Heritage Commercials February 2015

80 80yearsin years in Business

Knowles Transport Ltd

sWeeT charioTs

United Molasses transport through the ages

iT Was

love aT firsT sighT 1971 Scammell Trunker 3

classic collecTion

n 1958 Albion Chieftai 4 and 1960 Commer Q

No.302 February 2015

Buyer’sguide Scammell MU & Highwayman

Workinglifearchiveofvolvo’sf12 ■ausTeriTyMoToringinBedford’sPc

Contents FEBRUARY

26

2015

06 Ignition

News and events from around the world of classic commercials.

10 Readers’ letters

Your finds, questions, queries and memories.

18 Cover story

Forty years ago a five-year-old Andy Stanton became besotted with his dad’s brand new ‘Crinkly’ Scammell – so there’s no surprise what he bought himself when he got the chance.

52

66

24 Subscription form

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

26 Haulage company history Alan Barnes tells the first part of the 80 year story of Knowles Transport Ltd.

32 Taxi for one

Some long-established funeral directors just won’t give away their predecessors’ mode of transport – such as this Austin FX3 taxi conversion.

36 Smells wonderful

Blend together the smell of diesel and oil fumes from the cab plus molasses from the load and you’re well on your way to understanding the special history of the transport side of United Molasses.

42 Archive album

Four pages of sheer nostalgia from the NA3T photographic archives.

46 Economic necessity

Try a bit of austerity motoring with Bedford’s 1948 PC van.

52 Let it snow

Mike Blenkinsop remembers the ‘truegritters’ in the hills of County Durham.

56 Big engined brother

Mark Gredzinski takes a pictorial look at working examples of Volvo’s 1980s flagship, the F12.

Subscribe

Save money and get HC delivered to your door PAgE 24

18

InCorporatIng ClassIC truCk

72

62 62 City slickers

Bob Weir visits Glasgow’s Alex Morrison to see his growing classic collection.

32

66 From wreck to show winner Bernard Holloway goes to see an awardwinning restoration finished in memory of a perfectionist – Robin Ovenden.

72 Mammoth muscle

Ed Burrows tells the story of Dutch-owned international heavy moving, lifting and logistics specialist, Mammoet.

80 From our archives

This month we feature the DAF 2800.

Did you drive one?

83 Wooden wonders

Colin Peck continues his series on the art of automotive woodworking.

88 Buyer’s guide

We look at the pros and cons of buying a Scammell MU/Highwayman.

95 HC Marketplace

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

106

Final word

Taking to the water!

56

Your say

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

More Roman history

Getting ready to set off for the Brierkrete works in South Wales.

Above and below: The keyring given to me by a Roman representative that came over from Romania to see how the fleet of Romans were running.

★

Further to the roman lorry featured in the December 2014 issue of HC, I actually got a brand new roman four-wheeler, registration PrN 374t, in 1979, and found it to be a very good and reliable wagon to Letter drive. I liked the column-change gears and the ZF gearbox was very easy to select. e exhaust brake was very handy in slowing you down when descending a hill, the three-way opening roof hatch was very useful in the summer, and the brakes and powersteering were very good. e wagon was supplied by ramsdens of Penwortham, and was a good all-round lorry. however, the prop-shas and back axles were not very good, so were replaced with items made by MAN. All the maintenance, repairs and painting were carried out inhouse by the fleet engineer, Jim harrison, and mechanics, Billy Blackburn, Arthur Wilkinson and Mick russell, while the signwriting was done by raymond Manning of elswick. Brierkrete actually had a fleet of seven romans, three rigids and four artics.

I worked for Brierkrete Pre Cast Concrete of Catteral, delivering house inspection units to builders’ merchants, construction sites etc., nationwide for 20 years. however, the works is now shut and has become a housing estate.

Star

Well done Ken, have this month’s prize – Ed.

For further information visit www.revell.de/en

10 Heritagecommercials.com

Ken Wilson Garstang, Lancs

My daughter Karen, myself and my son Graham in the cab back in May 1979. Karen is now a district nurse and Graham is a Class 1 HGV driver.

Sadly the end of my Roman after a Volvo ran into the back of me on the A66 at Stainmore.

Winner of a reVeLL MoDeL KiT

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

Can you help?

This is just an enquiry regarding the photo taken by Bill Reid on page 33 of the December 2014 issue of Heritage Commercials top right corner, showing a white seddon Atkinson unit with a red livestock trailer behind. i wondered if anybody knows any more information on this lorry as i have a very strong feeling i might know the history of the cattle body and trailer. if i am right, the body was supplied new in 1974 on a Volvo F86 six-wheeler to a Mr John harrison of Ribchester near Preston, Lancs. in circa 1980 it was sent back to the maker, houghtons of Milnthorpe, Cumbria, to be lengthened to go on to the trailer in the photo which is where i suspect the photo may have been taken.

Also i would be very grateful to know if anyone has any photos of the Volvo F86 belonging to Mr harrison that i could copy as i worked for him during this period.

Please see photo taken in 1983 of the truck i used to drive.

Roger Forrest Via email

Wolverhampton wandering AMAzing how a photograph can stimulate the ‘little grey cells’ and lead to a whole series of memories. e photograph of the Courage FL6 on page 44 of the Archive section in the December issue is taken from the top of Fryers/station street, Wolverhampton, looking down on the le towards Wolverhampton’s first synagogue, and on the right the Chubb Brothers’ lock works. Erected in 1881, this was where Charles Chubb’s patented ‘Detector’ lock was manufactured.

At the time of the photograph, the old works had been converted into the Lighthouse Cinema and Media centre, an expanding role in which it continues today. e Chubb Lock and safe Company had connections in the world of steam lorries, funding and directing the st Pancras steam lorry produced in London (as were its strong rooms and large safes). Chubb no longer exists as an independent company but the owner of the brand, Assa Abby, distributes its security products from the former henry Meadows diesel engine works, and part of the original guy Motors site at Fallings Park, Wolverhampton. e FL6 is facing towards Victoria square (named as such, along with Queen street, Princess square and Queen square) following Queen Victoria’s visit to the town in 1866.

More of a large triangle than a square, as well as being part of the main through route from Willenhall and Walsall, it was also the town terminus for the busy Wolverhampton Corporation Trolleybus routes 1, 2 and 7. e

cobbled surface (back in the 1950s and 60s) held a separate refuge for parking out-ofservice Trolley buses (built of course by the sunbeam and guy factories at Fallings Park), under a four faced Corporation Clock opposite the Victoria hotel.

Prior to the ‘Clean Air Act’ Wolverhampton’s citizens breathed a heady mixture in its atmosphere, a combination of the odours of the Monder Brothers town centre-located printed ink and paint works, combined with the aromatic issues of the towns two brewers, Banks’s at Chapel Ash, and Mitchell & Butlers springfield works, plus various bits from coal fires, heavy industry and the n&J, Cleveland Road Cattle market – a heady mix indeed! is combination oen resulted in thick ‘smog’, so thick that the Corporation Transport Department (motto, ‘out of darkness cometh light’), used to light paraffin flares to guide bus drivers across the various squares! now these were also a great help to lorry drivers, and especially this young chap, on his way to load at Cornhills, J n Millers, Albion steam Mill. at is with the exception of one evening when, following the line of flares, i found myself at the rear of a traffic queue, which of course turned out to be a line of out of service buses. e route to Millers was through the square, turning le by the Ceremonial entrance to the high Level station in horseley Fields, past W (Bertie) hopcutts Bentley and Lagonda garage on the right, then sharp le into Cornhill and down the cobbled slope to

load under the canopy covering part of the road, alongside J n Millers (equally old) Albion four-wheelers. if my return journey to shropshire was in normal business hours, i would park my neatly loaded and sheeted Foden four-wheeler by Bertie hopcutts garage, and spend a dreamy few minutes (and oen much longer), in the Wildings gloomy interior perusing the pedigree stock of Bentley and Lagonda cars, and the prewar guy lorry advertisement signs (for hopcutts had been a guy lorry dealer as well).

Despite my impecunity as a young lorry driver, i was never shown the door, and hopcutts was always ready for a deal! One day we dealt, and for my life savings (i was quite young), and a BsA twin, i became the proud owner of a (very) worn Lea Francis convertible, whose suspension felt every jolt of Victoria square’s cobbles!

All this disappeared when Wolverhampton’s new (but it had been planned by architect Berry Webber back in 1944) ring-road was built in the 1970s, sweeping all before it, and perhaps resulting in a more open vista, as depicted in the picture of the FL6. e J n Miller premises in Cornhill are now derelict and burned out, though those slippery cobbles remain in part.

Amazing how a picture of a little FL6 (what nice little lorries they were), can bring back the memories, i can almost smell the atmosphere again!

John Goodreid Brewood Staffordshire

February 2015 11

Haulage company history

Words: Alan Barnes Photography: Knowles Archive/as stated

Knowles transport Ltd

Alan Barnes tells the story of a firm that can trace its history back more than 80 years.

W

hen Gerald Knowles climbed into the cab of his lorry and set off with his first load of the day, for the next few hours only he would know where he and the vehicle were, and what they were up to.

More than 80 years later, times have certainly changed and the Knowles Transport Ltd fleet of today is fitted with computer technology, which constantly delivers information about each vehicle and its load.

Not only is this information sent to the company’s head office at Wimblington, but also direct to the customers, who are able to track the progress of their shipment.

While the technology may have changed, the company itself remains very much a family-owned and run business with Gerald’s son Tony still firmly at the helm, although as he recently remarked: “e next generation is

The Knowles fleet was nationalised in 1950. Tony Knowles is on the right with the brand new Bedford.

already snapping at my heels.”

Tony has been joined in the business by his son Alex who, at the age of 24, has already begun to make his mark on the company, having seen through a major rebranding exercise, which has included the adoption of a new livery for the Knowles Transport fleet.

A business management graduate, Alex has now taken on the role of business development manager, and having been with the company for three years is proving that a balance of his youth and his father’s experience will enable Knowles Transport Ltd to continue to prosper in the future. ere is no doubt that Gerald Knowles, who died many years before Alex was born, would be very pleased with his grandson’s start in the transport industry. He would also, no doubt, be relieved that the company, which he founded in 1932, continues to be family

owned, although in the past there have been several interested parties making serious offers for the business.

During a recent visit to the company headquarters at Wimblington, I had the opportunity to talk to Tony and Alex about the company and also to Dave Butwright, the fleet engineer who has been with Knowles Transport since 1972.

Perhaps it is something of a cliché to say that the business has changed since the days of Gerald in his Model T Ford truck-hauling loads of sugar beet for the local farmers.

Certainly, the fleet is much larger, the vehicles more powerful, and the number of employees has increased. However, the company has remained true to its East Anglian roots and its present HQ is only a stone’s throw from the village of Doddington, where the business began. e importance that Gerald placed on fostering good relationships with his customers is a philosophy which still holds true today.

part

1

Gerald Knowles, founder of the company.

A Bedford O Type loading beet, circa 1955. That’s a young Tony Knowles in the cab.

Food and Farming

With no motorways, and indeed, relatively few dual carriageway roads in this part of the country, access to the main motorway links relies on the A14, which is a notorious bottleneck and the cause of many frustrating delays.

However, I do not think for one moment that Tony would ever consider moving the business away from the area; while the focus of the company will always be the present day there is a strong feeling of the importance of family history and heritage. is importance is surely illustrated by the exceptional fleet of classic commercial vehicles which Tony has put together over the past few years. e collection does not represent a history of the various types of vehicles operated by Knowles

In one aspect though, the business seems to have changed very little. Back in the 1930s, when the firm started, foodstuffs and farm produce formed the bulk of the loads it carried, and today some 80% of the fleet is still handling food.

However, the requirements of modern food distribution have now led to large scale investment and the development of the warehousing side of the business. e company now has in excess of two million sq  of warehouses and various depots, almost entirely devoted to the storage of foodstuffs.

It is hardly surprising that the company is so heavily involved with the food industry as its base at Wimblington is surrounded by the major agricultural areas of Norfolk, Suffolk, Cambridgeshire and Lincolnshire. It is in the perfect location to serve hundreds of farms, food processing plants and canning factories, although the problem of road access continues.

Transport as it contains many models which the company did not run in the fleet.

However, there are some choice examples of types such as the Rutland and the 1977 Volvo F88 which did appear in Knowles’ colours in the past. at transport heritage stretches back to the days of the second-hand Model T Ford which Gerald Knowles bought for £75 when he was 17, and which he used to haul potatoes and sugar beet for the local farmers around the Chatteris area.

heavier loads

Perhaps, one day, a Knowles-liveried Model T will be added to the collection, or a Ford A Type, which was the next vehicle that Gerald bought. e acquisition of this vehicle allowed heavier loads, and with the coming of operator and vehicle licensing in 1933 he was able to apply for and be granted a ‘B’ carrier’s licence.

Classic lightweight

Taxi for one Some funeral directors are still very much independent and family owned, and are now into their third, fourth and even ďŹ fth generations of the family. And, a few just won’t give away their predecessors’ mode of transport.

Despite some metal corrosion, the ash framing was found to be in very good condition.

32 Heritagecommercials.com

The hearse was constructed on an Austin FX3 taxi chassis by Halifax coachbuilders, Woodall Nicholson.

Repairing and cleaning the chassis was aided by removing the engine.

Words: Dean Reader Photography: Paul Cuthell & Mark Rushton

N

The cab interior needed very little work.

aturally, for a handful of funeral directors, running a classic hearse in their fleet of modern vehicles is just simply a means of getting extra income; a gold star must go to them for keeping such a commercial alive, but there is no real passion in what they are doing, and indeed driving. ey might not appreciate the role that these elderly ‘old girls’ have played in their time, and their place in our automotive history. However, the majority do, and Paul Cuthell is one of these fellows.

Being a part of the Classic Hearse Register, I have a pretty good idea as to what classic hearses are lurking in barns, and funeral directors’ garages, but even I get a shock now and again. And so it was while wandering around the internet, when I came across some pictures from a car rally in Scotland showing a stunning Austin FX3. Checking the registration, it was not one of the remaining eight or so that I know of, so I had to contact the owner. I eventually tracked the Austin down to omas Cuthell & Sons in Central Scotland, and gingerly sent an email; from experience I did not expect to hear from anyone. ankfully, I got a lovely reply from Paul, who was instrumental in getting this old hearse back to a condition worthy of leading a cortege of modern limousines.

Paul is one of the ‘generations’ I mentioned earlier. Along with his cousin Alistair and sister Michelle, they are firm followers of funereal traditions that were current when the firm first started out in 1905 with their great-grandfather, omas Cuthell. Like many in the day, his sons Jim and Archie joined their father and naturally took full control when he passed away; in the subsequent years, Archie’s sons Colin and Grant followed suit.

And as mentioned, the great-grandchildren are now involved so it is still an all-family firm, which is something I always warm to.

A fAmily fX3

However, there is another member who we have forgotten to mention, and that is the 1957 Austin FX3, bought second-hand from the well-respected Halifax coachbuilders, Woodall Nicholson for £575.

For many undertakers (as they were called back then), it was far cheaper to hire in a hearse and following cars from a carriage master rather than buy and maintain their own fleet, and the Cuthell family was no different. Its first hearse was a Humber Pullman, and in 1968, the company bought the Austin.

Incredibly, the hearse was used into the 1980s, until being retired upon the purchase of some new Daimlers. Usually at this point, many old hearses get traded in and sold on to be used as daily drivers, or in most cases, end their days on the banger track, but not this one. It was simply parked in the garage and le.

In 1992 Archie died, so the forlorn Austin was quickly tidied up and re-commissioned for his funeral, a fitting tribute, I say. However, the hearse was not well, and so quietly returned to its parking space to sit for another 19 years, although it was started up occasionally to stop the old joints seizing up. In 2011, and with many funeral directors now getting in on the classic hearse scene, the family agreed that the Austin should be returned to the road, and so the restoration started.

CoAChbuilt body

Despite the hearse being complete, nothing was really of the condition to be simply cleaned up. So plans were drawn up, as Paul told me, “along with my friend Lewis, a retired tinsmith and panel-beater, who is now one of my part time members of staff.

“Together with his son Robbie, we stripped the full vehicle to a rolling shell, putting all the smaller parts in freezer bags and labelling February 2015 33

Transport heritage Ex-M6 Ministry of Transport twin-steer 8x4 Atkinson was an unusual find at Tow Law.

❄

Let it SNOW ❄ Mike Blenkinsop remembers the ‘true gritters’ in the hills of County Durham.

❄

Photography: Mike & Julie Blenkinsop – MB Images

A

An AEC ex-military gun tractor is prepared for a night of ploughing on the A68.

52 Heritagecommercials.com

bout 80 miles south of the Scottish Border, just a few hundred yards north of the village of Tow Law, on the crossroads next to the Brown Horse public house, there was a Shell service garage. By 1969, it had become a stabling-point for snowploughs attempting to keep the notorious A68 clear of snow for through-traffic. is is one of the highest points in County Durham and an area oen cut off in winter. e petrol pumps hadn’t seen a paying client for a few years, but it appeared that the station was still available to the snow-clearers. e A68 services a high-altitude, cross-country route between Darlington and Hexham, linking with the Newcastle to Carlisle road.

I suspect there was some involvement in this operation from the haulage company

❄

Across the road, stand-by AEC is ready, should conditions worsen. Note all the extra headlights on this V-plough.

This Commer-cabbed Ford E4 may be the latest acquisition to the fleet and is awaiting the fitting of brackets, enabling it to take a plough.

❄ The Commer-cabbed E4 4x4 being used in a gun tractor role. These were seen on the A68 at Carter Bar on the border between Scotland and England in 1960. They are towing the limber and 25-pounder gun, a role they took over from the wartime Morris ‘Quad’. The vehicle to the left is the ‘Binned Stores’ version, a hard-body logistics carrier for spare parts on the same chassis.

(possibly Glendinnings), which ran its business from over the road, but here was a place to find ‘true gritters’ in the final days of the 1960s.

Bigger and Better

Parked on the garage apron was probably the most scarce of snowplough-gritters. Although the M6 authorities in Lancashire were known to run six-wheel Atkinsons during this period, this eight-wheeler (were there more?) was employed on the M6, around the Lancaster by-pass for the Ministry of Transport, and was numbered 29/24 in the fleet. It came complete with an exterior ‘sun-shade’, possibly designed to shield sky glare, but I would have thought that this may have been considered a hazard while clearing heavy snow dris, as blocks of hard snow could

lodge under the ‘canopy’ of the bodywork and completely obliterate the vision.

It is interesting to note the difference in the wheel-rim types on the second axle compared to the other three. Was this second set of wheels put in as an aerthought modification, in an attempt to raise the payload legally?

Research has shown that the six-wheeled Atkinson was a prolific and well-loved beast, but the 8x4 appears to have been the most uncommon, when it was produced with the ‘new’ Defender-style cab.

Both Scammell and Atkinson built some 8x4s for Lancashire Council, in conjunction with the Ministry of Transport, for use on the M6 during the late 1950s/early 1960s. One was trialled as an 8x6, with only the second axle not being driven; the decision-makers

wanted a 24-ton, gross train weight vehicle for maximum salt/sand load, and the legislation required four axles at this weight. e Atkinsons used the old square-shaped cab and the Scammells were particularly interesting for their unusual cab shape, created by their reverse-inclined windscreens, designed to aid visibility in heavy snow storms. e Defender-type cab on this example is also a rare variety as it has a four-in-line cab window set instead of the usual large wraparound twin-screen style. is configuration was seen on a few export Silver Knights which turned up on the New Zealand market. Was the Atkinson a new acquisition for the snowclearing operation or, as it was still branded to the Ministry of Transport, was it there for repair?

February 2015 53

Workshop

Words & Photography: Colin Peck

So assuming you’ve now got your project vehicle sitting in your garage or workshop, just where do you start?

Wooden

WONDERS

Tools and workshop health and safety In this series Colin Peck examines the techniques involved in restoring and repairing wooden bodywork.

Part 2 February 2015 83

Workshop

I

n the first feature in the series, we explored some of the processes involved in dismantling and stripping out the shell of a wooden-bodied vehicle which can mostly be achieved with some basic tools.

However, before you even consider re-finishing any of the existing wood or working on new wood, we need to explore some of the tools needed and take a serious look at the health and safety issues involved in using such tools.

All aspects of vehicle repair and restoration carry an element of risk. We’ve probably all suffered a few cuts and bruises and, dare I say, the occasional broken bone, while restoring a vehicle, the tools needed to cut and shape hardwoods, commonly used in vehicle framing, such as ash and oak require powerful motors and very sharp blades. In the wrong hands they can inflict serious injury so if there’s any doubt in your mind about tackling the woodwork then it might be best to leave it to a professional.

Keep it safe

A good dust extraction system, a face mask and ear defenders are the ideal for any form of power woodworking.

As a general rule, there is no safety device that is more useful than just plain common sense.

However, when working with saws, chisels, grinders and sanders, not forgetting various chemicals that carry their own dangers, you cannot take your personal safety too lightly.

Having sufficient working space is a key element to keeping things safe.

84 Heritagecommercials.com

Having sufficient workspace is a key requirement for working on any motor vehicle, but when building or restoring a wooden bodied commercial vehicle you’ll need sufficient space to remove part, if not all of the bodywork, as well as space for the various machines to cut and shape the new parts. e more space restrictions you have around where you are working, the greater the possibility of accidents. Working with power tools in a restricted space is a recipe for disaster!

Basic power tools should probably include a router, table saw, mitre saw, band saw, surface planer and assorted sanders. However, I’ll go into detail of how and where these should be used in a future feature.

One area that is so oen overlooked by the amateur restorer is that sawdust is not only extremely harmful to your respiratory system, but it is also highly flammable. e only fire I’ve ever had in my garage was when some sparks from an angle grinder landed on a pack of wire wool I had under the bench causing it to combust. Fortunately it was only a small fire, but boy does that wire wool burn and it glows red hot like a camp fire making it difficult to stamp out. I now keep two fire extinguishers handy – one attached to the workbench and the other permanently inside my vehicle.

next month

on sale feBruary 19, 2015 flaT Pack fanTasTic

If the famous flat-pack manufacturer Ikea was ever to get into heritage commercials, it would probably supply them in the way Bernard Davies collected his 1948 Morris Commercial PV. However, the big difference in putting brand new furniture together – when compared to an inherited potato box full of assorted parts – was Bernard had to almost make up the restoration as he was going along.

all The fun of The fair

2015 marks the 21st anniversary of the formation of the National Fairground Archive, held at Sheffield University. Alan Barnes went for a trawl to bring us the story of showland transport in the UK throughout the years.

Plus.

The drive of your life

Working life archive of the ERF M Series. On location.

Archive album. News and events & More.

Editor Stephen Pullen Publisher Julie Brown Design Anita Waters & Fran Lovely Group production editor Tim Hartley Divisional advertising manager Sandra Fisher sfisher@mortons.co.uk Advertising representative Tel 01507 524356 Subscription manager Paul Deacon Circulation manager Steve O’Hara Marketing manager Charlotte Park Production manager Craig Lamb Publishing director Dan Savage Commercial director Nigel Hole

If Dave Weedon had to pick just one vehicle from his huge collection to take for a drive, his first choice would probably be ‘Sharon’, the ex-Sunter Brothers 1966 Scammell Junior Constructor. Bob Tuck gets to share the joys of what it’s like to pilot this special 6x4, which owes its extended life to the restoration expertise of Welshman Bernard Davies.

Editorial address Mortons Media Ltd, PO Box 99, Horncastle LN9 6LZ Website www.heritagecommercials.com General queries and back issues Tel 01507 529529 24hr answerphone Archive enquiries Jane Skayman jskayman@mortons.co.uk Tel 01507 529423 Subscription Full subscription rates (but see page 24 for offer): (12 months 12 issues, inc post and packing) – UK £50.40. Export rates are also available – see page 24 for more details.UK subscriptions are zero-rated for the purposes of Value Added Tax.

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