Heritage Commercials - November 2015 - preview

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LAWS AND LANDIES

ust recently there’s been quite a bit in the news about new regulations that have, or possibly will be, introduced down in London to make lorries ‘safer’. This has been prompted by the number of accidents involving lorries and cyclists – and it’s obvious who will come off worse. The first of these recent changes, introduced on September 1, 2015, was the requirement for lorries to be fitted with side protection guards and Class V and Class VI mirrors to give the driver a better field of vision. But that’s not the end of it. There are now proposals for lorries to be retrofitted with larger door windows. I’m not quite sure how that will work if the vehicle’s manufacturer doesn’t make doors with bigger windows, but as yet it’s only a proposal…

However, there’s another possible ‘change of law’ that’s being pushed for by some people that would affect every driver of every vehicle in the country. Basically, in an accident involving a motor vehicle and a bicycle, the motorist would always be declared at fault

unless there was evidence to prove otherwise.

So basically you’d be ‘guilty until proven innocent’. This idea has come from Denmark and The Netherlands, where it’s already in force apparently. And before you think it couldn’t happen here, don’t forget that a similar ruling is already in force – if while driving you run into the back of another vehicle you are, by default, the guilty party unless you can prove otherwise. Whether it comes into law or not, I can’t say, but if it does I can see the sales of dashboard cameras soaring… It’ll be the business to be in!

Right, now to a sad announcement – well, for me at least. As of December 2015 the production of Land Rover Defenders will cease. To me this is awful news, and I can’t believe Jaguar Land Rover has taken this decision. I know it will make sense to the company money-wise, as obviously the market for lux uxury x 4x4s that never go off road is massive and very lucrative. But the reputation of Land Rover was built on its utility ‘workh khorse’ h vehicles, used for decades

The superb reputation Land Rover products have now was built up by tens of thousands of utility ‘workhorse’ vehicles like the Series and Defender models, operating the world over for decades.

Land Rover will now be concentrating on luxury vehicles… Photo Stephen Pullen.

Main cover image 1950 Foden O94.

Courtesy Gyles Carpenter.

by everyone from farmers to military ‘special forces’. I’ve got a Defender predecessor myself, a 1975 Series III, and although it certainly doesn’t come up to the lux uxury x of a new Range Rover, I’ve never ever been let down by it – and it’s superb off-road. The only time mine has ever ‘failed to proceed’ was my fault when I ran out of fuel – don’t ask!

It appears the Defender name will re-emerge in a couple of years’ time on a range of ‘lifestyle’ beach buggy-typ ype p vehicles, to be built in Eastern Europe. But for me this means that i h no reall working ki vehicles hicles being produced, with ft’’. So, here endeth ft Land Rover has ‘gone soft h llegend… d the

STEPHEN PULLEN spullen@mortons.co.uk

Contents NOVEMBER

26

2015

06 A Tadpole’s tale

Bob Tuck goes to see a rare Leyland 90 2-Tonner. But why didn’t its manufacturer give it a more distinctive model name?

14 HC Ignition

What’s going on in the world of classic commercials.

18 Readers’ letters

Got something to say? Don’t be shy, please write in!

24 Subscription form

Be savvy – save money and get HC early by subscribing!

26 Haulage company history

Alan Barnes tells the final part of the history of Edward Beck & Son Ltd.

32 On location

This month we report from the 17th Brough and Kirkby Stephen Rally, and the HCVS 31st Ridgeway Run.

42

38 The ERF man of Durham 56 Archive album Why just restore one ERF? Norman Chapman speaks to a man who has several.

42 Manufacturer’s history - part 1

Alan Barnes starts the story of Foden, a firm that can trace its roots back to the 1800s.

48 Going from B to C

The ERF B Series was a very popular lorry – but what about its successor?

More nostalgia from the NA3T photographic archives.

60 Beyond the Bosphorus

In the 1970s you didn’t just have to deliver to your local high street shop. Why not go just a little bit further…

66 Cars, vans and cargo

The trouble with specialist car-carrying vehicles is that you can’t also do general cargo – or can you?

48

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66

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PAGE 24

68

68 Super Trooper

80 White van man’s half century

Bob Tuck drives a one-million-mile-plus Volvo F7 hook loader!

We celebrate 50 years of the Ford Tranny.

74 There’s no business like snow business

Mike Blenkinsop has a look at the ultimate classic snow blower

78 From our archives

Ever heard of the Leyland Landmaster?

84 Automotive woodworking

Finish off your wood in style.

80

90 Workshop

Don’t buy a new lift pump when you can just fix the one you’ve got.

97 HC Marketplace

Advertise for a new project, sell your old one, or just clean out your garage.

And it’s totally free!

60 November 2015

5

Transport Heritage

OďŹƒcially named the Leyland 90, to owner Norman Brown it’s the Tadpole.

6 Heritagecommercials.com

Words: Bob Tuck Photos: Bob Tuck/As stated

LIFE WITH A

TADPOLE

Once seen, you’ll never forget the Leyland 90 2-Tonner but why didn’t its manufacturer give it a more distinctive model name? Norman Brown – current owner of one of the rare ones to have survived – tells Bob Tuck some of the names he’s already called DBV 77B. But as our man discovers, this little load-carrier has been picking up a variety of names throughout its life.

A

t 77 years young, it’s perhaps no surprise that Norman Brown has a grey hair or two but what is a surprise is the reason why he has them at all. “I didn’t have any,” says Norman simply, “until the day I got the Tadpole.”

We must confess the nickname Tadpole stopped us in our tracks but it seems more than apt for Norman’s pride and joy. Have you ever seen a motor with such a big head (cab) and yet a relatively small body? And – of course – don’t you want to smile every time you see a tadpole wriggling about? Yes, as we discover ourselves, the Leyland 90 creates smiles once it gets into motion.

The lorry’s previous owner, Michael Bowman, with Norman Brown (right).

Transport Heritage But why the grey hairs, we ask. “You’ll need to get a bigger note book,” says Norman, “as this mongrel has tested me to the limit.” We’ll come back to ‘mongrel’ in a minute but the fact that so few Leyland 90 2-Tonners have survived is a bit of a clue that this wasn’t the most cherished/reliable motor you could probably wish for. But keep reading as this cloudy story does have a mix of silver linings.

STANDARD BUILD

If you’re a fan of Leyland then you’ll be well aware its story can certainly generate some grey hairs of anguish. Its acquisition trail into a huge political animal started in the 1950s when first Albion and then Scammell became autonomous assets of its growth. In fairness, both these concerns broadened the Leyland horizon although it’s not too clear what the purchase of Standard-Triumph Ltd (that went through in 1961) was supposed to bring to a company which was then a global leader in heavy goods vehicle manufacturing.

This Coventry-based manufacturer wasn’t a huge player in the car market, while its modest contribution to the commercial vehicle market was to be limited to its car-derived van – the Triumph Courier – and of course the never-tobe-forgotten Standard Atlas van.

Leyland – of course – did have a plan and the idea was that Standard-Triumph was to give it a foothold into the very light commercial vehicle field. As most of us are now aware, circumstances overtook that plan as by 1968 Leyland had small

Gordon Hastie with Sue Christopher. Gordon acquired the lorry from Austin Rover when he retired. He sadly passed away in 2003 and the lorry was then bought by Sue. Photo Grenville Mason.

commercials aplenty in its portfolio after it merged with the massive Morris/Austin/ BMC conglomerate.

However, back in the middle of 1962, Leyland announced two entirely different light commercials, both of which turned heads. The first one saw the mating of the front of a Standard Atlas with the back of a Scammell Scarab to produce a four-wheel version of Scammell’s tiny three-wheeled artic unit. On paper this seemed a great idea but teething problems (especially with an

overheating engine) slowed the launch of the Scarab 4 and apparently only about 100 of them were ever made.

Also built at Coventry by Standard-Triumph was the Leyland 2-Tonner which sported Leyland’s Vista Vue cab. Made by Motor Panels, it was known as the LAD cab as it was used on Leyland, Albion and Dodge vehicles of the time. And while the vehicle did have a Standard engine (the same one as the Scarab 4) it’s worth reminding you of Norman Brown’s use of the word ‘mongrel’ in relation to its The lorry wasn’t actually roadregistered until 1988 as it had been used on internal work in one of British Leyland’s (later Austin Rover) factories.

Leyland used all sorts of parts to build the 90, and it is believed the chassis comes from Morris Commercial.

The 90s three-seater cab is very easy to access, ideal for local deliveries.

build: “I recognise the rear axle of the 2-Tonner as coming from a Morris Commercial,” Norman tells us, “and I’m sure the chassis looks like a Morris build as well.”

As part of its sales pitch, Leyland did say that parts were bought in for this new lightweight although it also used the fact that the engine in this new Leyland was derived from a unit of which more than 750,000 had been made.

Norman confirms the engine was used by Standard in a variety of forms: “The 2.26-litre engine was used in the Standard Vanguard car,” he says, “and also in the ‘Grey Fergie’ tractor.”

The 2-Tonner was always intended for local operation and to make it more attractive, Leyland was to subsequently offer this model in various forms. Traditionally goods vehicles were always sold in cab/scuttle and chassis form with the customer then having to sort a suitable body for it.

However, Leyland worked in close conjunction with a number of specialist bodybuilders so the 2-Tonner could be ordered new and fitted with a wide range of body styles and types. These included everything from a flat or refrigerated body, Luton vans, box vans of every shape and height, personnel carriers and even a tipper.

Having a four-speed gearbox, it was offered with two different rear-axle ratios.

The standard one was 5.714:1 which gave a maximum road speed of about 45mph while the higher optional 4.58:1 allowed for a rapid 55mph.

Almost 45mph!

ON THE FISH – ON THE POP

The vehicle’s spec was soon set to change as by 1964, the engine, brakes – and name – had been modified. A Girling-made servo was added to assist the hydraulic footbrake and the capacity of the Standard engine was raised from 2.26 to 2.61 litres. This meant power was raised from 54 to 60bhp at 3000rpm which in turn allowed the Leyland engineers to uprate the vehicle’s permitted gross weight to 4.5 tons.

As this weight is of course 90cwt, the boffins decided to rename the 2-Tonner as the Leyland 90. This brought the vehicle into line with the two variants of Standard Atlas van that were then being called the Leyland 15 and the Leyland 20. Strangely, for foreign markets they still called it the 2-Tonner as Leyland devotees will be aware that to many folk, the name Leyland 90 suggests the 90bhp version of the Leyland Comet which was

A Tadpole’s eye view!

November 2015

9

Transport Heritage still being supplied to the export market in bonneted form at the start of the Sixties.

The 2-Tonner/90 had a lot of competition when it was launched and it wasn’t really cheap. It was available in left-hand or right-hand-drive form and had a standard wheelbase of 9ft 4in. It was subsequently made available with a longer wheelbase of 11ft 3in. A December 1963 price list of the vehicle quoted the standard cab and chassis vehicle being priced at £935 while the slightly longer one was £950.

It did however have a lot going for it as it must have had the easiest access three-seater cab you could imagine for a light distribution vehicle. And when it comes to the steering lock, shrivelled sixpences need to be found to test this load carrier – it’s that good.

Leyland salesmen had their work cut out to sell this new vehicle although one of their traditional customers who took a few 90s was the famous Charles Alexander & Partners.

Although its base was in Aberdeen, retired driver Jimmy Waddell recalls seeing these small Leylands of Charlie’s working south of Glasgow: “Charlie had depots across the country,” says Jimmy, “and these 90s were used to distribute their staple traffic of fish out to the merchants. I used to see them all over the place.”

In truth, not many of the 2-Tonners/90s survived at all. Although one Leyland 90 which lasted longer than most was of course DBV 77B and it was saved thanks to the efforts of one ex-Leyland employee.

GORDON HASTIE AND NODDY

Those who can remember the late Gordon Hastie will recall a guy who was big and jovial so it’s perhaps no surprise he subsequently put the name Noddy on this head-turning little motor. As a young man, he worked at Leyland Motors and Gordon would later enjoy telling stories about his days as a factory demonstrator driver. Sue Christopher and Grenville Mason recall he moved from Leyland to Rootes Group but The engiine is a 2.226 -liitre Stand dard d diesel. It was later worked for Austin Rover at one of its Oxford plants. On retirement he returned to also fitted to the Standard Vanguard car and Lancashire, taking with him the Leyland 90 the ‘Grey Fergie’ tractor. which had been used internally at one of the Closer to Norman Brown’s home, the long company’s plants. It wasn’t registered until established Gray’s Lemonade business of 1988 when it was allocated the Blackburn Spennymoor apparently had a large fleet of age-related number of DBV 77B. about 30 Leyland 2-Tonners during the 1960s.

In his later years, Gordon was heavily These took over from the previously operated involved with both the Commercial Vehicle Karriers, however, the Leylands aren’t recalled Museum at Leyland and the North West as having the best of reputations on this door- section of the Historic Commercial Vehicle to-door delivery work.

Society. So when fully restored, this little 90 became an ambassador for this museum as it carried its name on the doors. I can recall seeing it in 1994 at an event on the Mullerpier in Rotterdam, Holland.

The 90 is a bit of a mongrel and can be testing to own – perhaps that’s why they’re so rare!

Leyland worked in close conjunction with a number of specialist body builders so the 2-Tonner could be ordered new, fitted with a wide range of body styles and types. Photos PM Photography.

With a tilt frame canvas cover on the back, Gordon had the option to sleep in the Leyland’s tipper body as, during the late 1980s and 1990s, this little green and red motor certainly did some miles. So it was perhaps fitting that when Gordon passed away in April 2003 Grenville Mason was asked to drive the Leyland 90 as part of the cortege at Gordon’s funeral in Blackburn.

CUTIE

Sue Christopher, who now runs the Spinners Arms public house at Adlington near Chorley, was to buy Noddy from the Hastie family, but after a couple of years (which included Grenville doing some restoration work) she decided to move it on and by word of mouth, Jack and Shirley Ford came north from Chapel-en-le-Frith in Derbyshire to check it out.

Shirley recalls it was something of a regular routine that every Sunday, she and her husband would travel round various scrapyards and look at all sorts. “As well as running our transport business, my late husband Jack was something of a collector of old vehicles. After he died suddenly in 2007, I’m sure there were 11 vehicles which appeared out of the sawdust as belonging to him but this one was bought for me. As soon as I saw it, I thought it was so cute and the plan was that because it was nice and small, I’d be able to drive it to the rallies.”

Jack did get DBV repainted into Shirley’s colours – which included adding the name Cutie – but apart from driving it round the yard for a bit, that’s as far as she got before he died: “I did consider keeping it,” says Shirley, “and even when Mr Bowman came originally to buy one of the Bedfords, I was in two minds whether to sell it to him. But I decided to let it go – although I’m really pleased to hear it’s still in my colours.”

We have featured Michael Bowman before in the pages of Heritage

Commercials. Over the last 20 years or so, this prolific collector pulled together something like 46 vehicles for the museum he established at Shildon in County Durham. Looking after the mechanical needs of those vehicles has long been the job of good friend Norman Brown and while both are Bedford fans, they were taken by the Leyland 90: “As soon as I saw it, I thought it would be great for the museum,” says Mike, “because it was so different.” Driven back to the North East under its own power in November 2007, Cutie didn’t require any work doing to it as, like Mike’s other exhibits, its role then was very much a static one. Norman also took a shine to the motor and told Mike that he’d love to take it on if he ever wanted to part with it. That day dawned in February 2010 as Mike realised his collection was getting far too big. And while Norman was then keen to take custody of this special Leyland, he had no idea what the next few years would bring.

ON THE SPANNERS

Norman was born near Sacriston in County Durham and recalls it was expected that when he finished school on the Friday at the age of 15, he’d start work down the local Craghead Colliery on the following Monday: “That was what youngsters did in our village,” he says, “but after three years working at the shaft bottom, I decided to sign up for the Army and it was the best thing I ever did.”

His three years with the REME gave him a superb training, and during the Sixties he worked both on the spanners and also drove Scammells and AECs for Coxons Transport – among others – and even PSVs for the Northern Bus Company. He also had a stint working at the Ransome & Marles bearing factory (“awful job but good pay”) before going self employed under the banner of Eldon Hall Motors. Norman reckoned he could repair almost anything – mechanical – that came in with a problem. He also bought and sold a few second-hand vehicles and the

A nice van-bodied example used by Scottish & Newcastle Breweries, possibly to service pub equipment. Photo courtesy Bill Reid.

November 2015

11

Transport Heritage

The controls to engage the PTO and operate the tipper are down under the passenger seat.

Gordon Hastie was heavily involved with the British Commercial Vehicle Museum, so when restored the little 90 became an ambassador for it. This shot was taken in August 1989 at Blackpool when the signwriting was not quite finished. Photo John Curwen.

sale of a Hillman Imp was how he met Susan, who became his wife. “It was a good little car that one,” Susan and Norman agree.

Although he’s been retired 17 years, that hasn’t meant he’s stopped working and his first ‘classic’ acquisition was to be a Bedford TK wrecker of the type he had in service when he was working. Although the Bedford is fairly economical, the Leyland 90 was far cheaper to run: “It’ll do 28-30mpg,” says Norman, “but the biggest problem I had was that it was a poor starter. You have to wind and wind and wind it before it fires. And even then, it always seems to start on three cylinders.”

Norman sorted out some brake rubbers on the front and tried fitting four new heater plugs to the engine: “Over the years I’ve tried all sorts. I’ve sent the pump away and changed the injectors but about two years ago – when I noticed it was burning oil – I decided I’d have the engine out and do a major rebuild.”

Such a job should have been routine to a man of Norman’s talents but this is where the grey hairs started as Norman could fill a book or two on the next two years: “To start, it might have been easier to take the cab off,” he admits, “but in the end we dropped the engine out the bottom and then lifted the whole of the front of the Leyland so we could pull it out. That was quite a day.” We won’t go into what Norman did but lesser mortals might have – literally – chucked the spanner in but Norman gritted his teeth and wouldn’t be beaten.

The day before our visit, the Leyland 90 sailed through its MoT and Norman invited us to check Cutie/Tadpole out.

chrome hoods on the headlights. I also put a Union Flag sticker over the name Cutie as I imagined getting plenty of stick over that from my mates whenever I drove it on to the rally field. But the main thing I was after was turning the clock back to the Sixties to see what it looked like when it was new.”

This tiny little tipper belies its 51 years of age although it still takes some winding up to get started and begins firing only on three cylinders. It soon hits all four so Norman takes us back to the site of his old garage at Eldon to give the Leyland a run in the sunshine. While running empty, it’s quick enough off the mark but having only a four-speed ‘box, Norman has to rev it hard on any gradients we encounter.

Back near his old yard, the steering lock of the 90 certainly impresses as we ease round some of the outbuildings. It’s easy to see how this little Leyland would have been a favourite on local deliveries. It’s all downhill back to Norman’s home and our pilot puts the pedal to the metal as he gives the 90 its head. The speedometer flicks up to its maximum of

BACK TO THE SIXTIES

Standing in the sun, the Leyland looked great – but why hasn’t Norman given it a repaint into his own colours? “Just like Mike felt when he bought it,” says Norman, “the paint job was too good and it still looks well.

However, I didn’t like the bling on it so I took off the extra spotlights it had and the

12 Heritagecommercials.com

A nicely restored 90 owned by Trevor Haydock from Northern Ireland. Photo Bill Reid.

You get access to the engine for daily checks etc., by tilting the seat.

45mph and our driver gives us a beaming smile. He may have a grey hair or two but Norman is certainly a lot wiser regarding the quirks of this little, rare Leyland. Times with the Tadpole are certainly testing but our man can smile with satisfaction knowing it’s a job well done – albeit still in progress.

Specification: Make / Model:

Leyland 90

Chassis No:

LBA 58

Year:

1964

Registration:

DBV 77B

Engine:

Leyland/Standard OE160 2.61-litres 60bhp @ 3000rpm

Gearbox:

Four-speed

Gross vehicle weight: 4½ tons Top speed:

45mph

Fuel return:

28-30mpg

November 2015

13

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

Ignition Lincolnshire’s 30th

Lindsay is this nice 1959 AEC Mercury recovery vehicle in the colours of Thompson civil engineering. It’s owned by P Walton of Horsley.

The weekend of August 22 and 23, 2015, saw the running of the 30th Lincolnshire Steam and Vintage Rally – and how it’s changed over the years! Back at the first event there were only around 250 exhibits, but this figure has grown to well over 1500 this year, writes Stephen Pullen.

One thing I particularly like about this rally is the way each group of exhibits ‘flows’ nicely together and it’s a pleasure to walk round everything.

In addition this year the weather really helped things, dry and with bright sunshine – although this did cause a few problems taking photos early in the day.

Altogether well in excess of 220 classic commercials took part, including military vehicles and fire appliances. Here’s just a few of my picks of the show.

A Scarratt’s beautifully turned-out 1943 AEC Matador had the additional attraction in the back in the form of an immaculate five-pot Gardner.

And here’s an ‘emerging classic’ hauling some real transport heritage.

This is the Peacock Brothers’ 2002 Foden Alpha 450 and King low-loader carrying a pair of Marshall steam traction engines. These were made just up the road from the rally, in the Lincolnshire town of Gainsborough.

Here’s a very rare find! This is a 1938 Commer Q2 tractor, and is of a type used by the RAF coupled to ‘Queen Mary’ trailers to move large aircraft parts.

These were particularly used in the North African campaign apparently. This vehicle, owned by G Calvin of Bowthorn, was demobbed after the war and received its civilian registration in 1947.

I was rather taken with this trailer! I presume it’s a genuine ex-RBS mobile bank or exhibition unit – anybody know who made it?

Ian and Len Brumpton of Barnetby le Wold in North Lincolnshire are building up quite a nice collection of classics, including this pair of Bedfords and a Scammell Highwayman. In fact we’re featuring another of their vehicles next month – turn to page 96 for a preview!

Inquiry into driver shortage Rob Flello MP, a member of Parliament’s Transport Select Committee, has expressed delight after colleagues agreed to launch an investigation into skills and workforce planning in the road haulage sector.

He said the inquiry into the Government’s response to concerns over the shortage of skilled drivers was “great news for those of us who’ve long demanded greater recognition for this industry”.

The Labour MP, who is also Chairman of Parliament’s Freight Transport Group, added: “I’m really pleased my committee colleagues agreed to hold the Government to account on this issue.

“It is vital that ministers find solutions – and find them quickly – if the road haulage industry’s long-term future is to be secured.

Failure to do so would be a grave dereliction of duty by the Government.”

14 Heritagecommercials.com

Mr Flello spoke as the 11-member crossparty committee announced the inquiry’s terms of reference and called for written evidence. The deadline for submissions is Monday, October 19, 2015.

The Select Committee’s objective is to “investigate what action Government has taken to address industry concerns about a lack of skilled drivers in the road haulage sector, and assess how effective the Government’s response has been”.

Members said while they recognised the importance of other Government departments’ policies on the topic, they would be particularly interested to receive evidence relating to Department of Transport policy on the following points: the extent to which statistics reflect the experience of road haulage companies regarding the shortage of a skilled workforce in the road

haulage sector; the role of Government in supporting recruitment, and encouraging a diverse workforce, for the road haulage industry; the role of the Driver Certificate of Professional Competence (CPC) qualification in improving the professionalism and safety of drivers from the UK and abroad on UK roads; aspects of current Government policy which may deter new entrants to the workforce, e.g. proposals to ban daytime deliveries in cities; the quality of daytime and overnight facilities for road freight drivers.

Mr Flello said: “With estimates suggesting the road haulage sector needs another 150,000 drivers by 2020, tackling these skills shortages should be at the top of ministers’ agenda.

“They must get more drivers into training by helping them meet costs which, for the moment at least, are prohibitive.”

Sealey promotions Tool and workshop equipment supplier Sealey has announced two new catalogues.

The first contains its winter promotions, and will be valid until February 29, 2016. This covers more than 500 items particularly useful at this time of year including workshop heaters, battery chargers, portable lighting, etc.

The second catalogue lists the firm’s new range of consumable items, such as drill bits, abrasives, electrical terminals, rivets, hose clips, etc., all of which it states can be delivered within two to three working days.

For your copy of the Sealey Tool and/or Consumable Catalogues visit its website, www.sealey.co.uk, or call 01284 757500.

And if you’re using the Sealey website, you can also enter its latest competition.

This time it’s for a ‘Wedge Portable Toolchest and Rollcab combo’ – just follow the competition link.

Are you involved with the running of a classic commercial vehicle club or society? If so here’s your chance to promote it for free! If the idea of getting your message out there and increasing your membership interests you please contact the editor on 01507 529439 or email spullen@mortons.co.uk

Replacement glass still available

Scone is special treat The Scottish Vintage Tractor and Engine Club (SVTEC) 38th rally was held at Scone Palace near Perth on Sunday, September 13, writes Bob Weir. The show is one of the top vintage vehicle events in Scotland, and more than 100 commercial vehicles turned up to join in the fun.

This year’s rally was a bit special, as the SVTEC was celebrating the 30th anniversary of the event being held at the palace.

Although the rally is primarily aimed at tractors, the event also attracts commercial vehicle enthusiasts from all over Scotland.

This is one of the last events in the calendar before the onset of winter, and was warmly appreciated by the large crowd.

Calling all clubs

Results Light commercials: Farming Yesteryear Shield 1) 1927 Austin 7; A Sutherland; Carnoustie Heavy Commercials: Farming Yesteryear Shield 1) 1963 Foden S21; J Cairnie; Carronshore 2) 1961 BMC Morris; G Kennedy; Forfar 3) 1979 Bedford TK; F Munro; Star Best ERF: Eddie Ross Memorial Cup 1) ERF A Series; D Todd; Broughty Ferry

Just part of the classic commercial line-up at Scone Palace. The 1961 Morris on the left was one of the award winners at the show.

One of the things we’re often asked here at HC is if we can recommend companies that can supply replacement parts for their classic motor. And as they are fragile to store and you can’t make them yourself, windscreens are often high on the ‘wanted’ list. But what many don’t realise is that Pilkington Glass, a firm that’s been making vehicle windscreens for decades, can supply replacement items for many old commercials from stock. A quick look on its website revealed glass for all sorts of commercials including Leyland’s Comet, FG and Marathon, Bedford’s CA, TK & TM, various Dennis models as well as ERFs, Commers and Fodens, plus several foreigners such as the Volvo F86 and Scania LB110, and loads of others. In addition the firm can manufacture windscreens to order. Visit www.pilkington.com and search the ‘glass for classic cars’ listing in the automotive section.

Models identified

If you got the October issue of HC you may recall the plea I made in my comment for information on some large scale model Seddon 30:4 tankers I’d caught a glimpse of in a 1968 episode of The Avengers. Well, it didn’t take long before several of you had pointed me in the right direction, and I have now found out that there were actually three models, and they were originally made for the 1967 Michael Caine film Billion Dollar Brain. These tankers were remote controlled, and were made by a British company called Mastermodels. This Slough-based firm still exists by the way, and specialises in making models for films, museums, promotional work etc. Thanks to all of you who got in touch.

Ignition Get out and about this month!

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

We cannot be held responsible for errors in this listing.

1 NOVEMBER PENRITH AUTOJUMBLE Penrith Auction Mart, Skirsgill, Penrith, Cumbria CA11 0DN Enquiries tel: 07836 331324. Website: www. garstangautojumbles.co.uk AUTOJUMBLE & AUCTION The Institute, Station Road, Bridge of Earn, Perthshire PH2 9EA Enquiries tel: 01738 812694.

ARDINGLY AUTOJUMBLE & SPARES AUCTION South of England Showground (indoors), Ardingly nr Haywards Heath, West Sussex RH17 6TL Enquiries tel: 01784 471431.

Website: www.autojumblersassociation-ltd.co.uk

16 Heritagecommercials.com

END OF SEASON TROLLEYDAY The Trolleybus Museum, Belton Road, Sandtoft, Doncaster, South Yorkshire DN8 5SX Enquiries tel: 01724 711391.

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

Website: www.lvvs.org.uk

7-8 NOVEMBER

NEWARK VINTAGE TRACTOR & HERITAGE SHOW Newark Showground, Lincoln Road, Winthorpe, Newark-on-Trent,

Nottinghamshire NG24 2NY Enquiries tel: 01636 705796.

Website: www.newark vintagetractorshow.com

15 NOVEMBER

50 YEARS OF IPSWICH TRANSPORT MUSEUM Ipswich Transport Museum, Old Trolleybus Depot, Cobham Road, Ipswich, Suffolk IP3 9JD Enquiries tel: 01473 715666.

Website: www.ipswichtransportmuseum.co.uk AUTOJUMBLE The Grange Centre, Midhurst, West Sussex GU29 9HD Enquiries tel: 07798 775319

21 NOVEMBER LONG EATON FAIRGROUND MODEL SHOW & EXHIBITION The Town Hall, Long Eaton, Nottingham NG10 1HU Enquiries tel: 01159 731218.

28 NOVEMBER

LINCOLN AUTOJUMBLE Former RAF base, Hemswell, Lincolnshire DN21 5TJ Enquiries tel: 07816 291544. Website: www. lincolnautojumble.com ACCESS ALL AREAS The Tank Museum, Bovington, Dorset BH20 6JG Enquiries tel: 01929 405096.

Website: www.tankmuseum.org

Club listings As requested by many readers, we’ve now compiled a list of the clubs in Britain dealing with all types of commercials, from light vans up to heavy haulage tractors.

If you want your club to be included on our future lists, please drop the editor a line. In addition, an up-to-date list can be found at www.heritagecommercials.com Please remember that when writing to clubs always include an sae for your reply.

THE AEC SOCIETY 7 Donaldson Drive, Cheswardine, Shropshire, TF9 2NY Website: www.aecsociety.com THE ALBION CLUB 9 Edinburgh Road, Biggar, Lanarkshire, ML12 6AX, Scotland Website: www.albion-trust.org.uk THE BATTERY VEHICLE SOCIETY 21 Hartley Road, Chorlton-cumHardy, Manchester, Lancashire, M21 9NG. Website: www. batteryvehiclesociety.org.uk BEDFORD DRIVERS & ENTHUSIASTS CLUB The Griffin Trust, The Bunker, Airfield Way, Hooton Park, Ellesmere Port, Cheshire, CH65 1BQ. Website: www. bedfordenthusiastsclub.com BRITISH COMMERCIAL VEHICLE MUSEUM TRUST King Street, Leyland, Lancashire, PR25 2LE. 01772 451011 Website: www ww ww.bcvmt.co.uk w CLASSIC HEARSE REGISTER 10 Heath Road, Hordle, Lymington, Hants. SO41 0GG Website: www ww ww.hearseclub.co.uk w CAITLIN HOUSE

TRANSPORT PROJECT Commercial vehicle group dealing with all pre-1993 commercial vehicles in South & West Wales.

Email: malcolmkirk@sky.com COMMERCIAL TRANSPORT IN PRESERVATION LTD Hazeldene, Crockford Road, West Grimstead, Near Salisbury, Wiltshire, SP5 3RH Website: www.thectp.org.uk ERF – see REVS THE FIRE NETWORK HERITAGE TRUST Mr Michael Kernan The Fire Service College, Moreton in Marsh, GL56 0RH. Website: www.fire-heritage-network.org THE FODEN SOCIETY Membership secretary 13 Dudfleet Lane, Horbury, Wakefield, WF4 5EX Website: thefodensociety.org.uk FORD & FORDSON COMMERCIALS – BLUE FORCE Blue Force, Membership secretary PO Box 4812, Sheffield, S36 9WP Website: www.blueforce.uk.com FORD TRANSIT VAN CLUB c/o Peter Lee Stonelee, Leckhampstead Road, Akeley, Bucks, MK18 5HG Website: www.transitclub.co.uk

LAND ROVER FORWARD CONTROL OWNERS CLUB Web-based only: www.forwardcontrol.org

MINOR LIGHT COMMERCIAL VEHICLE REGISTER Web-based only Website: www.minorlcv.co.uk

LAND ROVER SERIES 1 CLUB Arbons House, 47 Water Street, Lavenham, Suffolk, CO10 9RN Website: www.lrsoc.com

THE MORRIS COMMERCIAL CLUB 10 Charnwood Road, Corby, NN17 1XS. Website: www.morriscommercial club.co.uk

LAND ROVER SERIES 2 CLUB Membership secretary Series 2 Club, BM 7035, London, WC1N 3XX Website: www.series2club.co.uk

POST OFFICE VEHICLE CLUB 32 Russell Way, Leighton Buzzard, Bedfordshire, LU7 3NG Website: www.povehclub.org.uk

LAND ROVER SERIES 3 & 90–110 OWNERS CLUB Series 3 & 90-110 Owners Club 16 Holly Street, Cannock, Stafforshire, WS11 5RU Website: www.thelandroverclub. co.uk THE LEYLAND SOCIETY The Leyland Society Ltd 10 Lady Gate, Diseworth, Derby, DE74 2QF. Website: www. leylandsociety.co.uk THE LINCOLNSHIRE VINTAGE VEHICLE SOCIETY LVVS Ltd, 91 Victoria Street, Grantham, Lincs, NG31 7BN Website: www.lvvs.org.uk

HISTORIC COMMERCIAL VEHICLE SOCIETY Membership, 305 Limpsfield Road, Sanderstead, Surrey, CR2 9DJ. Website: www ww ww.hcvs.co.uk w

THE MECHANICAL HORSE CLUB 23 Parkhouse Road, Lower Pilsley, Chesterfield, S45 8DG ww.mechanical-horseWebsite: www club.co.uk

LAND ROVER DISCOVERY OWNERS CLUB Membership, Arbons House, Water Street, Lavenham, Suffolk, CO10 9RN. Website: www ww ww. w discoveryownersclub.org

THE MILITARY VEHICLE TRUST 24 Conway Avenue, Thornton-Cleveleys, Lancashire, FY5 3JH Website: www ww ww.mvt w vt.org.uk t

RELIANT OWNERS CLUB 8 Newton Road, High Green, Sheffield, S35 3HX. Website: www. reliantownersclub.co.uk REVS (ERF HISTORIC VEHICLES) 21 Tilia Way, Bourne, Lincolnshire, PE10 0QR. Website: www. erfhistoricvehicles.co.uk THE SCAMMELL REGISTER 45 Norman Road, Ramsgate, Kent, CT11 0DT. Website: www. scammellregister.co.uk SENTINEL DRIVERS’ CLUB 12 Whitebrook Lane, Camerton, Bath, BA2 0PN. Website: www. sentinelwaggons.co.uk THE THORNYCROFT REGISTER Frodsham Business Centre Bridge Lane, Frodsham Cheshire, WA6 7FZ Website: www ww ww.thornycroft.org.uk w THE TRANSPORT TRUST Membership 202 Lamberth Road, London, SE1 7JW Website: www ww ww.transporttrust.com w

Your say

STEPHEN PULLEN

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

A salesman’s memoirs On reading the September issue of HC I found the reprint of the Leyland Boxer LETTER brochure on page 78 of great interest – instant nostalgia!

Little did I realise when I joined Kenning Truck Centre, Derby, on a cold February morning in 1976 that it would be the start of a career lasting 35 years selling vans and trucks.

Kenning Truck Centre was the Derbyshire distributor for Leyland Redline (previously BMC models) and dealers for Leyland Blueline (previously Albion and AEC), and Leyland Greenline (previously Guy).

While we could order the Redline product direct from the factory all the others came via a distributor at a lower discount and only when available. If I could get my hands on Leyland Clydesdale or Reiver I had operators ready to buy – both models were very popular.

It’s interesting to reflect that back then, in Derby alone, there were several commercial vehicle dealers as well as Kennings; Kays (Leyland Blueline and Dodge) Pickfords (Commer and Dodge), Bristol Street Motors (Bedford); Mertrux (Mercedes-Benz) and T C Harrison (Ford). Only two remain – Mertrux and Kays (now Imperial Commercials).

The three attached pictures show trucks I sold to local businesses: Leyland Boxer PRB 647R with box van body (Kenning Truck Centre had its own body-building department and paint shop, mainly building bodies of this type); Leyland Boxer Dropside XRC 279S and Leyland Boxer Dropside SRC 903R.

STAR

18 Heritagecommercials.com

The Boxer model featured the 6/98NV engine which had suffered a great deal with engine problems – cylinder liners if I remember correctly. I recall attending several sales conferences at Leyland and being assured that the problems had been sorted, but it was really only in the latter days of this engine that became true. A variant of this engine was the 6/98TV, a turbo-charged version. Good performer but if revved up while cold or after the engine had idled for a while it usually meant a new turbo would be required soon after.

The cab was classed as a tilt cab which indeed it was. However to facilitate tilting the cab, two large fixing bolts had to be undone under the cab and the steering column had to be released. I recall demonstrating how to tilt the cab to a prospective customer and having great difficulty in relocating the cab fixing bolts eventually travelling back to the dealership with just one in place but screwed home fully, so I was carefully trying not to brake hard!

And, if you didn’t tighten the universal joint on the steering column properly and gave an inadvertent pull on the steering wheel, then it would be rather worrying to find you had the steering wheel in your hands, but it was not connected to the truck.

Power steering was a luxury these models did not have and to make the steering feel lighter on a demonstration, a modest increase in the front tyre pressure may have been occasionally resorted to!

Leyland Truck & Bus provided sales training courses, usually a one-week training course; doesn’t happen these days, as a day is classed enough by some managers. It was very good training in those days and included calculating axle weights, appropriate axle ratios, body types, sales techniques, etc., and there were no computers to help you back then.

Also excellent sales manuals were provided and proved invaluable as the range of models was very large and we were taught how important it was to sell the right vehicle for the job – don’t just sell the one you have in stock. An example of this was when I sold