Heritage Commericials - March 2016 - Preview

1953 Leyland Octopus Flatbed rebuilt

DAF 2205 Back on the road

TOP TWO-STROKE! 1967 Foden 8E6/26 restored

SOLE SURVIVOR 1958 DOUGLAS DM44

WORKING DAYS OF THE VOLVO F86

THE DEVELOPMENT OF UNIPOWER’S MH8875 | RECONDITION YOUR CARBURETTOR

Gadget addiction T he other day I was travelling as a passenger in a small modern van, when suddenly a light popped up on the dashboard with the ominous message ‘ENGINE FAILURE’. Now clearly this was an overreaction by the van’s on-board computer as the engine was running fine, but we stopped for a quick look. Everything seemed alright – no horrible noises, all hoses and belts intact, all fluids in their correct places and no obvious wiring faults. The only thing to do was to call on a mate in the trade who has all the plug-in diagnostic gear.

With this connected we found the ‘fault’ light just needed resetting, after which the real message appeared – ‘engine oil change due’. It appears the software had ‘tripped’ over itself in its hurry to tell us about the oil change, but that incorrect message caused us no end of inconvenience.

The adding of more and more gadgets like this seems to be the way the motor industry

has gone in recent years, but I think that a lot of these ‘extra features’ that manufacturers rave about are just a waste of time. Like the strange light that appeared on the dash of the HC car I had a few years ago. This was accompanied by a loud ‘bong’ and seemed so urgent I pulled over into a layby to find out what the problem was. It was actually the ‘tyre status sensor’ telling me that I’d either got a puncture or recently had a new tyre fitted. It was correct, as I had just got a new tyre, but when I had the puncture that forced the purchase of this tyre I didn’t get a squeak out of this ‘wonderful’ electronic safety feature!

In the past I’ve owned a couple of Saabs, which I think are excellent cars – but even Saab isn’t exempt from the pointless. Just why is it that Saab’s engineers think that we need a button to switch off all the dashboard instruments? I can’t think of a time ever when I’ve thought “I really must switch my fuel gauge off.” It does however give you a start

when you accidentally press it and think your engine’s just packed up.

The gadget that really gets me though is the ‘smartphone’. I’m sure to some they are very useful, but some people are actually becoming addicted to them! You see them walking down the street staring at this little box in their hand, totally oblivious to everything around them.

It’s as if it’s leading them to some fantastic treasure, and not, as has happened, out into the road into the path of a vehicle.

Still, perhaps it’s just me that’s becoming weary of modern technology. It must be my age!

STEPHEN PULLEN spullen@mortons.co.uk

Not a gadget in sight! But perhaps this Lister Auto-Truck is just a bit too basic. But then again…

Photo Bob Tuck collection.

March 2016

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Contents 6 MARCH 201

14 Ignition

News and events from around the classic commercial vehicle world.

62

18 Readers’ letters

Here’s the place to tell a story, ask a question or put things straight.

26 Subscription form

Get your copy of HC delivered to your door early each month – and save money at the same time!

28 A link to the past - part 2 Alan Barnes concludes the story of an innovative crane hire company from long ago.

32 4x4x4!

With four-wheel drive, four-wheel steering and Commer TS3 power, the Douglas DM44 had an intriguing spec, but what was it built for?

06

Simply the best When Tony Johnson had the

vision to recreate a personal sight and sound from his earliest years, it took something like 12 years to come to fruition, but the finished project must be the finest restored S21 Foden eightwheeler you could possibly find.

38 Life in transport

48 Going Dutch

42 Boys in the black stuff

54 From our archives

Willie ‘Shortie’ Davidson tells the story of a man who must have diesel in his veins!

With many abnormal load operators now providing their own escorts, you don’t see police motorcycle outriders doing this job as often as they used to. Bob Tuck tells us about the job they did.

DAF lorries are rare in preservation, but even rarer is this unusual Swiss-spec 2205 found by Laurent Dircks!

This month we feature the White Road Commander. Did you drive one?

58 Archive album

Four pages of sheer nostalgia from the NA3T photographic archives.

Subscribe

28

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

PAGE 26

32

62 Defiant giant

Passed over for the British Army, Unipower’s phenomenal MH8875 has been a massive success in service with ALE. Ed Burrows traces this heavy-lift tractor’s history.

68 Buoyant bubble cab

The Volvo F86 became part of the trucking establishment in the 1970s and was the first foreign lorry to make significant inroads into the British market.

74 In times of crisis - part 1 Mike and Julie Blenkinsop take a look at the vehicles employed by the Auxiliary Fire Service and Civil Defence, from the 1950s to the sell-off of the final Green Goddesses in 2005.

80 Oiling the

e s- a art 3

Concluding the article on Den our Life in Transport slot, Denis explains

why he rescued and restored a 1953 Leyland Octopus.

86 One for the road

A full restoration programme looks set to see one of St Austell Brewery’s original 1940s ERF C15 delivery drays back on the road to celebrate her 70th birthday in 2016.

48

90 Workshop

Richard Lofting demonstrates how to keep your classic's petrol engine on song by rebuilding your carb.

97 HC Marketplace

The place to find a new project, sell your old motor or clear out unwanted parts from your garage.

106 Final word

Bob Tuck di u estored merican ‘gem’ hidin aw in a Sou h Am A ri

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March 2016

5

Classic Restoration

Simply the

BEST

When Tony Johnson had the vision to recreate a personal sight and sound from his earliest years, it took something like 12 years to come to fruition, but the finished project must be the finest restored S21 Foden eight-wheeler you could possibly find. In the main, ETJ 346F showcases the restoration talents of Steve Mayle but – as we discover – Steve’s also a great exponent of how to get the best from Foden’s 12-speed gearbox. Bob Tuck gets his mind blown away with the attention to detail of this stunning load carrier.

I

t isn’t often we get lost for words but on this occasion, there doesn’t seem a superlative good enough. We are fortunate at Heritage Commercials magazine to see some utterly stunning recreations of what started out as ancient rusting metal and ETJ 346F is certainly that.

In fairness, back in the late ‘90s/early ‘00s it didn’t (superficially) look too bad and even then – with its owner John John at the wheel – it was a regular sight on the rally/show circuit.

Tony Johnson was to buy the 1967 Foden eight-wheeler from John in ’03 for reasons we’ll come back to but the plan to do a full restoration of the S21 in-house soon lost direction. The vehicle was partially taken to bits but then it was abandoned before – in 2011 – Steve Mayle was given the brief to get it sorted. And even though it was at first difficult just finding all those original parts, the expertise of Steve (and some notable others) was to transform an okay wagon from ’03 into an absolute stunner in 2015. And as we said, that’s before we’ve even switched the engine on.

PUTTING HODTHORPE ON THE MAP

Now having its base in Worksop, Johnson Bros Tours Ltd is one of the big success stories of the bus and coach world. Although Tony and his wife Sheila are still involved (they’ve been married for more than 50 years) the business – which now has 147 buses/coaches on the Johnson/Redfern Travel fleet – is in the hands of their sons and daughter: Anthony, Lee, Colleen and Scott.

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Classic Restoration

This Foden shot was taken on the morning Fred Craig bought the lorry new back in 1967. That’s a Foden demo driver behind wheel. Photo Tony Johnson collection.

Now aged 72, Tony was born and bred in the nearby village of Hodthorpe. Located close to Sherwood Forest, the village was first established to house the local coal miners and while it now has something of a sleepy feel to it, there’s nothing sleepy about the Johnson family work ethic.

As well as farming around 100 acres, Tony’s father Harry worked down the local Whitwell coal mine and his mother Sylvia had a local shop. During the 1950s, his parents then began running a taxi business and Tony recalls a Bedford Dormobile as one of their first minibuses.

From school, young Tony first worked for a local building firm but it wasn’t long before he joined up with his brothers Barry and Harry to

After 10 years’ use Fred Craig sold the S21 and bought a second-hand M reg six-wheeler. But in December ’78, he got this Gardner 6LXB-180-engined S80 six-wheeler new – and was still running it 16 years later with close to 1 million kilometres on the clock. You can tell how Fred looked after his motors.

expand the family’s bus and coach operation.

And if you click on to the Johnson Bros website at www.johnsonstours.co.uk you’ll get a brief glimpse of what the company currently offers.

Although PSVs have been the life blood of the Johnson success, Tony says during the 1960s he actually operated a couple of wagons: “I had a Dodge four-wheeler similar to the ones seen in the film Hell Drivers,” he says with a big smile on his face. “We used that to move charcoal, while I also had a Thames Trader tipper as well.”

The Dodge and Ford were okay but Tony knew his pecking order place in the haulage world and even then he recalls dreaming of the day he’d perhaps own a Foden: “I can

remember Hoveringham Sand & Gravel, and also another local firm of Alan S Denniff. They were big Foden operators and I think that was when I first fell in love with them.”

As time passed, Tony had time to indulge himself in nostalgia and subsequently built up quite a collection of golden oldies. No surprise there’s some superb Bedford buses and coaches in that collection as are a huge number of farm tractors. About 2002, Tony also bought himself the fully restored S20 Foden eight-wheeler, 208 BLD: “I actually first contacted the Foden’s owner – Henry Slinger – because I wanted to buy a drawbar trailer off him,” says Tony.

“But in the end I also bought his Foden eightwheeler which was pulling it.”

As anyone who has seen this eightwheeler and trailer can testify, the vehicle looks superb but it wasn’t quite what Tony was looking for. Firstly, he didn’t have any hand in that vehicle’s restoration but he was mainly after a Foden with a two-stroke engine. But once he did the deal with Wakefield-based John John in March ’03, then he became the latest owner of ETJ 346F.

WHAT A SCREAMER

Left to right – Damien Curry (who worked on the motor with Steve); Tony Johnson and his wife Sheila; Steve Mayle and his wife Amanda.

8 Heritagecommercials.com

First owner of this S21 was Widnes-based Fred Craig and seeing that he ordered the truck from new (and was its sole driver for the 10 years it was in his ownership) he knows the motor inside out: “People used to call it the screamer,” Fred recalls, “because of the sound of the engine.” Fred ordered the new motor with the Mark VI Dynamic Foden engine because of the long lead time of one with a Gardner 6LX-150: “I’m sure I had to wait 17 months for delivery of mine but I seem to recall the Foden salesman – Mr FE Bebbington – who came to the house to take my order saying the wait for one with a Gardner engine would have been at least another year longer.”

Fred is now 73 and only retired from the family transport business in 2009. From school, he’d trained as a diesel mechanic with the local chemicals firm of Peter Spence/ Laporte. He married his wife Patricia in 1964 and only came into haulage after his owner-

driver father Fred (there were five Freds in the Craig family) had heart problems: “Dad took ill in 1964,” says younger Fred, “and although I was working at Spence’s, who had their own AEC fleet, I had to decide whether to sell his wagon or take the Frederick E Craig & Son business on.”

In 1954 Fred – the elder – had bought JUK 435, a two-year-old ex-BRS Wolverhampton Foden FG6/15 eight-wheeler with a top speed of 28mph and its precious Open ‘A’ licence. As a youngster, Fred had travelled with his dad so the decision to keep the business going was an easy one, although at first he sold the old Foden and bought an Atkinson eight-wheeler before ordering the new S21. “Although Foden then offered a choice of cabs,” recalls Fred, “most of my work was going to be chemicals so I opted for an S21 fibreglass cab so it wouldn’t rot.”

Fred easily recalls August 1, 1967 – the day he picked the new motor up from the Foden factory at Sandbach. “I wouldn’t let Foden give it a Cheshire registration as I wanted a Lancashire – TJ – number on it and of course, August 1, was the first day of the new ‘F’ registration marks.”

Armed with a set of trade plates, Fred got a lift down the M6 to the Sandbach turn-off but then had to walk to the factory: “I must have done at least 8-10 miles on foot because no one would stop for me.” On arrival he was given about 3-4 hours driving instruction on how to use the 12-speed ‘box and also a free lunch in the Foden canteen before he drove it back home.

One change Fred soon made with his new motor was to repaint the extra bumper from

Removing the cab. Its ash frame required a lot of work. Photo Steve Mayle.

red to white: “I had specified it with a second high bumper that came from the Foden dumper range,” says Fred, “because I wanted to protect the cab from getting damaged.

Although in service, I also found I could push stricken motors and I also used to shunt a lot of railway trucks around the Spence works. It wasn’t the true height to fully marry up with the railway buffers but if you were careful, you could move them okay.” What a great vision that conjures up.

Fred’s S21 was plated for 26 tons gross: “The only way then to get a 28-ton gross plate on the eight-wheeler was to specify a longer wheelbase,” he says, “but I had seen how unwieldy these longer motors were so decided on 26 tons.” However, in the first

week with the wagon, Fred managed to scrape the mud-wing on his second steer axle while shunting round in the factory: “They were sticking out a bit so I loosened the bolts and pushed them inboard a bit.”

Fred recalls the only regular niggle he had with the S21 was the transmission handbrake: “It was awful,” he says. “It was fine when new and set up properly but every year – just before its annual test – I’d have to fit some new parts and I’m sure they cost £120 a time.”

Attention from the local licensing authorities also prompted Fred to do some major surgery: “Back then, my ‘A’ licence only allowed for one vehicle having an unladen weight of 7 tons 11cwt. But the new Foden was about 7 tons 19cwt so I had to cut down the headboard on

The lorry as purchased by Tony from John and Margaret John.

Photo Tony Johnson collection.

March 2016

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Classic Restoration the body – and do other odd things – to reduce the unladen weight and keep them happy.”

Fred recalls using Bowmakers Finance to pay the Foden bill of £5,158-2s-6d but that was paid off over three years and the wagon was to give Fred about 10 years great service. The Foden two-stroke engine didn’t have the best of reputations but Fred says his did very well and he recalls only replacing two (of the six) individual cylinder heads: “The first one got to 98,000 miles,” he says. “It was critical that you kept a close eye on the water level in the radiator and checked it daily. You didn’t have to worry about using any oil but for me, Foden should have set up a bigger, higher header water tank and there would have been far less bother with them as they ran so hot.

You had to keep the revs well up, but to me – apart from its noise – it was a great engine although strangely I could never get enough warmth out of the heater in the cab.”

Fred just loved the 12-speed gearbox and the startling performance: “It had the highest rear axle ratio of 5.2:1,” he says, “and while it slowed down on the hills a bit, it passed everyone on the flat. I could run at 70-75mph down the M1 and did the 400 mile round trip to London easily in a day. The only problem with going so fast was it only got 4mpg.”

DOING THE ROUNDS

Fred’s not sure how many miles he did with the S21 in the 10 years he worked it but conservatively estimates itt as more than half “ l n

The two Grey Fergie tractors are from Tony’s collection, one dating from 1948, the other 1951.

Refurbished Foden diff ready for reassembly. Photo Steve Mayle.

Fred advertised his 10 year old S21 for sale in the pages of Motor Transport: “I remember a guy called Frank Steel of Sunniside near Gateshead, Tyne & Wear ringing me up to buy it and I know that he put a triple decker cattle body on it.”

The Foden subsequently passed into the preservation circuit when it was bought by the late Brian Porter – and his son Craig - of Wolsingham in November 1992, in something of a state. Back then, Brian was also an owner-driver (w working a Foden tipper at

The Porters managed to find that in an S21 six-wheel wrecker and in September ’97, as an exchange deal, the S21 eight-legger passed to John and Margaret John to finish its restoration.

Although based in Wakefield, the subsequent sign writing on the Foden’s cab made it obvious that the John’s roots were very much in Wales.

When bought by Tony Johnson in March ’03, the Foden was driven back to Worksop and the plan was that a further restoraation art of t e e

The interior is just as good as the exterior. Note the superb engine cover, seat covers and even the air filter cover, all made by Eastgate Coach Trimmers of Pickering.

MAYLE’S MAGIC

oved the "I’ve alwa s lo

We’ve featured Steve Mayle’s restoration talents before with his striking Westfield AEC Mandator and drawbar trailer outfit (Heritage Commercials November ’12) however, the S21 was the first project Steve’s done for someone else. To start with, Steve was just tasked with realigning the Foden’s chassis rails and putting in the cross-members.

However, at this point Steve felt the quality of what restoration work had already been done (some years earlier) needed doing again so after a heart-to-heart discussion with Tony, he was given the brief to fully restore it.

“Right from the outset,” says Steve, “Tony told me that he liked everything bang on. ‘I want it right,’ Tony said to me but added, ‘although I’m not telling you how to do your job.’”

One look at the finished Foden and Tony is the first one to tell you that Steve certainly got it bang on: “Ten out of 10,” the Foden

owner says succinctly about the restoration.

At first, Steve had Paul Button working with him, while for the last two years Damien Curry worked on the Foden as well. And John Leonard I’Anson also worked on the Foden’s wiring loom. Between them all, they could write a book on what they did but it’s a lot easier to simply look at what they’ve managed to achieve – it’s an absolute stunner.

Steve reckons there were about 3000 man hours went into the vehicle. And while many restorations follow a similar pattern of rubbing down/restoring/replacing/repainting, the main points of anguish were with the Foden’s S21 cab ash frame; it’s very special silencer/exhaust and – more dramatically – its double-drive bogie. And don’t forget the superb new body with the built-in lashing points being our favourite personalised touch.

Unless you lived through the four years of the Mayle work, you have no idea of how

It’s in the detail! The exhaust silencer and double-drive bogie caused a lot of work during the restoration.

March 2016

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Classic Restoration

A work of art! The Foden two-stroke engine back where it belongs.

Photo Steve Mayle.

much effort went into the job. Steve had been told at the start that generally the drive line was okay and while the engine, gearbox etc., seemed fine, one look inside the back end revealed a huge number of problems. With no one making the parts he wanted, Steve bought a diff from John Sanderson so he could rebuild a finished back end with parts from other places.

Steve literally took hundreds of pictures of the project and our favourite image must be seeing the new engine back into the new chassis awaiting the new cab. Nice one. Steve reckons about 10 coats of paint must have gone on to the Foden (and you can see the quality shines out) with the final ones being applied

by Tony’s firm of S&G Coachworks. Although the last touch to the paintwork is down to the sign-writing talents of Grimsby-based Graham Bridges. Don’t you just love what he’s created?

GOBSMACKING APPEARANCE

A bit of sun always helps a stunning motor look its best and the mid-October day of our visit couldn’t have been better. But as Steve eases the S21 out of the Johnson shed, it’s the sound of the Foden Dynamic twostroke that clamours for your attention.

What a howler it is.

The overall image is enhanced because Tony has added a brace of his Grey Fergie tractors on to the Foden’s back and while these are being tied down, we take a peek into the S21 cab and see how the interior is just as stunning as its exterior. A quirk of having a two-stroke is that the interior engine hump is a lot lower down but it’s the engine cover, seat covers and even the air filter cover (all made

by Eastgate Coach Trimmers of Pickering) that emphasise the superb attention to detail of this motor. Did we mention that we were lost for words?

Of course, we jump at the chance to have a drive round the block and even though there’s not much weight on the Foden’s back, Steve immediately adopts a progressive driving technique as he eases the eight-legger into motion: “You must keep the revs above at

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The cab finished and ready for painting. It’s like brand new!

Photo Steve Mayle.

least 1500rpm,” he says, “or the power just drops away.” To illustrate that point, Steve takes a tight corner and lets the revs drop and the Foden seems to take forever to build itself up and start to sing again. Although in fairness, interior noise level isn’t that bad.

It helps having a 12-speed ‘box (four-speed main plus three-speed auxiliary) but as Foden devotees are aware, the shift pattern sees the two gear stick/selectors go all over the place. I try this motor for myself but Steve soon shouts at me for being too slow, too steady and not progressive enough. In fairness, I think he’d rather drive it than ride as passenger with yours truly while it’s also great for me to be driven by a master at work.

With me still driving, we arrive back at the Johnson base at a slower pace than we left but Tony greets us with a big smile. “I heard you coming,” he laughs and it’s that specific sound that takes him back. “I’ve always loved the sound of the Foden two-strokes. It was great hearing them come up the drag on the A616 from Creswell to Clowne. They really used to hum up there.”

If you want to see and hear this stunner in action, click on to the You Tube link www.

youtube.com/watch?v=5pwhm_xoDiY and see the Mayles on the first road test after restoration. But don’t be surprised if what you see and hear makes you lost for words.

It happens to us all with this mind-blowing motor – it’s simply a cracker.

Specification: Make / Model: :

Foden 8E6/26 fitted with S21 cab

Chassis No:

62044

Year:

First registered on 1.8.67

Registration:

ETJ 346F

Engine:

Foden Mark VI Dynamic two-stroke 4.8 litres 175bhp @ 2200rpm

Gearbox:

Foden 12-speed

Rear axle ratio:

5.2 : 1

Gross vehicle weight:

26 tons

Top speed:

70-75mph

Fuel return:

4-10mpg (depending on load and speed)

There’s something like 3000 hours of work in this restoration, including the construction of the new body complete with custom lashing points.

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March 2016

13

Ignition

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

Words & photos: Jim King

Save the last Walker/Pagefield!

An 11th-hour appeal is being made for an individual or group involved in vehicle restoration to save the last known surviving vehicle to be built by Walker Brothers (Wigan) Ltd, writes Mike Haddon.

The origins of this engineering firm date back to the 1860s, starting in a modest way manufacturing equipment for the local coalmining industry. This line of business rapidly expanded and was always the company’s main revenue stream with particular specialities being winding engines, compressors and ventilation systems. However from the early days of the 20th century the firm diversified into commercial vehicle building, producing goods vehicles for general haulage work, and also specialising in refuse collection vehicles. A passenger chassis was also produced but orders were hard to come by and this market was soon given up. Walkers, whose motor vehicles were mostly badged as ‘Pagefields’, named after the company’s Pagefield Iron Works premises, were one of the first UK manufacturers to offer diesel-powered lorries and had a long association with Gardner of Patricroft.

On a modest scale the firm also supplied a diverse range of railway equipment over the years ranging from industrial-type steam shunting locomotives to bridges and ventilation fans, the Severn Railway Tunnel to this day being served by a Walker’s ‘Indestructible’ Fan (as is the original Mersey Road Tunnel). However Walkers is perhaps best known to rail enthusiasts as a pioneer in the production of diesel railcars and although just a little too early to make an impact on the UK mainline network the company did supply a number of narrow gauge examples to Ireland and exported to countries as far away as Australia and Peru.

Another niche market with a railway

The Walker/Pagefield 6-ton Cruiser crane was made for railway use. Photo courtesy Wigan County Council Archives.

connection involved the manufacture of mobile cranes with the London Midland and Scottish Railway being the principal customer and it is one of these that is the subject of this appeal. The first examples were produced in the late 1920s and their main raison d’etre was to transfer the early type of container bodies between railway wagons and final delivery road vehicles.

It was more efficient for a mobile crane to run up and down goods yards unloading wagons where they stood than trains having to be constantly shunted to the position of a fixed crane to unload each wagon.

As the mobile cranes ran on solid tyres they were stable enough to handle the containers without the need for any form of stabilisers. The design of these cranes evolved over the years and in fact the last examples were supplied to British Railways in the mid 1950s.

However it is one of the penultimate design examples that is currently at risk.

The sole surviving Walker Cruiser crane is available on a ‘free transfer’. Photo Mike Haddon.

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These were produced in the dark days of the Second World War and the philosophy behind their conception was to provide a vehicle that could be sent to any rail-served site that may require a temporary unloading facility. For this reason they were known as Cruiser cranes and having pneumatic tyres could travel at a reasonable speed to wherever they may be required. Dating from a time prior to the widespread introduction of small-scale hydraulic equipment, the Cruisers, like their predecessors, were not fitted with stabilisers so once on site had to change over to a set of solid-tyred wheels before lifting could commence. While in transit between locations these extra wheels and other ancillary equipment were housed in an accompanying trailer.

Following its railway service the subject of this appeal passed to a transport firm in Rotherham and in the 1980s returned to its home town with a view to being displayed as an example of local industrial heritage.

Unfortunately two restoration attempts came and went due to differing circumstances and years of outdoor storage has inevitably led to its current distressed condition.

The crane is currently located at a site to the west of Manchester and while its hosts are sympathetic to the cause of the vehicle’s preservation they themselves are not in a position to be involved in such a project, and feel that its current state has become such an eyesore that they will have no alternative to scrap it unless some person or group can be found in the near future who would be willing to take it on.

Restoration of the Cruiser is admittedly a mighty task but it would be a great shame if half a century of commercial vehicle building by a UK manufacturer was to pass into history without a single example of its output remaining for future generations to appreciate.

1927 Karrier is back on the road

The vehicle is complete with its jib and trailer.

Photos Mike Haddon.

The crane and trailer chassis are available on a ‘free transfer’ to any party that has a genuine interest in the project and the resources and experience required to restore this now-unique vehicle. Initial enquiries including arrangements to view should be made to Geoff Jones by email on info@agcm. org.uk or by telephone on 01942 708969.

A 1927 Karrier truck bearing the livery R Preston & Son is again travelling the roads of North Yorkshire after being lovingly restored to its former glory by the owners.

The restoration project proved a labour of love as it began 34 years ago and was completed recently by Prestons of Potto, Northallerton, one of the UK’s leading haulage companies.

The truck was bought by the company in the early 1980s when its wooden cab was removed and sent to a local carpenter for restoration. The engine was also removed and sent to a local engineering firm who began the rebuild which was completed by an acquaintance of late managing director Richard Preston.

White metal bearings were handscraped and missing parts for the door mechanisms and carburettor were handmade over two years. The body, meanwhile, was refurbished and painted in-house at Prestons of Potto.

“The Karrier lorry was purchased at an auction along with a charabanc as a job lot,” explained Prestons of Potto’s managing director David Preston. “The charabanc was the main reason for purchase, however, when we collected the vehicles, we realised the Karrier was a unique vehicle and the decision was taken to restore it.

“The rarity of the vehicle meant the restoration took a long time as spare parts proved impossible to find and had to be manufactured or modified.”

To complete the project, the company sought the classic oil expertise of Morris Lubricants, of Shrewsbury,

TH Brown reunion

A reunion has been arranged for ex-employees of the well-known North Lincolnshire haulage company of TH Brown Ltd. This will be held on Friday, February 26, 2016, at the King William pub at Scawby Brook, Brigg, starting at 7.30pm, and all are welcome!

Telephone 01652 657106 or 07841 500464.

Can you help?

Solid tyred wheels were fitted when the crane was actually in use. Photo courtesy Wigan County Council Archives.

Do you have any photos of lorries belonging to Plews Haulage of Thornaby in your collection? If so, the relative of an ex-employee of that firm wants to hear from you! If you have anything please contact the editor.

who supplied its Golden Film heritage range to ensure the restored Karrier truck ran smoothly.

Andrew Goddard, Morris Lubricants’ managing director, even paid a visit to Prestons of Potto to see the truck for himself. The independently owned family lubricants business was established in 1869, 58 years before the Karrier was made in Huddersfield.

As he and his family are vintage vehicle enthusiasts, owning two Burrell traction engines, a Sentinel steam waggon and two Stanley steam cars, the restoration project was close to Andrew’s heart.

“Prestons of Potto is a long-standing and valued customer and we were delighted to help complete the restoration project by supplying engine oil from our Golden Film heritage range,” he said. “All vehicles of that age had much the same lubrication requirements, which is why our heritage range is so popular.”

At last, Foden centenary book released

Back in 1956 a book was written to tell the story of the first 100 years of Foden, but unfortunately it was never published. However, thanks to the efforts of Foden Society member Julian Hollinshead, who found an original copy in the archives owned by John Sanderson, it can finally be read by all! This 60-page illustrated book is now available on the Foden Society website at a price of £12 including p&p for UK sales, and £15 including p&p for overseas buyers. Go to www.thefodensociety. org.uk for more details. All profits from the sale of this book will go to the North West Air Ambulance and Christies Hospital.

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Ignition

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

Registration number sought HC reader Ben Hawkins has been restoring this 1914 Dennis van for the past year and is now trying to trace its original registration number.

The Dennis carries the chassis number 3539, and was originally purchased by Ernest Shentall of Chesterfield for his wholesale fruitier business. It is presumed the registration number will have an ‘R’ prefix for Derbyshire.

Please contact the editor if you have any information that can help.

EVENTS FOR MARCH Visitors are advised to contact the organisers prior to travelling.

We cannot be held responsible for errors in this listing.

5 MARCH

ACCESS ALL AREAS The Tank Museum, Bovington, Dorset BH20 6JG Enquiries tel: 01929 405096.

Website: www.tankmuseum.org

5-6 MARCH

RESTORATION & CLASSIC CAR SHOW NEC Birmingham, West Midlands B40 1NT Enquiries tel: 07762 322111. Website: www. necrestorationshow.com

6 MARCH

PENRITH AUTOJUMBLE Penrith Auction Mart, Skirsgill, Penrith, Cumbria CA11 0DN Enquiries tel: 07836 331324. Website: www. garstangautojumbles.co.uk

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19-20 MARCH

SPRING TRANSPORT FESTIVAL Museum of Transport, Boyle Street, Cheetham, Manchester M8 8UW Enquiries tel: 0161 205 2122.

Website: www.gmts.co.uk

20 MARCH

GARSTANG AUTOJUMBLE Hamilton House Farm, on A586, off A6, Garstang, Preston, Lancs PR3 0TB Enquiries tel: 07836 331324. Website: www. garstangautojumbles.co.uk

26 MARCH

SOUTH MIDLANDS AUTOJUMBLE Ross-on-Wye Livestock Centre, Ross-on-Wye, Herefordshire HR9 7QQ Enquiries tel: 01989 750731

26 MARCH

LINCOLN AUTOJUMBLE Hangar Number One, Hemswell, Lincolnshire DN21 5TJ Enquiries tel: 07816 291544.

Website: www.lincolnautojumble.com

26-27 MARCH

18th KIRKBY STEPHEN & BROUGH CLASSIC COMMERCIAL VEHICLE RALLY Kirkby Stephen and Brough and surrounding areas, Cumbria CA17 4AY Enquiries tel: 01539 623254. Website: www. cumbriaclassiccoaches.co.uk

A PAGEANT OF TRANSPORT The Beach Lawns, WestonSuper-Mare, Somerset.

Enquiries Tel: 07715 620952

27 MARCH

MUSEUM OPEN DAY Lincolnshire Road Transport Museum, Whisby Road, North Hykeham, Lincoln LN6 3QT Enquiries tel: 01522 500566.

Website: www.lvvs.org.uk

27-28 MARCH

MEDWAY FESTIVAL OF STEAM & TRANSPORT The Historic Dockyard, Chatham, Kent ME4 4TZ Enquiries tel: 01634 823816.

Website: www.thedockyard.co.uk/ steamandtransport

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Your say

STEPHEN PULLEN

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

The UK’s first Scania Your January 2016 issue’s feature on early Scanias took me back to the mid-1960s LETTER when I spent a couple of weeks at the Scania factory in Sweden on a fairly intensive initial training course. Nick Leach and myself had both recently joined Scania GB, while one of the others on the course was Bill Bradburn, one of the director’s sons of Bradburn & Wedge – B&W – who brought the first Scania into the UK. Bill recounted the story but it is more than 40 years ago so please accept my apologies if some of the details are not quite right.

In the mid-1960s B&W were BMC dealers on both cars and commercials but had seen the proverbial ‘writing on the wall’ and recognised the need to change franchises. They changed to Datsun, as Nissan was then called

STAR

in the UK, on the car side, but after a number of unsuccessful discussions with other UK HGV manufacturers including, I understand, Foden they were at a dead end regarding their HGV operation. This was the time of the BMC FJ with its titled-over 5.7-litre engine; a vehicle best remembered for its cab and probably best forgotten for its reliability.

At this stage a friend or family member returned from a trip to Sweden and talked about Scania Vabis which were then almost unknown in the UK. Discussions and a trip to Sweden resulted in the initial demonstrator.

At this time Sweden drove on the left like the UK but we needed a shorter wheelbase and a UK specification three-line braking system. To the amazement of B&W the vehicle arrived at Immingham Docks within 12 weeks; apparently the first Telexes requesting

collection of the vehicle were not believed and had to be followed by phone calls from Sweden complaining that demurrage charges were now being incurred!

Registered as LGK 3D the vehicle was a revelation, the DS 11 turbocharged engine giving great pulling power and a smooth 265bhp, a 10-speed synchromesh splitter gearbox and to aid maintenance a radiator that swung to one side a la Scammell Crusader. The marketing department of course had some input and this lead to the white steering wheel.

This historic vehicle has been lovingly restored by Ray Hingley and the rest, as they say, is history.

Parry Davis Via email Well done Parry, have this month’s prize – Ed.

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

That’s my LAD! In the August 2015 edition of HC you ran a story entitled the Club of three, looking into the history of Motor Panels MkII cab, better known as the LAD cab.

One photo used was of John Gowler & Sons’ Leyland Comet, TCF 98. I bought this lorry four years ago and painted it into the livery of the Lochinver Fish Selling Co. Ltd, for whom I drove for 14 years. We would transport the fish from Lochinver on the north west coast of Scotland, down the east coast to Lossiemouth, Buckie, Fraserburgh, Aberdeen, Newhaven Market in Edinburgh, and the old Glasgow Fish Market, plus Hull and Grimsby. If you were going to Newhaven or the Glasgow market you might get away by 9.30pm and you had to be there for 6am. Going to the east coast you left later but you still had to be there at approximately 6am. Hull and Grimsby were supposed to be a two-day trip.

I am attaching a photo of my lorry, TCF 98, taken by Jack Shepherd.

Jimmy Peat Via email

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