Heritage Commercials - January 2016 - Preview

YEARS OF BRITISH ARMY

RECOVERY VEHICLES

The past and the present I think we’re all guilty to some extent of looking at the past through rose-tinted glasses. We look at an old restored lorry and think how wonderful it is – but what did people really think of it back when it was new? Well, thanks to Commercial Motor magazine we can at least find out what was thought of one British classic when it first rolled off the production line, as they’ve kindly allowed us to reprint one of their old road tests, starting on page 52.

Commercial Motor has been going since 1905, so as you can imagine it was quite a job to think of what test I should choose.

Thoughts included an early test of one of the first of the ‘Swedish invaders’ such as a Volvo F86 or Scania LB76. Or perhaps a very specialised heavy haulage tractor? Should it be a lightweight van? However, in the end I decided it just had to be a classic British eight-legger - and what

What could represent the history of Britain’s road haulage industry better than a classic AEC eight-legger? Photo Bob Tuck collection.

could fill that requirement better than a 1960 AEC Mammoth Major? I hope you approve of my choice.

Anyway, this road test did bring back one strange memory for me, and that’s on page 54 – the valve timing diagram. But it’s not using them that I recall, but how I was taught about them. I remember being at college in the first year of my City & Guilds, and the lecturer, an ex-bus mechanic with years of experience, announced: “You’ll now learn about something that I think you’ll probably never need again – the valve timing diagram. You’ll certainly never draw another one after today!” And do you know what? He was right!

Finally, before I go, here’s just a quick reminder – HC isn’t just a magazine, it’s here to help! Over the seven-and-a-bit years I’ve been editor of HC I’ve been involved in all sorts of things that often don’t get into the magazine, such as reuniting old mates, helping to track down rare vehicle parts, rescuing classics

from the scrap man, sorting classics for TV productions, and even suggesting suitable lorries to be ‘used’ in novels! So don’t just sit there and think: “I wonder what happened to Fred Bloggs/my old Foden/the firm I worked for” or whatever – get in contact and I’ll try my best to help you!

In addition, don’t forget that as well as the printed magazine, HC also has a website and Facebook account, both of which are full of old photos, articles, videos etc., so if you’ve got access to the internet please give them a look – just go to www.heritagecommercials. com. We’ve even got a monthly quiz. You don’t get much for free nowadays, but these sites certainly are!

STEPHEN PULLEN spullen@mortons.co.uk

Contents 016 J A N U A RY 2

06 Ipswich’s finest

It was a twist of fate that saw this 1962 Bristol HA6G allocated to the BRS depot at Ipswich. However that quirk of fate allows it to become part of the superb collection of the Ipswich Transport Museum. Bob Tuck finds out what a superb drive this 53-year-old tractor unit now is.

12 HC Ignition

News and events from the world of classic commercials.

16 Readers’ letters

28

What have you got to tell us this month?

22 Subscription form

34 Archive album

24 A classic recovery

38 Roping and sheeting

Save money and get some free Armor All vehicle cleaning products by subscribing!

Alan Barnes introduces us to the restoration that never was!

More nostalgia from the NA3T photographic archives.

Years ago every lorry driver had to be a master of this art!

28 Tales of the unexpected 44 Foden – back from the Sign up to work for the late Frank Annis brink and you never knew what sort of thing you might end up doing…

Alan Barnes concludes the story of the early days of Foden.

52 Road test

We may think an old lorry is fantastic now – but what did people think when it was new? Thanks to Commercial Motor magazine we can find out!

62 Warhouse wreckers – part 2

Mike & Julie Blenkinsop conclude their look at the history of British Army recovery vehicles.

58 nso

1266 in c

Subscribe

Subscribe and you’ll get your copy of HC early and save money at the same time.

PAGE 22

44

38 68 Oiling the wheels

Dave Bowers talks to a man whose life in transport stretches back to 1948.

74 Auction report

Tim Bolton reports on the H J Pugh Nesscliffe sale held on September 19, 2015.

76 Fishface!

Ed Burrows catches up with the Walsh Brothers, Mancunians with their own unique take on restoring classics.

82 Workshop

Stripped a thread? What you need is a thread insert!

89 HC Marketplace

06

Sell your classic, buy a project or advertise for an elusive part here!

98 Final word

When did you last see a Mk1 Ford Fiesta van?

24 January 2016

5

Classic Restoration

IPSWICH’S

It was a twist of fate that saw this 1962 Bristol HA6G allocated to the BRS depot at Ipswich. However that quirk allows it to become not only an integral part of the superb collection of the Ipswich Transport Museum but also a rare slice of both BRS and the UK’s transport heritage. Trevor Ling oversaw the completion of the Bristol’s long restoration and he demonstrates to Bob Tuck what a superb drive this 53-year-old tractor unit now is.

I

f you are reading this in the Ipswich area of the UK, then you are probably aware of what a fabulous set-up the Ipswich Transport Museum actually is. Celebrating its 50th year in existence, the museum is now based in the town’s Cobham Road in what was the old trolleybus depot.

With visitor numbers growing at 10% per annum, the place has evolved into a jam-packed attraction for folk of many ages.

Yes, on the midweek day of our visit in late September the museum was alive with the sound of a party of school children who are regular visitors to come and appreciate things that are very personal in the history to the town of Ipswich. It’s a hands-on visit as not only can they see exhibits, the regular noise of the bells on the restored buses being sounded indicates that those who run the museum like to hear how the place is very much alive.

Mark Smith is chairman of the board of trustees of Ipswich Transport Museum Ltd – a charitable trust which traces its roots back to 1965. Mark explains that while its premises are still owned by the local council, the museum is run and operated by volunteers – and currently the number of these ‘Friends’ of the museum is counted at 220 strong.

Trevor Ling oversaw the Bristol’s restoration, and needs no excuse to jump into the hot seat for a ride round the block!

Classic Restoration It’s no surprise that these ‘Friends’ encompass passion for all manner of transport-related subjects. And while the Ipswich Transport Museum tries its best to reflect these varied interests, the bottom line is that (generally) all the housed exhibits and projects undergoing restoration are vehicles which were made or used in the Ipswich area.

So while 427 EYO can trace its heritage back to the distant city of Bristol, the fact that it spent most of its working life running out of the BRS depot in Ipswich has allowed it to join the respected ranks of Ipswich’s finest. True, it took 39 years for its restoration to be completed, but as we are all aware, sometimes the best things in life are worth waiting for. And in the field of restored HA6G Bristol tractor units (HA means heavy articulated) we reckon that 427 EYO must rank as one of the best. This is thanks to the efforts of the museum’s Friends with Malcolm Flockart in particular playing a major role in bringing the vehicle back to as-new condition.

BRISTOL ROVERS

In the 21st century, fully restored Bristols may be slightly thin on the ground but that mustn’t detract from the huge contribution these load carriers made to the UK road transport scene during the 1950s and ‘60s. True they were only made for and bought by – in the first instance – British Road Services (BRS) simply because the demands being made in the early 1950s on the likes of Leyland, AEC, Foden, et al., far exceeded the number of vehicles they could supply to both the home and export market. Consequently to transport followers of old, the Bristol eight-wheel rigid or four-axle Bristol artic was very much the epitome of its time.

We have written about Bristols in the past with HC’s November 2011 issue feat i tol eight-leggers gs f

Mark Smith is the chairman of the trustees to the museum. He’s been involved with the museum since 1989 when he was aged 18.

The ‘modern’ Mercedes used by BRS to deliver the donated Bristol would now be a rare classic in itself! Photo Ipswich Transport Museum Ltd.

In days of old when vehicles had to have a carrier’s licence – like this ‘A’ – the trailer needed a licence as well, and this disc has survived. I couldn’t see any sign of an MoT plate, suggesting the Bristol was never plated & tested. So it probably went on to shunting duties before around 1971.

Heritage Commercials should have a more in-depth feature written on Bristol (who were in the first instance primarily a bus and coach manufacturer) but if they did, it would probably be just a repeat of the information in the great book Bristol Goods Vehicles written by Allen Janes and Phil Sposoto. The book is probably long out of print, but of course second-hand copies do come up for sale.

If you pore through the lengthy comprehensive annex of this book (a pleasurable activity – I promise) you will find that chassis number 219029 is listed as being one of 75 similar HA6G tractor units built at the end of 1962/start of 1963.

Fitted with the Gardner 6LX-150 engine and David Brown six-speed gearbox, it came fitted with the latest style of Bristol cab which was made from GRP at the Longwell Green Coachworks.

Registered 427 EYO, it was allocated e fleet number of 3A 562 when sent to East Anglia District. From its base at rwich, East Anglia District also covered ots at Kings Lynn, Beccles, Stowmarket, y St Edmunds, Cambridge, Ipswich, chester and Chelmsford.

To start with, the Bristol was apparently operated on the regular overnight trunk service between Ipswich and Manchester. The set-up then was a co-ordinated trailer change arranged between the respective depots and this trunk saw the Ipswich/ Manchester vehicles meet and exchange trailers at Market Harborough.

The one major drawback to any of the Bristol vehicles is – as we’ve said – they were built very much for a specific era. And that era was (originally) when maximum weight

load carriers were limited to 20mph and (generally) limited to a maximum gross weight of 24 tons. True wagon speed limits were to shift up (firstly in 1957) and then again in 1959 when the first UK motorways were being opened. And while the look of the evolving Bristol was to be modernised, the tried and trusted 1950s formula of solid build was hardly tinkered with as the early ‘60s Bristols were brought into service.

In fairness, BRS operations were long controlled by the drivers’ unions where average notional speed limits were a big part of a BRS driver’s life. In practice this meant many BRS motors could be the slowest vehicles on the road as the daily mileage they were allowed to cover (because of these operating average speeds) was almost set in stone.

The last BRS Bristol tractor units/eightwheelers were to be made in early 1964.

The company had been partially taken over by the huge Leyland Group and the main reason Bristol went into goods vehicle production (other vehicle manufacturers being unable to supply BRS in great enough numbers) had faded away. However, by that time, the 24-tons-gross Bristols that had just come into service were almost becoming redundant as the maximum weight of four/five-axle artics was being raised from 24 to 32 tons.

While many Gardner 6LX-150 engine tractor units did make the step up to 32 tons GCW operation, the fleet engineers in the BRS management rightly reckoned that such an output was a shade too low for that weight. And while not all BRS work was at maximum weight, 427 EYO was eventually downgraded to shunter duties on Felixstowe Docks where it might have ended its days were it not for someone called Eric.

IT ALL BEGAN WITH AN ACE

Many of us are aware of the acorn into oak tree theme of a good success story and the evolution to the Ipswich Transport Museum is very much in this vein. Chairman Mark Smith became involved with the museum in 1989 when aged 18 so he wasn’t even born when the museum’s first tentative steps were taken back in 1965. Even then Eric Mouser probably had little thought behind the purchase of the 1938 ex-Eastern Counties Dennis Ace coach CAH 923. But being subsequently joined in the project by a number of friends allowed Eric and his crew to enjoy the delights of riding in the little Dennis and create what was then called the Ipswich Transport Preservation Group.

Back then, the UK transport restoration/ preservation world was very much in its infancy but as word got out what Eric and his team were doing, a variety of transportrelated objects were donated their way.

Having no premises at the outset, these vehicles/machines were just kept wherever space could be found and where friendly farmers allowed transient use of sheds that weren’t being used – although when the harvest had to be brought in, parts of the museum’s trusty collection could be ejected and had to go elsewhere.

“I think the first real shed the museum had,” says Mark, “was in Portman Road, near the Ipswich Town football ground.” It was to these premises that 427 EYO comes into the museum’s story on November 29, 1975, when the BRS Southern management decided to donate the vehicle to the museum’s cause. At first, it was just the tractor unit but in November 1982, BRS followed up by donating a matching semitrailer the Bristol could be hooked up to.

Over the passage of time, this combination was in fact used (internally) to move bits and pieces around. Being last used for shunting duties meant it was a bit battered round the edges but mechanically

This shot shows just how fragile the Bristol’s cab was when it was donated to the museum back in 1975. Photo Ipswich Transport Museum Ltd.

it had been kept (by BRS) in good working order. There were no immediate plans to restore either the tractor unit or semi-trailer as the most pressing item on the museum’s wish list was finding some suitable premises.

And as Mark Smith explains, the move into the old Priory Heath trolleybus depot in Cobham Road came about following bus deregulation of 1986. “I think the town stopped using trolley buses in 1963 and while buses took their place, deregulation meant buildings like ours became available as private enterprise took over bus services that local councils/corporations had previously operated.” At first, Mark says, gritter lorries were kept in the building but in 1988, the museum was allowed to take it over on long-term rental.

WHAT A TRANSFORMATION

Unless you’ve lived through the museum’s last 50 years it’s difficult to appreciate the huge number of changes that have gone on.

That also applies to their current premises, originally built around 1937. No surprise the passage of time meant money had to be spent on the building’s fabric and Mark recalls it was a big relief when Lottery funding was received to refurbish the roof in 2001. When you are a charitable trust, money – and cash flow in particular – is a big concern to the volunteer trustees.

Although they currently have about 8000 visitors a year, the museum’s turnover is about £100,000, so making up the shortfall from cash receipts requires a lot of fundraising/donations. And while the Lottery (again) can help out at times, the planning prior to any museum restoration project means a full plan of action has to be undertaken to ensure the monies are available to see that project through.

Specification: Make / Model:

Bristol HA6G 4x2 tractor unit

Chassis No:

219029

Year:

1st registered 1.12.62

Registration:

427 EYO

Engine:

Gardner 6LX-150bhp

Gearbox:

David Brown six-speed

Gross combination 24 tons weight:

The museum used the Bristol to move things about internally until the restoration started. This 1904 Brush tram is now fully restored. Photo Ipswich Transport Museum Ltd.

Top speed:

40mph (current cruising speed)

Fuel return:

12mpg (guesstimated) January 2016

9

Classic Restoration The Bristol’s turn for restoration came up in 2008 as Trevor Ling can recall. Now 77 years young, Trevor has been a Friend of the museum since 2000. Previously a specialist livestock haulage contractor by trade (until a medical hiccup caused by overworking brought that to an end) Trevor has long had an interest in anything mechanical. And while he was not specifically trained as a mechanic, the 60-plus years he served in the University of Life meant he has enough about him to do all sorts: “In fairness to Trevor,” says Mark, “he also oversaw the completion to the project which ensured the Bristol was eventually finished.”

It had been the late Peter Bannister who started out in this role in 2008, although doing most of the restoration work was to be Malcolm Flockart: “He was a body builder by trade,” explains Trevor, “and although he retired, he still uses that ability to very good accord.”

Of course many other people have pitched in with the Bristol: “Tuesday night is generally when a lot of the Friends come and work on whatever has to be done,” says Mark, “and among that group of ‘Tuesday Nighters’ Pat and Alex O’Neill and Mick Slinn have also worked a lot on its restoration – while Bob Fisher was to sort out the electrics.”

Mechanically the vehicle was in fairly sound condition and little of the driveline has been touched: “The engine ran,” says Trevor, “but Diesco – our local diesel engine experts – worked their magic on sorting the Gardner’s injectors and pump.”

Mark thinks there was a cracked front brake drum that had to be sorted but the biggest problem was with the GRP cab which was almost falling to bits: “It was a wreck,” Mark and Trevor agree. And even now, Mark marvels at the job Malcolm Flockart did in plating or bolting together

Out on the road! These Bristol cabs give a superb view of what’s ahead.

the sections of GRP and then – somehow – making those bolts disappear: “The skill and care Malcolm showed in the cab repair was just incredible,” reckons Mark.

Although Malcolm could well have done the final paint job, money was found in the budget to take it to the locally based Simon Morris Ltd. No surprise that a fantastic job was done here but what took away the museum supporters’ breath was how this company just waived any payment: “They asked us to put a couple of stickers on the Bristol with their name on in lieu of payment,” says Trevor, “which of course we certainly agreed to do.”

The final touch to the Bristol was the signwriting and graphics and Malcolm was able to find the pair of distinctive BRS Lions that are mounted on the cab doors. As one of the museum’s Friends, Jake Phillips is

known simply as the ‘Vinyls Man’ and he was able to sort the remaining lettering and fleet numbers to ensure the finished Bristol just looks the part.

One thing that couldn’t be totally clarified was the Bristol’s original fleet number as some paperwork in the museum’s possession suggests it should be 3E562.

However, BRS expert Robin Masters states that 3E was Leicester Group and anything worked out of the East Anglia and Ipswich area would have carried the prefix of 3A.

BACK ON THE ROAD

Since 1970, the museum has been organising an annual road run (the first Sunday in May) from Ipswich to Felixstowe when cars, buses, wagons and anything vintage is invited to take part. And while the totally finished Bristol didn’t make the 2014 event, it took

If you want to help the Ipswich cause in any way, then you’ll get more details about the museum on its website: www.ipswichtransportmuseum. co.uk. We are sure the Friends would love to hear from you.

This is the 1938 Dennis Ace coach which started the collection going back in 1965. It’s now undergoing a full restoration.

10 Heritagecommercials.com

This restored Scania 110 Super is on long-term loan to the museum, and was new to Russell Davies Ltd in 1974.

There were five different Bristol cabs, but there are only three different looks. These are the first two types, with the earliest on the left. The museum’s tractor is the third and final look.

pride of place among the 550-plus other runners that did the 2015 run.

Trevor Ling loves any excuse to get behind the wheel of the Bristol so when we ask him to take us round the block in the glorious Ipswich sunshine, his face lights up with a big smile. It’s the first time we’ve been in a Longwell GRP cab and Trevor grins when we admire the vehicle’s pristine passenger seat: “I’m not sure if it had one originally,” he says, “as the sign inside the door says BRS didn’t allow passengers.”

There’s no step ring on the nearside front wheel either but we soon clamber aboard and realise what a bright and airy workplace this cab interior is. Trevor fires the Gardner engine into life and only needs third gear (out of six) to get us into motion. The David Brown ‘box shift pattern incorporates a round-the-houses move – from fourth to

fifth – and then a push forward into sixth.

Once we leave the speed bumps of the local estate behind, the Bristol is fairly smooth, as we are running solo. The practised ease in which Trevor manoeuvres his way round the constant mesh ‘box is like watching a master at work – you can tell this art has been honed over more than 60 years of driving experience. Nice one Trevor.

Back at the museum we offer to park the Bristol up against the wall just so we can try out the hot seat for a bit. Getting into the driver’s seat is a lot easier but first impression is how good all-round vision is. And also how much spare space there is around the steering wheel. Whoever planned the Bristol layout certainly made a good job of it.

As we said right at the start, the finished restoration of 427 EYO is simply the best.

Trevor’s latest museum project is this Scammell Scarab which was new to the Ipswich fleet of R&W Paul in 1965.

But, unlike Joe Public who would be more than happy to rest on his laurels after having finished a job like this, to Trevor, Malcolm – and all the other ‘Tuesday Nighters’ at Ipswich – there are plenty more projects to be undertaken.

The semi-trailer for the Bristol is lying under a sheet awaiting its turn to be dragged indoors to be restored but there are many others ahead of this in the queue: “I’m working on a Scammell Scarab at present,” says Trevor – again with a grin on his face.

We take a look round this little threewheeler and reckon there’s a fair bit of work still to be done. But we won’t be surprised if the finished Scarab is just as good as the Bristol when the team are finished.

When you join the collection of Ipswich’s Finest, then that’s the only standard which is accepted.

This Smiths Electric mobile greengrocers’ vehicle worked from 1965 until 2001.

January 2016

11

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

Ignition Bedfordshire jewel!

Some organisers these days are turning steam fairs into nothing more than shopping parades with trade stalls selling everything the household requires but not a classic or steam part in sight. If things continue in this vein you might as well park a steam engine in the middle of Bluewater Shopping Mall and call it a show!

Hoorah then for the Bedfordshire Steam Engine Preservation Society who with months of hard work and organisation were not going to allow this to happen at the Bedfordshire Steam & Country Fayre held at Old Warden, near Biggleswade on September 18, 19 and 20. For this was a show to behold, but unfortunately I only attended on the very last

day and did not have enough time to cover everything that was there to see and do.

As the name implies the main concentration is on the steam-powered vehicles but there were plenty of other exhibits and classic vehicles of all shapes and sizes on display. I was particularly interested to see the 1954 Foden OG 4/6 (773 BRE) now owned by C Griffiths, as I knew that this had recently come up for sale by Steve Passoni of Winsford, Cheshire, who had owned it for many years previously.

Many early lorries are put back into operation by timber contractors and this was evident in the lovely restored 1964 AEC Mammoth Major (APR 976B) and the 1956 Unipower Hannibal (GAR 130K) both in

Andrew Simmonds from Henlow, Bedfordshire, brought along his superb 1935 Thornycroft Bulldog, reg MJ 6877.

Report & photos: Jim King

the ownership of the Latchford family from Aylesbury. In the same vein were Elaine and Andrew Burbury’s 1944 AEC Matador (HNM 435F) and their most unusual circa 1947 Federal (FBM 664) which they had brought along from nearby Colmworth. All this was topped off with a very rare-bodied 1945 AEC Matador (RGX 158) owned by J Bartlett.

Talking of rare, when did you last see an Albion Sp.PH24 shooting brake? This 1927 (RA 3829) example is now owned by J Marshall. Originally built for the Duke of Devonshire to carry shooting parties around his estate at Chatsworth House, I last saw it at the Cart Marking Ceremony in London last year.

When did you last see an Albion shooting brake? This Sp.PH24 dates from 1927 and was originally built for the Duke of Devonshire.

Lincolnshire museum upgrade is carried out The Lincolnshire Vintage Vehicle Society’s facilities at Whisby Road, Lincoln, have been significantly enhanced recently with the addition of a first-floor store for valuable archive material.

This material had previously been stored in many locations both on and off site, including inside vehicles!

The 20-year-old toilets have also been refurbished to meet current accessibility and modern standards, and the opportunity was also taken to enlarge the previously cramped museum reception.

The board of the LVVS gratefully acknowledge the generous £20,000 grant

12 Heritagecommercials.com

from Cory Environmental Trust in Lincoln, which helped to make this £62,000 enhancement possible. Cory’s website www. coryenvironmental.co.uk/communitygrants/ gives more details of the community grants available.

The new facilities were opened formally

by Coun John Money, deputy chairman of North Kesteven District Council. The Lincolnshire Vintage Vehicle Society, which is a registered charity, was established in 1959 and is home to a stunning collection of more than 60 road transport vehicles spanning the last 85 years.

Visit www.lvvs.org.uk for more details.

Councillor John Money, deputy chairman of North Kesteven District Council, formally opening the new front-of-house facility.

Elaine and Andrew Burbury’s unusual circa 1947 Federal, reg FBM 664.

There were many loyal supporters of this event in attendance such as Andrew Simmonds from Henlow, Beds, with his 1948 Bedford O Type (JRO 879) and his 1935 Thornycroft Bulldog (MJ 6877), but it was especially nice to see the return of Alan Howard from Stotfold with his 1957 Scammell Junior Constructor (UXC 611) now sporting its smashing Wimpey livery.

Final word goes to Roy Lipscomb who always travels over from Upwell in Norfolk to attend this show and display both his unusual 1953 AEC Mammoth Major (PNK 944) and his 1913 International Harvester Autowagon (SV 4140).

Footnote to the organisers: please retain the integrity of this show in future years –it’s a real jewel in the crown of steam and country fairs!

It was especially nice to see Alan Howard’s Wimpey-liveried 1957 Scammell Junior Constructor, reg UXC 611.

This striking 1954 Foden OG 4/6, reg 773 BRE, is owned by C Griffiths.

Roy Lipscomb travelled from Norfolk to display his unusual 1953 AEC Mammoth Major, reg PNK 944, and 1913 International Harvester Autowagon, SV 4140.

This very rare-bodied 1945 AEC Matador, reg RGX 158, is owned by J Bartlett and always causes a lot of interest.

It was nice to see some timber tractors attending, such as this 1956 Unipower Hannibal, reg GAR 130K, in the ownership of the Latchford family from Aylesbury.

The museum’s new reception area. The desk is part of its collection, as it is from the former Lincoln Corporation Transport offices at St Marks Street, Lincoln. The picture behind the desk is of the late Vincent LeTall, the society’s founder.

The society’s new archive room.

January 2016

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Ignition

Limited edition Scania model released The Tekno UK Historic Collection has released a new model as part of its range. The new vehicle is a circa 1987 Scania 113 6x2

tractor unit and fridge semitrailer in the colours of the Glen Dee Service Co Ltd of Aberdeen.

The model run is strictly limited

to just 150, and it is exclusively available from Speedbird Promotions at a price of £149.95 including free UK delivery.

For more information or to place an order, visit www.teknomodeltrucks.co.uk or phone 01359 232667.

Austin lorry tips up for sale!

A 1939 Austin K series tipper lorry rests in the yard of a Shropshire enthusiast who has now ‘lost interest’, writes Tim Bolton. The problem is the owner took a long break from the restoration and in the meantime acquired other vehicles.

What sets this lorry apart is that it features hand tipping gear, the rack and pinion system being built

by Clayton Dewandre of Lincoln.

Much work has already been carried out, the engine attended to and the cab and chassis repainted. Outstanding work is the reassembly of the cab components, and new wood is also required to parts of the tipper body. New tyres all round would also be required.

Telephone Brian on 07885 349224 if you’re interested.

Get ready for May

The hand-cranked tipping gear was made by Clayton Dewandre of Lincoln.

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The cab isn’t far off being done!

It has just been announced that the 2016 AEC Society Rally is to be held at the Newark Showground, Nottinghamshire, over the Bank Holiday weekend of May 28 and 29, 2016.

So if you’re a prospective entrant, stallholder or just want to visit, put that date in your diary now!

January 2016

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Your say

STEPHEN PULLEN

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

RJ Norman’s Midnight Hobo in miniature.

Mack modelling

I’ve just read your intro in the December issue of Heritage Commercials and LETTER couldn’t miss the RJ Norman Mack! I built a model of Midnight Hobo a few years ago using an AMT Mack, converted to right-hand-drive, and single drive, painted and decalled to match photos I found. The trailer has a suspension set from M&G Mouldings but the rest is entirely made from plastic sheet and profiles as no kit is made anything like the tippers they used! I painted and weathered it to look used and the trailer signs were hand painted. It can be posed up

STAR

or down. I never saw the real trucks but I can imagine them being a real sight on the roads at the time.

I display at the Gaydon show in June with members of the 24th Scale Model Truck Forum, and along with the forum owner, Steve Bridge, we have mastered kits to convert models to well-known British lorries such as the Foden FG, Atkinson Mark1 and the latest, an ERF B series.

Andrew Milner via email Fantastic models Andrew! See what you can make out of this month’s prize! – Ed

Andrew’s beautifully weathered model Bedford O Series.

More British classics in miniature!

WINNER OF A REVELL MODEL KIT To qualify for one of Ed’s fabulous prizes, send him a letter today For further information visit www.revell.de/en

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Landmaster memories I am writing with reference to your ‘From our archives’ feature in the November 2015 issue, on the Landmaster 12.12/12.15.

While reading your very interesting magazine once again, I noticed that you wanted to hear from anybody who had any experiences with this fascinating little workhorse.

During my time in running my vehicle delivery business, which was featured in HC June 2012, I handled many large and small export orders for Leyland Motors. These vehicles, together with their ‘big brother’, the Landtrain, were built at the Bathgate plant.

It was our job to deliver the chassis and cab to the various body builders like Edbros of

Bolton and Telehoist of Cheltenham, or to specialist equipment manufacturers. We then collected the completed vehicles and delivered them to various docks such as Felixstowe and Southampton for export worldwide.

One such export order was for the construction of the airport at Port Stanley in the Falkland Islands. Many Landmasters, together with 30 Landtrains, were exported on chartered ships out of Ridham dock near Kemsley in Kent, bound for the Falklands.

On one occasion one of our drivers John Lonsdale (Joe 90 – all my drivers had nicknames) was driving a Landmaster on the M50 near Cheltenham, when the steering went and the vehicle mounted the motorway furniture and crashed into a bridge. It was found that the castle nut had dropped off the steering gear owing to having no split pin inserted to stop the nut from coming off. This prompted the Ministry of Transport to issue an order that all manufacturers had to paint a yellow mark to indicate that any vital parts such as kingpins etc., had been inspected.

Fortunately John escaped unhurt.

I have enclosed some photographs of Landmasters and Landtrains awaiting shipment at various docks etc., which might be of interest to readers.

Keith Bradley Formby, Merseyside

Make undertaking illegal

Reading with interest your editorial in the November edition of Heritage Commercials regarding accidents between motorists and cyclists, with the proposal that onus of fault lies with the motorist unless evidence can be shown to the contrary, you say a precedent already exists, i.e., rear end collisions.

I would have to disagree, as a motorist following another vehicle has the option to adjust their distance according to the conditions pertaining at the time. When cyclists are in the vicinity the motorist has a lot less control of the situation particularly when the cyclist decides to come up from behind the motorist. In a car, the driver might be able to see the cyclist through the expanse of glass in the car but not so the LGV driver. He/she has to rely on mirrors and as we know there are potential blind spots with every large vehicle.

As an LGV driver myself I know this problem well, particularly in London, where

cyclists seem to be a law unto themselves and seem to want to add themselves to the list of those gaining a ‘Darwin Award’. Many a time I have experienced inconsiderate, if not down right dangerous, manoeuvres being undertaken by cyclists just so they, I assume, can shave a few seconds from their journey time. These include cycling down my nearside through my blind spot while I was in the action of undertaking a left turn, cycling behind me while I was reversing (under the direction of a banksman), pulling themselves along my nearside by my curtain tensioning straps, holding themselves up by my cab so they don’t have to take their feet off the pedals – I could go on.

The fitting of on-board video recording equipment would help but one in the cab would not be sufficient as most accidents I suspect happen at the side or rear of the vehicle. My vehicle, an 18-ton curtainsider, would need at least five cameras, an expense I can ill afford.

Yes, while some accidents involving cyclists are attributable to the motorist, I suspect ultimately most are the fault of the cyclist.

While it is not illegal to ‘undertake’ it is useful to refer to The Highway Code rules 163 and 167, and most cyclists in urban situations certainly do not take these rules to heart.

I have a very simple solution which might not stop all accidents but would, I believe, decrease the number considerably. Make undertaking illegal. A concerted effort by the police, the Highways Agency etc., to fine those undertaking this dangerous manoeuvre would soon get the message across, and after all the judiciary are always looking for new ways to make money.

Before some say I am anti-cyclist, not at all.

When I use my cycle and I come up to the rear of a vehicle I stay behind as I believe strongly in self-preservation. After all better late in this life than early in the next.

Mike Wright Ipswich

January 2016

17

Your say GUARDSMAN ON PARADE?

On reading the December issue of HC I found the AA Lock feature interesting, in particular the photo of the 1970s fleet line-up. This is because third from the right is an Atkinson, and it appears to be the ill-fated Guardsman model of which few were made. Atkinson displayed one at the Commercial Motor Show painted in Bulwark livery – could this be the very same vehicle, taking into account Bulwark and Lock were both engaged on tanker work?

Lol Fish, Preston

Don’t forget DeSoto!

BERLIET AT BUNCEFIELD

You have done it again! In the November issue of HC, on page 56, is a vehicle that ran out of the fuel terminal in Buncefield – the terminal that burnt to the ground.

I know I said I don’t like foreign vehicles but I inspected and then drove that Berliet TR280 in the picture. I went from Buncefield down the (then) M10 to the bottom and round the roundabout, and full power up the M10 towards the M1 at 70mph plus.

It was the most powerful machine I had ever driven at that date (1980). The cab was extremely comfortable but the gear change was terrible.

Chevron had quite a few of these vehicles.

Derek Emblen via email

FODEN’S FIRST

I have just been reading the December Heritage Commercials.

I noticed in the Foden article on page 46 that the first Foden went to Samuel Jackson & Sons of Wistaston. Jackson’s base and workshop was at Jacksons Corner in Willaston on the Crewe to Nantwich Road, not Wistatson.

Reading this though, started to bring back memories of ‘Sammy Jackson’ – when I was young everybody knew them by that name. They had a fleet of steam rollers, each with a living van and water cart, and each one would go out of the yard at the end of April until October, and worked all over the country with the local councils.

Jacksons had a fleet of buses as well, and also contracting gangs that went to farms with threshing machines.

Before the firm shut down they were also agents for David Brown tractors, and Albion farm machines.

The yard and the buildings they used are still there on the Crewe to Nantwich Road on the left on about half way between.

M Bona via email

18 Heritagecommercials.com

This Leyland Comet is still at work in Uruguay.

First of all, greetings from Prague, the heart of Europe! I am a big truck fan and I have been collecting literature and photos of heavy trucks from the 1960s to today, for over 35 years.

Thanks to one British penfriend I receive from time to time some issues of Heritage Commercials magazine, including August 2015 which I read with great interest, particularly the article ‘Club of Three’, written by Alan Barnes. It is a very good article with some nice photos, especially of restored Leyland Octopus eight-wheelers. However, I must say that the number of truck marques with LAD cabs in the article is not complete.

In Britain in the Sixties LAD cabs were fitted to Fargo trucks, mostly for export to Denmark, Finland and other overseas countries. Also the American car trademark DeSoto was also used on trucks with LAD cabbed trucks for export

DeSoto in Montevideo, Uruguay.

– see the enclosed photo from my collection of a DeSoto six-tonner with the oldest version of the LAD cab, parked in Montevideo, the capital of Uruguay.

I also enclose a few other shots from this South American country, including a very nice Leyland Comet with stock carrier body still hard working to date. I hope these photos will be of interest to you as well as your readers.

Finally I have a request for your readers. I am searching for issues of NZ Truck Journal in mint condition, plus any books etc., about heavy Aussie and Kiwi trucks of all marques made from the Sixties to date. My contact mail address is: Vladimir Marsik Letohradska 7/C CZ-1 70 00 Praha 7 Czech Republic