Ltd as t ing 9PT and A rk. jus Publish G How orks EC1 wo Kelsey Manage your subscription online at shop.kelsey.co.uk/ 3A me up. netw on, true. od to 16 your other Lond that’s golen l give TNyou ne; 2ndfrom Floor, 5landline; Churchill he’lleft nt the landli 4000 networks theythe still have inof thememorab garage, over r! of e. other BT diary but I’m still 100% for Ke a ile how we would like to use 7429 y Vehicl a BT m. from aboutand 020 minute te Displa tra dPlace details 65p dha and Tel: minu efailed, brief publishe sto m then uk per are Cu itsmp Vehicl ilia, , per as owners g cials 65p fro giving an’s –among Commer Hill ost ecost aged tyre hasfrom despite being , e,‘up on will qualify. d tu mour.co. ukely Showm ail y’s collection one .sey issue lsey.co. aroun myaccount lresponsible )and le em van your rm, Canary Wharf, London E14 5HU tially www.ke www versia -4pm lo substant visit confi firs been 10am-4pm) eicle y,there 10am exa not ay, has full details, rs his th iday, for Monday-Frid For which extrem open –exemption tion. an econtro Lines ay-Fr srry me may vary. tMoT ment selle l informa av Mond mobiles nc persona sen le veh open n’t sa es Lines to areer when equip they owned such awill vehicle! of lywh vary. events news!

Jam d Tel: 020 3787 9001 bab les may proar kin mobi us of ny o from Ma stuff le als or call 01959 543524. selling ar peop also er to aren’t he your are you ght ing provided to sales submitt dau of as no real external evidence whatsoever of Discussions on changing this are years.” ask 30 es rters TING old ed last please r the fifti in oo -quathing. ns, number, st a And PRIN lated. rate yea changed three re age-re any questio erred the premium was isare te have nin queries about you these If in inlier of or anyCLASSIFIEDS another Local events given ear Like of be you, I’m now starting None For complaints se, sch ry to been er, on l! most otherwi yone have psmotiv vealso numb Distribution Northern Ireland the t, Republic Ireland who £52.80 rate anhno youOfchoose refe Sim ium until owner logyto take o ssI’d car vetec ter c prem car consen Printers g do classi Pe your tMon-Fri. hast ,My sthe tlate PCP you havin abou indicate ay by es n’ though, 9-5pm, If, details queri Tel: 0906 802 0279 ated available qualify. p.and the 543723, any ts andyw might 01959 itsupported or ges calllaints d An sho please with ‘display’ been ssa Vehicles at your also Newspread an ed’ you have Goods comp r of me or ues t contact who spe aabout produc mention de no to iss s ,may is tex with k ia r So, ol partner any weakness in said tyre. ongoing, but there is opposition from ourrved Med often by local politicians, ula bac and to plan my shows for 2020.

Last year, Fri. ey we reg that £66.49 MonKels buy ce: . me x phone, rs/ 9-5pm rbo bleoperated (premium line,

by Kelsey Publishing Ltd. Calls costsends rese offe s that gea Tel: +353 23rate 886 3850 via direct availa to an right 23, ce to you all And is likely 5437 now © -select rbeen le mail, tion of relevan crime. exemp 2016 ito ne who will beRep aphpre s of iayclassifieds.c in time calley0195 your an’s Edd Med9 ow ‘display’ lease services itsome , eser ve to Showm r–with upbecome ed Ifgopark likepr roduction mle receiv and rry tly data. o.uk not the Dai a show lo tors recen via email: ain drive and g Ltd. means who th trucks@kelse mapply sthe this Email:Kels 65p per from a BT other networks and mobiles surely lishin owner bo opt out at ANY of whom onvictim to national exempt Pub lorry n re canlandline; £66.49 for first time, the HCVS London it, being eyminute You one not snhave eslo ca Kels or SMS. of er com email es TV ng from it bile ad nlate.

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Where world ed.more lishFor y pub usl m r, tor ng.co Edi uto censi trib fordli ceaw con @bru the bruce of ty per apply. exemption does not re not the pro should not be e been obtained from Goods Vehicles and st hav m mu the.kelse uce k y.co.u a tee www ran gua not can such To some extent this apparent 13/08/2020 14:44 with itor HU Page 3 Editorial September 2020.indd yright. The Ed ugh 3accepted at a Post Office if used eived tho MAY 2018 3 all letters and emails rec sed res governmental intransigence is, perhaps, rm is, perhaps he views exp

Maidstone, s@ke ma nothing’s likely to happen anytime Yalding, they are? l: truck and and Emai t expensive to contributors: 13, Cudh of the it’s not tha e for licensing am, lishers. Note availabl work in preservation, andspreserved vehicles is son rcials setest the pub original Box Comme PO a, Pete & Vintage but the be the and d, when Classic r mus Kelse is concerne edito will toften bergSimp the n decision-makers itday exemptio ON tion For complaints or queries about the premium rate number, theMedi Sunday in May to the second Free testing withSunday, Kelsey Media 2020 ©tany all reserved.

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CVC thin contact phs forurit tion, is not ogra V112 idera informa Form Er no. consAds, re phot Forrights ide.

The sim Whe worldw d.more lishe uk/ sec co. ly01959 Britain ey. t-in trading name ofpub Kelsey Publishing Ltd. Reproduction in whole Great ious inTN16 r buil om ribut prevels Distribution 3WT ilar with or, please call 543723, available 9-5pm, Mon-Fri. p.k Edito nsing.c not sim fordlice and or sho cont erham or do much lower mileages than those that soon.

In the meantime those responsible bruceaw at m’ the West auth bruce@ of bca ine comes to things organising a lorry erty onl inclu in orderand to avoid clashing apply. a ‘we notlike nMarketforce all event n does or in part is forbidden except with permission in writing from not the prop not bewith May Day exemptio to inst (UK) should h are from whic Goods Vehicles ined obtasubmitted uritore 543 are 5 Churchill favo 01959 : ded, have been myinsaying, t uk orderline e2nd – are the publishers.

Notelsey.co. to contributors: articles mus way them Place e747 e-a Floor, driv oduc a repr the town, a stop-off on a run.

Such p e a offor Bank Holiday Weekend and the resulting www.ke sto n toEmail: ante trucks@kelseyclassifieds.co.uk issio can apparent guar -view are in regular use.

Equally though, we this for the decision on tyres ot perm extent live a some cann such To consideration by the editor must be the original work the with or as l used if Edit 5HU TION E14 . The as wel at a Post Office 747 London RIBU 543 Wharf, right ing accepted 1959 DIST (0) ord copy 0044 e:Canary gh Yalding the ais,rec thou er of CVC ived own Free The Granary, Downs Court, Hill, traffic ue,photographs 2018 3 rece author and not previously published.

Where the MAY ryilsAven tch ema Poult swi proposals are, surely, much more likely to and East en issues that marred the 2018 event 2Ads, rs 9001 Ltd, lette hidd 3787 nincluded, Tel: 020 butio perhaps, isis aall to all ence Distri essed icle onse our intransig veh resp ental s expr Seym el are which are not the property of6AL the contributor, governm 7-0275 onal view perhaps is, often travel long distances to and from dies basically, that as this about road 1-888-77 pers form The Yalding, Maidstone, Kent, ME18 a . erline: correct The read everyone with is vehicle. a or and Edit one the ived by to reproduce or permission them must obtained from rece so that any g9PT be received sympathetically thesethey npeople Editor This year, however, the May Day bank ythin ctio EC1A the been on, ever ofhave funiftime; e Ireland Of Lond Republic thos the and ily ssar in Northern 747 the present nece Distribution 543 es aat 959 not ndable the owner of the copyright.

The Editor no cannot etim are large understa DISTRIBUTION athe eIreland lists 4000 som This lity for aunsurprisingly, V112G. ;position 7429 magazin liabiguarantee line 020 l Tel: events, and when taking part in road runs fue in theour.c safety, and current is that pts o.uk the acce in Ltd e g .seym p an thre already have some knowledge of what the www lishin Newspread holiday is on the second weekend, so or ‘kee personal response to all letters and emails received though lls Pub ey Ca can .

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Kelsey Publishing Ltd no liability for a BT ered mattersSotosupport ne. Bea m i-lay vehicles, but a 40 PRINTING to goods it’ a mult on ) ldaccepts 3 uses shows by all onli firstleSunday again. indd 4pm g Ltd address: l May18. mpostal lishin Editoria . that ption Pub 10a to use your are applicab Page3 tely ey y, products and services offered third parties. like London, E14 9AP rs Kels edia Ltd rida a tyre which a time testing of post-1960 lorries, then there Bicester wou Printe imm y-F we by by: Walstead PCP Printed less nda t how or Mo a spends months atn’t re as abou n ed ils mo , redeploy p ope deta been sto o.uk have brief ey.c will ual servants civil you it act them! g .kels but among Team an givin not www is means, but don’t ignore the smaller ones n Tel: 020 3787 9001 Service r However from my point of view, the visit exemptio ils, ials Custome this are detapersonal full your s like For on. tem Media takes data a mati sys is year t that aFor a yseriously. isvery infor tha Media Kelsey reserved.

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Contents SEPTEMBER 2020 VOLUME 25 NUMBER 9

6 6 BEDFORD WT

The Fitches have done it again!

Another fabulous restoration from near-scrap condition by this enthusiastic father and son team.

20

12 NEWS

Ten-year tyre ban coming, Sprat & Winkle cancelled but Truckfest events going ahead…

16 PD’S ARCHIVES

More older lorries still at work…

20 LEYLAND T45

Peter Davies begins an in-depth analysis of the lorry launched to save Leyland as an independent British-owned company.

4 CLASSIC AND VINTAGE COMMERCIALS

Contents Sept2020.indd 4

13/08/2020 14:43

50 26 LETTERS

Assorted thoughts and memories from you, the readers.

56

58

48 HAROLD WOOD

65 CLUB DIRECTORY

A brief preview of a recent Kelsey bookazine, for those who missed it first time round.

66 COMMERCIAL CORNER

28 ERF 54G 2020 VOLUME 25 NUMBER 68 FREE2 CLASSIFIED

More older lorries still hard at work…

38 BEDFORD J4A

An unusual tractor unit takes centrespread this month…

40 SUBSCRIPTIONS

We’ve a range of special offers for direct subscriptions – choose the one that suits you best!

42 HENLEY TRANSPORT

Pt2: The story of this famous Kentish firm from 1970 until sale in 1995.

Full profile of the baby Austin commercials, plus some buying advice

56 AUSTIN GIPSY

One owner from new in 1958….

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58 BEDFORD O MODELS

Mike Neale profiles the many miniatures made for children and collectors.

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KELSEYmedia

34 CARRYING ON

50 AUSTIN A35

It’s all starting to pick up again, so perhaps it’s time for you to pick something up…

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The show went ahead with changes and on a smaller scale, but it was excellent. The Editor was there!

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60 MAKING LORRIES

Nick Baldwin continues his look at manufacturing with a glimpse inside some of the famous factories…

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16

28

34

42

48

60 SEPTEMBER 2020 5

Contents Sept2020.indd 5

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A Family affair

Peter Simpson revisits the father and son Fitch team, who have just completed another fine Bedford restoration that reflects the family’s history with lorries…

E

xactly two years ago, in our September 2018 issue, we featured Alvar and Garry Fitch’s newly restored 1958 Bedford D. In that feature, we mentioned that the D was “one of three Bedford restorations nearing completion.” Now, though, number two has been completed. It’s a 1936 WT three-tonner, like the D, it’s absolutely stunning, and we were therefore delighted when the invitation came to take a look.

Also like the D, the WT is a lorry

type which the family intended to use operationally, but never did. To explain this, we need to start with a brief look at the family’s background in lorries and road haulage. This started in the 1920s, when Garry’s Grandfather H B Fitch established a coal and coke merchants business in Cheshire with, as was usual then, a horse and cart. From this he graduated to a Model T Ford and then, in 1932 the Fitch’s first Bedford, a 1932 two tonner. Then, in 1938, he ordered a new Bedford three-tonner from

Salthouses, the Bedford dealership in Ashton under Lyne. However it took until 1939 for the order to be processed, by which time war was looking increasingly likely, so he cancelled the order, and continued using the old lorry until he was called up at which point his wife (and Garry’s grandmother) Pam took over.

Consequently, the WT has been restored to replicate, as far as possible, what the ‘new’ lorry would have looked like had it arrived in 1938/9 as intended. In this, they’ve been guided

6 CLASSIC AND VINTAGE COMMERCIALS

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THAMES TRADER

Garry (left) and Alvar Fitch, father and son restoration team.

Body is a new creation in keeping, and with the working wood look rather than varnished. by the livery and finish of both the 1932 lorry and the O-Types, J-Types and TKs that the Fitch business operated post-war.

The one thing that isn’t certain however is whether a new three-tonner in 1938/39, would have been the older model as represented here, or the new in 1939 ‘Interim’ model with the bull nose front.

Long Distance Restoration

At this point we also need to reiterate a little about how this father and son team carry out their restorations. The first complication is that father and son live some 200 miles apart – Alvar’s based near Manchester, Garry who works “in finance”, lives on the western edge of London, near Heathrow Airport. All their restoration work is, however, done

at Alvar’s premises, meaning a 400 mile round trip for Garry for each joint working session.

Secondly, whereas most people with several lorries to restore would tackle them one at a time, the Fitches have chosen to run three simultaneously. This approach, though unconventional and requiring a fair bit of planning and selfdiscipline, does have one big advantage when, as here, you’re dealing with rare vehicles. You can work when parts are available and then, rather than doing nothing while waiting for scarce spares to materialise, you can switch attention to one of the others.

This is why, on paper, this restoration took 19 years between acquisition in 2000 and completion in 2019. For most

of this time it was one of three lorries being restored simultaneously. It was not worked on continuously, and there were significant gaps whilst waiting for parts and/or where one of the others was being given priority for another reason. As already noted, the D Type which had been started in 1997 was finished in 2018. The third long-termer, a 1952 O Type, has yet to appear, though apparently it’s been completed to “cab and rolling chassis stage.

New in Norfolk

The WT that the Fitches restored was new – or possibly nearly new – in 1936/7 to Warne & Bicknell who were “steam haulage contactor and general carriers” who were based in Letheringsett, near SEPTEMBER 2020 7

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12/08/2020 13:59

CLOSE - UP

Garry at the wheel.

Holt in North Norfolk. It was supplied by a dealership named Carmo, and needed as a replacement vehicle following a fire at Warne & Bicknell’s premises in early 1936 which destroyed two vehicles.

Almost immediately, however, Warne & Bicknell decided on a change of direction, with the haulage side – and the WT – passing to an employee named Colin Keen. Keen ran the WT on his own account until 1949 when, for reasons unknown, it was placed in a barn locally.

There it remained for 46 years until, with the farm premises needing to be cleared for sale, it was sold at auction in a sale which attracted a not-inconsiderable amount of local publicity. The buyer was a local blacksmith who intended a full restoration and spent the next five years getting together some spare parts to assist with same. Little if any work was, however completed, the WT was left sheeted up, and in 2000 it was sold on again in pretty-much the same condition as acquired.

The buyers, however, were not Alvar

a donor vehicle with the intention of using the engine block from that. Unfortunately, however, that one turned out to be full of water, and completely unusable, though the donor vehicle was still extremely useful and ‘donated’ many other parts including wheels, some springs and a front axle assembly.

At this stage we need to mention another unusual aspect of these father and son restorations; they tend to be Instruments are the originals, fully refurbished. punctuated, every so often, by ‘friendly disagreements’ over aspects of the and Garry; rather it was bought by work, and it’s not unknown for one to Garry alone. The pair had inspected the play a slight trick on the other. What lorry with a view to a joint purchase, but followed was a classic example of the while Garry was happy to go ahead, latter. While Garry was fuming with Alvar felt it was too far gone and said Alvar about buying this “heap of scrap” they shouldn’t touch it with a barge then pondering and worrying a bit pole. Ignoring the old man Garry said about how to source an engine, Alvar ‘I’m getting it,’ and the lorry, along with calmly suggested “we’d better use that the spares, were transported back to reconditioned unit I’ve had in the back Manchester. Then, as work started, Alvar of the shed for 40 years…” In his own came round, realised it wasn’t actually as words Garry “hit the roof” but was of bad as he had feared, and agreed to go course relieved and delighted that such 50/50 with Garry… an easy solution was possible.

Having said that, though, there was still a massive amount of work to do, with You need Friends the mechanical condition as bad as the As noted earlier, finding parts did, as bodywork. The main issue mechanically expected, present one or two issues, was that the engine block had cracked though having been around lorries and and while this had been repaired, the preservation scene for many years, Alvar and Garry both felt building a Alvar and Garry have many contacts – ‘new’ engine around a repaired block and their contacts have contacts – and was unwise. The team had acquired as time went on, a lot of rare stuff was a number of mechanical parts such as sourced. This included panelwork such pistons and bearings. They also knew of as wings, a front bumper, bonnet top a very rough SWB WT that was sitting in and a radiator grille/shell, while the a Sheffield scrapyard, and bought that as fabulous and much-missed classic car

8 CLASSIC AND VINTAGE COMMERCIALS

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1936 BEDFORD WT spares emporium at West Drayton had a replacement window winder mechanism on the shelf.

In terms of actual work needed, the cab was shot-blasted and required a fair amount of welding; the roof had become dented during the barn layup, which had allowed water to gather. Some work was also needed elsewhere; the doors needed some work for example. As with the D Type the welding and fabrication work on the WT was carried out, to an exceptionally high standard, by Roger Cartledge, an old friend. The cab interior was fully refurbished, the instruments all reconditioned and a new wiring loom was acquired and fitted.

The chassis was fully refurbished, and took a fair while to complete due to everything being seized solid. Just removing the shackle pins took around three weeks of Dad holding a chisel and Garry hitting same with a sledge hammer. Heat was also needed of course, and perhaps unsurprisingly Garry did “catch Dad a couple of times with the hammer as dad wasn’t holding the chisel straight.” The springs themselves were refurbished and the kingpins renewed, along with most other wearing parts.

When it came to the body, a change

The WT currently carries a non-original registration issued by DVLA, but the Fitches are still hoping to get the original Norfolk number reinstated. from the lorry’s original specification was decided on – it came with the remains of a dropside body, but as a coal lorry it would have been a flat, so as the aim was to recreate what would have arrived in 1938/9 had the war not intervened, what was left of the original body was dumped and a new replacement constructed. This was designed and for the most part constructed by Alvar

and Garry, though they had help from Craig with the runners and bearers, and Roger Cartledge handled the metalwork aspects. Unlike on the D Series, this time the headboard has been painted blue at Garry’s insistence so he “doesn’t have to repaint it, as he will be doing with the D Type, once Alvar has passed over.

As with the D Type, the WT was refinished using traditional coachpainting techniques with Alvar doing most of the work and Garry the rest. Here too there was a slight “disagreement” with the white roof being “the kind of thing they did then.” Garry was not keen, though he now admits to having “come round” to the idea. The signwriting was applied, again using traditional techniques by Andy Russell “a boat painter”, and while the style is clearly in keeping with that on the D Type, it’s been cleverly and subtly backdated to look more period on a pre-war lorry.

The project was finally finished in early 2019, with that year’s HCVS London to Brighton run its first trip out.

Here, the pair were rewarded for their efforts with two prizes; a second in Class C (large vans and lorries built before 1940) and the Charles W Banfield

SEPTEMBER 2020 9

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12/08/2020 14:00

1936 BEDFORD WT

challenge cup for the best restoration by a member of limited means.” Now based with Garry on the edge of London, it’s also been to a few local events.

As is usually the case with major restorations, a few niggles and teething difficulties have shown up including a small amount of clutch vibration and a slight misfire under load. This is proving somewhat tricky to track down at present; so far they’ve changed pretty-much every component in the ignition system and given the carburettor a thorough overhaul, all without success. Garry says he is “adamant” that the next lorry will be delivered niggle-free!”

What’s my Number?

One other, non mechanical, issue also remains. Despite knowing so much of their lorries early history there’s a lack of supporting paperwork; the original log book is, it seems, long-gone, and all they have is some old tax discs that were left in the lorry when it was laid up. Norfolk is also, unfortunately, one of the local authorities which followed DVLC’s misguided advice in the late 1970s to destroy old registration records following transfer to Swansea, and retain only a few pre-1920 records which were already of clear historic interest at the time.

The net result is that there’s currently insufficient evidence to persuade DVLA to reissue the original BAH159 registration, and for now at least, the Bedford carries non-original mark KXS417. They’ve certainly not given up on the battle to get back what clearly is the right mark however as and when the rules change or they come across any period paperwork which shows the BAH159 registration and the WT’s chassis number and which will therefore be accepted under the current rules. Needless to say, any help that anyone can offer in this direction would be very much appreciated. CVC

10 CLASSIC AND VINTAGE COMMERCIALS

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12/08/2020 14:00

The restoration

As it was found. Alvar initially considered the Bedford too far gone for restoration, The long-term (1937 to 1949) operator’s so Garry went ahead and bought it on name remained intact, not a lot else did… his own.

Not a lot left inside the cab, either…

Original engine was damaged, and the one in a donor vehicle was also unusable, but Alvar Fitch happened to have a fully-rebuilt replacement in the back of his garage.

Cab restoration underway. The roof needed a fair amount of work.

The chassis, though covered in surface rust, was surprisingly sound all things considered.

The Fitches designed a replacement rear body of the type that would have been on one of ‘their’ lorries at the time. They had some help with the metalwork and wooden underpinnings…

Cab restoration underway…

But they did the overwhelming majority of the reconstruction work themselves…

The paintwork was applied using traditional coachpainting techniques and materials.

Nearly there! Just signwriting and some final fitting-up to do now…

SEPTEMBER 2020 11

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NEWS

If you have a News story, e-mail cvc.ed@kelsey.co.uk or write to The Editor, Classic and Vintage Commercials, 5 Yalding Hill, Downs Court, Yalding ME18 6AL

TEN YEAR TYRE BAN T

he government has announced the result of its consulation on the use of older tyres on large vehicles – and as many were expecting, a ban on the use of tyres over ten yeas old on the front axle of almost all large vehicles will be introduced.

The ten year tyre age limit will apply to tyres on the front axle of heavy goods vehicles, buses and coaches, and to all tyres on minibuses when fitted in single configuration – in other words all four tyres unless the minibus has twin rear wheels. Retreaded tyres will be regarded as new at the time of remanufacture and it has been decided not to include taxis and

private hire vehicles.

The rules will apply to all vehicles of the appropriate size; not just those used under Operatpr’s Licences. However two classes of exemption have been included; for vehicles that are exempt from tyre condition regulations such as tractors, and for preserved vehicles which are not used commercially. However, in a decision which has disappointed many, the definition of preserved will be tied not to taxation class but to MoT exemption.

This means that only pre-1960 preserved lorries which meet the DVLA’s ‘not modified’ criteria for MoT exemption will be exempt from the ten year tyre age limit.

BEDFORD N

AT

The consultation was launched following two fatal road accidents in which sudden failure of an old tyre was a contributory factor.

Once the legislation has passed, a date for introduction of the new rules will be announced, with owners of relevant vehicles being given at least three months to make the necessary changes. We would like to hear from anyone whose vehicle is included in this for whom the change is likely to bring special difficulties due, for example, to non-availability of suitable tyres.

Please also see our page 3 Editorial leader.

90

ext year marks the 90th anniversary of the first Britishbuilt Bedford commercial vehicle being made; three bus and two lorry chassis being offered, all based on Chevrolet designs. They were a success from the start, with 11,225 vehicles being produced in the first year.

To mark the 90th anniversary of the first British Bedfords, the Bedford Enthusiasts Club have announced a special event called, perhaps unsurprisingly, Bedford 90 to take place over August bank holiday weekend, August 28/29/30. It will take place at the Leighton Buzzard narrow gauge railway at Pages Park (postcode LU7 4TG or follow the brown signs).

Planned attractions will include a display of Bedfords from 1931 to 1996 in age-order on the Saturday, a road run passing the nearby Luton and Dunstable production sites on the Sunday and displays showcasing the various and varied uses of Bedfords on the Monday.

There will also be sales stands and displays, food outlets, free bus services, evening entertainment for exhibitors and more.

Vehicle entry forms will be available from February next year, and further information and updates can be obtained from the BEC website at www. bedfordenthusiastsclub.com or by calling Carl on 07939 724080 or Christine on 07547 424898

The Bedford Enthusiast Club are holding a major event next year to celebrate the marque’s 90h anniversary. It’s taking place at the Leighton Buzzard Light Railway, and as there are already quite a lot of Bedford photos in this issue, we thought we’d use one of a 1917 Baldwin steam engine which lives at the LBSR instead. On a serious note, Leighton Buzzard is home to one of the largest collections of narrow gauge engines in the country, and definitely an added attraction for anyone considering attending.

BRING A CHAIR!

to be included as a number of guest entries have been promised.

In addition, due to demand, Kevin is moving the location of his pre-event slideshow which was to have been at the local village hall; it will now be held within a warehouse within Kevin’s premises. Entry is free, though attendees

will need to tell Kevin they are coming and “bring their own chair.”

The auction is being handled by Cheffins; for further details go to www. cheffins.co.uk or call 01353 886017.

To talk to Kevin directly about the slideshow or anything else call him on 01754 880434.

A

rrangements for the Kevin Dennis clearance auction at his Wainfleet premises on Saturday October 3 are going ahead apace.

Around 65 lorries are now expected

12 CLASSIC AND VINTAGE COMMERCIALS

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HERITAGE BOOKAZINES

OFF AND ON

T

The 2020 HCVS Sprat & Winkle Run has been cancelled by Hastings Borough Council due to Covid 19. Truckfest events are, however, planned to restart from the end of August with appropriate public safety measures.

2: ARTICS ROLL OUT

New Life for

HEDGEROW-FIND MERC’ 1947 Bedford OSS

1967 Foden S24

1964 Leyland Badger

Commercial Classics cover Issue 02.indd 1

12/08/2020 10:30

MILITARY TRUCKS ARCHIVE MORE THAN

180 RARE IMAGES

DIAMOND T MODELS 980, 981 THE STORY OF BRITAIN’S SECOND-GENERATION TANK TRANSPORTER

KELSEYmedia

www.kelsey.co.uk

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VINTAGE ROADSCENE ARCHIVE

‘ON THE BUSES’ Independents, Municipals and

SEVEN

Company Operators Remembered

ON THE BUSES

Buses and coaches seen on show and at work across the country in years gone by.

Volume 7

£8.99

VOLUME 7

traction motor and a large number of batteries – the latter filling virtually the whole underfloor area – the electric CF was finished as a six-seater limousine, capable of 50mph and with a range of around 70 miles. The Duke drove it regularly around London and between Buckingham Palace and Windsor Castle, and the CF was a familiar sight around the capital to ‘Royal watchers’.

When the CF returned to Lucas the Duke, apparently, “gave Lucas a number of recommendations for improvement.” That would surely have been a conversation worth hearing…..

Volume 3 £8.99

Scotland at the Royal Highland Centre Edinburgh on October 10 & 11.

Truckfest South East, Truckfest North East and Truckstop North West all remain postponed until 2021. It’s also important to bear in mind that even the events which are ‘on’ are on only at the time of writing, and much may change between now and then. Social distancing will of course be in place, and it’s also likely that admission will be by advance tickets only; for the latest situation, to enquire about entries and to order tickets go to www.truckfest.co.uk

One’s CF

hile at the British Motor Museum to report on this year’s lorry gathering (see report on pages 30-33) our Editor spotted, in the museum, an exhibit which he hadn’t noticed before.

This 1980 Bedford CF is actually a Lucas electric vehicle, and was made for HRH the Duke of Edinburgh. The Duke had, apparently, visited Lucas in 1977 and while there, taken a great interest in the firm’s work on electric vehicles and was keen to try one. The Duke has always had a keen interest in new technology.

This CF was the result. Powered by a 40W

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here’s “Good news and Bad news” as far as remaining major events for 2020 are concerned.

The bad news is that the final Historic Commercial Vehicle Society event of 2020, the Sevenoaks to Hastings Sprat & Winkle run, which was to have taken place on Sunday October 11 has been cancelled. This decision was made not by the HCVS but Hastings Borough Council. The Sprat & Winkle is one of a number of special “Hastings Week” events which take place each year to mark the anniversary of the Battle of Hastings on October 14, and HBC has effectively cancelled Hastings Week 2020 and is not allowing any public events on its land until November at the earliest.

However, as this issue of Classic & Vintage Commercials went to press, Live Events confirmed that the Truckfest events are starting up again.

First up – if you’re really quick – is Peterborough Truckfest (postponed from May) on August 30-31.

This will be followed by Truckfest South West at the Royal Bath & West Showground on September 5 and 6, Truckfest West Midlands at the Three Counties Showground Malvern on September 26 and 27, Truckfest Original at Newark Showground on October 3 & 4, and Truckfest

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The story of how a company set-up to manufacture a little truck with no steering wheel in the 1920s, became a leading manufacturer of refuse collectors, fire appliances and forklift trucks.

Featuring many previously unpublished photographs from the Company Archives.

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s

NEWS

If you have a News story, e-mail cvc.ed@kelsey.co.uk or write to The Editor, Classic and Vintage Commercials, 5 Yalding Hill, Downs Court, Yalding ME18 6AL

Tom Sykes TESTIMONIAL

David Philp’s 1954 Albion HD57L eight-wheeler is a genuine exBRS vehicle, having been supplied new to Edinburgh General Group in 1954. Purchased by the present owner in 2000, it was restored over a 15 year period.

T

he Tom Sykes Testimonial Run went ahead on Sunday July 26, despite COVID 19 writes Bob

Weir.

Organised by the Biggar Albion Foundation, the route ran from the Route 74 Truckstop near Lesmahagow to Jim Smith’s museum at Cumnock. Turnout was good and social distancing was maintained at all times.

“It’s nice to get about especially as

A slightly younger Albion! 1968 Reiver 6x4 is now preserved by T French & Son, a large family-run haulage business (with an in-house MoT Authorised Testing Facility incidentally) based in Cumnock, East Ayrshire.

the club’s annual rally in August has had to be postponed because of the pandemic,” said organiser Walter Watson. “It will also give enthusiasts the opportunity to look around Jim’s new museum which opened earlier this year.”

The Foundation is currently in the process of fitting out its own museum in Biggar. Gladstone Court is next to the Foundation’s existing property in North Back Road, and it is hoped that

by securing the whole site the Club will be able to display more exhibits. Plenty of Albion owners turned up on the day to show their support and it is hoped to complete the project in the near future.

If you want to volunteer, or can help the Biggar Albion Foundation Club with donations, please contact by email to appeal@albion-trust.org.uk or by writing to: Building Fund Appeal, BAFL, 19 North Back Road, Biggar, ML12 6EJ

Shelvoke & Drewry Centenary

P

lans are underway for a special event in 2022 to mark the centenary of Shelvoke & Drewry, the Hertfordshire manufacturer of specialist commercial vehicles best known for its refuse collection vehicles.

A group of ten enthusiasts, led by Belfast-based Peter Johnson who owns a major collection of these vehicles, has made contact with the British Motor Museum, and obtained agreement in principle for a celebratory event on June 11 & 12 2022 – please note that this is

Solway Show going ahead

I

n the Spring, the Solway vehicle Enthusiasts Club postponed their annual show due to the Covid19 crisis, the event has now been

the year AFTER next, not next year!

Obviously, plans are still at a fairly early stage, but the organisers are keen to hear from anyone who would like to get involved and/or display a vehicle.

To find out more, call Peter on 07860 868967 or write to him at 141 Old Holywood Road, Belfast, BT4 2HQ. It’s perhaps also appropriate to mention here that a new Kelsey bookazine covering Shelvoke & Drewry is coming out shortly, and we’re hoping to preview same in the next couple of months. rescheduled and will take place on the weekend of September 26/27 at the Lockerbie Lorry Park near Johnstone Bridge, just off the A74(M).

Organiser Alex Saville tells us that “entry is free to spectators and vehicle

Spotted by David Reed on this year’s Midland Event Club and Coppice Steam Road Run in June, RVO157 is a 1954 Shelvoke & Drewry W with Perkins P6 engine which was originally a gully-emptier in Nottinghamshire. An event to mark S&D’s centenary is being planned for 2022.

owners. If you have a vintage vehicle please come along and add to the Show. All proceeds go to worthy causes in the Dumfries & Galloway area.”

For more details email alex.saville. scotland@hotmail.co.uk

14 CLASSIC AND VINTAGE COMMERCIALS

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PD’s archive

ifferent people have different ideas on what type of commercial vehicles they enjoy seeing. If you like light commercials you might not enjoy pictures of artics and eight-wheelers. On the other hand some only like ‘heavies’. As a lorry enthusiast I tend to concentrate on the latter. Come what may, here are a few more classics from the past forty years or so. ◄ This AEC ‘Ergomatic’ Mammoth Major was brand new when I photographed it at BRS Wellington Branch in July 1969. It was one of a number of bulk sugar tankers on contract to the British Sugar Corporation at Allscott which was still thriving at that time but closed down as recently as 2007. ▼ Ergomatic cabs were to be seen everywhere in the sixties and seventies, appearing on Leylands, AECs and Albions.

This Leyland Super Comet artic tanker in ICI livery would most likely have been on contract from Runcorn Transport Services. The picture was taken at Hilton Park Services on the M6 in June 1976.

16 CLASSIC AND VINTAGE COMMERCIALS

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From 1972 rigid eight-wheelers were allowed to operate at 30 tons gross and consequently they recovered some of the ground lost when 32-ton artics first appeared in 1964. This 1975 ERF B-series flat with 180 Gardner engine, seen at Toddington Services in September 1976, is typical of such maximum weight rigids and wears the Co-op livery of white and light blue.

While most makes in the seventies were being modernised with tilt cabs and so on, Atkinson hung on to their time-honoured image with coachbuilt cabs and exposed radiators. Typical of Atkinsons in the 1960s is this tipper of coal hauliers A Fletcher of Ibstock. Fletchers were part of the ‘Speedway Group’ which included Coal Deliveries (East Midlands), R E Mason and Little Heywood Transport. It was photographed at Fletcher’s depot in October 1972.

SEPTEMBER 2020 17

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PD’s archive

▲ Something a bit different now that might appeal to readers who like lighter vehicles. This rather unusual stretched Bedford TL860 mobile advertising vehicle with its mock pitched roof belonged to Yeoman Upholstery who manufactured lounge suites at a factory in Flitwick at that time. The picture dates from April 1985.

◄ One of the last firms to be seen running Guy Big Js was Mason’s Transport of Shrewsbury.

This Cummins-engined Big J4T with ‘pigeon loft’ sleeper is typical of its era. It dates from 1976 and was photographed at Toddington Services in September 1986.

18 CLASSIC AND VINTAGE COMMERCIALS

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We tend to associate Ford and Bedford with light to medium vehicles but both were moving up the weight range in the 1970s. This long wheelbase D-series with trailing third axle certainly has the look of a real heavyweight. The substantial headboard-cum-bolster suggests that owners Castle Haulage of Pelsall carried long lengths of structural steel. This shot was also taken at Toddington Services but in October 1987.

â&#x2013;˛ You rarely see Fodens any more, least of all hauling coal.

Although this shot was only taken 27 years ago, it harks back to a very different era.

This Cummins powered Foden 4350 outfit of David Mellor from Ashbourne is seen on the A5120 near the middle of Flitwick in August 1993. â&#x2014;&#x201E; The all-new Leyland Roadtrain had only been on the market for a couple of years when this 17-25 of Redland Aggregates entered service. I photographed it in Luton after it had just unloaded a road planing machine in April 1991. CVC SEPTEMBER 2020 19

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CLOSE-UP on

Classics

LEYLAND T45

Peter Davies begins a two-part analysis of the lorry range which, though intended as Leyland’s Great Hope when launched with a massive package of government assistance, turned out to be the brand’s final product as a British-owned business.

The T45 Roadtrain, launched in 1980, was Leyland’s big hope for the future.

T

he T45 range of the 1980s was Leyland’s great hope for the future. Sadly it also turned out to be its last. Within seven years of its launch Leyland, once Britain’s most famous manufacturer, was sold off to DAF Trucks in 1987.

The decline in Leyland’s fortunes began in the previous decade after the formation of BL (the British Leyland Motor Corporation). Under the leadership of Lord (Sir Donald) Stokes, BL was created by the merger of Leyland Motor Corporation and British Motor Holdings in 1968, the combined group boasting around 15 different makes producing more than 200 different models including cars, vans, trucks, buses, plant, and even fridges!

By the mid-seventies the unwieldy BLMC monolith was facing mounting financial problems, largely attributed to its under-performing car divisions.

Despite all efforts to keep the Truck & Bus divisions profitable, they were moving further into crisis and fears of a possible collapse resulting in massive job losses led to a rescue plan by the National Enterprise Board in 1975.

As part of this plan the Truck & Bus divisions were given greater autonomy as Leyland Vehicles Ltd becoming a subsidiary of the Jaguar/Rover/Triumph division, and separated from the massmarket Auston-Morris division which was responsible for most of the problems. In a short space of time the once-mighty Leyland Motors was being reduced to a relatively minor player in the industry.

However, once no longer shackled to the loss-making car operations, Leyland was given new impetus and set about simplifying its confusing conglomeration of makes and model types. With the backing of state finance, a completely new truck range could be developed.

The legacies from earlier takeovers were to be phased out and replaced with the completely new T45. A new £31.8 million assembly facility was commissioned to build it.

The new range was part of an ambitious programme aimed at restoring Leyland’s flagging image while it would also mark the culmination of tidying up the complex product range which, during the ‘seventies, still included remnants of AEC, Albion, BMC, Guy and Scammell. The best features of all these makes were to be incorporated into one range under the Leyland badge.

When T45 is mentioned we tend to think of the Roadtrain but, of course, the T45 range encompassed a whole variety of models covering the weight range from 6 tonnes up to 38 tonnes or more – roughly sixty different basic models in total. The range was divided into five basic groups badged

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LEYLAND T45

As early as 1975 Leyland, in conjunction with Ogle Design, had completed full scale mockups of the C40 cab. Note the ‘Beaver’ badge – presumably Leyland had not chosen the name ‘Roadtrain’ at that stage. This shows the High Datum version.

The new cab and chassis underwent a punishing test programme.

▲ Ghosted view highlights the general layout and construction of the C40 cab. ◄ The C40 cab offered a good level of driver comfort and, for its time, was highly regarded.

Roadrunner, Freighter, Cruiser, Roadtrain and Constructor. In addition, there were Scammell badged models for even heavier weights.

As with any new lorry range, most attention was focused on the cab. In the case of the T45 Leyland was determined to shake off its old image and achieve a completely new look that would reflect the latest trends in styling. This they certainly did and the C40 cab was an excellent example of modern design at the time.

The project began in the autumn of

1974 under the code name ‘T42’ and a team of engineers began an intensive study to find the optimum in driver comfort and manufacturing techniques to produce a truck that would compete with the best in Europe. During the Marathon era from 1973 up to the launch of the Roadtrain in 1980, Leyland’s share of the truck market had fallen from 30% to 18% and they aimed to regain some of that lost ground with the new range.

Over that same period the market share held by European imports had grown from about 7.5% to 23.0%.

This ghosted illustration shows the compact chassis layout, most of the mechanical components were tried and tested in Marathons.

While the mechanical package used in the Marathon had proved successful, the cab was seen as outdated from the beginning. A completely new cab design was a must for the new range – a cab that would serve Leyland’s needs well into the ‘nineties. Leading British, French and German cab builders were invited to compete for the design, prototype build, tooling and production.

In the event the successful contender was Motor Panels of Coventry and soon engineers from Leyland and Motor Panels set up a joint team to examine SEPTEMBER 2020 21

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CLOSE - UP on classics The Ogle designed C40 tilt cab provided excellent maintenance access.

While Leyland aimed the Roadtrain at long-haul international operations it became more popular on domestic distribution work.

The ‘High Datum’ cab seen here on a 17-28 38-tonner could be enhanced with this stylish ‘air-management’ roof fairing designed to minimize wind drag. ‘state-of-the-art’ production processes.

Consideration was even given to the possible use of spot-welded aluminium structures which led them to visit the USA where such technology was known to be more advanced.

In May 1975 a styling competition was staged involving Austin, David Ogle Design of Letchworth, Lionel Sherrow (an independent consultant) and Leyland’s own designers. Ogle, who already had a truck design consultancy agreement with Motor Panels, were selected and they worked closely with Motor Panels and Leyland to design a completely new cab quite unlike anything Leyland had ever produced before. The person who masterminded the project was Ogle’s chief stylist Tom Karen.

Finite element computer techniques played an important role in determining the optimum shape and form of each panel to ensure the ideal balance of strength, weight and cost. By the end of

The 20-32 6x2 tractor, based on Scammell’s Trunker, was a true classic like this Canning’s outfit from the manufacturer’s home town.

1975, agreement had been reached on the exterior styling and the first prototype cab was completed in the spring of 1976. The sleek ‘non aggressive’ exterior not only looked good, it was also claimed to reduce wind drag dramatically – by up to 30% over earlier cab designs, proven in wind tunnel tests.

A rigorous test programme was undertaken to expose any weaknesses in the cab. Close attention was paid to noise testing, impact testing and accelerated pavé testing in what was claimed to be Leyland’s toughest ever programme. Starting out as Project C.35, the new cab was progressively refined until it fulfilled every part of the design brief. In its final form it was designated ‘C.40’.

The various T45 models were phased in over a four-year period. First to appear was the Roadtrain in 1980 which consisted of a choice of tractor units in the 32 to 38 tonnes weight

class. In 1981 came the Constructor rigid six- and eight-wheelers, closely followed by the Freighter two-axle medium-weight models. The heavier-duty Cruiser four-wheeled drawbar models and tractor units appeared in 1982 and the range was completed in 1984 with the addition of the lighter Roadrunner models from 6 to 10 tonnes gvw. The following run down describes the models in more detail, beginning with the Roadtrain.

As launched in March 1980 the Roadtrain was powered by Leyland’s own TL12, dubbed the ‘Flexitorque’, but only a few months elapsed before Cummins NT250 and Rolls-Royce 265L options were offered. In fact, both could have been available from the beginning but Leyland chiefs wanted to promote their own power unit in order to keep production going. Very soon they accepted that volumes were insufficient to justify in-house production of the

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LEYLAND T45

Naylor’s Transport, also from Leyland, were early customers for the Roadtrain and remained loyal to the type for many years.

TL12 so it was dropped in 1982. In the Roadtrain, the TL12 had a governed speed of 2000rpm as opposed to 2200rpm in the Marathon. Maximum torque was increased by 10% from 780lb.ft to 860lb.ft and it was claimed that at least 85% of peak torque was available down to about 900rpm.

Leyland worked closely with some big fleet customers during the development of the T45, including the National Freight Corporation. British Road Services’ chief engineer Walter Batstone, already having been involved with the design of the Scammell Crusader, contributed a great deal of operational experience and a number of NFC group Marathons were the subject of field trials to test various combinations of engines, gearboxes, axles and brake systems. BRS was also among selected fleets to run preproduction T45s along with the likes of Texaco, Wincanton, Guinness, Taunton Cider and BRS Truck Rental.

With the advantage of state funding

To compete with the increasing number of European makes offering high-roof long-haul tractors, Leyland launched the ‘Interstate’ 20-35 in 1987.

Leyland was able to ensure that ample stocks of Roadtrains were deployed to all their major UK distributors and demonstration vehicles were available for prospective customers from the launch date. The new truck received an enthusiastic response from the press as well as from operators. Drivers were impressed and there was general agreement that this was the machine to put the UK truck industry back on its feet.

Early Roadtrains did, however, have a few teething problems but no truck is perfect. ‘Cab nod’ was one criticism, making for an uncomfortable ride, despite the efforts of Leyland’s design team to avoid such problems. ‘Nod’ is a common problem with short wheelbase tractors. Sometimes the phenomenon is aggravated by peripheral run-out or minor eccentricity in the wheels and tyres, but spigot-mounted wheels, as fitted to the Roadtrain, were generally less prone to such problems.

The perpetual pitching motion

In its element – the Roadtrain was a popular choice among leading supermarkets including Tesco’s as seen here.

probably contributed to another frequent criticism – the frame of the very stylish Chapman Bremshey driving seat had a habit of breaking and sagging to one side, especially if the driver was heavily built. Some drivers also found the small steering wheel a job to get used to especially as early Roadtrains were criticised for ‘vagueness’ in the steering and needed to be steered straight through lack of self-centering action.

Mechanically the Roadtrain proved to be very reliable, bearing out the wisdom of using well-proven running units. Some drivers did complain of difficulties with the splitter in the Spicer gearbox being slow to engage and of it making disconcerting grinding noises in the process. Most criticisms, however, seemed to be related to the cab. There were reports of cab mountings failing and there were niggling criticisms about build quality resulting from items of cab trim coming adrift.

During its twelve-year production run

At the higher end of the weight range came the Scammell S26 6x4, seen here in the New Zealand fleet of Merydith Freight in Auckland.

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A few post-1987 Leyland-badged Roadtrains were built in the Leyland-DAF era when DAF suffered a brief collapse and Leyland was subject to a management buyout.

Though resembling the S26 at first glance, this unit is a 6x2 based on a 17-34 with a tag axle conversion.

the Roadtrain evolved from its original day cab 16.28 form into a number of different versions, the most impressive of which was the 6x2 ’20.35’ Interstate of 1987. This was the high-roof sleeper

version of the Scammell-inspired threeaxle tractor powered by the Perkins (neé Rolls-Royce) 350bhp 800-series engine.

Its basis, the Watford-built 20.32, with its Cummins 14 litre NTE320 and high-

datum sleeper was timed just right to meet increased demand for three-axle tractors as gross weights rose to 38 tonnes.

Uprated versions of the 4x2 tractors appeared in 1983, these having a choice of Cummins E290 or Perkins (Rolls) 290L. There was a 6x4 version too, the ‘Scammell’ 24.35, powered by a Cummins NTE350. In its efforts to win European sales, Leyland drew up national specs for nearly every country with special attention on France, having set up a French Leyland subsidiary, Leyland Véhicules Industriels at Gonesse, near Paris in 1983. There they achieved modest sales of their 17.34 model with a 44-tonne design weight and powered by the Perkins Eagle 340Li. This was an early user of the Eaton Twin-Splitter transmission which had only just begun production at Eaton’s French St. Nazaire plant.

The top-of-the-range Interstate, alas, turned out to be the Roadtrain’s last bold gesture to the truck world – in the same year as it appeared Leyland was sold to DAF and by 1988 their new 95 Series signalled the end of ‘long haul’ Roadtrains. Low-datum versions were allowed to carry on in production though, at first with little change. However it was only a matter of time – two years in fact – before the Roadtrain was relaunched as the 80 Series Leyland-DAF powered by the 11.6 litre WS242 DAF 330 Ati. This was rather ironic since it was Leyland engineers that gave DAF the basic engine in the first place. That was a Leyland 680 built under licence back in the ‘sixties and from which DAF developed their 11.6 litre. The 80 Series itself was finally phased out when the allnew Leyland-DAF 85 Series entered the UK scene in 1993. CVC

Wincanton was a major customer for the Roadtrain and its The end of the line for the Roadtrain was when it became successor, the DAF 80 series seen here. Boss David Yeomans a Leyland-DAF ‘80 series’ powered by DAF’s WS242 Ati, argued strongly for Leyland to be sold to Paccar rather than DAF. developed, ironically, from a Leyland engine.

24 CLASSIC AND VINTAGE COMMERCIALS

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Letters

YOUR VIEWS, COMMENTS AND RECOLLECTIONS...

To request your NEW Sealey hand tools brochure, call 01284 757500 Send your letters to: Classic and Vintage Commercials, Kelsey Media 5 Yalding Hill Downs Court, Yalding ME18 6AL or e-mail: cvc.ed@kelsey.co.uk

IT’S YARM..

L

ooking at the picture of the 1966 Bedford KM on page 16 of the August issue, you asked for its location.

My first instinct was that it is a place called Yarm near Thornaby. The white double bay window premises on the left are now used by “The Chocolate Boutique” and the other half, just ahead of the truck’s windscreen is now used by Age UK. On the couple of

occasions I have driven through, and it seems the sort of place where you could spend a good weekend; every third ‘shop’ along the main street seems to be a pub.

Thomas Wardle Thanks also to Gary Cunningham and Derek Coulson who also identified the location. Ed

Taking the Biscuit

J

ust started to read my latest copy of CVC. On page 19 there is a photo of a McVities Merc Actros which is described as an Associated Biscuits vehicle. It is in fact United Biscuits.

Associated Biscuits were taken over

by Nabisco in 1985 and traded as Nabisco Group Ltd. I know this as I worked as an HGV fitter at their Belvedere, Kent depot. Associated Biscuits comprised Jacob’s Biscuits of Liverpool, Huntley & Palmers of Reading and Peak Freans of Bermondsey.

Associated Biscuits had also bought out Chiltonion of Lee and closed that factory down in the late 1970s. About 1987, the Nabisco Group was bought out by a consortium that broke the company up into smaller sections and sold them off. The Jacobs part was, I think bought by Danone and we became the Jacobs Bakery. I was made redundant from them back at the start of 1991.

The transport side was taken over

by Lowfield and later Tibbett & Briton.

Eventually, Jacobs was then taken into United Biscuits but the name of Jacobs still exists and the Liverpool Factory still operates though all you see now is their famous Cream Crackers and a snack range.

Their other famous range of biscuits that many people will remember is the Club Chocolate Biscuit. These you can still get but McVities have their name on them.

I then turned over the page in the magazine to see another old memory that I liked. Page 21 and an ERF Macintosh. This company was in the Associated Biscuit group back in the mid-1960s and we were then called ‘Abmac Deliveries’. Associated Biscuits and Mackintosh. These vehicles used to trunk into us and restock the warehouse.

Our Head Office was at 121 Kings Road, Reading and next door was Associated Deliveries Ltd, (ADL). They

CA MEMORIES

I

read with interest your Bedford CA feature in the August issue, as I owned a CA dormobile camper in the mid 1970s.

My earliest encounters with them was at a local garage after leaving school.

I remember they came in with a lovely smell of fresh bread and cream cakes.

Topping up the clutch fluid was way better

originally had the contract to deliver their products. We had a lot of ADL’s old vehicles come on to our fleet, some in the red Mackintosh livery. Mackintosh eventually merged with Rowntree’s in the early 1970s.

I hope that I have not gone on too long but the article did provoke some lovely memories I have and thank you very much for the interesting articles that come up each month.

Photo attached is of yours truly in a 11:11 Leyland Freighter just taking it in to the workshop for service and repair.

Ron Waghorne PS: When the Belvedere depot was first opened back in the mid 1950s there was a photo taken by one of the commercial papers of a line-up of Albion Claymores and Commer Surpoise’s.

My late father had a copy of this photo given to him by the publisher as he was a new employee to the company.

The firm was then plain W&R Jacobs (L’Pool). If anyone knows of this photo, I would love a copy of it. than doing it on the local farmers A55 pick-up which usually had around 3in of cow dung in the footwell. Later, I worked for the Hobley group at the workshops.

The newest CA they had was a big screen model with four-speed gearbox and the Perkins 4.108 diesel engine. I remember that it was impossible to extract the air filter for service unless first split in two.

Happy days!

Graham Parry

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W

MULTI FUEL ENGINES

ith reference to the letter regarding dual fuel military vehicles in the July issue, I joined the Royal Electrical and Mechanical Engineers in December 1973, and after basic military training, I spent 12 months at SEME in Borden training as a B vehicle mechanic. As I had been working in a fuel injection shop for a local plant hire company before joining up, I was very interested when I heard about the multi-fuel injection pump.

My dad worked there!

I

was very interested in the letter from Mike Henley in the April issue, referring to the ex J R Pratts AEC tipper, and that he used to work on it. My late father (Reg Giles) worked for Pratts, driving cement mixers between the 1960s and 1970s. As a boy I used to go with him in school holidays. My father’s first lorry was a Ford Thames

The engines were meant to run on any fuel (in an emergency) but were a normal diesel engine. The injectors were meant to have enough lubrication from spill back, but the inline pumps had a small oil feed to the pump elements to lubricate them if petrol or kerosene was used , luckily I never had to put it to the test as we always had plenty of diesel to hand.

Christopher Day

Trader 6x4. Then in 1967 he took charge of a Guy Warrior – what a beast that was! I still have a photo of it somewhere with my father standing next to it.

You have my permission to pass on my details, and print this letter, in the event that Mr Henley remembers my father.

Bernard Giles Thanks for that – consider it done! Ed

UNDERPOWERED TM?

F

urther to David Pusey’s letter ‘Training with a TM’ in the August CVC, he points out that the Bedford TM tractor, when used by the RTITB for driver training at High Ercall, even though plated for 32tons gcw operation, was invariably coupled to an unladen trailer.

That explains why it managed to get by with an engine of only 8.2 litres,

namely Bedford’s in-house ‘500’ diesel.

It would have really struggled in real life 32ton operation, for which nearly all buyers specified the (noisy and thirsty) V6 Detroit Diesel two-stroke.

Rival Ford notably never went above 28 tons with its heaviest D Series, powered by either an 8.3 litre Cummins or 8.8 litre Perkins V8.

Alan Bunting

What’s my number?

J

ust a quick clarification regarding the comment by Peter Davies on page 18 of the August issue under the Ecobric Foden - the VFF-V registration block was issued by Aberystwyth from Oct 1979 to Jan 1980.

Pete Freeman Interesting – as Peter Davies points out, FF was an ‘under-used’ mark that was originally allocated to Merioneth – that’s why it’s subsequently been used quite widely on cherished number donor vehicles and pre-1963 imports.

Aberystwyth Local Vehicle Licensing Office which had issued the FF mark) closed on January 16 1981, at which point FF was transferred to Bangor – which of course fits in with Aberystwyth issues from October 1979 to Jan 1980 issues. However the CAP Index of Vehicle Registration Marks (which is usually accepted as a definitive source of information alongside similar publications by Glass’s Guides) lists issue dates for VFF***V of August 24 1979 to June 30 1980. Either way, it seems that the number in question is a regular issue. Ed

Dennis Chassis numbers

I

have a 1932 Dennis Lancet, chassis no. 170209. It was in a batch of 200 chassis that went to Short Brothers, Seaplane Works, Rochester, Kent. There is no reference to these chassis in the records shown. I cannot understand the difference between buses and lorries in preservation. I have worked on buses and lorry fleets since 1957. It is hard and dirty work, an engine is an engine no matter what it is fitted in, even in railway locos.

Roy Miles I can’t disagree with your last comments Roy, having been involved in bus and railway preservation and now writing about lorries! Ed

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spotlight In the

by David Reed

1959 ERF 54G

Owner: Tony Thompson Seen on: 2019 Somerset and Devon Road Run

B

ack in 2016, the spotlight fell on Tony Thompson’s superb looking 1966 Atkinson Mk 1 Black Knight complete with Dyson trailer, which we spotted on the inaugural Somerset and Devon Road Run, organised by the late Peter Thorner. Tony, or Tommo as he is universally known, helped Peter with the organisation, so after Peter’s tragic death in 2017, just a couple of months before the second run was to take place, Tony took over, and has continued heading up the run’s organisation since.

He drove the Black Knight on the 2019 run, but he had another vehicle taking part, which was actually on its first long outing since passing into Tony’s possession. XLO975 is a 1959

ERF 54G fitted with a coachbuilt cab and powered by a five-cylinder Gardner engine that is coupled to a five-speed David Brown gearbox. Driver on the day was Andy Lee who reported that “the 54G was a pleasure to drive and I had a permanent smile on my face. It was great to drive a proper lorry instead of a modern one. The lack of power steering was noticeable, but the experience was great fun all the same.”

Carrying chassis number 9063, the ERF was supplied new to the Union Cartage Company in London and possibly ran out of Smithfield Market carrying insulated boxes containing meat. After its days in the capital were over, it passed to a couple of firms in the Portsmouth area, subsequently finishing up standing in a yard for 35

years. Then, in 2010, it was bought for restoration.

During the restoration, everything was stripped from the ERF and shotblasted, following which six coats of paint were added. The brake linings, pipes and cylinders were renewed and a new ash frame constructed for the cab with many of the original panels being retained, although a new steel back and floor frame were fabricated. To complete the restoration, the flat body was rebuilt.

It was seen on the rally circuit during the restoration process though, appearing in a rather sorry state cosmetically at Gillingham in Dorset during 2014, before work on the cab had been completed.

In June 2016, the ERF was sold at

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The 54G at the 2014 Gillingham Gathering, part-way through restoration with a previous owner.

Proud owner Tony Thompson.

Driver on the day Andy Lee.

auction to Gerald Wheeler which is where Tony first came across it. “I used to work for him. Every so often I used to go and see him and noticed the ERF standing there.” Tony wasn’t actually looking for an ERF though. “Gerald’s son Bob told me the story of the ERF and that it had only stood in their yard since it was bought at the auction,” he continued. “I was asked if I wanted to buy it, so after some negotiation it passed to me.”

Although it had been restored previously some further work was still required. The first thing Tony looked at were the brakes, “There was no fluid in the master cylinder,” he said, “I had to sort it out, and bleed it all through.” The engine also needed a thorough service and fluid change all-through. Some

improvement work was also needed to the cab. “Some of the ash frame was a bit rough in places and needed tidying up a bit,” he said.

The main work, however, concerned the wiring. “It needed quite a bit of work. Although the headlights, ignition and indicators were all wired correctly, the sidelights, vacuum gauge, speedometer and charging light all had problems.” The answer was to go through the wiring to sort out the problems. “It took a bit of time but I managed to get it sorted eventually.” he said.

Another small job was to fix the mirrors onto the side of the cab correctly. “They were a bit loose,” Tony added.

Tony’s Atkinson features a sheeted

load that has been roped up in the traditional manner. Tony is anticipating giving his ERF the same treatment in the future. Just one problem; The ERF body was not fitted with any hooks for the ropes. “I attached 24 tie hooks on to the frame,” Tony said. “My hands were aching after putting them on because of having to twist them into position with coach bolts holding them onto the crossmembers.”

And that was about it. The ERF was ready to go back on the road again, with the Somerset and Devon being its first long-distance event. While Tony has seen an ERF 54G tractor unit with a coachbuilt cab, he suspects that this is possibly the only coachbuilt cabbed four-wheel rigid left. Unless, of course, you know different… CVC SEPTEMBER 2020 29

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Gaydon 2020

It went ahead, and it was excellent! Peter Simpson reports…

S

trictly speaking, the Classic & Vintage Commercials show at the British Motor Museum on August 8 and 9 – postponed from the usual date in June – was cancelled and replaced by an “informal Classic Commercial weekend” on the same date which included as many elements of the usual show as it was safe and legal to run with.

The main difference from the customers point of view was that everyone – exhibitors and visitors – had to pre-book. This was in part due to ‘track and trace’ requirements, but also because it was necessary to restrict visitor numbers so that social distancing on site was possible. It worked. Yes, visitor numbers were down, but that was intended/expected. What’s more, by and large everyone acted responsibly, and the overall feeling was one of enormous gratitude to Tom Caren and the rest of the BMIHT team for putting on a show – and a good one – under such difficult and restricting circumstances.

But not only that, it was a good show, with an excellent turnout, with plenty for the pre-booked visitors to see. The light commercial side was also well represented, with individual entries and the usual strong support from the Ford

A. J. Thomas from South Wales was represented by a restored ERF C36 and MAN 32-240 – the full story of these beauties is coming up soon in CVC!

Transit Owners Club, along with the Post Office Vehicle Club. The Bedford Enthusiast Club were also in attendance, along with Commercial Vehicle and Road Transport Club – apologies, incidentally, for confusing them with another club last month.

As well as the outside display, the museum was, in the end, able to accommodate a small number of sales

stands in the usual upstairs area of the museum. To comply with social distancing, the café had ‘expanded’ out into the display area, but it all worked exceptionally well.

A heartfelt thanks go to everyone at the museum for not only putting on a show, but putting on a very good one indeed, in a year when many were expecting nothing…

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▲ The North London-based McGovern collection are always strong supporters of events at Gaydon, and this was no exception, with the line-up including this fine Foden S39 tractor unit. ◄ Bedford S Type – ex government judging by the registration – with a cherrypicker was a very impressive centrepiece for the Bedford Enthusiasts Club stand. It’s owned by Philip Robinson plant hire, based in Northampton.

▲ Coventry-based Neil Bartlett Haulage were here too with three of the preserved tipper collection; the business specialises in “Decorative Aggregates and Quarry Products.”

We loved this 1948 Thornycroft Nippy HF/ER4 and its display-load of period machine tools including a rare Hardinge lathe which dates back to 1918. New to Duttons Brewery, it was found in a derelict condition in 1984 and restored by Whitbread who subsequently used it for promotional purposes. It’s currently for sale with or without the display – for more details call 07773 766192.

SEPTEMBER 2020 31

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12/08/2020 16:10

CLOSE Gaydon 2020- UP

Also on a brewery theme, we absolutely loved Tony Wallace’s 1974 ERF A Series tractor unit and matching trailer in the livery of the product which, allegedly, “worked wonders.”

◄ John Thomas supported the event with three vehicles from his preserved collection including their 1979 Volvo F7 which was the first of many such that the company operated. ► John Murphy’s 1965 AEC Mammoth Major V tanker was new to Shell-Mex before being used as a mobile fuel supply vehicle with the National Bus Company, based at Victoria Coach Station. It subsequently passed through several hands in preservation before being acquired

by John and restored into its current excellent condition. Again, the full story of this, and John’s other tanker, is coming up soon.

Lex and Emily McKerlie’s ‘his and hers’ pairing of Lex’s 1964 Mk2 Thames Trader and Emily’s 1963 Bedford TK were featured in CVC exactly six years ago, in September 2014.

They still own both, and both remain in fine condition. The Trader was repainted last year, and the step-frame trailer we saw it with last time has just been replaced by a flat.

▲ Bernie Baily’s ex Tate & Lyle Commer QX was also there and looking as good as ever, four years after it was featured in Classic & Vintage Commercials.

► Impressive Scania line-up from the Charles Russell collection attracted a lot of attention – and deservedly so.

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Volvo F86 and 1968 Commer Maxiload from the R T Keedwell preserved fleet. The Commer is a relatively recent arrival here, having been bought in 2017. New to British Gypsum, it was restored in 201112 by John Morris and subsequently spent time with Bernie Baily and in the Gary Cooper collection.

1967 Bedford KM skip lorry, owned and restored to a very high standard indeed by Warwickshire Waste of Kenilworth.

East Yorkshire based Simon Tootell bought along his 1970 Scammell Trunker II and Scania. The Trunker is Rolls-Royce 220 powered, was acquired in 2016 and, as so often happens, what started out as a repaint and tidy-up ‘developed’ into a fairly significant overhaul, though the lorry was in good condition overall. The Scania was previously based in Perthshire, with tractor sales business Earnvale Tractors.

1950 ERF 54 in wonderfully original and patinated George Wooliscroft & Son livery. A classic case for careful conservation rather than restoration!

1945 Thornycroft Sturdy has been in preservation for some time, and is now presented in the guise of a private operator that has just been taken into public ownership; hence the BRS headboard and roundel applied over the private “Rugby Transport” livery.

◄ Last year, the classic van show was merged into the Classic & Vintage Commercials event. It worked, and the format was retained for this year. As usual, Pete Lee and the Ford Transit club were here in force. ► The Post Office Vehicle Club also supported the event with a display comprising a pair of Maestro vans and several GPO motorcycles, as used by telegram boys down the years. Classic Van readers will certainly recognise Stephen Knight’s Maestro Mailvan as it’s a unique survivor – while BT made widespread use of Maestro vans, Royal Mail was less impressed and took just three trial batches.

Shown by Steve for the first time at the 2018 Gaydon van show, “Red Robbo” was stolen a few days later and sustained significant damage, but has now been restored again. ◄ Spot the difference competition, courtesy of the Standard Motor Club! Note the different number of doors; the four-door Vanguard on the right is an estate car, whereas the two-door version on the left – a recent import from Belgium – is a converted van, though there’s evidence the ‘conversion’ was actually carried out by the factory. Curiously, both these are also thought to have spent some time as ‘flower cars’ with funeral directors… ► 1953 Fordson van. Originally registered NUE772, this van spent ten years in a South Wales motor museum before passing to a film company. Though fictional, the Kembleford Gazette livery may be familiar, as the van appears in this guise in the Father Brown TV series.

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Carrying on

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, The Granary, Downs Court, Yalding Hill, Yalding ME18 6AL. 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.

▲ Though

it’s not that unusual to find late-1980s Volvos still in use on breakdown/ recovery work, this one is rather unusual as it’s not a midlife conversion from something else; it’s actually been a wrecker from new. Owned

by North Walsham based Richard Morter, and seen here in Coltishall with Richard at the wheel, it’s used regularly and is, apparently, the owner’s “favourite lorry.” Bill Florey

◄ 2000/X

Mercedes Atego four-wheeler was a long way from is apparent home in Cornwall when spotted and snapped in North Walsham.

Was it up there on a longdistance removal job? It certainly looks smart for a 20 year old lorry. Bill Florey

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Volvo FM12 eight-wheel hook loader dates from 2004. Owed by Parkers Skip Hire and based at Rackheath near Norwich, it was seen and snapped in North Walsham and is part of a “fair sized fleet” according to the photographer. Bill Florey

▲ 1992

Volvo F10 K591LMK is still in regular use with commercial vehicle “Recovers and Recyclers” D J Spall of Dallinghoo, near Woodbridge in Suffolk who have been trading since 1971. Seen at Kelvedon on July 3.

John Podgorski

► MAN

8.136 R166XRB dates from 1997 and is operated by Newmedica as a Community Glaucoma Testing Unit. Seen and snapped in Felixstowe on May 23. John Podgorski

▲ Whitings

Truck Services are hauliers, truck dealers and truck dismantlers whose operational fleet includes this 1999 Mercedes Benz Atego. Seen at Berechurch Hall Road, Colchester on July 2.

John Podgorski SEPTEMBER 2020 35

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10/08/2020 17:06

Carrying on

◄ 2003/53

Scania 124 420 Topline RX 53TUH was spotted at Whitehouse Industrial Estate, Ipswich on May 23. John Podgorski

▼ Regular

readers with really good memories might just recognise this Volvo F12 as it was mentioned in passing in our May 2016 issue on Ray Beckworth’s 1973 Atkinson Borderer. Ray owns Comfortex and the Borderer is preserved in their livery and still used commercially as and when needed.

The F12 is Ray’s son Nathan’s lorry which is used once or twice a week for delivery work from the firm’s Oldham base. Seen here heading south on the A1 near Colsterworth on July 31. Steve Smith

► This

1994 Volvo FH12 sixwheeler was also photographed on the A1 near Colsterworth on July 31. First registered on August 10, this must be one of the earliest FH12s built.

Who EAM Manger are, or what they do, we have no idea!

Steve Smith

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WHEN LEYLAND THRIVED

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NORMAL SERVICE

At one time ‘normal control’ or bonneted artics were common but they were fast disappearing in the ‘sixties. The last such offering from Bedford was the J4A which was successor to the popular Bedford-Scammell OSS of the early post war years. One firm to operate J4As was East Lancs Carriers, seen here. Their fleet included both Bedford and International Harvester artics of this type. Falling demand led Bedford to discontinue J4A production in 1966, just one year after this outfit entered service. Peter J Davies 38 CLASSIC AND VINTAGE COMMERCIALS

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05/06/2020 13:13

HENLEY TRANSPORT Pt2: Jack Henley and Chris Lawrence complete the story of this much missed family-run Kentish company.

I

n 1970 Jack Henley purchased a two-acre piece of land from British Railways adjacent to the main railway line in Hop Pocket Lane Paddock Wood and this would become the headquarters for the transport operation.

This, however, soon proved too small to hold the growing Henley Transport fleet, so an agreement was made with the Hops Marketing Board for vehicles to be parked on their premises when closed.

With the speciality of the transport of fruit from Kent farms it made sense to open a depot in East Kent to service the fruit growers in that area and also take care of the distribution needs of another co-operative group.

By 1971 Jack was running 40 lorries comprising of twenty five AECs, six ERFs, four Atkinsons, two Fords, two Commers and one Magirus Deutz.

Further expansion came in 1976 when Jack bought an empty cotton mill in Rochdale which became a northern depot. This proved invaluable over the years with household name customers like Procter & Gamble, Lever Bros of Port Sunlight, Robert Mcbride of Middleton and Fox’s Biscuits from over the pennines in Yorkshire with lucrative back loads down into the South East.

Rochdale depot also provided the opportunity to set up a night trunk operation between Paddock Wood and Rochdale. Three vehicles from each depot would change drivers in the midlands between 10pm and 11pm. The Rochdale vehicles would bring down

Though Henley Transport’s fleet was varied, ERFs were always popular here, with Gardner 240 powered B series JKE371V a typical lorry of the late seventies and early eighties. Steve Lynch full loads for delivery the following day

by Kent drivers. The northbound loads from Kent would be made up of multidrop wholesale market deliveries and the Rochdale drivers would deliver to the markets then run back into the Rochdale depot.

Changes in the late seventies and early eighties saw a lot of the general haulage work the company undertook die off. This wasn’t a massive problem as with more and more imports arriving via the Kent ports the company could concentrate on its core business of

Seddon Atkinson 400s were used but were not as popular as ERF’s B Series. Steve Lynch

produce distribution. At around the same time more work came from Procter & Gamble but this time it was deliveries out of West Thurrock and into Kent, Sussex and Surrey.

By 1986 Henley Transport employed 79 people, ran 55 vehicles and 64 trailers. About this time the company started switching to temperaturecontrolled distribution as dictated by customers and their customers the supermarkets.

A key to Jack’s success was maximising loaded running both ways to

A handful of six-wheelers was operated alongside the artics including Seddon Atkinson 300 JKE372V. Steve Lynch

42 CLASSIC AND VINTAGE COMMERCIALS

46-49 Henley Transport September 20.indd 42

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FYJ870V, a 1979 16.280 model, was the first MAN to be operated, but the total number of MANs in the fleet remained at one for the next five years, FYJ being replaced by a Y reg 16.321 and that an A reg 20.321. Steve Lynch

Despite being a big Gardner fan Jack ran some Cummins-powered ERFS and Atkinsons in the 1970s. Then, in the early 1980s, two Rolls-Royce 265 engined lorries arrived. One was Seddon Atkinson UKO440X, the other ERF B series MKO480W. Steve Lynch

CKN410Y was one of six C Series day cabs, three of which were based at Paddock Wood and three at Rochdale. They were used on night trunking work between the two depots and wholesale market deliveries. Steve Lynch

In its final 20 years Henley ran four or so 7.5 tonne feeder vehicles, used mainly for collections from farms to feed the growing artic fleet. Ford Cargo CKJ21Y was typical.

Steve Lynch

Pair of MAN tractor units behind the workshops just prior to going on the road. The workshops were at Spelmonden, around seven miles from Paddock Wood. Jack Henley

SEPTEMBER 2020 43

46-49 Henley Transport September 20.indd 43

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10/08/2020 16:54

Boalloy Insuliner trailers would become very popular in the 80s, as they kept produce chilled on the outbound run but retained side access to accommodate those all-important back loads. Chris Lawrence ensure maximum profitability. As the fleet and business was continually growing more land was acquired in Paddock Wood starting with the old Scats yard and store; the store was demolished to create a huge parking area. Then the adjoining property (a former Rowntree Mackintosh distribution depot) was purchased. Here the offices were kept but the warehouse turned into cold-stores.

Henley Transport had always enjoyed a close relationship with the Hops Marketing Board in Paddock Wood which proved helpful especially when

Jack purchased their B warehouse. This was a huge building which again would be turned into cold storage. All this expansion in Paddock Wood allowed the company to move out of the old Hop Pocket Lane depot which was leased to Norman Colletts, another long standing customer of Henley Transport. By now the site covered 11 acres and a new access road was put in from Hop Pocket Lane through to Transfesa Road, called Henley Road.

By this time the fleet had increased to 82 vehicles mainly operating maximum

Another Boalloy Insuliner body, this time on a Seddon Atkinson 301 six-wheeler. Jack Henley.

weight ERF and MAN articulated vehicles and about ten Leyland Daf, Ford and ERF rigids. Further support came various local sub-contractors.

In 1995 Jack received “an offer he couldn’t refuse” to sell the business so did so, with the aim of becoming a gentleman of leisure – a decision he doesn’t regret given how the industry has changed in the 25 years since. However, though now 81 years of age, Jack remains as busy as ever due to involvement in various organisations. He hasn’t yet quite made it to be a gentleman of leisure… CVC

As a long-standing customer, Jack Henley had a very close relationship with Boalloy, and as a result he ran a test trailer for them between Paddock Wood and Rochdale on the nightly trunk.

D650JKR is seen here with the test trailer in the Rochdale depot.

Jack Henley

44 CLASSIC AND VINTAGE COMMERCIALS

46-49 Henley Transport September 20.indd 44

10/08/2020 16:54

D23HKR was Henley’s first ERF E series with 320 Cummins engine Henley remained loyal to ERF throughout the 1980s with E Series and Eaton twin-splitter gearbox. Steve Lynch D360MKJ being fairly typical.

As we saw last month, fruit distributor Mack was instrumental in Jack Henley starting his business. The connection remained, and in the 1980s ten or so vehicles were operated in Mack livery.

A pair of Leyland DAF Freighters - G867REG and similar G863 REG were bought secondhand in the early 1990s to help fulfil a seasonal strawberry distribution job; a light but bulky and rather specialist transport job. Steve Lynch

From the late 1980s, Gray & Adams fridge vans, typified by MAN ERF EC series at the end of a short delivery run into Tescos at Snodland. Steve Lynch 22.322 H770DKO started replacing the Insuliners. Steve Lynch ◄ ERFs were bought right up to the end, with Henley Transport being regular customers for around 30 years and Peter Foden becoming one of Jack Henley’s personal friends.

EC14 M860PKN was one of the final batch.

Steve Lynch ► The final vehicles of all, however, were four MAN tractor units, M130OKK being one of them.

Steve Lynch SEPTEMBER 2020 45

46-49 Henley Transport September 20.indd 45

10/08/2020 16:55

My story - Reggie the Morris Mike Neale’s piece on a 1951 Morris LC prompted reader Liz Smith to tell us about her 1948 example…

I

was quite amazed to see the article on pages 54 – 56 of the July issue as the Morris LC featured has the same colour scheme as my 1948 LC3 which at first glance is the same as my 1948 LC3 which has the adopted name of “Reggie”.

I have owned it for over 30 years, it has been refurbished three times. When I first bought the van, it had the livery of Harris Removals and needed some work.

The wheelarches were rotten along with the complete bottom rail and dash. After a two-year restoration, within the first two hours a Cavalier hit the offside rear with such force that actually bent the back spring, as well as damaging the back door and post.

Luckily, I had a complete LC3 for spare parts so was able to repair it.

Then the BBC got in touch, asking if I would loan them the van to them for filming. After all our preparation in getting organised for the first rally and looking forward to finally taking it out was told that the van would be uplifted the next day. When the organisers saw

the van, they phoned me asking if they could make the paint work look old but promised to put it back to its original look when filming was finished. Thinking this was a massive wind up, I agreed and left them to carry out the necessary work.

After filming, I was asked to obtain three estimates for refurbishing the van and they would pay the bill for whichever one I accepted. They returned the van to a large hotel car park in As acquired. What had I let myself in for?

Aberdeen for myself to pick up. When I saw the van to say I was shocked is an understatement.

I have enclosed a few photos in our journey to completion over the years. It would appear that Reggie is a longer van than Paul’s. It has twin rear wheels, and a four-cylinder sidevalve engine, which I think returns about 12mpg.

Reggie’s first owner was Viscount Aster whose wife was Britain’s first female MP. It was used around the Tillypronie Estate and while cleaning under the driver’s seat, I found a C licence in the name of Viscount Astor.

Restoration work underway.

Cab needed a fair bit of work

As returned from filming with the BBC.

After the repaint funded by BBC and back to rally order. Signwritten by another friend Mick Jenkins who meticulously and very professionally carried out the signage and mural work.

Original buff log book showing Viscount Astor as the first owner after the supplying garage.

46 CLASSIC AND VINTAGE COMMERCIALS

46 Letter to editor September 20.indd 46

14/08/2020 10:14

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30/01/2020 12:50

BULK LIQUID TRANSPORT A further selection of images from the recently-published Vintage Roadscene Archives bookazine on legendary VINTAGE ROADSCENE ARCHIVE tanker operator Harold Wood

F

amed across Europe, Harold Wood & Sons was considered to be the largest tanker operator on the Continent and the third largest in the world in the 1960s, with around 600 vehicles in its fleet, many on contract in customers’ liveries. Harold Wood had built up his business from one vehicle in 1922, always specialising in bulk liquids.

This new bookazine, edited by Mike Forbes, editor of sister publication Vintage Roadscene and using the archive put together for this purpose by Jack Raine and the photographic collection of Peter Seaword, looks at the history of the Harold Wood company, its vehicles and operations over the years, with emphasis on the post-war years, when the company was active country-wide.

HAROLD WOOD BULK

We reviewed this publication in our June issue. However as that was published at the height of the Covid crisis, some of you may have missed it. Accordingly, here is a fresh selection of images from the book – they’re all new images, not repeats from June! Mind you, as the bookazine contains nearly 300 pictures in total, along with contemporary articles, adverts and company documents, there’s still an awful lot you haven’t yet seen!

See the advertisement on page 47 for details of how to get your A pictorial history of this major tanker opera tor and its vehicles copy and other back issues of the Vintage Roadscene Archive, or go to kelsey.shop.co.uk CVC

One of the first AEC Mk Vs to join the Harold Wood fleet was 927WX, fleet No. 415, new in 1960, fitted with a spirit tank. Photo: AEC

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48 CLASSIC AND VINTAGE COMMERCIALS

48-49 Harold wood September 20.indd 46

10/08/2020 16:57

▲ As well as appearing on AEC’s Commercial Motor Show stand, Harold Wood’s Mammoth Major Mk V was used in the company’s advertising, with 5705WU, fleet No. 874 (later 950, 952 and 453), new in 1960. Photo: AEC ◄ This 1931 Leyland Hippo six-wheeler, WX8365, was photographed for the tank manufacturer when new. Fleet No. 5 of Harold Wood of Cleckheaton, carried a 2500 gallon Butterfields tank, emblazoned with the customer’s name, Yorkshire Tar Distillers Ltd, Leeds, and fitted with a Gardner 6LW diesel engine.

Photo: BUTTERFIELDS

A test was carried out with Michelin X tyres fitted to OWX972, fleet No. 154 (282/257), new in 1955, an exposed radiator AEC MkIII eight wheeler, compared with TWR 578, fleet No. 192, new in 1957, another MkIII, but fitted with a ‘tin-front’ on the usual tyres. The two vehicles are seen in the new bookazine, on their first run, as here, outside the Wormald Street head office in Heckmondwike, and also out on the road, somewhere in Yorkshire. JACK RAINE COLLECTION/M. LEE

A nice front three-quarters view used in an ERF advert, showing when new in 1967, OWY975E, fleet No. 1287, in the new Harold Wood livery, coupled to a general purpose tank trailer carrying the ICI insignia, plus TIR plate for international movements.

SEPTEMBER 2020 49

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CLASSIC PROFILE

AUSTIN A30 & A35 COMMERCIALS Peter Simpson tells the story of the popular baby BMC commercials, and provides some up to the minute buying advice…

I

will admit to a strong affection for the A35 van – I had one as my very first car, back in 1977. 484KOG was a 1963 example – so 1098cc – in Spruce Green. I owned it for just one year and it was scrapped not long after I sold it. Sadly, I have no photographs as I had no interest in photography then or any inkling that I’d spend pretty-much my entire working life in a profession where such things might be useful, but as most people do, I recall my first car with great affection.

The A35 was chosen for several reasons. Obviously low running costs were a consideration, and a van was useful as I was already doing a bit of

‘dealing.’ The primary consideration, however, was that it was cheap – bought via a shop-window postcard advertisement for £50 in running order and a long MoT, but sills that were unlikely to pass another, as the test had been upgraded in 1977 and the rules on structural corrosion and acceptable repairs to same tightened significantly.

Needless to say, the days when any A35 van could be bought for £500, let alone £50, have now gone for good. As has always been the case however, A35 vans are still slightly cheaper than Minors in equivalent condition, and also rarer.

Loadspace is, however, smaller, and though mechanical parts availability is

generally okay, body restoration requires a lot more repair than renewal.

Basic Design

Compared to a Minor, some aspects of the A30 and A35 are also a little, shall we say, ‘basic’. For example, there’s no key start, and thus no starter relay. The key-controlled ignition switch is a simple two-position off/on affair. Once it’s on you pull a starter knob on the dashboard, which links directly via a short rod to the starter solenoid on the other side of the bulkhead. This makes the connection and starts the engine.

Then there’s the braking system.

This is hydraulic only at the front; the

50 CLASSIC VAN AND PICKUP

50-54 Austin A35 Sept 20.indd 50

10/08/2020 17:01

AUSTIN A30/A35

A30 van – note chromed radiator grille. Originally fitted with an 803cc A Series engine, this one has, like many others, had an engine swap. Russ Harvey

Richard Dracup’s fine and fully restored 1968 A35 crossing the finish-line on the 2016 HCVS Brighton Run. Production finished the same year, and by this point only the 848cc engine was offered by the factory, though this particular van has a 1098cc unit.

Peter Simpson rear brakes are rod-operated, with a single frame cylinder half-way down which converts hydraulic power into mechanical.

This was old-fashioned even when the A30 was new, but the system is up to the modest performance of an unmodified A35, though it does need regular maintenance and of course any power upgrade must be accompanied by upgraded brakes. At one time people simply bolted on an all-hydraulic A40 Mk2 system, but nowadays such parts are scarce to put it mildly. Austin-Healey Sprite/MG Midget systems offer another alternative, but while wearing stuff is generally available, parts that don’t wear out can still be tricky.

The A30/A35 vans lasted longer in production than the cars on which they were based; the A35 saloon was

Short-lived factory pick-up was an attractive vehicle but the loadspace was too small and inaccessible for it to be regarded as a commercial vehicle for tax purposes. Russ Harvey

effectively replaced by the Mini and A40 in 1959, but the A35 van was made right up to February 1968. There were two main reasons for this. Firstly, although Mini-based light commercials were available from 1961, many traditional van buyers had concerns about the reliability and repair costs of front wheel drive, concerns which were reinforced by a number of well-publicised driveshaft coupling and other failures.

Secondly, when Austin and Morris merged to form BMC in 1952, both companies bought with a large dealer network, meaning most towns had an Austin and a Morris dealership. Locally, these were competitors, and that hadn’t changed because Austin and Morris had joined forces. Hence BMC’s extensive use of badge engineering with slightly different Austin and Morris versions of the

same vehicle. Morris dealers could offer Morris Mini and Morris Minor vans, so Austin dealers also had to have a small RWD van.

This competing in house dealership situation lasted into the 1970s in some cases, meaning that when the A35 van was finally discontinued BMC had to offer an Austin badged version of the Minor Van to fill the gap until the Marinabased vans arrived in 1972 – and these, too, were initially offered with Austin or Morris badging.

Anyway, the A30 saloon was launched in October 1951, with the 5cwt van following just under three years later, in August 1954. Van upgrades included stronger rear springs – eleven leaf instead of eight – and 5.90 x 13 tyres rather than 5.20. Engine was the BMC A Series in 803cc form, the A30 being the

Ê

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AUSTIN -A30/A35 CLOSE UP

Home made A35 pick-ups – made by cutting a van down – weren’t uncommon. Though converted in the sixties, this one remains in limited farmyard/commercial use today.

Brian Culpan

▲ Centralmounted instrument clusters were common on cheaper vehicles as they made production of LHD and RHD versions easier. Nick Larkin ◄ Flying A on the bonnet actually conceals the bonnet release.

Nick Larkin

first vehicle to use this engine which was to serve BMC and its successors for well over 30 years, though the 803cc version had many detail differences compared to later incarnations.

In September 1956 the A30 range – cars and van – were upgraded into the A35 with the main difference on the van being an engine capacity increase to 948cc (low compression, and quite happy on two-star petrol) plus a remote gearchange instead of the long, directacting and much less precise A30 arrangement.

Genuine Countrymen are now rare – this restoration project was spotted on the club stand at the 2012 NEC Classic Car Show. The best way of distinguishing a factory-built Countryman from a van conversion is that the former does not have a small opening air-vent in the roof. Peter Simpson

Engine sits well down in the bay, and there’s loads of space all round. Nick Larkin Externally, the radiator grille was painted (body-colour) rather than chrome. However while flashing direction indicators replaced the A30s trafficators on the A35 saloons, the A35 vans, somewhat surprisingly, retained trafficators right up to February 1962.

Who else recalls tapping the door pillar to persuade a sticking one to operate?

Commercials continued

As already noted, the A35 saloons were replaced in 1959. In theory its replacement was the A40, but in practice many buyers chose a Mini instead.

The A35 van, however remained in production alongside the Countryman which had been introduced, in A30 form, in September 1954, developed into an A35 Countryman alongside the saloon

and was in effect a van with factory-fitted rear windows, rear trim including a fulllength headlining and a fold-down rear seat of better quality than the one that could be specified with a van.

The van was upgraded twice in 1962; first in February when, as well as finally acquiring flashing direction indicators, the wheels and grille were finished in Old English White – the wheels had hitherto been black and the grille had matched the body colour. Additionally, the front doors, which had hitherto incorporated pressed-in sections, became plain, and a thin bright metal waist strip was added.

Then, in September 1962, the 948cc engine was replaced by a 1098cc version. A stronger gearbox was also fitted, along with a higher-ratio rear axle,

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AUSTIN A30/A35

From the rear. Rear door retained indentations throughout the van’s production – presumably for added strength – but they were deleted from the front doors in 1962. Nick Larkin

Loadspace door hinges at the side, giving easy and uncluttered access – having just one door makes life a bit easier on local delivery work. Spare wheel lives under the loadspace so can be reached easily even when fully loaded. Nick Larkin

Painted grille on A35s was bodycoloured until 1962; after that it was Old English White on all. Nick Larkin

Somewhat surprisingly, the A35 van retains trafficators right up to 1962, though the car had flashers from 1956.

Russ Harvey

External door hinges; these actually contain brass bearings which can be renewed in cases of door drop.

Peter Simpson

and the Zenith carburettor was replaced by an SU unit. While this change was prompted by the A40 and Morris Minor also moving to 1098cc and the 948 A Series being discontinued as a result, the A35 van engine ha different pistons and was therefore a lower compression unit and still happy on two-star petrol. Even so, the 1098cc van was the fastest A35 of all in standard form, with a top speed of 80mph, and a 0-60 of 23 seconds.

With this change, the A35 van’s

official payload was raised to 6cwt, and a few other minor upgrades also carried out – for example the kingpin and stub axles were strengthened slightly. An interior light and windscreen washers were also fitted as standard from this point; the latter because they were about to become compulsory under Construction & Use regulations. At the same time the Countryman version was dropped.

Two years later, in September 1964,

something slightly surprising happened – the A35 van was offered with a 34bhp 848cc engine as an alternative to the 45bhp 1098cc unit. This was initially done at the request of Great Universal Stores who wanted to buy a fleet of A35 vans for local delivery work, but felt the 1098cc engine was too powerful.

Though the 848cc A Series was very familiar in the Mini, the A35 van was the only time it was ever offered in RWD form, and though it’s unknown what size of order GUS had suggested, reworking the 848 into a RWD engine does seem a massive amount of work for just one fleet buy. It would surely have been easier to simply restrict throttle movement in some way; unless of course BMC had something else in mind for an inline 848cc A-Series.

In the event GUS bought just 200 848cc A35s, but having put the smaller engine into production, it made sense for it to be offered as an option to anyone, and accordingly customers had a choice of 848 or 1098 power from September 1964 until May 1966 when the 1098 version was dropped, leaving the 848 as the only engine option until production ended in February 1968.

While the 26,047 A30 vans out of a total A30 production of 222,823 represented only around 15% of total production, the A35 vans actually sold better overall than the cars, and of the 353,850 A35s made, 210,575 (or nearly 60%) were vans. Clearly the much longer production run (nearly 12 years compared to three for the saloons SEPTEMBER 2020 53

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AUSTIN A30/A35 A35 van on the move. It’s not widely known, but the 1098cc van, available from September 1962 to May 1966, was actually the fastest of all the A35 family. Nick Larkin

and six for the Countryman) was a consideration here, though numbers dropped significantly each year from 1963 onwards, going from 22,247 in 1962/3 to just 3773 in 1967/8. That’s not really surprising; compare the A35 with the Mk1 Ford Escort van which was introduced just two months after the A35’s demise, and it’d easy to see just how much things had moved on.

The rare one

There was of course another A35 commercial variant; the factory-made pick-up. This was made between September 1956 and November 1957 only, and is, as is well-known, now an extremely rare and sought-after A35 variant.

Completely different from the car and van from the doors back, the A35 pick-up cab was fully enclosed, the cab was fully enclosed, and the 15cu.ft loadspace was surrounded by curved rear bodywork with the spare wheel mounted on the back. There was no opening tailgate, and the small loadspace included a pair of open occasional seats.

It was these seats, however, along with the small and relatively inaccessible loadspace which sealed the A35 pickup’s fate; HM Customs & Excise said it wasn’t a commercial vehicle and was therefore subject to Purchase Tax. Which, unlike, VAT, was a tax which could not be reclaimed. Exact numbers made are uncertain, but thought to be around the 475 mark, and many dealers ending up registering and using them themselves.

Buying one

As usual with light commercials, most that have survived long enough to be preserved have done so through being exceptions to the usual life-cycle. A survivor may, or example through having been used privately or on unusually light work, or because rather than being scrapped when no longer viable, it’s been ‘set aside’ in a barn or similar and stayed there long enough to become rare and sought-after. Most will have had some repair or restoration, even if they’ve been off the road for some time, and generally speaking, the longer a vehicle like his has been out of circulation, the more likely it is that any repairs will need redoing. In part this is because of natural aging, but it’s also true that it’s not that long ago that values didn’t really justify major work.

Panel availability is of course patchy and in most cases with things like wings it’s a case of using repair sections to mend what you already have rather than fitting replacement panels.

Generally speaking A30/A35s go in the usual places for unitary construction vehicles – inner and outer sills, floorpans, spring mounts and so on. The rear bottom of the rear wing/wheelarch section is also a common and very noticeable rotspot. Fortunately, A35’s don’t generally hide problems that much, so generally speaking the rot you see from a normal eyes-open inspection is the rot there is, though as usual with unitary construction vehicles, the sill closing sections are under the front and rear wings, and a bit of visible rot here always means more

severe problems underneath. As usual with commercials, look out for rot in the roof guttering; this can be repaired, but it’s not easy to do yourself or cheap if tackled professionally.

The mechanical side is straightforward with parts generally easy enough to find; the fact that much of the A35’s mechanical setup was also used on the Austin-Healey Sprite and MG Midget is a great help here. Some A35-specific stuff such as brake master cylinders and the frame cylinder that operates the mechanical rear brakes are scarce, and it’s often a case of repairing or refurbishing what you already have or, as already noted, upgrading the entire system. Improved brakes are essential if any mechanical upgrade beyond the 45bhp 1098 A Series is envisaged, and it is relatively easy to make these vans go better by fitting more powerful engines or tuning what’s already there…

Price-wise, running and showable vans currently seen to start at £6 - 7000; anything less than this is likely to need some work at least. Top dealer price for excellent though not concours examples seems to be around £12 - 14k; as has happened to so many other car-based LCVs, van values have overtaken cars.

Restoration projects are scarce and tend to be snapped up quite quickly and by word of mouth rather than through being advertised. This makes giving accurate values tricky, but as a very rough guide we’d suggest £1500-£2000 as a starting pont for something that’s complete and viable for full restoration. CV&P

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Crawford’s

Gipsy

Not many 1958 vehicles can claim to have had one owner from new, but Brian Culpan tracked down one that has…

T

his very smart Austin Gipsy was supplied new to Robert H Crawford & Son of Frithville near Boston in Lincolnshire, and worked as a service vehicle in their agricultural engineering business until 1975.

It remains in their ownership today, though its now a preserved pet rather than a working vehicle.

In the 1950’s choosing a diesel engine for a small commercial was unusual – unless the rest of the fleet of larger vehicles were also diesel and the fuel bought in bulk. In this case the diesel engine added £125 to the price which totalled £755. Being new in August 1958 it is a very early Series 1- maybe only the 15th assembled. The Series 1

was built from February 28 1958 until July 12 1960 when it was replaced by the Series 2.

Apart from a repaint in 1990 it is almost original; though at some time it has acquired the better Series 2 cab doors with sliding glass windows and external door handles; the Mk1 doors had flexible tops containing Celluloid windows, the edge of the driver’s door was of fabric to permit hand signals; and access to the interior handles - no external ones! The cab doors and bonnet were also mounted on quick lift-off pin hinges, so there was no need for, or point in, locks. Gipsy hubcaps were painted black as standard with stainless steel an optional extra.

Robert Crawford Senior (the ‘son’ in the No padded door cards for this business name) and his son, young Robert. working vehicle.

Very early Gipsys were supplied only in Cheviot Fawn or primer, and as soft tops. This one was delivered in primer but immediately painted in the company’s orange livery. The canvas tilt cover is original, having survived in excellent condition because shortly after the model’s introduction a fibreglass hardtop became available, so the cover was put away and the pick-up spent most of its working as a hardtop. Now, though, its back on, to recreate the original 1958 look.

The front bench type seat has three individual seat cushions; and is of sponge rubber covered with vinyl-treated fabric. Handily, four quick-release dart fasteners hold its lid.

Crawfords supply agricultural machinery to HM the Queen at Sandringham.

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Additional seat cushion – from a Spitfire aircraft!

Model history

With the Gipsy, BMC clearly intended to compete with Land-Rover and in doing so securing the lucrative prestigious contracts with the armed forces.

They were keen to pacify the very disappointed military men by creating a more reliable vehicle than the Champ.

To achieve all this they needed some distinctive features. They gambled on the provision of novel and innovative all-round independent suspension - using rubber to give a more comfortable ride. Additionally, with the worldwide shortage of steel which had meant LandRover using aluminum wherever possible now over, Austin could use cheaper steel and spot-welding; a faster method more suitable for mass production. Advertising emphasised a one-piece, all-steel body of great strength and rigidity.

When it came to suspension, BMC chose a new system called “Flexitor”, designed by Alex Moulton (who, of course went on to design both the Mini’s rubber cone suspension and BMC’s widely-used Hydrolastic system.

With Flexitor, a pre-compressed rubber sleeve was inserted between two tubes and bonded in place. The outer tube was secured to the chassis; the inner to trailing arms carrying the wheel hubs.

The units did not need lubrication, and coped well with repeated impact over bumps. This system also gave a natural damping to the suspension, and with the addition of hydraulic shock absorbers made for a controlled ride. To control body roll a long torsion bar was inserted across the vehicle connecting the front units. Eliminating heavy solid axles reduced unsprung weight considerably, though a disadvantage was the large number of universal joints needed in the driveline. The main and transfer gearboxes are in a neat, one-piece housing, Similar hypoid diffs are used back and front. Another small new detail was the use of nylon and steel steering joints - something we now take for granted.

The chassis used well-rounded channel section members welded together to form a box-section, and had a wheelbase of 90 inches, which was 2ins longer that the SWB Land Rover.

Attached to the chassis at six points was the all-steel body with box-section reinforcement.

The Gipsy chassis rarely rots.

Unfortunately however the all-steel bodies do, despite the ‘Rotodip’ for protection against rust. Subsequent development work to improve the Gipsy

resulted in it becoming increasingly more like the Land-Rover.

The main cause of its downfall, however, was the 1968 merger of British Motor Holdings (BMC plus Jaguar/ Daimler) with Leyland which included Triumph, Rover and Land-Rover. Despite its good points, the Gipsy was an inferior rival overall, so with both now under common ownership, continued production was pointless. Ironically, the final Gipsy variant – the Series IV – was the best selling one; of a total of 21,208 Gipsies built, around 10,000 were Series IVs. The Austin Gipsy Register has about 130 members and actively promotes the preservation of this model, and offers support to owners. It is believed that about 100 examples have been preserved, and while the hoped-for military orders never materialised, the Home Office bought a batch for civil defence work in 1965. These spent most of their life in storage awaiting a use which, thankfully, never materialised and were eventually sold off with next to no miles in the 1990s, and most of these are also now preserved.

My very sincere thanks to the Crawford family members for the vehicle’s history and for preserving such a rare vehicle. CV&P SEPTEMBER 2020 57

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Model Corner Mike Neale profile models of the Bedford O from those sold as toys when the vehicles were current to more recent issues for collectors

L

aunched just before the Second World War, only a few hundred of Bedford’s new O-Series trucks were built before hostilities ceased in 1945.

The O-Series initially covered 3-5 ton payloads, whilst the similarly designed M-Type was a 2-tonner and the K-Type was rated at 30cwt. During the war, a number of the more austere civilian OW-Type truck, plus the OX and OY for military use, were built with a square front and sloping bonnet, but from 1945 the previous grille and bonnet design reappeared, with the O-Type now a 4-5 tonner. The K, M and O trucks lasted until 1953.

Dinky Toys launched their popular Bedford truck in 1948, in approximately 1:50 scale. Model No. 25M (renumbered 410 from 1954 onwards) was a tipper truck with a crank poking out of the nearside to allow the back to be raised, produced until 1962. Colours produced included mid-green, darkgreen, orange, tan, yellow with a blue tipper, red with a cream tipper or brown with a yellow tipper.

Model No. 25V (later 252) was a Refuse Wagon with curved sliding side covers (initially tin, replaced with plastic from 1962) and a hinged rear flap, produced until 1963. Again, a

hand crank allowed the rear body to be tipped up. This was available in beige with green sliding covers, all-green, or orange with a pale grey rear and green sliding covers.

Model No. 25W (later 411) produced from 1949-60 was a truck with a fixed back, which otherwise looked the same as the end tipper version – including the slot for the crank handle in the casting from the other models. This was usually found in midgreen, sometimes with black wings.

Early versions were unglazed, whilst later ones received clear plastic glazing to the cab from about 1961.

Smooth tyres were fitted initially, later being replaced by treaded tyres for better handling. Later versions had plastic wheels instead of the ridged metal wheels. The casting also changed slightly, with some having a squarer front wing profile at the bottom, whilst others were rounded off. The examples pictured are in rather playworn condition!

The same cab and chassis were mated to an articulated trailer, model No. 521, 921 or 409, produced from 1948-63. Yellow with black wings seems to be the most common colour for these, with others made in red with black wings plus a few other, rarer colour variants.

Dinky Bedford O Series tipper 1948-62.

Dinky Bedford O Series refuse wagon 1948-63.

I understand Dinky planned to introduce a streamlined articulated Bedford tanker version, but this was never released.

The largest version of the Dinky Bedford was the Pullmore car transporter, model No. 582/982 produced from 1953-64, with space for four Dinky cars, two up and two down. Indeed, it could be bought as Set No. 990 containing the transporter and a Ford Zephyr, Hillman Minx,

▲ Dinky Bedford O Series artic 1948-63. ▲ Dinky Bedford O Pullmore Car Transporter 1953-64.

► Dan Toys Bedford O Series artic.

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Dan Toys Bedford O Series truck.

Rover 75 and Austin Somerset. The rear transporter section was generally pale blue (sometimes with tan decks, plus a few in all-tan), with either a matching pale blue or darker blue cab. I should note that there was a separate loading ramp (not pictured) if you were worried about how the cars would get up to the (fixed) top deck.

This wasn’t quite the last outing for the Dinky Bedford cab, however, as it formed the basis of the Gully Sucker Bedford made in whitemetal by Copycat Models in the 1980s, with a boom attached to a tank on the rear for cleaning out roadside drains. Less than 50 were produced, and I don’t have one so there is no photo.

More recently still, Paris-based Dan Toys have issued a number of diecast replicas of the old Dinky Bedford truck and articulated lorry, including some in different colours to the originals, in boxes reminiscent of the old Dinky boxes but bearing the Dan Toys logo. These are available on their website, www.dantoys.net, for around 25 Euros apiece.

Corgi Bedford O Series in British Railways and Tate & Lyle livery; the latter slightly modified.

In the latter half of the 1980s, Corgi introduced their 1:50 scale Bedford O-Series truck, initially as a box van or pantechnicon, as well as the Bedford OB coach. Many different liveries appeared over the years, including the Pickfords pantechnicon pictured (on which it looks like the white lines ought to line up with the raised casting lines, but they don’t…) and the British Railways box van. For some reason, Corgi decided to chrome the grille surround, which it wouldn’t have been on the real vehicles, and on the earlier versions the wheels were not terribly realistic, so I decided to make a few alterations to my Tate & Lyle box van pictured, covering the front wheel centres with chrome hubcaps and painting the grille black, which I think looks somewhat better.

The articulated version pictured, in an attractive British Road Services livery, is a later issue from the 1990s, which has more realistic wheels fitted. At some point I’ll get my paint brush out again and tone down the chrome grille on that one.

Some versions of the Corgi Classics

Bedford O-Series are rarer than others, but if you aren’t too fussy about livery choice you can find them second-hand in good condition from around £5 upwards.

The most accurate 1:50 Bedford O-Series model I’ve seen is the one produced in resin by British Transport Classics in the mid-2000s, the dropside version shown being in British Road Services livery. A flatbed version was also produced in maroon and black ‘R.C Jeffry – Haulier’ livery. The grilles are painted in the body colour, as they would typically have been on the real trucks (or black). There are some nice details on the models and I particularly like the Bedford badge on the grille and the number plates.

Finally, Ixo Models have produced a 1:43 version of the wartime military Bedford OYD truck, which has appeared in various guises as magazine partworks in Europe, including a blue Royal Canadian Air Force truck, olive green drab British Army truck and a sandcoloured 10th Armoured Division truck (Egypt 1942).

► Ixo Models Bedford OYD, Royal Canadian Air Force.

▲ Corgi Bedford O Series artic, British Road Services.

◄ British Transport Classics Bedford O Series, British Road Services.

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Ford T production is often shown, so in complete contrast we have 1981 Kentucky production of LTL and CL9000s leaving the line.

MAKING LORRIES PT2: Nick Baldwin continues his personal account of manufacturing over the years with a look at some of the factories and, particularly, how mass-production and moving assembly lines arrived.

W

e think of the USA as originators of mass production.

It is said that the vast meat packaging industry in Chicago, in which carcasses were scientifically dismembered on moving lines of chains and hooks, inspired engineers to do the same operation in reverse with, in their case, small pieces of metal building up to a complete machine. Colt with his revolver is often cited as the first precision mass-producer. Some fifty years later, firms like Ford, Oldsmobile and Cadillac took the ideas further and on a larger scale.

However, before they did, spare a thought for British repetition engineers like Boulton and Watt plus all the steam heroes personified by John Fowler.

At Hunslet, Leeds some 2000 men worked on the fifteen-acre Fowler site with overhead cranes to shift the heavy materials between wheel wrights, foundries, drop forgers and assembly positions.

Meanwhile, over in Leiston, Suffolk, Richard Garrett was also at work with a similar primarily agricultural business. To make portable steam engines, the Long Shop (today a

museum) was built with a central hall with overhead cranes for assembly and two storey wings either side housing machine shops and fabrication bays, powered by several small steam engines totalling 90hp.

A narrow gauge railway served the ground floor as a sort of moving production line linking to a foundry building turning out ten tons daily in the mid-1860s.

This was the worldâ&#x20AC;&#x2122;s first works built from the outset to make self-propelled land vehicles. Later it would make lorries and tractors, both steam and

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MANUFACTURING

Like Rover, Swift and Humber, Opel grew out of the bicycle industry. c1900 production of 25,000 bikes, 40,000 sewing machines and 200 cars from 1200 workers. then diesel in the 1930s.

At the other end of the scale were small countryside mills powered by waterwheels. Hindley at Bourton in Dorset still stands and it is here that Pickfords’ favourite early steam wagons were built. Britain’s first motor vehicle factory complex was in Coventry in the latter half of the 1890s when Great Horseless Carriage Co, soon renamed Motor Manufacturing Co, took over a former textile mill next to the premises of the English licensees of German Daimler designs. Grandiose plans were laid for commercial and pleasure automobiles but financial shenanigans limited output (which took a minimum of two month’s hand work per vehicle) and in the end only vehicle maker Coventry Daimler survived. Bits of the MMC factory were still there in the 1990s by then associated with Coventry Climax Kalmar.

The first purpose-built motor factory was erected by Thornycroft at Basingstoke in 1898 which we’ll look at

in detail next time. Scotland’s first motor factory arrived in Edinburgh in 1899 at a cost of £30,000 making Madelvic electrically-driven units for attachment to horsedrawn vehicles.

Two important factories that still in part exist are London Talbot at North Kensington built in 1903/4 (and being used by Lee theatrical lighting when I last visited) and Argyll at Alexandria, Loch Lomond, started in 1905 and officially opened by Lord Montagu in 1906. Both had Grecian porticos with magnificent stone friezes, and both enjoyed brief spells making commercials amongst their more successful cars. The Alexandria premises were largely intact when I first visited and featured a glazed white bath house and acres of north-lit saw tooth buildings behind the magnificent frontage. However, vandals had moved in to strip the office panelling, the sweeping staircase and the coloured tiles. By 2000 just the frontage stood with an incongruous shopping mall

Lord Montagu opened this pioneer motor factory for Argyll in 1906.

behind. Incidentally the original architect had been Charles Halley, believed to be of the family embarking on lorry manufacture at about the same time.

The original Dennis factory in Guildford is now a Wetherspoons pub as described recently in these pages. It was purpose-built for Dennis in 1901 with big metal framed windows and three floors with chassis lift. However, Dennis soon outgrew Rodboro Buildings and moved to nearby Woodbridge Hill. It was there in the 1980s that I witnessed the wanton destruction of its offices, which for sixty years had featured a mosaic floor depicting the worm drive axle that had been the cornerstone of the firm’s early success.

On a brief visit to the eleven bay factory premises I saw several dissimilar vehicles being worked on in lines, and don’t recall any sort of moving production line. Maybe Dennis used the gravity system with sloping floors favoured by numerous contemporaries

A former textile works became home to Coventry Daimler and Great Horseless Carriage (soon Motor Manufacturing) in 1896.

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MANUFACTURING

Layout of the AEC factory at Walthamstow in 1913, when 1250 men were employed there.

At Ford England, a Thames Trader cab is lowered onto its chassis In late 1916, AEC installed this moving track and saw output in 1960. climb to an average of 106 chassis per week in mid-1918. such as Clyno and Sunbeam.

Moving lines were a feature of the American industry. They needed a stockpile of parts waiting in the wings and, to prove the total interchangeability of these, the London Cadillac importer stripped three cars at the Brooklands racetrack, jumbled up the parts and then reassembled them back into three working vehicles. Cadillac was awarded the RAC’s Dewar Trophy for this ‘standardisation test’ in 1908.

The picture of wheels and tyres rolling down a chute at the Ford factory to be fitted ‘just in time’ is well-known, but less familiar is the crouching worker on a board fitted with castors whizzing in and out beneath the raised chassis doing lastminute adjustments.

Ford fought the Association of Licensed Automobile Manufacturers who were trying to make money by holding patents that were stifling the industry and won in 1911, leaving the Association’s George B Selden to concentrate on his Selden truck. Ford meanwhile made a hundred thousand vehicles in 1913 (the year of its first moving production line), three hundred thousand in 1914 and over half a million in 1916. All this was

achieved at Highland Park in Detroit, a factory created by Albert Kahn whose work we will come to shortly.

The nearest Britain had come to massive outputs was in the 1890s bicycle boom but several of these firms such as Rover, Humber and Swift made a successful transition to cars at far lower numbers but left hand-built lorries to specialists (though in Rover’s case it built Maudslay lorries in the First World War).

The total output of all British commercial vehicle and car factories to 1911 was not much more than ten thousand. The work was highly labour-intensive with number of employees roughly equating to annual output in the early years. The need for all skills at each firm until the components industry caught up led to vast and ill-prepared premises. If they were multi-storey, the heavy work like foundry took place at the bottom with components moving up the building for assembly on the first or second floor.

An example of traditional manufacture was Karrier Motors in Huddersfield which had expanded to ten acres in the war, even though castings were brought onto the site by railway or lorry from elsewhere. Here they were matured

outside for at least a month (the firm referred to ‘pickling’) before transfer by gantry to test and inspection departments for onward transmission to the machinists.

From them it went to stores for transfer to the production bays. There was little need for production lines as commercial vehicle works were geared to small batches of dissimilar vehicles - in Karrier’s case around 1930, everything from maximum capacity six wheelers to compact three wheelers.

Where lines worked was when building identical vehicles, and AEC is generally credited to have been the first British lorry maker to use one from the end of 1916, culminating in 10,000 production during the First World War. In 1920, Bean entered the car, van (and soon lorry) industry with what was probably Britain’s second moving line that travelled a foot a minute electrically.

It was planned by Tom Conroy who had been recruited from Willys Overland of Toledo in 1919. He installed two 150-foot tracks and used messenger boys on roller skates as progress chasers. It was not until 1934 that Bean’s great rival, Morris, installed a modern track.

Whilst early motor factories either took

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MANUFACTURING

Wide angle view of Dennis production in the teens. The tracks between the lines appear to be unused.

Dennis still relied on mixed batch production in the Second World Various types were still built up simultaneously on the same floor War and for chassis to be wheeled between assembly stations. at Dennis in the late 1950s. over from previous uses or were built to resemble stately municipal buildings, a more utilitarian approach was soon adopted. The most familiar was the saw tooth, north light roof profile to let in the maximum amount of natural light.

This became widespread for many types of manufacture but tended to be on only one floor. A more productive use of space was the multi-storey Model Daylight Factory, invented by the previously-mentioned Albert Kahn. He had been Packardâ&#x20AC;&#x2122;s architect from 1903 and within a couple of years had applied enormous metal-framed windows to his mill-like constructions. He then moved on to concrete framing for Cadillac of Detroit and Pierce-Arrow of Buffalo, NY. In fact, birdcage and bicycle maker George Pierce had not quite progressed

to his luxury Arrow range at that stage and would add lorries in 1910 designed

by John Younger from Dennis (hence the P-A worm drive axle) and H Kerr Thomas from Hallford.

The Model Daylight Factory provided a backdrop to photos of the 1927 range of lighter speed trucks called Fleet Arrows, but vehicle production ended in the 1930s. The factory was still there when Pierce Arrow car owners paid it a visit in the 1980s.

When I last looked, the Kahn Tilling Stevens factory at Maidstone was still there too, nowadays split up into industrial units. It had been ordered by the then Ministry of Munitions for shell manufacturer and formally handed over for civilian vehicle production in 1920.

Another Kahn building made in

association with the Trussed Concrete Steel Co that survives in Britain today is that of Arrol-Johnston in Dumfries.

When I visited, Hunter green wellies were being made but it had been home to cars through the 1920s and had made heavy vehicles up to 1915.

Arrol-Johnston also ran a shadow munitions factory west along the coast at Tongland. This became home to Galloway cars and vans in the early 1920s and had been a chicken factory shortly before I visited its sad remains in the 2001. On the roof were the remnants of a tennis court where the original employees (mostly female) under MD Dorothy Pullinger had kept fit. The factory had been powered by a Bellis and Morcom steam engine except when the local river was sufficiently SEPTEMBER 2020 63

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MANUFACTURING

Straker Squire of Fishponds, Bristol took over this former armaments factory at Edmonton, London in 1919 but sales proved disappointing. in spate to generate hydro-electricity.

Another interesting feature, presumably replicated at Dumfries, was that line shafting to work machine tools by belt ran inside the double tie beams of the steel and concrete factory to minimise noise and dust.

The mention of steam, hydro-electricity and earlier the waterwheel at Hindley reminds one that factories often had to generate their own power. Others, like Fowler, were able to rely on electricity supplied by Leeds Corporation. At Guildford, Dennis was able to draw 6600 Volts from the mains thanks to a 250kW rotary converter installed in 1928. It still, however, used the two Sulzer 270bhp four cylinder generators it

Banknote printing machine maker Napier added cars, engines and lorries. When it ceased the latter, W&G duCros carried on the theme nearby.

had installed in 1915, adding a third in 1917 and a fourth in 1924. This set-up was still running in 1933 when all Dennis engine manufacture was transferred from White & Poppe in Coventry. This necessitated yet more power and two 300bhp at 900rpm six cylinder Mirrlees Ricardo diesels with much smaller overall dimensions than the mighty Sulzers, which were still running majestically at 187rpm. It is rare to come across such commercially-sensitive information.

Next time we’ll have a look at the ways in which production was boosted in the rest of the century and visit factories like Thornycroft and Leyland that took widely different approaches to making profitable vehicles. CVC

1917 advertisement for the Kahn System recording Arrol-Johnston, Albion, Napier, Leyland and Tilling-Stevens amongst the users.

▲ Arrol Johnston and Galloway had Kahn factories like this making munitions in the First World War and vehicles afterwards. This is Galloway in 2001 raising chickens. ► The shape of things to come – the current Leyland vehicles factory building DAFs in Lancashire in 2020.

The First World War saw women enter the workforce in large numbers. Amongst the jobs here are valve grinding on new cylinder blocks.

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Club

DIRECTORY

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

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

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 VINTAGE COMMERCIAL VEHICLE GROUP AVCVG President:- Ross Rae. Email:-rothsaybay44@gmail.com Telephone number 07815573926 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 COMMER OWNERS CLUB FORUM – http://commerownersclub.myfanforum.org 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

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: Donna Platt, 44 Townfield Road, Flitwick, Bedford, MK45 1JF. e-mail: cvrtcmembership@gmail.com DENNIS SOCIETY Ground Floor, InterPower House, Windsor Way, Aldershot GU11 1JG. Chairman Andrew Boulton, e-mail chairman@dennissociety.org.uk, secretary Tim Stubbs, e-mail secretary@dennissociety.org.uk FBHVC (FEDERATION OF BRITISH HISTORIC VEHICLE CLUBS) Website fbhvc.co.uk, address FBHVC Ltd, Stonewold, Berrick Salome, Wallingford, Oxfordshire OX10 6JR, tel 01865 400845, e-mail secretary@fbhvc.co.uk FIRE SERVICES NATIONAL MUSEUM TRUST www.fireworld.btck.co.uk THE FODEN SOCIETY Website www.thefodensociety.org.uk, membership secretary Graham Donaldson, e-mail membership@thefodensociety.org.uk GARDNER ENGINE FORUM Website www.gardnerengineforum.co.uk, e-mail gardnerengineforum@blueyonder. co.uk, Chairman John Naylor. Thatched Folly.

Lindow End, Mobberley. Knutsford.

WA16 7BA Tele 01565 872222 HCVS (HISTORIC COMMERCIAL VEHICLE SOCIETY) www.hcvs.co.uk, All membership matters to:- Diane Taylor Rosedene Tilburstow Hill Road,South Godstone Surrey RH9 8NA

LEYLAND SOCIETY Website www.leylandsociety.co.uk, e-mail Editor@leylandsociety.co.uk or Sales@leylandsociety.co.uk MORRIS-COMMERCIAL CLUB Website http://www.morriscommercialclub.co.uk REVS SOCIETY FOR ERFS Website www.erfhistoricvehicles.co.uk, chairman Graham Flack, tel 0161 724 4477, mobile 07850 744093, e-mail grahamflack@btconnect.com SCAMMELL REGISTER Website www.scammellregister.co.uk, membership secretary Parry Davis, The Knuthutch, Steel Heath, Whitchurch, Shropshire, SY13 3LY Tel: 01948 880870 email: parrydavis@btinternet.com SENTINEL DRIVERS CLUB Website www.sentinelwaggons.co.uk, address 152 Hall Lane, Chingford, London E4 8EX, tel 0208 529 3300, e-mail tinatalbot@btinternet.com SOLWAY VEHICLE ENTHUSIASTS CLUB Based in Dumfries.

Contact 01387 267031.

Website www.solwayvehicleenthusiastsclub.co.uk THORNYCROFT SOCIETY Website http://home.btconnect. com/MERVYNS-COACHES/ Thornycroftsocietyltd, contact Mervyn Annetts, The New Coach House, Innersdown, Micheldever, Winchester, Hampshire SO21 3BW, e-mail mervynscoaches@btconnect.com TROJAN OWNERS CLUB Website www.trojanownersclub.co.uk Secretary Chris Tordoff, e-mail tordoffc@yahoo.com SEPTEMBER 2020 65

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COMMERCIAL CORNER BYGONE BEDFORD BITS Midland Automotive Parts Ltd EUROPE’S TOP VINTAGE BEDFORD SUPPLIER FOR OVER 45 YEARS

• W Models • Wartime • K, M & O

• A & D Models • J Models • Early TK’s

NO VAT ADDED TO ORDERS

MAIL ORDER A SPECIALITY PHONE 01202 745117 enquiries@bygonebedfordbits.co.uk

Phone No: +44 (0) 1691 652912 Fax No: +44 (0) 1691 650022 Email: midlandautomotiveparts@yahoo.co.uk Web: www.midlandautomotive.co.uk

For all your Bedford Spares

Specialising in AWD, J, TK, TL, TM, TM Military, M Model Military, Coaches.

Established over 30 years.

Worldwide distribution

ADVERTISING

DOESN’T COST,

IT PAYS!

CALL Stacey

01732 441279 OR EMAIL

stacey.boyce@talkmediasales.co.uk

Please remember to mention Classic & Vintage Commercials when responding to any of these adverts.

COMMERCIAL CORNER Steering gWheel Restoration

OIL SEAL UK HUGE RANGE

Steering wheel restoration, vintage to modern cars, tractors, lorries, buses, , , , , & Plastic boats.

Bluemels, Celluloid, Bakelite, Wood

tel:+44 (0)1843 844962

www.SteeringWheelRestoration.co.uk

OF LEATHER, RUBBER, FELT OIL SEALS AVAILABLE COMMERCIAL, TRACTOR, CAR, MOTORCYCLE 1920-1980

MOBILE MECHANIC Ex Cummins diesel mechanic who can also complete rebuilds. i.e. 220s 250s 290s, 400’s ML11, V903, V8, 555, 504, etc along with certain newer Cummins engines.

For more information contact:

TO PHO Jonathan Welch, Bank House, 53 Chediston Street, V Halesworth, IP19 8BE Tel: 01986 873154 sales@oilsealuk.co.uk www.oilsealuk.co.uk Pre 1940 to 2010 AEC, ATKINSON, ALBION, BEDFORD, B.M.C, COMMER, DAF, DODGE, ERF, FORD, IVECO, LEYLAND, MAN, MAUDSLAY, MERCEDES, SCANIA, SCAMMELL, SEDDON, THORNYCROFT, VOLVO etc

Air Brake Dave Full Range of air & hydraulic units Reconditioned & Tested

For AEC, Albion, Atkinson, Bedford, Commer, Dodge, ERF, Foden, Fords, Scammell, Scania, Volvo

07946 574678 David Gouldings ERF

airbrakedave@outlook.com

MAGNETOS www.dhday.co.uk

Email: randjjames55@gmail.com

Tel: 01531 – 820381 www.craftypops.co.uk

We have MASSIVE stocks of the following BRAND NEW spare parts FOR ALL TRUCKS, PICK UPS, VANS, COMMERCIALS, TRACTORS & CARS 1920’s TO 1980’s King Pins & Bushes Sets, Track Rod Ends, Drag Link Ends, Draglinks, Head Gaskets + Upper & Lower Gasket Sets, Engine Valves, Valve Guides, Valve Springs, Piston & Ring Sets, Shell Bearing Sets.

Contact John Davis – 01386 861523 & 07979 700872 (Phone, Fax, Answerphone) or by mail to

John Davis, Vintage & Collectors Car Spares, 9 Sheppey Corner, Cropthorne, Worcs. WR10 3BF

CPA Services Ltd.

Vintage & Classic Radiator Restoration for the Commercial Vehicle, Bus & Coach Enthusiast Quality radiator restoration and repair service.

For prompt personal service and advice please contact Jess Dilley.

We also o er specialist turbo charger, air brake, oil cooling and water pump repairs.

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 www.cparadiators.co.uk

CHRIS MORTER BEDFORD SPARES

Tel: 01793-812323

MW, OY, QL, K M O, A D & J type, S type, RL, early TK. 28hp and 214 reconditioned engines.

Brake, clutch, engine, electrical and service parts.

Transfer/gearboxes, exhausts, water pumps, petrol pumps, carburetters, gaskets, etc.

Windscreen & Cab Rubbers.

J type Cab Panels.

Many other original parts available VINTAGE MILITARY VEHICLE SPARES

Despite COVID, We are still open for business.

morter766@btinternet.com www.vintagebedfordspares.com

All makes rebuilt & guaranteed 3 years.

Contact Roger James

Call Andy with your requirements: 07938 074290

Most makes supplied - rebuilt & similarly guaranteed MANUFACTURER of magneto parts such as HT caps, LT caps, pick-ups, other plastic parts, gears & all mechanical components in our own toolroom.

STARTERS, DYNAMOS & REGULATORS similarly rewound & rebuilt.

Coil winding, machining, pattern making, & casting Current & obsolete ball & roller races supplied D.H. DAY, Aldrans, Church Hill, Wroughton, Swindon, Wiltshire, SN4 9JR. We accept payment by MASTERCARD & VISA Please quote Classic & Vintage Commercials when responding to this advert.

or email: johndavis.vintage@btinternet.com

01953 602581

(For availability, quantity & price)

WINDSCREEN RUBBER Original Pattern Dies For Most Models Plus Door Seals

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

New and recon cylinders.

Brake hoses from stock or made to pattern.

Cylinder resleeving service and one off manufacture available.

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

www.classic-parts.co.uk

WE ALSO DO PSV RUBBERS & DRAFT SEALS AEC Mk3 MkV & Tilt Cab Austin/Morris FFK Albion Atkinson Bedford A Type, O Type, QL and TK Commer Maxiload and QX Dennis Dodge K. Series ERF A Series & LV & KV

01344 886522

Foden S Types Ford ‘D’ Series Thames Trader & ET6 Guy Big J L.A.D Leyland 50s Octopus & Ergo Scammell Crusader Seddon Thorneycroft

Please Ring Mike Gosling and leave a message

Tel 01953 607295

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oFOR SALE oWANTED oVEHICLES oPARTS oMISCELLANEOUS

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68 CLASSIC AND VINTAGE COMMERCIALS

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Vehicles for sale AEC MERCURY

BEDFORD TK

1975, £9,000. Great condition, new cab fitted 7yrs. Also comes with 2 original TK Cabs and 1 KM Windscreen for spares or refurbishment. Please call 01223 232947, East of England.

101915

COMMER 1975, 36000 miles, £25,000. Mandator, not been on the road, always in storage. Mint condition, still original tyres, eng 760. Please call 00353872434831, Ireland.

DAF FA

1999, 293392 miles, £3,000. 45 euro II. Working truck MOT until Jan’21. Resprayed.

Ex royal mail. Put to work or show. Please call 07767 815728, West Midlands.

102382

DAF FT

102967

BEDFORD CF

1984, 92179 miles, £6,500. CF2. Auto sleeper, four berth, 2 litre petrol, 12 month MoT with no advisories. 12v 240v fridge, full cooler, 5-speed 2F box. Very smart motor, used for shows. Genuine reason for sale. Please call 07305 272978, West Midlands.

102798

BEDFORD OL

1950. Q2 4x2 1 ton ex military exempted Mot and Road Tax very rare truck was restored about five years ago good all around vehicle 18- 20 mpg 40-50 mph with Caravan tow bar and lights hook up wooden body with canvas top would sleep two inside. Please call 07801442626, North West.

101019

COMMER

68 and 69. 6354 Perkins all complete and both good runners. Ex Showman’s Lorries and with 8 stud wheels. Please call 07976002109, South East.

100870

COMMER

1952, £1,600. Chassis cab, dry stored and complete. Please call 01353778135 100583

BEDFORD OY

1945, £5,500. Buff log book, believed to be manufactured in 1942, good condition for age plated, 6.5 tons. Please call 01285 810498, South West.

102812

POA. Commer walk through van with Perkins engine, good engine and gear box and ideal for shows and events for a food wagon or drinks unit.

Please call 07976002109, South East.

POA. 3300 tractor unit 6x2. Rear lift DAF axle. C/W crane and in great working condition. Please call 07786580969, North West.

101406

DODGE

100871

COMMER

1963, £4,000. Good runner, ready to show. Car license, MoT and tax exempt. Cooker, fridge, sink, porta loo, sleeps 3 and in good condition. Please call 07774005667, East Midlands.

101432

1950, POA. This vehicle has been professionally restored in the original B.R.S Livery. Absolutely straight lorry with a Chrysler 6 litre petrol. Dry stored. Please call 07745873491, Wales.

102365

September 2020

69

EMAIL YOUR FREE AD TO: heritage@kelseyclassifieds.co.uk DODGE 613

1983, £5,000 Ono. MoT till October 2020, new tacho, good condition, work or play and beaver tail. Please call 01388 718302, Durham.

11775

DODGE K1050 TIPPER

1971, 50000 miles, £3,000. Cummins V8 engine, new springs and bushes. Please call 07780 614280, East of England.

101683

ERF E6

1998, £8,900. MOT until November 2020. 26ft flat with twist locks 21000kg . One owner from new. Some spare parts for this vehicle available for separate sale. Please call 01706632936, North West.

102554

ERF E8

ERF B SERIES

FELDBINDER

£5,500. 38000litre tanker. Storage or a slurry tank. Ex sugar road tanker which was fully converted to carry liquid 4 years ago by Feldbinder.

Please call 07711 405 799, North West.

101836

FODEN S21

Foden S21. 8 wheeler. Reg FCJ 862D. Nut and bolt restoration . All the hard work done. Need finishing. Please call 07759198070, North West.

101905

1980, £POA. Cummins 250 Turbo engine.

Rear body with Perkins Generator. Atlas 3006 Hiab. Good history, many new parts and paperwork. Requires light restoration to finish.

Please call 07938885560, Wiltshire.

101900

ERF

1989, £6,000. 6 x 4. 9 speed gear box, double drive aluminium bulk body, good tyres all round.

Please call 01933312128, West Midlands.

FORD 400E

102075

ERF EC

1988, £4,250. 4 x 2 sleeper cab Cummins 320 engine snd twin spitter gear box. Good runner.

Please call 07759473380, East Midlands.

101033

ERF EC

£3,500. Road ranger 9 speed gearbox, 26 foot long bed, hydraulic winch, Olympic bed and hydraulic winch, Olympic cab and good tyres all round. Please call 01793 740379, Wiltshire.

11523

1989, POA. E series. 8 x 4 Cummins 325. 9 sprred fuller/ rockwool D/D Beaver tail. Strong economical engine. Very reliable, 53 mph limiter MOT till August. Please call 07889671083, Wales.

102330

70 CLASSIC AND VINTAGE COMMERCIALS

1961, POA. Very sound condition with sensible upgrades. Realistic offers for this hard to find model. Please call 07968401316, Yorkshire and the Humber.

102555

FORD THAMES TRADER

1959, £12,500. Artic comes with 20ft taskers vacuum brakes trailer. Good all round condition and drives well. Please call 07930 191334.

11582

FORD THAMES TRADER

FORD TRANSIT TIPPER

LEYLAND CONSTRUCTOR

42600 miles, £2,750. MoT March 2004. New front wings, shutzed underneath carriage. Very good condition. Please call 07976421725, East Midlands.

102669

IVECO EUROCARGO

£11,000. It is in very good clean condition inside and out. Belly storage lockers all round, large on board generator and is fully wired for direct hook up. Front area is fitted with kitchen units, sink, fridge, and a microwave. Seating area also converts into two bunks. Please call 01245 360513

1987, POA. Tipper. Red, dry stored. In good condition. Drives well. Please call 07759198070, North West.

101875

LEYLAND CONSTRUCTOR

100482

£6,250. 3 ton drop side 4D partly restored, chassis has been refurbished and painted, body has been rebuilt and painted, cab has been restored and painted and many new parts have been used but needs re-assembly. Please email hawklltd@talk21.com.

IVECO 35

11538

FORD TRANSIT CONNECT

1997, 15100 miles, £975. X.B.T good runner. Regularly serviced. New cambelt, clean van, owned 19 years. Needs work to under body for MOT. Please call 01376585915, South East.

102313

FORD TRANSIT TIPPER

POA. 7.5 ton tipper or slap a beaver tail on her, had new MoT, owner driver its had welding done to cab and paint job very tidy classic. Excellent runner.

Please call 07887943348, South West.

101400

LEYLAND BEAVER 12.B/1

1989, POA. Rolls Royce Eagle 800 Engine, Allison 3 auto gearbox with P.T.O. Bulk tipper body available also. Please call 07770 455781, South West.

102066

LEYLAND HIPPO MKII

2015, 62000 miles, £15,250. 155 hp, metallic blue, FSH, sat nav and DAB radio/ CD, heated screen and seats. Owner driven from new, 12 months MoT and excellent condition. Please call 07968968869 , South West.

101584

FORD TRANSIT 2006, 89000 miles, £4,000. MINIBUS 9.

SEAT’S 9. MONTH ‘S, [ M O T ] NO ADDVERES. SIDE PASINGER STEP NEW STARTER MOTOR, FLOOR MANUAL. Please call 07875691616, North West.

102559

1952, 64,000 miles, £8,000. X ray vehicle built, restored 2014 by pyatts. Many jobs done since, strong 0600 engine, drives very well and ready to show. Well looked after and kept inside.

Please call 07967 489526.

11881

1956, POA. Very good condition. 680 engine.

Rebuilt body, new batteries, all in working order.

Please call 07881432274, West Midlands.

102975

September 2020

71

EMAIL YOUR FREE AD TO: heritage@kelseyclassifieds.co.uk LEYLAND HIPPO MKII

SCAMMELL MOUNTAINEER

Parts for sale CRANE FRUEHAUF

1946, £5,300. A rare vehicle, 330th of approx 1000 built. Mechanically very good, original engine, runs well, dry stored until last 24 months. Please call 07786220620, South East.

101787

LEYLAND REDLINE

1961, 15000 miles, £23,000. In excellent condition. Ex coal mine.. Emergency vehicle.

Leyland engine. Please call 07860657854, South East.

102270

1981, £2,900. Wilcox alloy tipping body in very good condition. Last tested 201, stored under cover.

Please call 07743 775334, East Midlands.

102445

ERF PARTS

SHELVOKE SPV

1976, 34000 miles, £3,500. Southampton registered, complete with 2000 gallon water pump and hoses. Ideal restoration project, runs and drives - needs clutch. Tax book. Please call 00353879686655, Ireland.

101792

MORRIS THREEPENNY BIT

1982, 8000 miles, £4,500. This was a training vehicle, never been to a fire. Has extension chassis. Fully automatic. Perkins engine , all in working order. Please call 017683 72933, North West.

102553

£1,100. All parts never use, all new! The parts for ERF, Foden, Scania, Transit, Mercedes and some for trailer parts. Please call 07860359955, East Midlands.

101682

CONVERTED TRAILER

VOLVO F

1968, 38300 miles, £9,000. Petrol Dropside Lorry. Refurbished including stainless steel exhaust.

Downgraded (no HGV). Please call 07736 683262, South East.

102552

SCAMMELL HANDYMAN

£4,500. F7 Bulk Ali Tipper. Will sell chassis cab all complete (£2500). Been stood for a few years.

Good runner. Please call 07939 163712, South East.

101908

VOLVO F

1970, £9,000. Tested until Feb 2020 to shed space. Very good condition and ready to show.

Please call 07774 005667, Lincolnshire.

12144

72 CLASSIC AND VINTAGE COMMERCIALS

1986. Sleeper cab 4x2 tractor unit, 8 speed box, good straight genuine lorry in a shed and hard to find better in this original condition. Please call 00353877422704 , Ireland.

101607

£3,500. 30ft Bow fronted Beaver tailed semi low-loader trailer, converted for caravan use MOT Exempt as of 2004. In excellent condition with 20ft living box on bed, 8ft washroom/ kitchen box on the neck. All the electronics and plumbing incl good tyres and paint ready to tow and show. Please call 01664565778, East Midlands.

101443

FODEN 2 STROKE GENERATOR

POA. Diesel, 4 cylinder and 2 and half ton. Please call 07759198070, North West.

101688

LUCAS WING LIFT

£300. Max WL 500kg Y2 ton. Approx 10 years old and in very good working order. Please call 07801442626

CORGI MODELS

CORGI MODELS

100427

Miscellaneous for sale AUTOJUMBLE

£15. All nearly mint condition about 8 inches long.

Please call 01744 637052, North West.

101669

COLLECTABLE DINKY

£29. Corgi Classics double vehicles set, mint and boxed. Foden 8 wheeler tanker plus Bedford OB series truck. Tate and Lyle sugar livery. Limited Edition set. Both vehicles absolutely mint and unplayed with. Box also mint condition, a fabulous vehicle set. Please call 01744 637052 100500

POA. 2 Corgi Morris J vans in VGC Set of road signs, 1 red Morris J van Royal Mail livery, 1 green Morris J van Post Office Telephones livery. Both vans very nice but no box’s plus set of 12 Dinky brand road signs, mint and boxed. Please call 01744 63705, North West.

101024

DIE CAST MODELS

CORGI MODEL

£30. Die cast large 1.50 scale artic, mint in separate box’s. White pristine Cararama cab boxed with blister pack, absolutely unmarked and Corgi heavy 1.50 scale triaxle trailer “T Alun Jones LTD” mint in box. Superb mint rig for your collection. Please call 01744 63705, North West.

101465

DIE CAST MODELS

£45. a british army boxed Commer ambulance and two Bedford 522 wagons all £45 each posted a reduction for more than one. Please call 01829733969, North West.

102788

CORGI CLASSIC 8 WHEELER FODEN MILK TANKER

£18. Dual box of Corgi Classics. AEC Cabover and Tanker. Two in box, mint condition with Limited Edition certificate. Please call 01744 637052 100496

CORGI ROYAL MAIL TRUCKS

£20. 2 die cast artics in excellent condition 1.64 scale. 1 Matchbox Super King Ford cab and low loader with “Mackeson” bulk container (code 3) + 1 Corgi Scania cab and curtain side triaxle trailer “Stobart” livery. Please call 01744 63705, North West.

101022

MODELS

£25. Milk board tank decals, limited edition, with certificate and small booklet. Immaculate mint and boxed. Other die cast available. Please call 01744 637052 100474

£25. Mint and boxed. Different load covers and decals. Absolutely pristine and never out of box.

1.43 scale. Please call 01744 637052, North West.

102509

POA. Repaints and repairs conversions. Body work AEC speciality. Please call 01442831319, South East.

101651

September 2020

73

EMAIL YOUR FREE AD TO: heritage@kelseyclassifieds.co.uk SCANIA MODELS

£35. 2 Corgi articulated rigs, mint and boxed.

Scania cab with triaxle curtain side trailer + Scania cab with triaxle bulk cylinder trailer. Both matching Norbert Dentressangle immaculate livery. Please call 01744 637052, North West.

101789

TRUCK/VAN MODELS

VOLVO AND SCANIA DINKY MODELS

£22. 2 OB Bedfords mint and boxed. 1 coach red/white Wallace Arnold, Leeds. 1 box van Toymaster shop, limited edition. Please call 01744 63705, North West.

101023

TRUCKING BOOKS

TINY TOY FIAT

£40. Size 13 inch x 5 inchs in nice condition.

Please call 02083997541, South East.

101694

POA. Over 120 available. Please call 01789720676, West Midlands.

102789

£55. large 1.50 scale die cast artics mint condition. Volvo blue/white + Alun Jones very heavy triaxle trailer. Scania all white rig mint cab and triaxle curtain side trailer. Both in lovely condition no box’s but well packed for postage. £30 each or £55 for both. Please call 01744 637052, North West.

101668

BODLE STREET GREEN ROAD RUN & CHARITY STATIC VEHICLE DISPLAY SUNDAY 4th OCTOBER 10am Bodle Street Green Village Hall & Green, East Sussex BN27 4UB Veteran, Vintage & Classic Steam Tractors Cars Commercial Vehicles Stationary Engines Motor-Cycles Live Steam Models Inside Village Hall Displays

All machinery to be insured and drivers to hold current driving license. Only one person per tractor, legal trailers and transport boxes only. The event is held under NVTEC/NTET code of practice.

FREE ENTRY for public and exhibitors! ALL TYPES WELCOME VETERAN, VINTAGE & CLASSICS!

HELPERS REQUIRED Please come and be a marshal; or charity raffle ticket seller the more the merrier and please do bring some raffle prizes along as well!

Road Runners will leave at 10.15am for tour of local delights, anticipated return 1pm SAFETY FIRST! SOCIAL DISTANCING AT ALL TIMES

Further details from Peter Love, tel: 01323 833125 Email: peterlove@madasafish.com 74 CLASSIC AND VINTAGE COMMERCIALS

Next month

Coming up in the October 2020 issue of Classic & Vintage Commercials

OUT Friday September 25

Diamond T A family-owned recovery firm has restored a 1943 Diamond T into an exact replica of an example bought in the 1950s. But this one’s no pampered pet – it’s been built with work in mind! Nick Larkin tells the story.

Mighty Mandators Bob Weir tracks down a fine-looking pair!

Volvo F88 Restoration Major rebuild into superb condition

CLASSIC VAN

and pick-up

Hillman Minx pick-up

Plus: Pt3 of Nick Baldwin’s mini-series on making lorries, Pt2 of Peter Davies in-depth analysis of the Leyland T45 range, preview of the Kevin Dennis clearance auction, all our usual features and a few surprises for good measure!

BUY DIRECT!

Yes it’s a Hillman, not a Commer…

Morris Minor Events!

Van buying guide

Things are starting up again, and David Reed’s been out and about, taking it all in.

While things are now returning to normal in most parts of the UK, there are still some local difficulties/ shortages as supply chains get back into gear. To find a local stockist of any Kelsey Media magazine, go to http://services.marketforce.co.uk/storelocator/search. aspx?pubcode=82&showmap=1 Alternatively, we can still supply individual copies direct along with and a range of short and long-term subscription offers, including three issues for £9.99. For more details of these, go to https://shop.kelsey.co.uk/ promotion/kp1

These features are all planned at the time of going to press. We reserve the right to make changes and amendments if necessary.

SEPTEMBER 2020 75

75 Next Month Sept20.indd 98

14/08/2020 10:52

CAN’T FIND WHAT YOU’RE LOOKING FOR? VISIT OUR WEBSITE WHERE YOU CAN SEARCH OUR ONLINE DATABASE OF MILLIONS OF NUMBER PLATES WITH PRICES OR GIVE US A CALL, ALWAYS HAPPY TO HELP.

A 53 AA 487 AAA B417 AAE 592 AAE AAN 2G AAW 333 ABB 364M ABH 464C B741 ABH ABH 488C A824 GAL A880 GAL 804 ABK 24 BLE AB07 TTS ABO 77T AB07 TTT 477 ABU ABW 308C ABW 810D 8169 AC ACC 967A 98 ACJ ACR 76V KAC 70N LAC 70N AAC 70N W866 ADW ADY 456D ADY 333V AFW 950A G499 AFW 302 AFW AGO 751 AGU 35T AGW 59N 212 AHK 754 AHR 667 AJO 444 LAN JOA 14N RAL 41N HAL 4N DAL 107T A11 COT CAL 150P ALM 274B R29 ALY PAM 11D 465 AMJ AMJ 40L AML 210H ANN 783H ANN 797H ANP 265A 4784 NT ANT 177A ANV 199A A417 WAR AOR 21V 6989 AP APA 13Y 547 APA APP 502J APP 13S APP 520J APY 240A ARA 122A ARA 95A ARB 592A ARC 116R ARF 80Y XAR 7X ARV 523 ASO 479 8888 AS A5 FAD H15 HBY 973 ASM YGY 545S 741 ATD ATF 257 G151 ATL ATL 233A ATV 36Y AUD 135V AUD 145V AUD 151V AUS 77N AVG 550D 788 AWA AWF 732 AWG 400 720 AWN

B YEL 848S G84 CON BAD 57T 6 BAG 9 BAG BAG 913S BAG 909S BAG 935S BAH 778X BAH 192W BAH 77T BAH 202W 841 NES B4 NEY K8 ANK BAR 121N BAR 123T BAR 120N BAR 77N BAR 71N BAR 121K BAS 11L BAS 835 EBA 570N BBA 53Y BBA 570N B4 SET 8 ATY 8 ATY YBA 73S 1 BAU 730 BAX BBC 929B 200 BBD BBH 725P

BBK 69 BBM 628 74 BCE 296 BCJ 82 BCJ 555 BCJ BDK 85 49 BDL 3333 BE B834 VER BEA 570N B6 ATY BEA 1T 9 BEE Y831 ONY ABE 17T BEN 7T B3 REL F83 RRY E78 ERY TBE 57T EDB 35T F149 ETH BET 228 BF 7561 569 BFM 3333 BG BG 6372 BGF 2H BGR 36 9301 BH BHA 77T BHO 74R BHW 529A BIG 8115 BIG 59 YEL 816S B16 GER BIG 8411 BIG 655 A81 GGS BIG 8115 81 MBO BNG 114M A81 RKE B15 CHO B55 HOP 913 BKE BKN 2T A959 BKU KBL 41N E81 AKE B115 ETT BLM 835 BLO 77S 544 BLO YGY 320S YEL 820S Y840 ONY 830 BNG BNG 23 BNR 8Y 562 BOB BOB 805S BOD 56Y 751 BOL BOL 701N BOL 701V BOL 7T BOL 77S Y848 ONY BON 533R 13 ONS B60 OTH BOO 85T BOO 856X BOO 853X YEL 803S ROT 80S SBO 55Y POW 805S VET 805S FAB 805S BOB 805S PEE 805S REE 805S MFC 805S ROT 80S CAB 805S SHT 805S 1305 S BOU 108H BOU 107H BOW 967E BOW 36N D80 WES LON 680X WWW 80X WAC 180X FUM 80Y 5018 BP 8713 BP 7334 BP 5061 BP 3722 BP BPR 655A 674 BPW 957 BPW BRA 77T BRA 17T BRA 991T BRA 550K BRA 99 BRA 7T BRE 51N BRE 70Y BRE 14D BRE 770T BRE 78Y BRE 35Y BRE 771Y BRE 223Y BRE 70T GBR 199S EBR 199S FBR 199S BBR 166S GBR 150N 996 BRL 11 BRS BRU 3L BRY 110T

CBR 750N BRY 417T B168 RYN 5555 BS BSB 8W 126 BTA BTM 92L 368 BTP BTW 756 31 BTW A18 UNK K13 URN BUR 61S TBU 12R SBU 12R B1 JST ABU 7T PBU 7S JBU 770N EBU 7T CBU 7T BBU 7T BVG 460E BVP 629 BVP 190 63 BVT 563 BWD BWP 888M BWP 953M BYE 51T 800 BYE AB19 BYK 5 BYL

C CAB 805S HU11 CAB CAB 135H CAB 50N CAB 574R CAC 53Y CAD 50N CAE 110S BCA 10W C4 LEL WCA 10W XCA 10W C411 LOW CCA 116W CCA 118W CAL 110W CAN 1F C4 NES C412 SFE DCA 120L C4 REN CAR 70N BCA 120L PCA 123Y V8 OAR CAR 105K CAR 6N C412 ONS CAR 185T CAR 15N CAR 14A CAS 638A UCA 551D CAS 11W PCA 50N CAS 590A CAS 952A RCA 53Y CAS 946A C47 ONS CAV 380Y CAZ 235 952 CBK 353 CBK 542 CBK 567 CBM CBW 32V CCA 690M 536 CCE 401 CCE 7996 CD X389 CDA 299 CDL CDM 804M CEH 785Y 208 CFC C974 CFG CFM 112W CFM 120W CG 4844 C118 PEL RCH 45M RCH 41M CHA 210T RCH 33M RCH 34M CHN 417B C11 OKA CHO 74L CHR 930 CHU 88Y CIL 7601 CIL 6575 C12 RON 545 CJO 37 CKA CKE 188 CKP 478 2222 CL WCL 45S TCL 41R CLU 88S COA 77S COA 57S YEL 427S G6 COD COE 693 303 COJ COL 173R CON 311V CON 4V COO 165T COO 180X 333 COP KCO 2T COR 541R T38 COS COV 80S

COV 800K COV 311S M79 COX COX 792C 976 COX COX 31V COX 576V CPA 107T CPE 76 CRA 138L CRA 16L CRE 59Y CRE 4T CRE 3T CRE 45T CR15 PCO J985 CRM C912 CRU CSJ 215 CST 91A CSW 44D CTC 558M CUP 5S CUR 715E JCU 77S CUT 53T CVG 592F 17 CVJ CY 5241 CYB 46 CYN 700 CYN 119C

D 222 DA 5833 DA 7 DAD DAK 117S A99 DAL E859 DAN E290 DAN OAN 16L DAN 316 768 DAN DAN 373 DAR 7S DAR 12T OAS 70R D4 SSU DAV 135D DAV 3N DAV 15F DAV 135N DAV 135V DAV 15L DAW 54T 720 AWN DAW 17T DAY 5C 529 DAY DBC 766T DBJ 49 477 DBM DBR 23S J317 DCD J265 DCD DCK 92B DCK 231B DCM 94Y 2522 DD 7479 DD 8553 DD DDE 98P DEB 501V DEB 19S DEE 3L DEE 41L DEE 585L DEL 661T DEL 128Y M9 DEL DEM 953Y D111 ENT P678 DEP D111 ERY DES 1N DEV 3Y 6044 DF 8422 DF 2986 DF 9074 DF 46 DFC 2733 DG DGW 429B DH 9336 DHJ 880B DHK 499 Y359 DHN DHN 194T D34 BLO DIL 6646 DIL 4802 DJE 505 DJI 7757 DJO 946R 4859 DK 36 DK 947 DK 3333 DL DMA 873 6462 DN DN 3754 E149 DNB DNG 34 DOD 580Y DOL 50N DOL 781 443 DOL F636 DOM DOM 513K DON 875V DON 63V DON 42V 518 DOR DOR 668 454 DOR DOU 6K DOV 688 DOW 17S 5905 DP 5469 DP DRE 5S DRE 64N

DRR 504B DRS 262K S90 DRU DSD 44 DSJ 852 DSU 378 DT 9695 8908 DT 3049 DT 872 DTP 671 DTT P598 DUD H634 DUF DUG 528C DUG 55S DUJ 240T DUR 120Y DUT 81C A876 DUX 45 DVB DVG 411G 60 DYB DYL 101V DYW 15

E XEA 7X EAM 518 F6 EAN F8 EAN M26 EAN M29 EAN EAS 153X JEA 501V SEA 701V GEA 70N J5 EAT E17 VES EAZ 7 153 EBK Y836 ONY 148 ECD 667 ECD 9 ECD EDD 17T EDD 171T EDD 11T J3 EDD B16 EDD AB19 EDD E6 ENS EDE 86R EDE 87R EE 9471 EEL 603T EEL 209T H294 EFB EFC 416 EFC 308A Y9 EFC 405 EFH 4 EFJ EFX 365C 509 EHA EHL 50 EHN 328H EKJ 348 6284 EL YEL 476S SEL 150N LEL 150N ELL 155X ELL 187T ELL 152J ELL 4Y ELS 16W SEL 50N ELW 15Y ELY 823C ELY 107T 5411 EM EMA 450K EMA 808X EMA 635S EMA 53X EMA 317X EMA 65K EMD 57B EMV 455T EMV 496T EMV 469T ENG 147D ENN 73 ENR 38 90 ENR EPD 59V ERE 3N ERG 73 Y956 ERH 999 ES ESE 536 EST 116D E551 TON 1306 ET 8361 ET ETA 18 ETH 914V ETH 310V ETH 912V F112 ETH ETH 313V EUI 20 8619 EV EVE 383 EVG 559H EVG 616H EVL 505 EVN 241L 560 EVT 32 EWD 7 EYL

F 4428 F F150 ETH FAB 118S F486 HWJ FAB 59S F46 ANS FAJ 53L FAJ 51L 5 FAJ FAJ 56L

S499 FAJ FAK 13Y FAL 805S TFA 12R FAR 7Y FAS 77T FAT 138Y FAT 80Y FAX 11V FBR 83 2222 FC 533 FCG FCR 888 62 FCY 9229 FD 1 FDG F36 ANS HFE 1N FLE 517Y RCA 550B FET 332 FEY 309D FEZ 9999 FHH 301K 700 FL FLA 91T FLA 66S 91 FLA 645 FLD FLE 33T 86 FLF FLY 440T 179 FLY 8179 FM 3588 FM FMA 575F FMA 543F FMA 572F 441 FMC FMW 190J 2641 FN 7553 FN FNB 451C FON 6L FOO 711E FOO 71Y YGY 460S FOR 883S AFO 12D FOR 576R FOS 733R 572 FOT FOW 153X 7 FPP FRO 664T FRO 57T FRO 64T FRO 661T FRY 5S FRY 5V B310 FTU FUG 3Y SFU 110N FUR 12Y 477 FUR FUR 70N FUR 9Y F567 FVF FVG 540J A146 FVO 9999 FW FYJ 777

G 5555 GA 174 GAB LSG 41N T264 JAL GAL 73N 64 LS GAM 811N A635 GAP A631 GAP GAR 1H G4 ROT GAR 1D GAR 1X GAR 16N GAR 189L GAR 501N T6 ASK TPG 4S GAS 601 GAS 809 GAT 3N GAV 117S G4 VEN GAZ 7271 GBA 69 GBR 499 GCN 254 GDE 444W D198 GDL 1111 GE 2222 GE GEF 340V GEJ 20 GEN 77S 6 ENS 166 ERY GER 1A 63 RRY 68 GFR GFX 488D GFX 467D 7000 GG 3 GGJ GIL 15 GJI 4728 GJK 608 GJY 401 5555 GK GKC 50 GL 5918 2222 GL GLA 231T GLE 350N H3 GLH GLZ 7777 GNH 79B GNJ 63 GNR 74 GNT 271M

GOB 5W GOB 58N GOB 81L OOO 560D T260 JAL 548 GOK GOL 50N NGO 1D GOL 81N 90 LF GOO 1E GOR 84N GOR 3Y GOV 88W GOW 9N 999 GP 8 GPR GRA 70N GRA 78N GRA 290V GRA 758N GRA 990N 624 CE GRA 713V GRD 23 ERE 3N GRE 950N GRE 610N GRE 169N 83 GRE GRE 609N HGR 33N GRE 694K GRE 16K GRE 50N GR69 VES 6 RUB 2222 GS GSG 86 GSK 337 GSK 741 GSK 535 GSL 734 GSU 933 76 GTG GUI 1 GUN 58N GUR 111T GUS 74R 456 GUY GVG 618K GVG 619K 9999 GW 166 GWP T8 GYM

H 3207 HA 8473 HA 7629 HA HAB 86N HAB 18J HAB 18N HAB 84S HAB 40S HAB 40J HAG 3E HAH 610T HAH 562T 478 HAJ HAL 4N HAL 550N HAL 77S HAL 58N HAN 120W H417 SEN HAN 56N J114 NDS HAP 3N APY 64A HRT 50N WHA 121S VHA 121S HAR 19Y HAR 7T HAR 153N HAR 87S KKH 778N H4 TAC HAT 58N GHA 770N KKH 773N KKH 776N HAV 80Y HAW 53Y HAW 50N HAY 796V HAY 733V 851 HBC HC 7831 HC 5726 HCK 144E HCK 345 HCT 58 HDS 733H HE 4948 6502 HE MHE 4P KHE 4P HEC 5 HED 63N HEG 50N HEL 317S HEL 317V HEL 41V HEL 31V HEM 58Y HEN 570N HEN 70N HEN 71N HER 56F HES 70N HES 46 HEW 177W HEW 377S HEX 3N G350 HEX E976 HFG 98 HFK 38 HGG HGU 866J HGU 889J HHZ 8888

ADH 188S AAH 188S S111 CKS 200 HKJ HL 8674 HLK 107T HLZ 5555 2222 HM HN 5141 HNM 5 HNZ 3333 HO 1234 HOB 85L HOB 850N HOB 50W HOB 85H HOB 135N JHO 850N HOD 635N HOL 101W HOL 7W HOL 78N HOL 73N HOL 70N NSX 352A HOO 50N HOO 531N HOR 58N HOR 701N F110 RNE HOR 702N HOR 733N HOR 53N 400 HOT HOT 70N 448 HOV HOW 117T HOW 477J HOY 733N 8927 HP 764 HPA HRT 81 HSH 995Y HUB 42D HUG 637S HUG 35N HUG 637T HUI 19 HUM 33R HUM 813S HUN 7N HUN 71N HUP 1N HUR 57V HUR 57T HUR 7Y 144 HUR HUT 76N HUT 71N HUT 701N WHU 770N HUT 10V CHU 770N 605 HUW HVG 881L HVG 840L HVK 720C HVS 58N HWW 74T 1004 HX 9 HYE HYE 28

I IIL 18 IIL 9999

JAN 35S E259 JAN JAO 4L JAP 17N JAR 120N JAR 450N JAR 50N JAR 60N JAR 35Y GJA 50N NJA 50N JAS 796 J45 ONB JAS 500N JAT 140T JAT 117T JAT 116T JAV 51W JAW 31V N3 JAW

JIW 1537 JIW 653 M9 JKC JKH 868L JKH 910L JKS 48P JKW 6 JM 8753 JMA 922K JMB 277T JMC 51 587 JMP JMR 702 JMW 693 4407 JN JN 3773 444 JN JOA 14N H825 LJO JOA 17P

JUL 113N JUL 106N JUL 16N JUL 104N 5 JUN JUV 176K JUX 351D JVG 817M 2604 JW JVV 896 JW 9206 JWN 333 JWO 96N JWU 94Y JWU 93Y JY 632 JYC 25 JYW 59 JUK 5W JUL 104N

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SM17 HYD Most Initials available LOJ 4X A364 JAY A199 JAY JAY 833N JAY 51N S26 JAY JAZ 59 JBB 906 JBM 990F 860 JBM JBW 692Y JBX 472N JCC 152N

JDB 50N C233 JOE JOE 11T 92 JOF JOG 3R JOK 765N JOH 17P C994 JON JON 1K JON 53N JON 49E 86 JON JOS 11L

JUL 106N JUL 113N JUL 16N 5 JUN JUV 176K JVG 817M 2604 JW JVV 896 JW 9206 JWN 333 JWO 96N JWU 94Y JWU 93Y

KAW 54N R621 KAW KAY 537V KAY 83V KBD 76 KBL 39N 817 KBM 73 KBP 87 KBP KBS 3 KBS 5 B16 KCH KCH 74N KCL 197 KCW 335 KDG 89 KDG 977 KEA 524 KEL 10G A445 KEL KEN 5S K3 NOC KEN 14P KEN 33P KES 5X 402 KEW KFC 47 KFM 73 KFX 545F 444 KG 111 KGE 58 KGG KGL 83 KGY 523V B431 KGY KGY 466V K1 DUM KJ 1673 KKL 915N N659 KLA N250 KLB KLJ 378N 282 KM 342 KM 252 KMA 8 KNW 491 KOD KOR 12Y KOT 6Y 889 KOV KPR 41 KPW 494N 93 KRD KRG 99 F950 KRM KRW 724 7777 KS KS 5531 KSA 178F KSC 226D KSL 137 KSP 3 KSV 777 700 KTF X572 KTG C540 KTH KTS 101G 90 KTW KUN 189 KUO 3 KV 4505 KWA 83 KWC 688 KYA 51N 84 KYD K77 KYD

LCK 348N LCL 887A LDD 87 LEE 5N LEE 366 LEG 785W LEG 37T LEG 6P YEL 499S LEN 297P LEN 941H LEP 84 LES 13R L355 TER YEL 377S LEV 177Y LEV 177J LEV 177V LEW 847H LEW 307P LFM 380N D620 LFX 568 LHA 1 YMO L154 SAL H660 LJO LKK 233B LKO 555 753 LKP 7777 LM LMO 51 LNB 269 LNH 979 LOC 41X LOF 4X LOM 45S LON 680X LOO 138V B10 PES 708 LOP LOR 3R LOU 158P LOU 153P LOU 159P B10 UTH 59 LOV LOV 3P LOW 312Y 12 LOW LOX 500 LRE 8P LRP 51M LRS 72 8888 LS LSA 425 LSD 578 LSD 823 LSG 47N P867 LSM LSP 93 R805 LTV LUC 180X LUE 5P LUE 7V LUG 70P LUR 4L LVA 11 LVG 688B LVG 910B LWG 66 LYB 11E LYC 3E LYL 3N LYN 78P LYN 87X E282 LYN

M

SUMMER BARGAINS ALL NUMBERS ARE PLUS 20% VAT + £80 TRANSFER FEE Can be transferred immediately subject to terms or supplied on a retention certificate

ALL £50

A109 FVO F541 SFE B431 KGY H294 EFB

F839 KRM H961 NRU

S447 PAG EMV 496T UPP 878R WGU 669F URM 287X CFM 120W TRJ 634R ANV 201A LCL 516A APY 240A

AFW 708A DGW 417B AVG 517D TGU 656E CVG 757F NMA 735T FHH 257K PJT 574J

J JA 3638 JAA 15L TJA 881R JAB 81N JAC 946V JAC 680V A864 JAC JAC 687V JAC 58N A227 JAC JAD 35V JAG 163Y T247 JAL JAL 53N JAM 53E B623 JAN JAN 35A

G909 UNU J265 DCD

N524 PVL T106 MAU Y309 NAL X495 KTG

ALL £100

JCR 999P JDK 228N JDY 200 J33 EPS JEL 50N JEM 41 JEP 35H RJE 5S JES 53P JES 1W JEU 106 JEY 749Y C359 JGL 59 JGN JGU 662C JGU 678C JHC 454 8 JHC JHL 508

GVG 803K GVG 619K VOY 214L CTC 569M GNT 253M CCA 694M KKH 798N KPW 489N

JOY 376N JPA 261V R26 JPA JR 8891 532 JRR 684 JRR JRS 971 JS 4835 JSA 228G JSK 204 A102 JSO JSR 640 JSS 963N 552 JTA 326 JTB 469 JTO JUD 68S JUF 648 JUK 5W

JY 632 JYC 25 JYW 59

K KAJ 69N KAJ 53N KAJ 58N KAL 550N KAR 317P KAR 12Y KAR 317V KAS 136 KAS 802 KAS 842 KAS 839 KAS 160 KAT 35V KAU 550N

BBH 725P TSO 329R VRL 506S HAH 562T ETH 912V MFX 514W BAH 202W JBW 692Y Y931 ONY KYL 13M KYL 38K KYL 13S KYM 774X

L LAB 377E LAB 37T N910 LAG LAL 14W LAM 88B LAM 85P LAM 64A BUY 14W LAW 59W LAZ 8 31 LBF LBF 57 LCC 663P

MAB 837T 790 MAB MAB 813Y MAC 346V MAC 15S M24 CKS 832 MAE 938 MAE NMA 660T MAH 33D MAH 41E MAH 41P C701 MAK MAL 261W MAL 338W MAL 357P C54 MAL MAP 55S MAR 647E MAR 771V MAR 63L MRR 19W M425 HAL MRR 10W MAR 63P MAR 437V MAR 9E MAS 537 MAS 6Y LFM 454N MAT 235S T106 MAU MAY 598P MAY 769F 853 YMB MBH 31H 9818 MC MCV 4N MCY 92E MCY 94E MDG 351V MDM 689G 3511 ME MEL 145P MEL 154P NME 110R A873 MEL MEL 15F LFM 310N E390 MEL MEP 145A M23 RCS MER 543 MES 878

MES 53Y LFM 354N MFA 54 MFC 805S MFF 949 MFO 283 MFX 468G MGL 976 222 MHY MIG 4444 MIL 38 6728 MM 740 MM 598 MM 5312 MM 1192 MM 167 MMT MNG 72L MNH 155K MNN 34D S41 MNP 1155 MO MOA 72X MOC 7P MOD 111A MOE 856P MOE 333X MOE 96P MOE 566X 985 MOE MOG 9X MOG 735X MOG 331P MOG 908P RMO 113R MOL 73N MOR 155R MOR 318Y MOR 73R MOS 51S MOS 55S MOT 3L CMO 713Y MOT 76Y MOV 13X MOW 3R MOW 13R MOW 9R MOY 124P 6 MPR N855 MPV E697 MPV 5555 MR MRR 45W MSA 27 B9 MSR MSV 878 MTT 606 MTU 41C MTW 555C MVG 512C MW 8743 R6 MWC MWJ 292 MWL 45 777 MYC MYR 4P MYR 46X

N NAD 99M 921 NAE NAJ 18P NAJ 18W Y309 NAL NAL 332E NAN 70N N934 NAP NAS 386 NAS 628 NAS 70R NAS 671 NAS 54R N45 EER NAS 13R NAT 11S NAV 300F NAV 317F NAV 309F NAV 306F NAV 330S N42 EEM 6506 NB NBD 52 NBN 50 96 NCG 6553 ND W576 NDA NDD 958 4571 NE NED 87P NEE 42 EHN 335H NEJ 37R NEL 870 NEW 31P NEW 574R NEW 55S NFC 315S NIB 3333 N25 SAN NIW 72 NJ 364 NJ 4544 NJT 477H NJW 209P 204 NKE 840 NKR 1 NLG NMA 735T NMA 997T NMG 98 805 NNN 95 NNO NNW 5 NOB 80X 279 NOB NOB 13X NOB 56X NOH 712 NOM 88 JNO 74Y

NOW 938 NPA 910 570 NPE NRG 71 H977 NRU NSX 346A 2222 NS NS 4570 NSX 390A NSJ 871 NST 358Y NSX 412A NTG 307P NTL 143F 79 NTW NUS 7Y NUT 1E NUT 741S NUX 208W NV 9830 T695 NWL NWT 5 NWX 5 E6 NYC NYK 5Y 3748 NZ

O OAH 417V OAK 3S OAK 7M B1 OAP R348 OAY OBU 311P 693 OCV OD 620 ODE 139F OER 1M F927 OFG OGU 723D OGV 91M OJ 272 OK 9362 OLY 268P ONE 7L ONE 11H ONE 41L ONO 73V 13 ONS Y921 ONY Y814 ONYY

P P50 OOC PAD 63T PAD 260W PAD 1P S447 PAG PAG 33E PAL 70R 819 PAL 60 PAM PAM 11D E5 PAM PAM 153R D872 PAM PAM 50R PAM 484M PAM 222R PAM 14R PAO 106P PAR 37H PAR 53L PAS 5S PAS 533S E5 PAT E3 PAT A972 PAT PAT 34M D735 PAT A460 PAT S121 PAT PAT 18M PAT 31S PAU 144R PAV 62J PAZ 6 PAZ 1 PAZ 4 PBE 39 PBJ 49 PBN 822 PCD 667 PCS 81R Y791 PDM PEA 73R PEE 805S PEG 5R PEG 555 PEG 199 PEN 155S PEN 677S PEP 3R PEP 53Y PER 177N PER 121N PES 183M PET 80Y RPE 73R PET 73R RPE 76R 2620 PF PFE 763P 19 PFM PFN 25S 5695 PG 58 PG 8 PGJ S6 PGJ PGU 938K 1531 PH 748 PHA PHA 998 PHH 57P P111 LUK P111 LOK PHO 563 59 PHW PIA 9746 PIJ 3252 PIL 111 PIL 15

PIL 4 7461 PJ 3588 PJ 7612 PJ 655 PJH 701 PJH 9217 PK PKH 130P 3546 PL BPL 47T PLA 3R APL 47T PLA 73R PLE 888 PLM 69 PMY 506W 717 PMA PMB 890L PN 7018 1111 PN A102 PND PNS 6 LPO 111Y POM 333Y POM 3Y Y809 ONY POP 574R TJA 928R A911 DUX C911 WOY TJA 968R C911 CRU POT 1N POT 312S POW 805S POW 311F 2688 PP 4288 PP 482 PPE PPM 449 P64 PPO P154 PPO 9999 PR PRE 553R N2 PRK PRO 553R PRU 783 PSC 290 PSN 690H PTA 827 PTH 37S PTH 51S PTK 90 7 PTS 843 PTT PTU 973B PUE 236 PUI 3333 PUL 58Y GPU 113N PUL 14N A6 PUM 922 PUO PUT 73R PUT 71N PUT 3R PUT 8R N524 PVL 6795 PW PWA 58K 52 PWC PWN 900R PWN 6Y PWU 160P 49 PYD

R 3091 R 9498 R 6524 R 897 RAE 752 RAE RAE 785G RAE 636 D15 RAF RAG 55S JRA 63N RAJ 599X RAL 91F RAM 340H RAN 737E RAN 386L RAP 574R N934 RAP RAS 772 RAS 791 RAS 914 RAS 74S RAS 916 RAT 113R 472 RAT RAV 769X RAV 276X RAV 934R RAY 213R RAY 84R RAY 162M RAY 93R RAY 729N RAY 809 RAZ 59 RAZ 21 RB 4099 RBM 6W S2 RBS RCA 505B RCA 316Y RCA 385Y 3 RCA RCA 540B RCD 458G RCH 94M RCS 18 RD 8371 RD 3197 RDB 3R 224 RDV 751 RDV 916 REA REC 703R RED 64R REE 744S

TEL: 0116 235 0116 Gynsill Close, Anstey, Leicester LE7 7AN 8.00am to 8.00pm 7 Days a Week

NUMBERS WANTED FOR CASH

REE 805S E9 REE REG 417M REG 51R REG 417X REG 417R REG 428G REN 413S RET 120F RET 20S REY 379S REY 4T RFH 5S 333 RFM RFM 824L RG 6659 RG 8305 RG 3805 RHR 253C RIA 9509 R188 NGN RJG 176G 6475 RK 9401 RK 267 RKJ A8 RKM RMA 498 207 RML RMO 415 RMO 112R ROB 83Y ROB 813Y ROD 53N ROF 3R ROG 63R RDG 6R ROG 33R 1206 ER R86 ERS ROH 17B R9 LER R6 LER ROM 93Y RON 586R RON 843M RON 581R Y812 ONY ROO 173Y TED 120S ROW 113Y ROW 417S F843 ROY RPE 8 RPF 9 RPR 97 RRH 874 RRL 53S RRS 621X RSY 4L 743 RTW RUB 3R ARU 8Y RUB 83R 146 RUB RUD 4L RUG 504 RUG 3R RUG 8R RUG 63R RUL 911E RUN 17Y RUS 31W RUS 683M LRU 5H RUS 3L RUV 41N RVG 5M Y366 RVU 227 RW 8 RWG 900 RXG RYK 895 RYL 3S

S RCA 544B T254 JAL S17 JNA SAL 709X LSA 11Y SAL 7T H541 MON C54 LLY WSA 11Y SAL 73R CTC 654M E54 NDS W54 NDS SAR 81R SAV 49E SAV 382M SAV 361M SAY 3R SAY 170R SAZ 1 L5 SBC S943 SBD 283 SBJ SBL 40M 139 SC 4396 SC SCA 74P SCA 73P SCA 12R SCA 73R SCA 119P SCC 104K SCO 713L SCR 33N SCW 768L 8888 SE SEA 820K J5 EAT M29 EAN M26 EAN SEL 50N M53 LBY SER 141S SET 805S SEV 99W RUF 53X 11 SCX

UNE 53X NET 53X VEG 53X COO 153X SEY 63L C411 SFE C397 SFE 391 SFM SGN 700 SGU 985L SH 7640 SHA 1G SHA 24R SHA 61N RSH 4W SHE 80Y SHE 138Y SHE 412S SHE 24R SHE 458Y SHE 12S SHE 12Y SHH 29 SHT 805S SHO 127S SHO 12T SHO 128 S1 HOE G511 ORT SHP 510W SHP 9N SHY 805S MS18 SON TS18 SON PS18 SON CS18 SON GS18 SON F51 DHU T251 JAL T251 JAL LPR 51M D951 MON S117 PLE KLJ 351N SJT 948 SK 9306 SKE 114M 497 SKJ SKY 766S SLA 73R DSL 473R SLA 93R SLG 96 SLK 51R SMA 113R SMA 127L SM17 HYJ SM17 HYT SM17 HYD SMP 635 SMT 27 S17 OWS SNP 10 S10 AMS N504 BYA SOE 8Y T250 JAL T250 JAL SOL 36Y S1 OLD SON 580Y Y815 ONY Y935 ONY WH05 OUL J950 UTH SOU 150N M25 OUL SOY 3R SOY 6R SPE 19R SPU 12R SPU 12M SPU 125R SPY 50N SPY 80X 8809 SR SRL 89M SS 3504 SSG 989P SSG 86P SSN 691 B57 AGG N25 TAR K57 AGG FDS 733D D15 TEV W57 OCK 9 TOP STO 788F S701 NES H57 ONE F57 OCK W570 KES STR 470N 607 STU STU 601R STU 813L STU 985L A451 STU S7 UBS 5 TUD STU 427M SUB 4R SUB 84R SUB 3R 83 SUE 78 SUE 8025 UE SUL 114N SUS 51R SUT 78N SUT 13R SUT 16R SV 7757 SV 6078 SVR 760W SVS 233 KSW 413S 5 WP SYD 769 L66 SYM SYM 78

9886 SZ 2536 SZ

T 215 T TA 8009 333 TA 74 BBS TAF 50N TAH 533N TAL 881R TAL 9R TAL 131R TAL 87R TAL 181R TAL 81R TAM 99S 5 TAM TAN 1K TAN 14Y TAN 170Y TAO 355S TAO 419S J74 PPA TAR 44M TAS 235 TAW 83Y G2 TAX TAY 116R TAY 119R ETA 710R TBD 5W T710 TBD TBE 95 A860 TBW A849 TBW TCE 7 5309 TD TDU 8 T34 MUK TED 978S TED 298S TEF 132R TEF 97R TEK 7N TEN 7T TEN 77T TEN 15 TES 54K TEX 3R TFC 489 TFV 1J TGU 656E TGW 143L THE 984 THH 58R THH 59R TIB 8 T188 UEE TIL 15 TIL 3 TIL 7 71 MMO TJA 930R TKA 33 97 TKE TLE 858 TLJ 850R 250 TM 896 TMK TNC 94J TNC 7 TNU 700 TNW 81 TOB 813Y C13 TOD TOG 3Y TOL 5H TOL 16Y TOM 45N TOM 45S CCA 670M CTC 670M Y917 ONY Y932 ONY 9 TOP TOS 80X B165 TOW TOW 117G 32 TOY TP 926 TP 3155 290 TPE 212 TPL TPP 1 TPP 813 4407 TR T124 CYM 7124 CY TRA 173R TRD 900 TRE 113R TRE 5G 608 TRE TRJ 651R TRJ 634R TRO 73R TRY 913 TSO 152R TSP 93 TSV 243 TSV 617 TSY 751 407 TTC 843 TTC 500 TTC TTM 45 TTP 107 TTU 624H 7354 TU TUD 496 TUD 348 TUI 6 TUK 1L TUT 73R TVV 74F 5593 TW 8184 TW TYS 4

U 6702 UB