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Model Roadscene


New Zealand Oldies


Back to the 1940s



Issue 200 July 2016 £4.20


Bedfords in Bideford

Tippers on Site

Manbre Garton Sugar Tankers

East Yorkshire Memories


Heritage ww ww w

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Issue 200 – July 2016



Editor: Mike Forbes Email: Art Editor: Rob Terry –


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200 – Not Out! Mike Forbes looks back at the history of Vintage Roadscene magazine over the last 31 years.

Model Roadscene Mike Forbes looks at the latest releases of models of classic lorries and other vehicles to come in the main ranges.


Tippers On Site Leo Pratt brings us another interesting selection of his pictures of vehicles seen on construction sites in the past.

Never Mind the Actors The cars the star, as Graham Dungworth recreates some TV and film scenes in miniature.


Rally Scene Reports and pictures from Keith Baldwin, Andy Taylor, Barry Fenn, Mike Gosling, Len Jefferies and the Editor, from the Cheshire Road Run, BCVM Spring Transport Show at Leyland, rallies at Bidford-on-Avon, Lincolnshire Road Transport Museum, the Basingstoke Festival of Transport and Rushden Cavalcade.


Rally Diary Good Ideas for a Good Day Out during the next month for Vintage Roadscene readers.


Review Scene A book and some society magazines of interest to readers.


Scene & Heard You have your say, with stories, pictures and thoughts on items in recent issues of the magazine.


Next Month – what’s in the next issue…


Tailscene – Bit of a Flyer you’ve got there, eh? Actually it was, but it wasn’t speeding…

New Zealand Oldies John Raggett shows us some British vehicles still on the road and some that used to run on rails…


Just as Sweet Last month, it was pictures of Scammells in the Manbré & Garton Ltd fleet of sugar tankers from the archive of Bernard Coomber. This month, it’s the turn of the other makes.


From Blitz to Bliss Malcolm Bates goes back to years of war and peace with some period material and the recent Brooklands event.


Scenes Past – Devon Delights Mike Forbes brings us pictures from the Chris Hodge ‘Stilltime’ Collection of the mainly Bedford fleet of a Bidefordbased builders’ merchant taken on a trade press visit in 1961.


his local bus company, which celebrates its 90th Anniversary this year.

AEC TGM Mercury Fire Appliances – Part2 Ron Henderson concludes the story of a new design of fire-fighting vehicle from the 1960s onwards.



In this issue...

ISSN: 0266-8947

East Yorkshire Motor Services Stuart Spandler’s boyhood memories of




PCP Ltd, Telford, Shropshire. Tel: 020 7429 4000 Kelsey Media 2016 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties. Kelsey Publishing Ltd uses a multi-layered privacy notice, giving you brief details about how we would like to use your personal information. For full details, visit , or call 01959 543524. If you have any questions, please ask as submitting your details indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email or SMS. You can opt out at ANY time via email: or 01959 543524. Vintage Roadscene is available for licensing worldwide. For more information, contact Vintage Roadscene is published on the third Friday of each month preceding the cover date.


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Around the time that the first issue of Vintage Roadscene was being published at the turn of 1985, I was writing about then current vehicle operations at Motor Transport newspaper. One of my assignments took me to the headquarters of my former employer, Showerings, Vine Products & Whiteways, part of the Allied Breweries group. I took this picture in the yard at Showerings’ Shepton Mallet premises, where the well-known ‘Babycham’ was produced. This six-axle outfit, with twin-steer ERF C Series C40 unit, A79 NYD, pulling a BRS Trailer Rental Taskers curtain-sider, was more or less ‘state-of-the-art’ at the time – although Volvo and Scania fans might disagree – but vehicles like this are now seen at classic vehicle rallies. how times change – or do they...?


elcome to the 200th issue of Vintage Roadscene. It’s taken all of 31 years to get there, especially as, for the first 20 years the magazine was quarterly. Going bi-monthly and then monthly, with the 100th issue in 2008, accelerated progress, but I still can’t quite believe I’ve been editor for 80 issues, over nearly seven years. A lot has happened in that time, good and bad – I took over because the previous editor died and when I lost my assistant editor to a heart attack at a young age, I wondered if there was a jinx – but we’ve got over that, as well as two changes of publisher, and now with Kelsey we are going from strength to strength, not least thanks to our group of supportive contributors and you, our loyal readers. Thank you all. I’ve put together a bit of a history of Vintage Roadscene, with emphasis on the earlier years. We could go back over recent times in a future issue, if there is sufficient interest – or have you all got a stack of back numbers to refer to? I seem to have collected vast numbers of different magazines and books over the years, but it’s great to be able to look back and check details or just to compare those days with now. That’s what this magazine is all about, really, so here’s another

one for the pile! The latest title in our ‘Road Haulage Archive’ series is also now available. ‘Red Van, Green Van’ is about the many different vehicles operated by the Post Office in its various postal, telephones and supplies fleets. Based on the photographic collection of a former telephones engineer, including many official pictures, along with material from the archives of the likes of the Stevens-Stratten collection and the Post Office Vehicle Club, the book looks at the development of all sorts of specialist vehicles, which have been used over the years, to keep the services running. It is not intended to be a definitive history. For this we must wait for the Post Office Vehicle Club to complete its research and prepare what will be quite a ‘meaty’ tome, because there’s lots more to the subject than the ‘Postie’s’ Morris Minor van and the telephone engineer’s version in green – then yellow, grey and now white. The next title in the series will cover quite a different subject, with a whole collection of pictures of heavy haulage vehicles – always a popular subject. Meanwhile, the rally season is now in full swing. We’ve already seen some splendid new restorations to remind us of past glories in the transport world, what else will emerge for us to enjoy? If you see anything interesting,

don’t forget to send us a picture – we can’t be everywhere. We will continue to cover what we can, while maintaining our main theme of pictures and memories of the past. Remember, we are always keen to hear from anyone with stories to tell of their days on the road or connected with lorries, buses or other vehicles, especially if they are accompanied by old photographs. I hope you enjoy this issue. There’s plenty more material in the archives to keep us going for many more.


Bideford in Devon might not be the first place you think of as the base for a significant own account fleet of lorries to be seen on the quayside, unloading a ship, as well as delivering the company’s goods, but this Bedford TA of Bayly & Bartlett Transport was doing just that in 1961. For the whole story, see our ‘Scenes Past’ feature in this issue.

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999 Scene

AEC TGM MERCURY FIRE APPLIANCES Ron Henderson concludes the story of a new design of fire-fighting vehicle from the late 1960s.


Above: The first AEC TGM with a Merryweather turntable ladder went to Lagos, Nigeria, in 1967. The standard four-man cab was an unnecessary

expense, particularly for British machines, as these appliances usually operated with just a driver, or a driver and one other.


he last of the original series of AEC Mercury turntable ladders left the production line at Greenwich in 1967, after which all future AEC/Merryweather TLs featured the Leyland group’s new-style ‘Ergomatic’ cab, commencing with the first one for Lagos, Nigeria. Following this, Fife Fire Brigade in Scotland was the first UK customer, for whom it was the first AEC fire appliance. With the exception of five, all of the turntable ladders built on TGM chassis featured fourdoor cabs, with the rear crew members facing backwards, for safety reasons. The wheelbase was 15 ft, some 15 ins shorter than the earlier Mercury TLs. The success of the Merryweather turntable ladders resulted in a steady stream of orders, with 14 being completed and delivered in 1968, some of the customers being first time buyers of AEC appliances. After the Fife order, others quickly followed, for Blackpool, Cardiff, Bath and Caernarfon. Liverpool ordered two to join its two earlier type Mercury TLs and Lanarkshire, another Scottish brigade, ordered one to join its earlier Mercury. Towards the end of 1968, the Ministry of Works ordered two for allocation to the Fire Service College at Moreton-in-Marsh,


July 16

Gloucestershire. Another Ministry of Works order was an unusual single-cab 125 ft turntable ladder, for use in Cyprus, cleaning and maintaining a giant golf ball-shaped radar dome, at Mount

Olympus in the Troodos Mountains. This was finished in an all-over yellow livery. There was a total of five TGMs exported to Australia and New Zealand, markets which had not ordered any of the earlier AEC

Above: Shropshire Fire Brigade commissioned this AEC TGM Turntable Ladder in 1971 for service in

Shrewsbury. The vehicle epitomises the lost design expertise of two world-renowned companies, AEC and Merryweather. (M Nuttall)

Above: A departure from the usual TGM appliances was this Heavy Water Relay Unit, built to the requirements of Hong Kong Fire Service. The selfcontained 2,000 gallons per minute two-stage turbine pump was directly coupled to a Rolls Royce diesel engine which developed 230 bhp at 1,850 rpm. Mounted over the rear axle, the unit was quite independent of the vehicle’s road engine and embodied its own starting mechanisms.

Merryweather turntable ladders. The first one went to Dunedin in New Zealand in 1968, followed by two with 120 ft ladders for New South Wales and Canberra in Australia. A special feature of these was a cage at the head of the ladder, so that rescued persons, unable to descend the ladder in the normal way, could be lowered to the ground in the cage. This pair featured a two-man cab, compared with the standard four-man cab. During the last year of production, Dorset Fire Brigade took delivery of two turntable ladders, these ones also being fitted with two-man cabs, the only British ones to this configuration. Production ended in 1971, with the last ones going Dublin, Macau and two to Western Australia. In all, Merryweather produced 29 turntable ladders, plus three other special appliances mounted on the 15 ft wheelbase AEC TGM chassis. From 1968 onwards, competition for Merryweather and its association with AEC became increasingly intense. Carmichael & Sons of Worcester advertised a combination of Magirus turntable ladder and AEC TGM chassis, which was almost identical in design to the Merryweather machines. None of the Carmichael vehicles were sold to UK brigades, but one went to Pretoria, South Africa and another to Hong Kong. Carmichael was also the agent for Orbitor hydraulic platforms, although these were not sold in any great numbers in the UK. Belfast bought a 72 ft Orbitor, mounted on an AEC TGM chassis in 1969, while two others, on

similar Leyland chassis, went to Merthyr Tydfil and St Helens but, by this time, the era of AEC fire engines was coming to a close. Glasgow Fire Service, one of the biggest users of AEC fire engines, bought a smart TGM chassis in 1969, for the mounting of a 65 ft hydraulic platform. Bennet of Glasgow built the body, which was a combination unit, incorporating the hydraulic platform, a main pump, water tank, plus an assortment of extension ladders. Further north, the North Eastern Area Fire Brigade, with its headquarters at Aberdeen, bought a similar unit the

following year. At least ten of the TGM Merryweather turntable ladders survived for a period of time after disposal and those with a permanent future were the overseas machines, notably the Dunedin appliance and the ones that served at Canberra and Western Australia, both of which passed to their respective state fire museums. As was common at the time, some of the machines passed to tree surgeons, including one of the Dorset examples and the former City of Bath vehicle. Others, such as the two Liverpool appliances, North Riding of

Above: Gulf Oil’s Milford Haven refinery bought this TGM foam tender in 1969. Following disposal,

it was a regular at certain rallies, minus its pumping equipment. It is still in existence, but is now displayed in the guise of a flat platform lorry.

July 16


999 Scene

Above: The short-lived Teesside Fire Brigade bought a pair of AEC TGM foam tenders, one bodied by Merryweather and the other by Carmichael & Sons.

Seen here is the Carmichael one, delivered in 1972 for Grangetown fire station. This one also had a second career, as a privately-owned breakdown/ recovery vehicle, fitted with a beaver-tail platform. (T Welham)

Yorkshire Fire Brigade’s Scarborough appliance and the sole Hastings machine all passed into the hands of preservationists, with whom it is hoped that they will continue to be a feature of the fire engine preservation scene for many years to come. Right: This ornate Glasgow appliance with extra embellishments was one of the smartest fire engines of the time. Delivered in 1969, it was a combination pumphydraulic platform, with locally-built Bennet coachwork. The chrome wheel discs were unusual extras, each one having a brigade cap badge fixed in the centre. A similar machine operated in Aberdeen.

Above: There were two of these AEC TGM/Carmichael water tankers in the West Riding of Yorkshire Fire Brigade’s fleet. Dating from 1971, they were

introduced for attendance at incidents on motorways, where water was often in short supply. This one was stationed at Elland, the other at Ossett.


October July 16 14




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Scenes Remembered

200 – Not Out! In this, our 200th issue, Mike Forbes looks back over 31 years of Vintage Roadscene.


riginal and best? Well, apart from the still-missed ‘Old Motor’, which included features on commercial vehicles, usually pre-war, which had already closed, Vintage Roadscene has now been published the longest of all the magazines specialising in the coverage of commercial vehicles of the past. As for ‘best’, that’s for you, dear readers, to decide. The first issue of Vintage Roadscene appeared in December 194. It was published quarterly, by Ian Allan, alongside its railway and other transport titles, edited by ‘Steve’ Stevens-Stratten, who had previously included articles on road transport in ‘Model Railway Constructor’, so he knew there was interest in the subject. Steve then took over as publisher as well, although still closely aligned with Ian Allan, and continued to produce Vintage Roadscene on a quarterly basis, until May 2005, when the editorial and publishing role was taken over by Professor Alan Earnshaw and his Transpennine Publishing company. Alan and his team continued with the magazine, changing the frequency, firstly

Above: The cover of issue 1, with fairground steam and the Scammell 100-tonner featured inside.

to bi-monthly and then monthly, from issue 100, March 2008, until his untimely death in the summer of 2009 and the closure of Transpennine. Publication then reverted to Ian Allan, when I took over as editor from issue 119, initially under the pseudonym of Alistair Golding for a while – for reasons I won’t bore you with – David Hayward continuing in his supporting role as deputy editor, until he too passed away suddenly – just after we completed the 150th issue, May 2012. Coincidentally, this was also the first issue after Key Publishing had taken over all the Ian Allan magazines, when the company decided to pull out of this business. Then, from issue 180, November 2014, we moved again, this time to Kelsey Publishing, where the magazine continues as part of the company’s portfolio of classic and current transport titles. Left: Driving all hours – the way it used to be,

as recalled by an ex-driver over several of the early issues.


July 16

Above: An early feature was pictures of vehicles which had been new 50 years before, as seen in issue 8, September-November 1986.

Along with a varying group of supportive contributors, I have continued to put Vintage Roadscene together, along with our Road Haulage Archive off-shoot for the last 18 months. Life seems to just get busier as I get older – I hate to think what it would be like, if I ever retire...

Archives There have been many excellent articles over the years, complemented by all sorts of wonderful pictures from the past. For much of the time, we have had access to the archives of Ian Allan, including many press release pictures sent by vehicle manufacturers to magazines which had been part of that publisher’s empire at one time. More recently, over the last ten years, we have enjoyed un-rivalled access to the Chris Hodge ‘Stilltime’ Collection, which includes many photographs taken for Commercial Motor, from the 1920s to the early 1980s. I recognise some of the vehicles, people and places in the later pictures, as I was working for the sister publication, Motor Transport in the 1980s, so I can appreciate how much it means to readers when they see a picture of a vehicle or company they were involved with at some point in their past career. Things have gone full circle in a way, as we now have the Stevens-Stratten Vintage Roadscene Picture Library, his archive built

up over many years, from which we can use photographs in support of articles on many different subjects – indeed, the pictures are often the starting point of features in a magazine like ours. There’s just the occasional copyright issue to deal with... That’s not forgetting the many wonderful historic pictures which our many contributors and correspondents send in. In many cases, a reader’s letter with a picture or two of a company’s vehicles, or an article, can lead to another article, or even a series, as somebody else digs out their pictures and writes about them. We have an on-going supply of pictures and information from several contributors, as they delve into the history of transport operations in their area which, of course, have a much wider interest, as many hauliers’ and own account operators’ vehicles were seen all over the country. And then there’s the added interest of operations in places like Australia and New Zealand, where British-built vehicles have been used for many years.

Highlights It is hard to pick the outstanding features, as these would depend, to some extent, on

Above: First of a new style of cover which

would last until the early 2000s, featuring a preserved AEC which is still around and a brewery lorry – always a popular subject.

July 16


Scenes Remembered

Above: Some preserved vehicles seen in colour in the March-May 1990 issue. Where are they


Left: Some great pictures of some interesting tippers of the early post-war years, sent in by a

reader in response to a mention in an article, ‘My Life in Driving’ in 1997-8 issues.

your own personal interests. The first issue had articles on Showmen’s locomotives – fairground transport always being an enthusiasm of Steve Stevens-Stratten – the history of Carter Paterson and the Scammell 100-tonner – all guaranteed to interest potential readers. Moving on, there were more features on steam vehicles, vintage vehicle rallies, buses, coaches, trams, emergency vehicles, model vehicles and, always, commercial vehicles,

from light vans to heavy haulage. Above all, there were regular stories from people who had worked in the transport industry – which still make good reading today. Regular features soon included ‘Preservation Scene’, for many years based on the late Tony Peart’s observations at vehicle rallies between issues. Issue number 50 had a Peter Durham photograph of Tony’s ex-Doncaster AEC Regent on the cover and a colour centre

Above: Part of the history of Commer, covered around 1990.


July 16

spread from David Reed of vehicles at rallies. Pictures like these have always been a way of getting some colour into the magazine, right from the start. We might major on the historic photographs of vehicles at work and on the road, wherever possible, but all these monochrome pictures do need the balance of some colour sections as well. Alan Earnshaw and his team, which soon included David Hayward, as well as Steve Stevens-Stratten, continued with the articles on all sorts of vehicles, with on-going series on military, emergency – contributed by Ron Henderson, who is still with us now – and vehicle manufacturers of the past, like Guy, and the present, like Volvo’s entry to the UK market. They introduced features on subjects like street furniture and a few on classic cars, although commercial vehicles retained centre stage. The 100th issue included all of these, plus a supplement on model road vehicles. And so we moved on. When I took over 80 issues and nearly seven years ago, the brief was to continue as before. This seems to have been a formula for success, as the circulation has risen slowly but surely, contrasting with the situation almost throughout the magazine business where, in the face of increasing competition, especially in this digital age of computers and the internet, many circulation figures have been steadily falling. Thank you all for your continued support! Along with our Road Haulage Archive series, I will be doing my best to ensure that we continue to bring you a mix of the best

Above: Colour pictures taken at the 1992 HCVS London-Brighton Run. Below: Back in 1995, an ex-British Road Services driver remembered his days on the road.

Above: Something different from 1997, an article on

‘trade bikes’. did you ever try to ride one of those?

Above: Cover of the March-May 1997 issue, showing Tony Peart’s ex-Doncaster AEC Regent. Right: Colour picture feature

in support of Tony Peart’s ‘Preservation Scene’ update in a 1996 issue.

July 16


Scenes Remembered

Above: The Guy Arab buses of North-east municipal operators was a

subject from 2000

Right: Pickfords tankers, seen in the June-August 2000 issue.




1: One of a series of pictorial features on brewery vehicles in

issues from the early 2000s.

2: Bus company AEC Matadors, variations on a theme from


3: Part of an article by Alan Earnshaw on the Wall’s Ice Cream

eet from 2005.


July 16

Right: One of Ron Henderson’s early articles on different emergency vehicles, from 2006. Below: ERF was one of the lorry-makers whose history was discussed; this spread dating from March/April 2006.

archive pictures, stories and memories from the past, as well as a smattering of rally and other current features, for plenty of issues to come. Enough of my potted history of Vintage Roadscene. I’ve been through my collection of magazines and selected some of the covers, pictures and articles which caught my eye, with emphasis on the earlier years, to share with you here...

Above: Ten years ago, David Hayward produced a series of articles on the vehicles which were tested in the 1930s War Department Trials, in the lead-up

to World War II, before turning his attention to Volvo’s and Scania’s early days in the UK.

July 16


Scenes Remembered


1: During 2009-10, David Hayward wrote

several series of articles about the early days of Volvo and Scania in the UK, during the late 1960s and 1970s.

2: The editor’s first article was about the

London to Brighton run in 1970, looking back 40 years with a selection of ‘Stilltime’ pictures.

3: Chris Hogan of the Post Office Vehicle Club

has written a number of articles, including this one on Mobile Post Offices, first used before the war for special events, like the Derby.

4: We regularly look at model vehicles.

This was an article which looked at the prototypes for some of the early replicas in the 1/76 scale B-T Models range.



4 16

July 16

Scenes Remembered

The way is was’... with a rope-operated back actor, loading a short wheelbase Bedford tipper. ‘Otty Bros’ of Leeds operated a small fleet of petrol-engined Bedfords like this ‘TJ’ well into the 1970s, on sites in the Leeds area. They could cope with the worst of site conditions and here a Paxman-powered Ruston Bucyrus 19RB loads one on site during winter 1972.

Tippers On Site Leo Pratt brings us another selection of his ‘On Site’ pictures. We’ve had cranes, mixers, pipe delivery lorries and now here are some interesting tippers...


ne of the types you can expect to see on most construction sites is the tipper; either importing materials onto site, working on the site or shifting ‘muck away’ from the site. From the humble four-wheeler to today’s large artic units, there is always work for the tipper in construction. This selection of photographs follows the usual theme, with vehicles seen at work on various sites over the years, the writer usually having his camera to hand, to record the scene. Right Another Otty Bros site, and another of

the company’s petrol-engined Bedfords, this time one of the ‘square-nosed’ wartime OWST, which must have been re-registered with the 1967-8 Leeds mark, NUA 140F, just legible through the ‘muck’. The tipper was being loaded by a Priestman Mustang 120, on a city centre site in March 1970

July 16


Scenes Remembered Left: Another local Yorkshire operator was Ogden’s of Otley, which had a fleet of tippers for hire, including some ex-Wimpey AEC Mammoth Majors, one of which, 725 DXN, dating from 1963, is seen here tipping its load of spoil at what was then the end of the M1 at Leeds, in spring 1970. Below: ‘Sand for the builders 1’. On a small

estate of new houses, a handy little fourwheeled Dennis Pax V, OWY 492K (West Riding, April 1972), delivers its load of building sand up behind the mixer. This nearnew Dennis, in the well-known Tilcon livery, was seen on site, near Shadwell in Yorkshire, in July 1972.

Another Tilcon vehicle, this time an eight-legger, is seen tipping its load of ‘type 1 sub base’, on a new road cotract in winter 1972. This Foden, LWU 298K (West Riding, August 1971), features the unusual S50 ‘half-cab’ (first seen by the writer at the 1968 Earls Court show). Speaking to the drivers, these were not popular and it is believed that some were later re-cabbed, with full-width cabs.


July 16

The Scammell Routeman eight-wheeler was a popular choice with many tipper operators and here is a long wheelbase example, RWX 589M (West Riding, 1974),seen discharging its load of ‘crusher run’. This ex-Hinchcliffe motor was now running in Darrington Quarries of Knottingley livery, when photographed at Hemsworth in 1977.




1: Sand for the builders 2’. This time, an eight wheeler-full, courtesy of this tidy ten year old Foden S21. This ex-Stephen Toulson vehicle, ODT 329E (Doncaster, 1967), now with ARC, was seen in wintry conditions, delivering to a site at Kinsley, Yorkshire, in February 1977. 2: ‘Granular bedding’ is used in abundance when pipe-laying, and in this August 1979 shot, Butlers of Maltby Foden S80 sixwheeler, GKW 397N (Sheffield, late 1974), has just tipped another load of 20 mm bedding at a site in Goole. 3: Another site and another Darrington Quarries motor, this time a less common Guy Big J8, OUB 615P (Leeds, mid-1976). It is seen tipping its load of crusher run stone on the site of the new Whitemoor Mine, near Selby, in September 1979. Shaft-sinking was in progress at the time, as seen on the right, but this and all the Selby coal mines are now closed.

July 16


Scenes Remembered

Well-known haulier, W Clifford Watts operated this later Ergo-cabbed Leyland Bison six-wheeler, LKH 612V (Hull, 1979-80), here seen when almost new, delivering roadstone to our contract at Malton, during June 1980.

Above: While on site at Malton, we hired in local operator, Thackray’s, for the internal ‘muckshift’. Here we see this company’s fine S39-cabbed Foden, YVN 800K (North Riding, April 1972), earning its keep during the warm spring of 1980. Note the tipping rams positioned outside the chassis rails – common on 1950s Fodens, but rare by this date.

Below: Last in this selection of tippers is

Charlesplant’s late Ford D1000, with Perkins V8, KUS 40V (Glasgow, August 1979). This vehicle had a long hire with us on a large contract in Bradford on general site duties ad is seen on site in summer 1993. It proved to be a very reliable and useful motor.


July 16

Scenes Remembered

A Bedford J Type in use by a mobile barber

New Zealand Oldies

John Raggett has recently returned from another trip to New Zealand – as he says: all right for some, eh? – and he’s sent us some pictures of British vehicles which can still be seen on the roads there...


ohn says: starting with a trip exploring the Wellington region by train, I reached Waikanae, which is the terminus station on the electrified suburban Kapiti Coast line, part of the main Auckland to Wellington trunk main line. Here I found a Bedford J in use as a mobile hair dressers. My first impression was that the town was a quiet back water, but it does, in fact, have a shopping centre which includes a barbers shop! State Highway 1 is never far from the railway line. The next station down the line serves the larger town of Paraparaumu, where SH1 runs alongside the station, and I caught the ERF EC14 loaded with logs, heading for Wellington Docks. One of its stable mates was seen heading empty in the opposite direction. These ERFs look like the last of the company’s Sandbach-built products, before the MANs, badged as ERFs were made. The Kapiti Coast Railway Museum can be found in Queen Elizabeth Country Park, near Paekakariki. This is, in fact, a tramway museum of former Wellington cars, not operating on my visit, because of lightning

Above: An early post-war Austin 10, used for sight-seeing trips around Napier.

damage to the electrical supply system. The museum collection includes a Bedford TK, once used by Wellington to maintain the tram and trolleybus overhead, still in use in the park, but no longer road legal. There is a BUT trolleybus with, I think, Weymann body, plus a motor bus, which I think was a Leyland, both also from the Wellington fleet. Moving over to the East Coast, a visit to Hastings revealed a Bedford KH tipper in the fleet of Elms Transport. The certificates displayed in the windscreens of buses and lorries include registration and fitness

(MOT.) I was unable to make out the year of initial registration, but the fitness certificate is valid until 20th July 2016, so the lorry is presumably still in active use. It is seen parked alongside an ERF tipper, with a Foden tipper in the background. In Napier, I saw a Bedford TK fire engine, in use as a publicity vehicle for a local politician. The town was smashed up by the 1931 earthquake and was rebuilt in the Art Deco style of the time. Cars of the period are a feature, used to take tourists for trips round the town. Most are American, but I did catch

July 16


Scenes Remembered

Above: Open top sightseeing in Napier, in a pre-war American car.

Above: Ford Consul sunbathing in Gisborne;

Above left and right: At the Kapiti Coast Railway Museum is ex-Wellington Bedford TK tower wagon, BUT trolleybus and Leyland motor bus.

Elms Transport Bedford KH tipper, alongside a more modern ERF and Foden.


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a post-war Austin; pity about the advert on the door panel. On my last visit in 2014, I saw few Fodens about, but there were plenty to be seen around Napier and up the coast at Gisborne. Finally, seen damping down roadworks in Rotorua, was a 1979 Ford D1210 water bowser. Note the absense of a registration plate, but according to the out-of-date certificate in the windscreen, it is JF8715. Right and below: The ERF EC14 log carriers,

impressive eight-wheelers, with eightwheeled draw-bar trailers, piggy-backed when unloaded.

Bedford TK ďŹ re engine, in use as a political bill-board.

July 16


Scenes Remembered

Above and right: Foden container lorries at the Port of Napier;

Foden Tipper in Gisborne;

Above: Foden tandem-artic curtainsider in Gisborne;

Left: Foden classic New Zealand eight-wheeler with

three-axle draw bar trailer, empty but en-route to load up with vegetables if loaded wagons heading the other way were anything to go by.


July 16

Ford D Series water bowser.

New Zealand Oddity One of my excursions while staying in Rotorua took me to Mamaku, which was once an important logging town, with several saw mills. All have now closed and the town has something of a ‘Wild West’ feel about it. The logging industry was served by a network of narrow gauge railways (same 3 ft 6 ins gauge as the national network), used to bring the logs from the forest areas to the saw mills. The railway vehicles used for this purpose were based on Bedford trucks using Bedford S type cabs. One has been ‘preserved’ and, although it may well be a Bedford, the cab has clearly come from a Morris. While browsing in a book shop back in Rotorua, I came across a book of anecdotes about the town. There is no mention in the book of the narrow gauge forest lines but the front cover does show one of the Bedford S-type rail tractor wagons, crossing the main line, heading for the saw mills. While photographing the rail wagon, one last Foden came by!

July 16


Manufacturer Scene

Above: This picture looks as if it might have been re-touched to some extent, perhaps because it had been taken on a rather dull day, but it shows an ERF 68CU, EYO 898J (Greater London, March 1971), with LV cab and Cummins engine, plus an elliptical tank, sitting on the weighbridge at the refinery.

Just as Sweet Mike Forbes has selected these pictures of vehicles in the Manbré & Garton Ltd fleet of sugar tankers in the archive of Bernard Coomber, alongside those seen in our Road Haulage Archive title on Tate & Lyle vehicles.



ast month, we looked at the Scammell lorries which featured in the Manbré & Garton fleet over the years. This time, we look at the other makes, ERF, Foden and others, which the company also ran in its time. Manbré & Garton Ltd was formed in 1926, when Manbré Sugar & Malt Ltd, of


July 16

Hammersmith, took over Garton & Hill, based in Battersea, and remained a major supplier of liquid sugars and glucose until taken over by Tate & Lyle in 1976. Garton Hill & Co had moved from Southampton to Battersea in 1882. The company specialised in supplying sugar for brewing, its ‘Saccharum’ product, being very

pure, contributing to a ‘bright’ beer. Manbré had started in 1885 in Spitalfields, soon moving to Fulham Reach, Hammersmith, specialising in the production and supply of liquid sugar and glucose, for industries like brewing and confectionery. The company was a pioneer in the transport of sugar in bulk from 1930, taking over Sankey

2 3

1-4: These are views, side-on, head-on and rear, with and without the roller-shutter open on the rear cabinet containing the Drum Engineering-badged pump equipment. This is a slightly later ERF 68G, its LV cab with the later pattern grille, as used on the ‘A’ Series, complete with Gardner 180 badge. The tank has a single compartment, shown by the one hatch on top. The ‘UB’ on the rear mudflaps suggest the tank was built and fitted by ‘Universal’ or Universal Boilers and Equipment, of Leeds, which was then known for building specialised road tanker bodies. Notice that the company name had been simplified to ‘Manbré Sugars at that time.


in 1935 – in which livery some of the vehicles ran, from time to time – Martineaus in 1961 and Westburn in 1965. At this time, Manbré & Garton was a multi-national firm, with major interests in South Africa. The company had three refineries and bought molasses producer, Fowler, but over-production led to the takeover by Tate & Lyle, giving this company a nearmonopoly of cane sugar production in the UK. Manbré & Garton had a fleet of over 100 vehicles, including Scammells and other makes, many of which were used with insulated tanker trailers, some of which are shown in these pictures, as well as eightwheelers. In a future issue, we will show more classic Scammells, this time used by United Molasses...

July 16


Manufacturer Scene Right and below: Here is another sequence

of pictures, like the others here, believed to have been taken for Manbré & Garton Ltd, rather than the chassis or tank builder, to show the new vehicles in the fleet. These are front and rear views on the road, plus another with the body tipped in the refinery yard, of another ERF eight-wheeler, a slightly earlier 68G, with Gardner 180 badge, YGH 75G (London, 1968-9). This one has the type of tipping bulk tank bodywork used on eight-wheelers by Tate & Lyle. Similarly, the driver is kitted out in immaculate white overalls, like his opposite numbers at Tate & Lyle.


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2 1-3: Manbré & Garton also ran artic tankers. ERF seems to have replaced Scammell in the fleet, perhaps when the Highwayman was no longer available? Here we have two ERFs, with the LV cab and Gardner 180 power, with tank trailers, ULR 993F in the yard and WMT 187G in colour out on the road. We also have a close-up of one of the tank trailers. As with the other shots, we can see the trailers were equipped with an underslung ‘donkey engine’ to power the pump used for unloading.


July 16


Manufacturer Scene

Above: A picture from a periodical of the time, which showed fleet no 56, a mid-1950s BMC FE rigid

with a 5 ton capacity tank, posed on the weighbridge, as a comparison with a Scammell artic, described as a 15-tonner (referring to the payload in each case) seen last time.

Left: A 1965 press release and picture, showing one of the latest vehicles in the fleet of The Sankey Sugar Co Ltd, a member of the Manbré & Garton Group, a Foden S24 eight-wheeler, with bulk tipping body by Carmichael of Worcester, with a payload of over 16 tons, in the company’s then new blue, red and white livery, for deliveries and transport of raw sugar from Liverpool Docks to the Newton-le-Willows refinery. Left: Unfortunately a side-on view, which

shows a limited amount of detail, of a short wheelbase Guy Otter or Thornycroft Sturdy rigid, fleet no 39, fitted with the mid-1950s Motor Panels cab, a corner of which was seen in a rather ‘arty’ shot of a Scammell posed at the refinery, seen last time. Presumably this small capacity vehicle was used for deliveries to a valued customer with restricted access.

Below: Another posed shot of a new vehicle, fleet no 163, a Dodge K or 500 Series box van, lettered for deliveries of Sankey Packet Sugar (which, from memory, did not make a great impact on the market – unless anybody knows better?)


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Right: An earlier vehicle in the livery of another subsidiary, Glucose and By Products Ltd, of Rawcliffe, near Goole in the East riding of Yorkshire, a Leyland Octopus 22.01, LWW 105 (West Riding, 1952). The smart new-looking vehicle has rather modern signwriting for its day. Notice all the camera-struck office workers... Below: Last month, we showed a 1930s line-up of Manbré & Garton tankers, which included two Scammells and three Beardmore Pythons, like YY 8286 here, 15 ton ‘multi-wheelers’, with the ChenardWalcker system, where the weight of the draw-bar trailer is partially imposed on the tractor unit. A pretty imposing vehicle, but the system did not catch on as an alternative to straightforward articulation.

Left: A much earlier Leyland in the Manbré & Garton fleet. XB

9253 was in use from 1910 to 1933, if the sign is anything to go by, possibly latterly on internal duties, but still quite a feat for its time, especially in original condition, including its solid tyres and acetylene lamps.

Below: A rather sad picture to end with, taken in the late 1970s, after the company was taken over, by Bernard Coomber at the Tate & Lyle depot at Brighouse, showing a collection of withdrawn vehicles in Manbré Group Sankey livery, of which they were so proud ten years earlier. There are Foden S21, S36 and S39-cabbed eight-wheeled tankers, Bedford TK and KM platform lorries, plus a couple of semi-trailers, dating from the mid-1960s to early 1970s, presumably awaiting sale.

July 16


1940s Roadscene


The 1940s. Surely there’s no other decade in which a greater contrast can be found in life from beginning to end? It started with Britain standing alone against the Nazis and the terror of the Blitz. It also included the unveiling of some of our most iconic cars and commercials in 1948. And ended with British-built vehicles winning valuable Dollars in export markets throughout the world, with the promise of more good things to come. Malcolm Bates travels back in time – well back to the Brooklands ‘1940s Revived Day’ to be exact – to bring you another flavour of Forties life...


here shall we start? How about the notion of dressing-up in period clothes as a way of reliving a particular period in history? Raquel Welch in ‘2000 Years BC’? Well, it worked for me. Not sure about the historical accuracy, though. How about those those English Civil War re-enactment battles? I got mixed up in one a few years ago. Marauding gangs of Cavaliers and Roundheads squaring-up to each other in the pub really was authentically scary. Until you clocked that they were drinking Carling Black Label and eating crisps, rather than flagons of warm ale and biting the heads off chickens. But that’s my point. Can we really get an impression of how things used to be just by dressing up in period clothes, or driving an old car or commercial vehicle? After all, the social etiquette and conventions have changed enormously over the years. And not always for the better.... True, I wasn’t around in the 1940s, but I vividly remember what life was like during the following decade when the only heat in our

Above: A picture from the dark days of 1940, with rubble from bombed buildings being dumped

in ‘a London park’. The original caption goes on to say that soldiers were now helping speedier removal of the debri. As well as several soldiers among the workmen, we can see eight well-used lorries, only two or three of which were tippers, three Morris-Commecials on the left, a Fordson 7V with the pre-war style grille, EJH 222, belonging to a coal merchant, Brentrall & Clelands, a couple of Bedford WLGs, including DML 58 of J C Transport and another marked ‘LCC Amenities Dept’. There’s a Willment tipper at the rear, probably a Leyland from the 1920s and a Layland Lynx, FLF 424, lettered ‘Excavators’, with a Watford phone number on the door.

Left: Here’s a scene they should

try to ‘re-enact’ at next year’s Brooklands 1940s Revived day - a full ARP exercise! This drill was recorded in the early years of the war by an ‘official photographer’ to go with a press release suggesting that Post Office Telephones was ready to withstand anything that the Nazis could throw at the organisation. Clearly, it was vital that communications were kept working and that bomb damage was repaired as quickly as possible - making the point that ‘civilians’ also had to continue working, in spite of the dangers. Here we can see one of the distinctive ‘stepped waist’ 30cwt Albion ‘Utilities’ about to have a motorised trailer winch coupled-up to it and behind that is an early crane-equipped pole erection unit. On the right is a Karrier CK3 with beavertail body for cable drum transport and centre stage on of the lovely little mid-30s Morris Minor engineer’s vans.


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1: Here’s a ‘Vintage Roadscene’ that shouts ‘1940s’. This advert for Gill’s Cables was lifted from the 1951 edition of ‘The Trader Handbook’ published by Iliffe of Dorset House, Stamford Street, SE1, the home of ‘Motor Transport’ magazine. We have an open road - although clearly one that isn’t wide enough to allow for safe overtaking. And no private car traffic as petrol is probably still rationed. It would be nice to think that our motor cycle rider is on one of the new 1000cc Vincent ‘Rapides’ which, thanks to having both power and braking far in advance of anything else on the road, didn’t end up as an accident statistic with the lorry driver swearing blind he didn’t see the bike coming. The design of both the bus and normal control lorry are of course ‘generic’, but in the same issue, Guy is already promoting the Arab bus chassis with the smart new look ‘tin front’.



2: More of the same? Once VE and VJ Day had been celebrated, it was time to rebuild Britain. And while it’s true to say that some iconic new designs would soon be announced, it was left to ‘warmed over’ prewar designs like the Ford E83W to ‘carry on’. An increase in purchase tax on cars, a buyer’s ‘covenant’ (to prevent resale at a hugh profit) and a shortage of new cars anyway, created a market for ‘dual purpose’ designs like this Martin Walter ‘Utilicon’. In exchange for driving a wheezing side-valve light commercial chassis with a couple of rows of extra seats and some windows, you (a) at least stood a chance of buying something new and (b) saved on purchase tax. The 1940s must have been hard times indeed! 3: More of the same - Two! While transferring over to civilian production, many vehicle manufacturers had to find a way of reminding potential customers of the prewar attributes of their respective brands. ‘Commer Cars’ were still based in Luton and had yet to benefit fully from the spectacular rise in fortunes resulting from being part of the Rootes Group. The new ‘QX” lorry chassis (which most of us still call the ‘TS3’ - after it’s Tilling Stevens-built two-stroke diesel engine - and 11/4 ton ‘Express’ delivery van were yet to be announced, so this ‘testimony’ from a Mr Elfick of the Brentford Soap Company helps underline that many mid-1930s commercial vehicles were still hard at work well into the postwar era. Perhaps this 1937 3-tonner was replaced by a nice new ‘Superpoise’?


(rented) house in winter was a paraffin stove in the hall, a coal fire in the ‘living room’ and a single bar electric fire in my bedroom – which I wasn’t allowed to have on for more than an hour at a time. Whether playing with my Dinky Toys lorry fleet indoors, or riding in my Dad’s Thornycroft, there would be frost on the inside of the windows of both. In other words, life in early post-war Britain could be cold and miserable. So why would anyone want to ‘revisit’ a time that was not only cold and miserable, but had enemy aircraft overhead, dropping bombs on you as well? 5: Guy, having already absorbed Star took

4: Where that iconic Dinky Toy came from. Back in 1947, the Trojan ‘15’ really was new - and far removed from the quaint 1920s vans of the same name. Things started well, but the era of mass-produced ‘full range’ commercials from one source - be that Austin, Morris, Ford, Bedford or Commer/Karrier - made it doubly difficult for ‘specialists’ to survive once the postwar shortages had eased.

over Sunbeam Trolleybuses, after the war. ‘Takeovers’ and ‘mergers’ (although most events labeled as mergers usually resulted in one brand ruling over the other) were to be a feature of the early postwar years. And while trolleybuses seemed to have a future back in 1945, by 1955, it was clear they didn’t. And while Guy were keen to promote the Birmingham-inspired ‘New Look’ for buses, when it came to lorry chassis, the familiar exposed radiator - as here on this 4 ton Vixen - was to last well into the 1950s. Note that a petrol engine was the only option on offer and while ‘the real thing’ might have been ‘individually built’, thousands more Guys were sold to young aspiring transport managers in Dinky Toy boxes!

July 16


1940s Roadscene

Right: Until production could be returned to peacetime status, surplus military vehicles were the prime source of supply for civilian users. This rather obviously posed official photograph was used with a press release outlining the setting up of a new Post Office ‘transport fleet’ in the immediate postwar period to help relieve pressure on the railway system caused by a lack of goods wagons. Whether a fleet of 4x4 Bedford QLs, Austins and Fords would have made a suitable ‘trunking’ fleet is open to debate, but the added problems caused by a harsh winter - and coal shortage - made these desperate times.

Above left: This AEC Mammoth Major 8 was delivered to Park’s of Portsmouth in 1947, looking rather like a pre-war vehicle, with its squared-off cab, but operators were pleased to get any new vehicles, when most were going for export. Above right: This 1946 AEC Regent II of Liverpool Corporation, GKD 430, had its Weymann-framed body finished off at the corporation’s Edge Lane works, to speed its entry into service.

Above: Right, using the latest in camera

technology, it’s time to head on down to Brooklands....

Right:This could easily be a shot of the

famous Brooklands Clubhouse taken during the war, with Barnes Wallace hard at work in his office upstairs working on ‘The Bouncing Bomb’, while the driver of an RAF Hillman Minx waits to take him to an important meeting in the Whitehall wartime bunker. The mid-30s Austin Ten would still have been a desirable car at the time - and, provided it survived the Blackout, would be worth a small fortune in the car-starved postwar era.


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1: This Guy Wolf added some early post-war commercial realism to the Brooklands Museum event. 2: The aircraft production facilities at Brooklands were bombed on several occasions during the war, so aside from works appliances, something like this Dennis pump escape would doubtless have been needed. 3: Living the era. ‘The 1940s Revived’ day featured a busy trade area with period fashions, household items, books and other ephemera. And Spivs! 4: No wonder Winston wasn’t looking very happy - Next to a book on Hitler’s use of publicity to promote wartime support, we see a 1950s issue of ‘Illustrated’ magazine criticising him. Yes, even though he’d helped save Britain just a few years earlier. 5: Thankfully not a picture of the catering arrangements at Brooklands Museum - these boys are doing a bit of period ‘self catering’. 6: Over paid. Over sexed. And over here? The Yanks arrive at Brooklands in typically understated fashion. 7: More participants arriving in period style. The Americans always like to put on a show don’t they? 8: You can see where modern day stylists got the idea for the new BMW Mini ‘Countryman’ 4x4 from can’t you? Except this lovely US Army Dodge truck is smaller - and much better looking! 9: The weather was fine, but just in case it rained, there was plenty of in-period entertainment!

The answer is, of course, that it enables us to evoke tales of ‘The Dunkirk Spirit’. Take pride in the fact that, back then, Britain could manage to design and build a whole range of things, from the Spitfire to a humble Hillman ‘Tilly’ or Austin K9, that could stand-up to – and ultimately defeat – the Nazi War Machine. All of which is made more poignant by the situation we find ourselves in today, where Britain can’t go to the toilet without asking permission from Brussels first. In other words, however desperate and deadly things were, life was simpler in 1940. Or so it seems to us today.

SUITABLY SUITED AND BOOTED? The question is – does wearing period ‘clobber’ add to the experience? Or just make those doing the ‘re-enactment’ look daft? I ask the

question because, since the Goodwood ‘Revival’ events have attracted record numbers (and profits) since introducing a period dress code, I’m wondering if us lorry and bus enthusiasts might be missing a trick? Maybe we should be persuading drivers and ‘mates’ on the TransPennine Run to wear old army surplus trousers, held-up with string, brown sleeveless leather waistcoats, or authentic long ‘Greatcoats’ – all topped off with a suitable flat cap, a pair of hobnail boots and a Woodbine? What do you think? To aid my research, I headed down to the Brooklands Track in Surrey, to check-out the participants in the ‘1940s Revived Day’. I don’t have a 1940s vehicle in my collection at the moment – although Brooklands Museum press relations manager, Paul Stewart, explained

that, since Britain would have had to rely on vehicles built prior to 1939, to meet transport requirements until well into the 1950s, anything from the 1930s would do. So here we are. While there was always going to be a strong ‘military’ presence – both in terms of Army, RAF and even the odd nod to ‘The Senior Service’ – remember, it was the Navy that enabled Britain to become a World Superpower in the first place – I’m amazed to also find loads of people dressed up as 1940s ‘civilians’; ‘City Gents’; lots of young women dressed up in flowery summer dresses; dancing girls; girls in uniform; girls... Sometimes I really love my job. Inevitably, of course, there were also preArthur Daley Flash Harry ‘Spivs’, with suitcases full of watches, nylons and other contraband. And, just in case you were wondering, a good

December14 July 16


1940s Roadscene Right: If you enjoy dressing-up in period wartime clobber, you might as well do the job properly and get a period set of wheels as well. And a six wheeler is naturally going to be better than a four wheeler... Below: Fed up with your neighbours laughing at your choice of hobby? A US Army 6x6 GMC and one of these will soon wipe the smirk of their faces. It’s a gun. A very big gun.

Above: Hello Big Boy, fancy a lift?” A new

Range Rover might be fine for the school run, but for some serious action, a girl needs something with a bit more grunt.

Above: “Ten-Shun!” Yeah very subtle. Quite whether this US Navy ‘Brass’

needed a flag and whitewalls isn’t the point. It’s all about ‘image’. For many Brits, the arrival of the Americans to help the War effort would have been the first time they’d seen an American car.

Above: This Daimler Ambulance must have really stood out against

a backdrop of austerity and bomb damage. It was another early postwar design that formed the basis of a diecast model.

selection of vehicles that might have been part of the 1940s ‘vintage roadscene’ as well.

A TIMEWARP ATMOSHERE Yes, of course, it was all a pastiche. But the Brooklands Museum site did live right through the war years. And much of it managed to survive. So, even though the war killed-off motor racing at The Track (never to resume), the site still manages to exude a period time warp atmosphere. The only strange omission? Even though the wonderful Cobham Bus Museum is now firmly located on the site, there were no 1930s or ’40s buses taking part in the proceedings – only a solitary Routemaster. Pity that, as I suspect many visitors would have gladly paid a couple of Quid, to ride on a Guy Arab ‘Utility’ or an AEC STL. I certainly would have. And while the two aircraft factories built within the site – Vickers and Hawkers –were instrumental in the destruction of the circuit, they did contribute significantly to Britain


July 16

Above: “Here’s Looking at You, Kid.” The Kelsey Guidelines on Photography are clear;-

“Photographers asking young ladies to show a bit of leg just to help sell magazines is not authorised. Those responsible will receive a written warning.” Quite right too. That would be outrageous. But this picture shows a 1940s MG T-Type taken in a re-enactment during an era when... Well, when men were often kept in suspense, so to speak.

Above The RAF arrive. A Hillman Minx brings some ‘top brass’ to the Wellington Hanger at Brooklands.

Above: Inside was a reconstruction of a wartime RAF control room.

Above: 1930s Singer van and Morris Minor pick-up deliver supplies to the Brooklands Clubhouse.

CONCLUSION ‘The Past’ is now one of Britain’s few remaining assets. So how should we see it? As it was? Cold, miserable... and everything and in ‘black and white’? Or in happy, carefree colourful ‘reenactments’ like this event? The 1940s probably were, as Churchill had it, Britain’s Finest Hour. Having spent the day at Brooklands Museum, I’m pretty sure those who

Above: Oddly, although the London Bus

Museum at Brooklands had several 1940s buses on display - like this Wartime Guy ‘Utility’ none were running during the event. Pity.

were there at the time, would want us to enjoy reliving it. So, let’s see if my camera managed to capture some 1940s spirit to go with some ‘real life’ period stuff we’ve managed to dig out of the Archives, shall we?

Above: Just to remind us that the 1940 also

had some positive attributes... Here we see an early Land Rover which was announced at the 1948 Motor Show. The Morris Minor and the Jaguar XK120 were also stars of the 1940s. All earned valuable export orders for Britain.

being able to win the war. And, for that, we should be grateful. At last, the wartime hanger that was plonked on the Finishing Straight is about to be moved, but rightly, aircraft built at Weybridge featured in the proceedings, with a reconstruction of a wartime ‘Control Room’ full of talk about “Bandits at Angels Fifteen....” All good stuff.

Above: Sharp-eyed ‘Bobby’ gets out his notebook. Someone hasn’t renewed their tax disc!

July 16


Scenes Past

DEVON DELIGHTS Mike Forbes has selected a series of pictures from the Hodge ‘Stilltime’ Collection, which show the vehicles operating for a Devon builders’ merchant in 1961.


his ‘Scenes Past’ might seem a little unusual to some readers, as it concentrates on the vehicles of just one operator in a particular location. This is not a nationallyknown name, although the business in now part of the Jewsons builders’ merchant business, but the operation, its problems and the way they are dealt with and overcome, are basically common to those of many different companies over the years. We have an excellent selection of pictures of lorries from 50-odd years ago and the story behind them was interesting enough for Commercial Motor to send a reporter to Devon in May 1961. The original article began with the comment that the variety and quantity of materials handled is a measure of the service provided by a merchant to builders, and transport is a vital factor in the profitability of the trade. Materials of all types must be collected from source and unloaded in the yard, later to be reloaded and delivered to customers, and any inefficiency in movement could add substantially to the delivered cost. The instruction to ‘deliver on site’ entails the use of the most suitable vehicle for the job. The CM article discussed the organisation of the fleet of 40 vehicles operated by Bayly and Bartlett (Transport) Ltd, of Bideford, one of a group of companies controlled by Bayly and Bartlett Holdings Ltd, of Plymouth. The other companies in the group show the range of materials handled and location of depots. They were E W S Bartlett (Devon) Ltd, builders’ merchants, of Bideford, Barnstaple and Crediton; Bartlett Material Handling Ltd, Bideford, pallet and stillage manufacturer; Bartlett Home Grown Timber Co Ltd; Plymouth and Orestan Timber Co Ltd; Plymouth Tile and Hardware Co Ltd; and Plymouth Varnish and Colour Co Ltd. There were also builders’ merchants elsewhere in Devon, Cornwall and Somerset, with a total of nine depots. When interviewed, the manager of Bayly and


July 16

The quayside at Bideford in Devon, near the estuary of the River Torridge, where boats still tie-up, is immediately recognisable to anyone who has visited the town. Here in 1961, two diesel-powered Bedford TA dropsides in the Bayly & Bartlett Transport fleet, PDV 503 (Devon, 1954), fleet no 9, and SUO 874 (Devon, 1955), fleet no 1 – with the later style of sidelights on top of the front wings – plus a sub-contractor’s vehicle, were engaged in the unloading of Swedish timber from a Danish vessel, for transfer to E W S Bartlett’s builders’ merchants yard, at Nutaberry Works, on the other side of the river, where Jewsons still operates today. (CHC abe 433)

Bartlett (Transport) Ltd, Mr H F Gray, explained that a mixed fleet was maintained to provide a service to the group companies and their customers. Of the total fleet of 40, there were 22 Bedfords, including 14 rigids, five artics and three tippers, with carrying capacities of the rigids from 7 tons to 25 cwt, while the artics

were two 12-tonners, two 10-tonners and an 8-tonner, all with Taskers trailers. There were also one 5 ton and two 7 ton tippers. Leyland oil engines and two-speed axles were fitted to the two largest artics and the 7 ton tippers. Seven Dodge vehicles were also included in the fleet, one 5 ton long-wheelbase rigid, four 5

ton tippers and one three-way 3 ton tipper, plus a tractor unit, normally employed with a pole wagon. The remaining 11 vehicles were three Fords, one BMC, one Commer, four Austins, one Land Rover and one Dennis dustcart-based tipper. Despite the type of traffic carried, including sand

and gravel, Mr Gray said his company placed particular emphasis on excellent bodywork and appearance. Most of the bodies were built of mahogany by an associated company, E W S Bartlett (Devon) Ltd and, because of its experience in timber, the company found this more economic than other

hardwoods, like ash, which were normally used. The company rust-proofed its vehicles before painting them with four coats of polychromatic sea-green cellulose. Judging from the pictures, this approach worked. It seems a pity that companies like this, serving a local are a thing of the past.

July 16


Scenes Past Right: Another view of Bedford TA, PDV

503, from the rear, with the old Bideford bridge seen in the background, as the timber is lowered by the ship’s derrick, into its dropside body, with another Bartlett Bedford, probably SUO 874, waiting on the right. (CHC aay477)

Below: A view of the EWS Bartlett’s builders’

merchants yard at Nutaberry Works, with a whole range of different products to be seen, with Dodge 100 Series 5 ton tipper, VTT 681 (Devon, 1956), fleet no 10, centre stage. Was the car behind one of the 36 such company vehicles maintained by the Bayly & Bartlett transport operation or a customer’s? The grubby, un-marked Bedford CA van in the background, presumably was not. (CHC aay476)

Right: The ‘Parrot-nose’ Dodge is seen elsewhere in the Nutaberry

Works yard, being loaded wit bags of cement on pallets, with a hefty ‘Matbro’ fork-lift truck, 712 EOD. The smart appearance of both vehicles is noticeable, with the group address of Whimple Street, Plymouth on the Dodge’s cab door and the ‘two bees’ company logo – a ‘gimmick’, according to transport manager Mr Gray – and B B & T of Bideford on the fork-lift. (CHC aay475)

Above: Here is PDV 503 again, being unloaded back at the yard by Jones mobile crane, EBO 525 (Cardiff, 1948), along with considerable manpower. (CHC aay478)


July 16

Above: Helping to show the range of products

handled, in another part of the yard, a late-model Bedford ‘S’ Type tipper, 570 DUO (Devon, early 1960), with wooden dropside bodywork, was being loaded with,not gravel, but wood shavings and sawdust, by an early Fordson Major-based Muir Hill hydraulic loader (as modelled by Dinky Toys in the 1960s), UUO 429 (Devon, 1956), fleet no 16.

(CHC aay479)

Left: The Matbro fork-lift, 712 EOD, is seen again (showing off its bald tyres!), this time loading the Tasker platform trailer of a Bedford ‘S’ Type artic, 155 AUO (Devon, 1958), which has Bideford and Plymouth telephone numbers on the door, with newly-made pallets, marked ‘Tate & Lyle, Liverpool’, so we know where they would have to be delivered... (CHC aay487)

Right: In yet another part

of the yard, a couple of steel I-beams were being transferred from a Bedford ‘S’ tipper, which has probably just moved them across the yard, to the already partially-loaded later-type Bedford TA, SUO 874, on which the Perkins badge can now be seen, peeping out from behind the radiator muff.

(CHC abe434)

July 16


Scenes Past

Above: It looks as if the Bedford ‘S’ Type

tipper, 570 DUO, fleet no 29, has just been re-fuelled from the ‘Not for Resale’-marked pumps behind it, perhaps between moving the beams – for which the gantry behind the headboard can be seen – and taking on the wood shavings – a multi-purpose vehicle, as needed for this business. (CHC aay485)

Left: One of the three Fords in the Bayly & Bartlett fleet, either an ET6 or more recent 4D, with Sutton Road, Plymouth the address on the door, and Bideford, Barnstaple and Crediton depots on the dropside, is unloaded at a customer’s site, although it looks like firewood in the sacks marked ‘USA’ which the driver is lifting onto his back (the usual comment about what ’elf’n’safety would think these days applies here – hope he doesn’t trip over that guttering lying in his path either!). There is an Austin A35 van in the background and an older vehicle fitted with spoked wheels on the left. (CHC aay484)

Right: The pole trailer behind

the Perkins-powered Dodge 100 Series tractor unit, LUO 641 (Devon, 1949), fleet no 25 – the oldest vehicle seen so far, and doing the most arduous work – being loaded the old way, up some short timbers against the side, with a cable from the winch on the Field Marshall tractor in the background. The vehicles were photographed at the Walland Cary Estate, Bucks Mills, near Clovelly.

(CHC abe438)


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Right: The round timber from Clovelly is

seen being unloaded from the Dodge and its pole trailer by a Jones mobile crane at the yard, with the River Torridge in the background. That Austin A40 ‘Farina’ seems to have crept into a number of shots; was it the photographer’s car? (CHC abe435)

Below: The Bedford 25 cwt takes on a mixed

load at the yard. Vehicles of this type were quite highly specified, but fitted in with the rest of the lorry fleet. (CHC abe445)

Right: Helping to show why smaller vehicles had to be included in

the Bayly & Bartlett fleet is this shot of PUO 944 (Devon, 1954), fleet no 32, an early Bedford TA 25 cwt dropside, making its way through the narrow streets of Bideford – no doubt pedestrianised these days, but still needing access. (CHC aay481)

Above: One of the Land Rovers in the Bartlett fleet, Series I, PUO 644 (Devon, 1953), seen undergoing maintenance in the well-appointed workshop, alongside a substantial inspection ramp. (CHC abe441)

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Scenes Past

Above: One of those four coats of polychromatic sea-green cellulose,or maybe just one of the undercoats, going on what looks like the BMC in the eet, underlining the fact that the company did all of its own maintenance, as did most operators in those days. Like many of the other staff, the paint-sprayer is wearing smart overalls, with Bartletts on the pocket. Below: A last look at Bideford Quay, with the lorries lining up to take on the timber from the Danish vessel. This shows how intensive an operation this would be, with a large number of men involved, physically moving the balks of timber around, in spite of the availability of the ship’s derrick. (CHC 483)


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PSV Scene

Above: Could it be me? Schoolchildren board a city-bound Hull Corporation Sunbeam Karrier

trolleybus on Service 69, outside the EYMS depot on Anlaby Road, where EYMS touring coach, WAT 678, a 1957 Leyland Royal Tiger Cub with Harrington bodywork, waits to take Hull Kingston Rovers Rugby League team to their next match. (Lordline)

EAST YORKSHIRE MOTOR SERVICES During a year when 90th birthdays are very much in the news, Stuart Spandler takes a look back at his childhood memories of another British institution which celebrates its 90th Anniversary in 2016.


s a boy growing up in Hull in the 1950s, my daily commute home from school on the Hull Corporation Transport No 69 trolleybus meant a wait at the bus stop right outside the main depot of East Yorkshire Motor Services, the bus operator which connected Hull with the rest of the East Riding of Yorkshire and beyond.

As I diligently observed all the comings and goings at the depot, I could never understand why my mother had given up her job as a ‘clippie’ on East Yorkshire buses before I was born. The fact that she was starting a family and went on to bring up three children seemed to me at the time insignificant! I used to love peering in through the six

Above: Inbound along Holderness Road in Hull, followed by a mix of contemporary vehicles, Roe-

bodied Leyland Titan PD1 fleet no 493, JAT 461, of 1949 vintage, shows off the EYMS livery and distinctive ‘Beverley Bar’ domed roof.

Above: Stuart’s mother, Agnes, had worked as

a ‘clippie’ on East Yorkshire buses before he was born. He always teased his mother that she had spoiled a perfectly good picture of a bus by standing in front of it!

huge doors, at the rows of buses resplendent in what, in those days, had been their livery for the 30 years since the company was formed, indigo blue relieved by primrose bands, running right round the body beneath and above the lower deck windows and again under the upper deck windows, plus the thicker white band running down each side of the roof and across the front dome. However, the most distinctive feature of these buses was the shape of their roofs which had to be curved like an arch, to allow them to pass through the curved archway of the Beverley Bar gateway, from which their body style took its name. At that time, this was the only route they could take from that market town close to Hull, when travelling on to places such as Driffield and York. The shape of the Gothic archway of that structure meant

July 16


PSV Scene

that conventionally-shaped double-deckers could not fit through it, and this shape, although perfectly normal for a young boy like me who had grown up with it, dictated what was for many the quirky shape of East Yorkshire’s buses, until the Bar was eventually by-passed in 1970. East Yorkshire Motor Services, known locally as EYMS, or just East Yorkshire, had been founded some 30 years before I started to take an interest, by the amalgamation, in August 1926, of two local operators, Hull & District Motor Services and Lee & Beaulah, and it was the latter’s livery which had, apart from a brief experiment with two new liveries in 1950, adorned the buses ever since. Coaches, though, by the time I was taking an interest, carried a very stylish livery of predominantly primrose with a mid-blue relief, and this livery looked particularly striking on the 16 Roe-bodied, full-fronted, double-deck coaches of 1952 which, for a wide-eyed burgeoning bus enthusiast like me, were the cream of the fleet in more than just colour! Since the war, EYMS had settled on Leylands for its buses, and these would remain the mainstay of the fleet, until a switch in 1956 to AECs – Regent Vs, then Bridgemasters and Renowns. At the time, though, I remained blissfully unaware of such details, content to refer to the EYMS fleet by their registration letters – JATs, LATs, MKHs and so on. Many a scolding did I receive when I got home, for failing to follow strict parental instructions and travel exclusively by Hull Corporation trolleybus – if an East Yorkshire single decker turned up, or a ‘Yellow Peril’ – as the doubledeck coaches were known – there was no holding me, and if a ‘flat topper’ appeared, I would even risk riding on it way past my stop. Over the years, EYMS operated a small number of lowbridge vehicles, which had flat

Above: Roe-bodied 1947 Leyland Titan PD1 fleet no 425, HAT 461, is swallowed up by the gateway

from which its body style takes its name, showing how this unique styling allowed a 14 ft 6 ins high bus to pass through an archway with 10 ft 9 ins headroom. As was usual in those days, every inch of advertising space is uitilised!

roofs, for routes which needed to pass under the railway bridges at Hornsea and North Cave, which were too low for the Beverley Bar buses. These were a delight to ride on for a young boy as, to save height, the upstairs gangway was sunk by around a foot into the

lower saloon and, in order not to interfere too much with movement down there, the gangway was relocated to a position above the lower deck seats on the offside of the vehicle, which meant that instead of having the conventional rows of double seats upstairs each side of a central gangway, on the upper deck, there were rows of fourseater bench seats all the way down the bus. Something different: young boys’ heaven! My move to grammar school in 1960 meant I could now legitimately travel on East Yorkshires, at the same time as, gradually, AEC Bridgemasters and Renowns started replacing the old Leylands. These had tapered, rather than domed, roofs and displayed, for the first time I could remember on East Yorkshires in Hull, route numbers – again, it never occurred to me at the time that there was anything unusual in buses not showing route numbers – Hull Corporation buses did, East Yorkshire’s didn’t. Simple! Like their shape, Left: Fleet no 642, 1956 Willowbrook-,bodied

AEC Regent V, VKH 42, and 580, Roe-bodied Leyland PD2, MKH 89, of 1952, show off the unusual Beverley Bar body styling.


July 16

Right: In the drab, grey days of the early 1950s, these double-deck coaches of EYMS must have really cut a dash on the roads around Hull and the rest of Yorkshire. Seen here is fleet no 574, MKH 83, a Roe-bodied Leyland PD2 of 1952. 574 was later to be cut down and converted into a breakdown truck for the company.

Below: Harrington-bodied Leyland Leopard, fleet no 740 of 1963, 3740 RH, was one of the first EYMS touring coaches to carry a 36 ft long body, which shows of the very stylish coaching livery of the period. At this time, EYMS touring coaches were named after places in the East Riding, 740 being ‘Beverley Star’.

this might have been unique, but only in the wider context of which at the time I would be unaware. Travelling on an East Yorkshire was a real thrill for a young lad like me – perhaps it was that I realised that, even before I was born, I was riding round on these fascinating vehicles. From the re-bodied wartime Guy Arabs, which were still around when I was going up to Longhill Estate in the 1950s, Right: Under the Hull Corporation service 69 trolley wires, ‘flat topper’ VKH 50, AEC Regent V, fleet no 650 of 1956, with Willowbrooklowbridge body, leads a Standard Vanguard and Corporation Transport AEC Regent III, as it leaves Hull for Selby, along Anlaby Road through the old-style traffic Lights. The Tower Cinema is showing 1957 films ‘The Steel Bayonet’ and ‘The Fuzzy Pink Nightgown’. A cyclist pauses at the lights to light a cigarette, while another is actually signalling to turn left!

July 16


Left: Contrasting body styles: in this late

afternoon shot, the Willowbrook lowbridge body of fleet no 650 contrasts markedly with the more conventional – for EYMS – Beverley Bar-style Roe body of 1953 Leyland Titan PD2, fleet no 607, NRH 218. Unlike their PD1 predecessors, these PD2s carried 8 ft wide bodies, which meant that, as well as their domed roofs, their upper windows were also tapered to allow for the extra width.

Below: Under the soon to disappear trolley wires of George Street, fleet no 703, 1961 Park Royal-bodied AEC Bridgemaster 4703 AT, marked a departure for EYMS to tapered rather than domed roof styles and, for the first time in my memory on Hull services, route number display. Later Bridgemasters carried front entrance bodies. On the other side of the road, following the Vauxhall Victor a Commer Cob van (like the Hillman Husky estate) passes a hoarding advertising the Comet 4B flying for BEA.

to making the annual day-long journey to London, in the resplendent Tiger Cubs of the ’50s and the beautiful Leopards of the ’60s – more of which anon – East Yorkshires were the bee’s knees! EYMS is still around and going strong. In this year, when it celebrates its 90th anniversary, it remains once more, unlike most companies which emerged from NBC ownership only to be swallowed up by the giant national operators, an independent family-run concern, and continues to serve the area well with vehicles which, although no longer quirkily-shaped, maintain the high standards of appearance and reliability, which have been set during 90 years of faithful service to this area. Long may they continue to do so. * Next time, Stuart offers his boyhood memories of East Yorkshire’s services to London.

Above: Wrightbus-bodied Volvo fleet no 797

of 2014 maintains East Yorkshire’s proud 90 year tradition of providing smartly turned out vehicles for the people of Hull and the East Riding of Yorkshire and beyond. (EYMS)

Left: The tapered roof line of Park Royalbodied AEC Bridgemaster no 713 of 1961, 4713 AT, can be seen very clearly, as it turns out of Ferensway, where the bobby is busy on point duty and an Austin FX3 taxi approaches the railway station, past one of Hull’s unique cream telephone boxes.


July 16



What’s New

Mike Forbes discusses some new model releases which will be of interest to Vintage Roadscene readers. Oxford Diecast This company is keeping up a rate of new releases which, it has to be said, puts some other model ranges to shame. Yes, there are new colour schemes on existing models and some of the range is based on models also made for other companies, but you can’t help being impressed at what continues to be introduced – and there’s always something to suit most collectors and enthusiasts. Among the recent releases is a new version of the large 1/18 scale Messerschmitt KR200, a Bubble Top in pink, which has also appeared in the smaller 1/76 scale. The soft-top version of the Messershmitt is coming in white, while another three-wheeler, the Heinkel Trojan is being released soon. In the 1/43 scale preferred by most model car collectors, recent releases have included the Aston Martin DB2 Mk III (or DB3) in green, the Volvo 122S ‘Amazon’ in cream – with a green version to follow – the Vauxhall Firenza in blue – with a gold version to come – the Austin Lowloader taxi in black and fawn and the Bentley Mk VI in blue and grey, with two-tone grey later. All-new models on the way include a blue Rolls Royce Corniche Convertible and Aston Martin V12 Vantage in red, plus the Austin Healey


July 16

Where the model meets the real thing

100 in red, Post Office, British Rail and Rover Fire Brigade Land Rovers, plus an all-new army ‘Lightweight’ type. The largest selection of models from Oxford is produced in 1/76 scale. The range of commercials continues to grow. Recent releases include the Austin Low-loader taxi in black and green and TX4 taxi in black, a Bedford CA ice cream van in Lyons Maid livery, the AEC Mercury turntable ladder in St Helens Fire Brigade white with a red band, the Land Rover FT6 Carmichael in New Zealand livery, Morris Marina in Heathrow colours, the Leyland-Duple Royal Tiger in ‘Belle Vue’ colours, now preserved by K & R Walsh, the early 1960s Plaxton Panorama in Yorkshire Woollen livery, the Leyland Titan PD2/12 in Southdown colours, the Bedford MW in Mickey Mouse camouflage, the Land Rover Series II as a station wagon and fire appliance and a Defender station wagon. There is also a set of Defenders on the way.The Stobart Rail Komatsu 340 excavator, with both long arm, as produced for Atlas Editions, and short arm, are now available in the Oxford series. Other new models on their way are the Austin K2 ATV in Newcastle colours, the Leyland Duple Royal Tiger in South Notts livery, the all-Leyland Royal Tiger in Ribble colours, a new version of the army Diamond T and tank transporter trailer, Ford Cargo van in Royal Mail livery, the ERF LV artic in Northern Ireland Trailers livery, the Bedford QLT in Post Office livery – as seen in our 1940s feature – plus modern Mercedes and Scania lorries, including an impressive car transporter. The model for the Great Dorset Steam Fair will be a ‘dirty’ Fowler ploughing engine. Commercials in 1/76 scale to come over the next few months are the Bedford OX in LNER blue, an RAC Bedford CA, Lyons Ice Cream Commer Q25, Ford 400E van ‘Fordson Tractors’,

Shelvoke & Drewry Freightlifter in British Railways crimson, a Sherpa van in Royal Mail (Wales) livery, the three-wheeled Thompson Refueller in Shell as well as army colours, a JCB series, including a Transit, Land Rover and 3CX backhoe-loader, fire models, including the Fordson 7V Heavy Pump Unit in London Fire Brigade livery, Land Rover FT6 in Civil Defence yellow and AEC Regent Pump Escape in Cardiff City Fire Service livery. There are more new Scania and Mercedes modern trucks, plus sets of palletloads of cartons. New 1/76 scale military models to come include a Churchill tank, Montgomery’s Humber Snipe staff car, the Land Rover ‘Lightweight’, an RAF Defender and six-wheeled Range Rover fire tender, plus new versions of the Bedford QL. New bus and coach models will include the all-new Bristol ECW MW coach in Hants & Dorset livery, the Duple-bodied Royal Tiger in Wye Valley Motors colours, Plaxton Panorama in Sheffield United Tours livery, Weymann Fanfare in Greenslades livery, Titan PD2/12 in Samuel Ledgard livery and the traditional Routemaster in both Kelvin Scottish and Coca Cola Christmas colours. There will also be a model of the Fowler crane engine ‘Wolverhampton Wanderer’ and a Scammell Showtrac and trailer in Arnold Bros livery. Recent 1/76 car models include a Citroen 2CV ‘Dolly’, Volvo 144 estate in green, Volvo Amazon in light green and an Austin Cambridge in maroon and white. More cars to come over the next few months include the Aston Martin Vanquish, DB9, V12 Vantage and DB4 Zagato, Birkin’s Bentley ‘Blower’, BMW 2002 in orange,

Merseyside Police Ford Capri Mk 3, Citroen DS19, Jaguar D Type, E Type, XJS and F Type, Triumph TR4 and Stag, plus many new colour schemes on existing models. New models to come in the 1/87 ‘HO’ scale series of American cars are the 1955 Buick Century, 1936 Buick Special Convertible Coupe, 1957 Chevrolet Nomad and 1965 Chevrolet Stepside Pick Up. In the tiny 1/148 scale,the latest releases include a Southdown all-Leyland Royal Tiger, Ford Anglia ‘Panda car’, Citroen 2CV in green, the Bedford CA Lyons Maid ice cream van, Bedford OB in British Railways livery, Commer Commando half-decker in BEA colours, Scania pump ladder in Grampian Fire & Rescue white and a very little ‘Grey Fergie’. To come are the New Routemaster, which is also included in a new London Transport set, the Weymann Fanfare coach, CMP lorry in Canadian army and Southdown colours, and new versions of the cars, vans and Land Rover.

July 16



ROADSCENE B-T Models The latest models in the 1/76 scale B-T Models range are new versions of the dual-purpose Eastern Coachworks-bodied Bristol MW in three different Crosville liveries, all-cream, with a green band and half-and-half green and cream, with the later-style fleetname, plus a BMC FG van in British Rail dark green. The Silver Roadways AEC Mammoth Major eight-wheeler and draw-bar trailer, BRS Leyland Beaver platform lorry and draw-bar trailer and Leyland Comet, and the Co-op Leyland FGs mentioned last time are now available. In the smaller 1/148 scale, the Leyland Atlantean in now available in London Country, Yorkshire Woollen and A1 Service colours. In the associated Britbus series, the Scania Omnidekka has now been released in Wilts & Dorset red and grey or traditional Tilling colours. New in the Asian Bus series of Hong Kong buses are the China Motor Bus Guy Arab Tow Truck in all-yellow and double-deckers in CMB blue and cream or red and cream.

Exclusive First Editions This company continues to release new versions of its existing models. It’s just amazing how many different liveries and colour schemes there are left to do... Recent introductions include a Routemaster RML in Arriva livery; a Bristol RELL single-deck bus in Bristol Omnibus National Bus company green; an ex-London Transport DMS in Western SMT livery; ex-LT Titan in Oxford Park & Ride livery; and a Leyland National Mk I in Northumbria colours. Scheduled for release in the near future are another ex-LT DMS in Midland Red North ‘Chaserider’ NBC green; in the same colour a London Country RML; another London bus, a First Capital Citybus Reeve Burgess Minibus; the Harrington Cavalier in Greenslades livery; a Plymouth Guy Arab Utility in wartime grey; and the Leyland Titan TD1 in ‘Scout’ livery, en route to Blackpool, the usual interesting selection, which will fill gaps in many enthusiasts’ collections.


July 16



It’s springtime in Paris and Inspector Jules Maigret confers with a gendarme near the Notre Dame Cathedral, with his trusty Citroen 15/6H Traction Avant 6304PE75 waiting patiently nearby. The model is by Solido (France) and features an opening bonnet with an accurately detailed reproduction of the engine.

NEVER MIND THE ACTORS… … The car’s the star. Graham Dungworth recreates some TV and film scenes in miniature.


he subject of cars in film and on TV is an enormous one and I’m sure all of us have our particular favourites, therefore the models I have used to illustrate this article are necessarily my own choice from the vast number of options available. I have tried to make each model as true to the original as possible and my research has also thrown up some fascinating facts about the real cars. The fictional French detective Maigret created by Georges Simenon has been portrayed on television by Michael Gambon and most recently by Rowan Atkinson, however the car I have chosen to model is the one from the original BBC series, featuring Rupert Davies as the pipe-smoking Jules Maigret. The series ran for 52 episodes from 1960 to 1963 following a pilot episode broadcast in 1959. The BBC’s choice of vehicle for Maigret was the classic Citroen Traction Avant which will be forever known to many as the ‘Maigret Car’. The actual car used in the series was 6304 PE 75, a 1954 Traction Avant 15/6H left hand drive Paris-built model, the more powerful and luxurious six cylinder version of the Traction Avant. When the series

Simon Templar, ‘The Saint’ drives through Piccadilly Circus in 71 DXC, his 1962 Volvo P1800. This is a very heavy whitemetal collector’s model by Robeddie. It’s a shame that both Simon Templar and the very attractive lady passenger I have incorporated don’t show up well in the photograph!

ended, Rupert Davies (who, incidentally, was imprisoned in Colditz during World War II) bought the car from the BBC and used it as his personal transport. Upon his death, the car passed to his family and was put into storage for many years until it was finally sold in 2005 to a friend of one of Rupert’s sons.

The Citroen has happily been restored to its former glory. I’m sure most of us remember the 1960s television series ‘The Saint’, starring Roger Moore. In the books by Leslie Charteris, Simon Templar (The Saint) drove a fictional car called a Hirondel which, of

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ROADSCENE course, presented the producers of the TV programme with a problem. They had two new sports cars to choose from, the Jaguar E-Type and the Volvo P1800. Volvo was more than happy to supply a white P1800, while Jaguar decided not to supply an E-Type, which must rank along with the record producer who turned down The Beatles! Volvo would eventually supply the producers of ‘The Saint’ with a total of five P1800s; the first one, 71 DXC, was delivered within a week of its being requested in 1962. The second car, 77 GYL, a new 1800S model was supplied direct from Sweden in 1964, upon which 71 DXC was chopped about to give better access for interior shots in the studio. Fast forward to 1967 and the arrival of the third car, which was unfortunately destroyed in an accident soon after delivery. Shortly after the accident, Volvo supplied the final two cars, NUV 647E, for Roger Moore’s personal use, and NUV 648E, which was used for filming. There are publicity shots of various P1800s with the registration number ST 1, which I believe was used in later episodes of the show. My model is of the original 1962 car, 71 DXC. See a silver-birch Aston Martin DB5 and you immediately think, “James Bond”. The deadly DB5 made its first appearance in ‘Goldfinger’, released in 1964 with Sean Connery as Bond. In the novel, Ian Fleming put James Bond in a DB Mk III, but the DB5 was Aston’s latest model at the time of filming and so was the natural choice. The original DB5 prototype, chassis No. DP/216/1, was used in the film, together with a second DB5 for stunt work. DP/216/1 was later stripped of its weapons and gadgets by Aston Martin

James Bond and his Aston Martin DB5, BMT 216A, pose at Stoke Park Golf Course near Pinewood Studios on the A332, a couple of miles north of Slough. This location doubled for Royal St George’s, Sandwich, Kent, in the 1964 film ‘Goldfinger’. The DB5 is by Norev and is extremely well detailed both inside and out.

and resold. It was then retro-fitted with non-original weaponry by the new owners. The car was stolen from its last owner in Florida in 1997 and, as far as I am aware, has never been found. DB5s bearing the number BMT 216A also featured in the later Bond films ‘Thunderball’ and ‘Skyfall’. The same registration appeared on DB5s in ‘Goldeneye’ (1995) and ‘Tomorrow Never Dies’ (1997). However, it is the original ‘Goldfinger’ version, complete with Browning machine guns, oil slick, bulletproof shield, smokescreen and ejector seat that will always be remembered. 1968 saw the release of my favourite film of all time, ‘Bullitt’, starring Steve McQueen. The 10 minute 53 second car chase through the streets of San Francisco starts in the Fisherman’s Wharf area and ends outside the city at the Guadalupe Canyon Parkway, a geographically impossible route if assumed to take place in real time. The Ford Motor Company lent Warner Brothers two 1968 390 V8 Mustang GT fastbacks and two Galaxie saloons for the chase scenes, as part

Steve McQueen’s stunt double Loren Janes and stuntman Bill Hickman are seen on a break during the filming of the high speed pursuit sequence in ‘Bullitt’ (1968). The Mustang is from the Matchbox ‘Dinky’ Collection and the Dodge Charger is a Matchbox King Size model dating from 1969.


July 16

of a promotional agreement. However, the Galaxies were found to be too heavy for the jumps required over the San Francisco hills and were replaced with a pair of 1968 440 Magnum V8 Dodge Chargers. The engines, brakes and suspensions of the two Mustangs had to be heavily modified to cope with the demands of the stunt work, however the Chargers’ engines were left largely unmodified and the suspensions only mildly upgraded. It is a common misconception that Steve McQueen did all his own stunt driving for the film, and it is true that he drove a Mustang in the close-up scenes. However, in the high speed parts of the chase, the cars were driven by Loren Janes, McQueen’s usual stunt driver, stunt co-ordinator Carey Loftin and stuntman Bud Ekins, who also doubled for Steve McQueen in the motorcycle stunts for ‘The Great Escape’. The Dodge Charger was driven by Bill Hickman, an accomplished stunt driver, who also played the part of the glasses-wearing hitman, while the other hitman was played by Paul Genge. The filming of the chase sequence took three weeks and, owing to time constraints on location, coupled with multiple takes being spliced together to form the whole, there are several continuity issues associated with the finished product. The Dodge Charger appears to lose five wheel covers, the damage to the passenger side of McQueen’s Mustang miraculously heals itself in a later shot and, most often remarked upon, the speeding cars pass a crawling green Volkswagen Beetle several times during the chase. The Chargers were so much faster than the Mustangs that their drivers had to keep backing off, to let the Mustangs catch up! One Mustang was scrapped for obvious reasons after filming, the other was bought by a member of the Warner Brothers team and it subsequently changed hands several times. Steve McQueen tried without success

Where the model meets the real thing

The Self Preservation Society. Three Mini Coopers with lights ablaze on the Fiat factory’s rooftop test track in Turin as featured in the 1969 film ‘The Italian Job’. All three models started out as identical red Corgi Mini Coopers, each with a white roof, white bonnet stripes and four spot lamps mounted horizontally across the grille, so yes, a lot of work went into producing these models!

to buy it himself in late 1977 and there is an unsubstantiated rumour that an anonymous owner still has the car in a barn in the Ohio River Valley area. One of the Dodge Chargers was comprehensively destroyed at the end of the chase sequence, the fate of the remaining one is not known. With the 1968 ‘Bullitt’ high speed pursuit still fresh in their minds, lovers of car chases (and aren’t we all) were in for a treat in 1969, when ‘The Italian Job’, featuring Michael Caine as Charlie Croker, made its debut on British cinema screens. The plot involves the theft of gold bullion totalling four million dollars, by causing a monumental traffic jam on the streets of Turin while the robbers make their getaway in three Mini Coopers. The traffic jam was actually real, the film crew’s canteen van blocked one exit from the

city, a camera van the second exit and the lighting van the third. The resulting chaos was filmed by a camera crew positioned on one of Turin’s tallest buildings! The exact number of Minis used in filming is a minefield of conflicting information, but it would appear that BMC only supplied Paramount Pictures with a token fleet of Mini Coopers, despite the resulting publicity that would undoubtedly be generated. The remaining 25 or 30 Minis used in filming (some of them being standard Minis which would be dressed up as Mini Coopers) had to be bought at trade price. The film owes much of its success to the genius of Remy Julienne and his stunt team, in particular the amazing 60 foot rooftop to rooftop jump by all three Minis filmed at the Fiat factory. Julienne remembers Fiat employees saying goodbye

Chief inspector Morse and the ever-present Sergeant Lewis with the 2.4 litre Mk II Jaguar 248 RPA, near the Radcliffe Camera in Oxford. Unable to find Corgi’s model of the Morse Jaguar, I used (appropriately enough) a white Corgi Staffordshire Police Mk II as a basis for my model. The real car put in a cameo appearance in the first episode of the spin-off series ‘Endeavour’, on a used car lot priced at £1,227. Purists may notice the lack of an old-style AA badge on the lower nearside of the radiator grille – I couldn’t make one small enough!

to him before the stunt because they were sure that he would be killed! According to the records of Paramount Pictures, all the Minis used in the film were destroyed but, tantalisingly Ken Morris, one of the last of the production crew to leave Turin when filming was complete, remembers that there were six surviving Minis and 30 sets of mag wheels left behind in the lock-up garage that the crew had been using – could they still be there? Out of 80,000 Jaguar MkIIs made between 1959 and 1967, over 25,000 had the 2.4 litre engine and one of these, chassis no 102827DN, engine no BG4462.8, would eventually be purchased by Carlton TV and used in all 33 episodes of the ‘Inspector Morse’ series, driven by that great actor John Thaw. The Regency Red Jaguar with a nonstandard black vinyl roof was registered 248 RPA on 5th July 1960. I can’t look at my model of it without imagining the haunting ‘Inspector Morse’ theme music by Barrington Pheloung, based on the Morse code for the letters M O R S E. After the series came to an end in November 2000, Carlton TV, in conjunction with Woolworth’s, raffled the car off exactly one year later. The winner was a London lawyer, who did not keep the car long before selling it privately. The new owner had a partial restoration undertaken, before re-selling the Jaguar by auction for £53,200 in April 2002. The car was then the subject of a £100,000 ‘last nut and bolt’ restoration by David A C Royle & Co, of Staindrop, County Durham, and it thankfully remains in the UK. Despite the title of the article I like to think of the models I have featured as my own small tribute to fine actors, some of whom are sadly no longer with us even though their automotive co-stars live on.

July 16




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Rally Scene

Cheshire Road Run Keith Baldwin, Andy Taylor and Barry Fenn all went to watch the 2016 Cheshire Run on 24th April and sent us some great pictures of an interesting selection of vehicles.


eith tells us that, in spite of it being a cold day, with a light scattering of showers, this did nothing to dampen the spirits of the onlookers and photographers and that there was a good turn-out of vehicles, which covered a circuit of Cheshire and North Shropshire.

Above: Restored in the livery of local Cheshire haulier, D A Rogers & Son, THA 42G (Smethwick,

1968-9), an AEC Mercury platform lorry, was photographed by Keith Baldwin out on the run.

Above: A great supporter of the rallies in the North-west, like Kelsall,

Llandudno and, as here, the Cheshire Run, J Leech, of Haslington, Crewe, has this platform-bodied ERF 64G, with a Gardner 150 engine, suggesting it might have been specified for use with a draw-bar, GVM 671N (Manchester, 1974) in a substantial fleet of preserved vehicles.

Above: Another 1970s Gardner-powered ERF, this time a six-

wheeler, PFF 450L (Merioneth, 1972), with a dropside tipper body, of A L Jones of Corwen, seen by Keith on the run.

Above: Contrasting with the Redgate Scania, here is the left hand Above: Not surprisingly, a number of Cheshire-built lorries were

on the run, including this older Gardner-powered ERF, CYJ 469 (Dundee, 1953), with the ‘V-fronted’ cab and a box body, which looks as if it has been converted to living accommodation.


July 16

drive Volvo F88 unit, one of the preserved fleet of another great supporter of rallies in the area, G A Newsome of Ashton, Cheshire, previously seen at Kirby Stephen, registered 39 GN, here with a step-frame, tandem-axle tipping trailer, photographed by Andy at the start at the Lymm services.









1: One of what many would consider one of the more modern lorries in preservation, a Scania 141, BUI 3171 (Londonderry, Northern Ireland, late 1970s), with a straight-frame, tandem-axle tipping trailer, in Redgate livery, seen out on the run. 2: Barry Fenn pictured this Leyland Beaver, which is finished in the livery used by Caledonian on its contract with Carnation Evaporated Milk (remember that on your tinned fruit? – Ed), now re-registered YXG 868 from GR 9960, at the Prees Heath stop. 3: A 1972 Austin 6 cwt van, DAX 271K, one of the last ‘badge-engineered’ Minor vans, seen at Prees Heath. 4: Another Austin seen by Barry, a K8 mini-bus, I suppose we have to call it, LVO 530 (Nottinghamshire, 1950), with a coachbuilt body on the ‘Three-way van’ chassis, probably originally used for some ‘welfare’ purpose, and now beautifully restored. 5: This ERF EC10, M274 RSX, seems to have caught the attention of all our correspondents, including Andy Taylor. The ex-tractor unit, now fitted with a short box van body, was on the run in its attractive showman’s livery. 6: Another ex-tractor unit, by the look of things, a Ford D2417, with the V8 – I think that’s the Perkins, the 2418 was the Cummins – GVO 67J, rebuilt as a recovery vehicle and restored in the livery of LWS & Sons of Cheadle, Staffordshire, seen by Andy, next to the Bedford J Type also on the run. 7: The lorry men in Andy’s picture all look a bit surprised to see this Bond Minicar three-wheeler, WFO 881, on the run, but its Owner’s Club member obviously decided to mix it with the big boys on the run, with the hood down, in spite of the rain. 8: One of the popular Bedford J Types, a smart-looking 30 cwt J1, with its single rear wheels and dropside body, FMA 161F (Cheshire, 1967-8), was another locally-registered vehicle on the run.

July 16


Rally Scene

Spring Transport Show Barry Fenn also visited this event at the British Commercial Vehicle Museum, on Sunday, 8th May, and sent us photographs of some vehicles he hadn’t seen before...

Above: A couple of different Bedfords seen leaving the show, passing Above: Appropriately enough, back at its birthplace was this very

smatly-restored bonnetted pre-war Leyland Beaver platform lorry, BKC 172 (Liverpool, 1935-6).

the Leyland Tirgress coach, a Cummins-powered, wide-cab TM, D153 VJM (Reading, 1986-7) in the livery of George Rimmer of Rufford, and an S Type diesel, 648 CVX (Essex, 1955), with the later style grille, in the livery of Harrisons of Holme.

Bidford-on-Avon The following week, on 15th May, Barry Fenn went to a vintage rally at Bidford-on-Avon in Warwickshire, and found more interesting vehicles...

Above: A nice line-up of three Bedfords; an OST tipper, HAD 179

(Gloucestershire, 1947), in B Elliott & Sons livery, and a KM tipper, MPO 250J (West Sussex, 1971), flank VVX 129E (Essex, 1967), a KM with skiploader body, which Barry says was a tipper the last time he saw it. Above: Scammell 20LA, WMY 396 (Middlesex, 1951 – was this

originally with United Dairies?), with ‘Showtrac’-style bodywork, looks good in the livery of Carters Steam Fair, with which it worked for some time, but owned by the Ellis Family.

Above: As Barry says, not a commercial, but it could have been

used to carry goods, a Standard Companion Estate, based on the ‘10’ saloon, from around 1960. Has it been given a Triumph Spitfire engine, to match those Wolfrace-style wheels?


July 16

Above: Another Scammell at Bidford-on-Avon, a later Highwayman,

CYK 586C (London, 1965 – probably ex-Shellmex-BP), with a ballast box body and living van.

Mike Gosling went to the Running Day on Easter Sunday, at the Lincolnshire Vintage Vehicle Society’s transport museum.


s always, he says, the event was well-organised, with lots to see. As usual, the buses were running from the industrial estate opposite the musuem at North Hykeham. Tours around the local area included the steep climb up to Lincoln Cathedral, which really tested the machines to the limit. The workshop was also open, plus many stalls, with models, books and dvds for sale. Right: Ready for their next turns on the tours, VV 8934, the 1945 Daimler CWD6, with Duple Utility bodywork, ex-Northampton fleet no 129, and FW 5698, the 1935 Leyland Tiger TS7, with Burlingham single-deck body, ex-Lincolnshire 1411.

Above: Seen setting off to Doddington is FFU 860, the 1949 AEC Regal

III, with Willowbrook body, in the livery of Enterprise, later taken over by Lincolnshire Roadcar.

Above: Also waiting their turn for a run, outside the industrial units

opposite the Lincolnshire Road Transport Museum, were VL 1263, the 1929 Leyland Lion, originally with Lincoln Corporation, with JXC 149, the 1948 AEC Regent, fitted with a Park Royal body, ex-London Transport RT 786.

Above: It’s not all buses at the Lincolnshire museum, a long-term

resident is TL 3513, the petrol-engined 1934 AEC Monarch tipper, ex-Bracebridge Mental Hospital, next to an ex-Co-operative Morris JB van, WBK 390 (Portsmouth, 1960).

Left: Another resident at the Lincoln museum is OHK 432, the 1949 Daimler CVD6 with Roberts body, originally fleet no 4 of Colchester Corporation.

July 16


Rally Scene

Basingstoke Festival of Transport This annual event is organised by the Thornycroft Society, so naturally there is a good showing of this manufacturer’s vehicles, but there is a lot more to see, as Mike Forbes and Len Jefferies found out on Sunday, 8th May.

Above: Beautifully restored as a New York City tour bus, this 1942 Chevrolet-Gillig School Bus, now resident in Hampshire, was the star of the show for many observers.

Above: The Basingstoke show includes all sorts of vehicles, with many classic cars of all ages attending. This Bedford CA Dormobile ‘Romany’, 15 WKE (Kent, 1963), is a beautiful example of this type of motor caravan, seen with its roof erected.

Above: An Albion Claymore CL3, 32 BCR (Southampton, 1962, but said to date from 1959) with 4.1 litre diesel, mounted underfloor, beneath its Hawson-buit box van body, next to a 1951 Austin A70 pick-up, 692 UTE, re-imported from Australia, justifying its interesting re-registration. Right: Thornycroft wasn’t the only

manufacturer based in Basingstoke, Lansing Bagnall made fork-lift trucks and industrial ‘tugs’ like this one, proving interesting to many spectators at the rally.

Above: This Trojan Victory van, registered

in London in 1938, is finished in the livery of the provision merchants, W H Cullen, subject of a number of letters in recent issues. It was parked between two more recent Bedfords, a CA and an HA van.

Above: A reminder of the latest in our ‘Road Haulage Archive’ series, Above: Almost as rare as the Trojan van, in spite of only dating from

1999, V965 EFJ is an example of the Ford Transit ‘Step-side’ pick-up, which has survived in excellent condition.


July 16

‘Red Van, Green Van’, covering Post Office vehicles, is this Morris 8 Series Z ‘Telephones’ linesman’s van, HGW 866, between a MorrisCommercial LC3 ‘Utility’ and an Italian ‘Ape’ three-wheeler, kittedout as a street-sweeper’s vehicle.

Above: The prize for the biggest vehicle at the show would have gone to this Scammell Challenger tank transporter, seen resting under the trees with the other military vehicle exhibits.

Above: Another fairly local product was the estate car conversions by Abbot of Farnham, like this rare 1962 Ford Anglia 105E, 578 BJB.

Rushden Cavalcade Mike Forbes paid a visit to this rally during the Spring Bank Holiday weekend, considered a seasonopener by many steam and other vintage vehicle enthusiasts.


ike the Basingstoke Festival, this early season steam rally always attracts a good turn-out of all sorts of vehicles, including commercials, many of which we’ve shown before in these rally reports. Unfortunately, there just isn’t space to feature all of them, a shame given the time and effort their owners have spent in restoring them and bringing them out for us to see.






1: It’s a six-wheeled AEC Matador or Militant chassis, but who built the unusual cab on RVE 884 (Cambridgeshire, 1957), kitted-out as a timber tractor? 2: Along with some more modern fairground transport, this Foden S39 six-wheeler, with a Luton body, LJE 105P (Cambridge, 1976), and van trailer were seen at Rushden. 3: This early Foden diesel, RV 4328 (Portsmouth, 1933), with its draw-bar trailer, has been in preservation for many years, but not seen out and about for some time. Still in A & J Bull livery, has it passed to a new owner? 4: A study in basic bodywork, among the sizeable military contingent to be seen at Rushden was this Bedford RL or MK, with its anti-mine cab, alongside the older squared-off World War II Austin K5. 5: Here come the ‘mods’. Living in the past, he is on his 1964-registered Lambretta Series 3 LI150 ‘Special’, a real slice of the 1960s, complete with absolutely all the period extras, which contrasts with the Aveling steam roller behind. You can see all sorts at events like this...

July 16


R all y D iar y Here is a selection of events being held during the coming month which we think will be of interest to Vintage Roadscene readers.

fore organisers be details with tage Roadscene k ec ch se ea in Pl s. V cannot ng distance travelling lo listing in good faith and or is ge th s y chan s publishe onsible for an ation given. be held resp rm in the info inaccuracies

Please check details with organisers before travelling long distances. Vintage Roadscene publishes this listing in good faith and cannot be held responsible for any changes or inaccuracies in the information given here. The rally season is now well under way for 2016, so we continue with our Rally Diary, covering the weekends between the publication dates of this and the next issue. If you’re organising an event which would be of interest to Vintage Roadscene readers, please let us know the details for future diary pages. Let us hope the weather is kind and everyone enjoys their days out, wherever they go. Please let us know if you particularly enjoyed an event – or if you were disappointed – and don’t forget to take your camera and if you see anything interesting, send us a picture for our future Rally Scene pages... JUNE 18th June – Leyland Festival, British Commercial Vehicle Museum, King Street, Leyland, Lancashire PR25 2LE, 07754 702497 e-mail: 18-19th June – Journey Through the Ages, Goodrich Park, Palgrave, Diss, Suffolk, IP22 1BA, 01449 781329 e-mail: 18-19th June – Holbeach Vintage Rally, King’s Field, Ravensgate, Holbeach, Lincolnshire PE12 8QG, 01406 370366 18-19th June – Woodvale Transport Festival, Victoria Park, Southport, Merseyside PR8 1RX, 01704 576122 e-mail: 18-19th June – Wessex Midsummer Vintage Show, Semington, near Trowbridge, Wiltshire BA14 4JF, 01225 754374 e-mail: 18-19th June – Muck Shifting Event, The Wrongs, Avalanche Adventure, Sibbertoft, Lutterworth, Leicestershire LE16 9UJ, 07831 275758 e-mail: 18-19th June – Footman James Bristol Classic Car Show, Bath & West Showground, Shepton Mallet, Somerset BA4 6QN, 01507 529529

18-19th June – Albions at Scorton, Scorton Steam, Woodacre Lodge Farm, Gubberford Lane, Scorton, Lancashire PR3 1BN, 01925 652647 or 07713 128783 e-mail: or 18-19th June – Bolnhurst Vintage & Country Fayre, St Neots Road, Bolnhurst, Bedfordshire MK44 2ER, 07912 862460 e-mail: 18-19th June – 32nd 1000 Engine Rally, Astle Park, Chelford, near Macclesfield, Cheshire SK11 9AD, 01260 281378 e-mail: 18-19th June – Vintage Rally & Country Fayre, Penhale, Fraddon, Cornwall TR8 5BX, 01726 860439 e-mail: 18-19th June – 8th Vintage Vehicle & Steam Show, Doncaster Deaf Trust, Ledger Way, Doncaster, South Yorkshire DN2 6AY, 01302 867609 18-19th June – Midsummer Vintage Festival, Ashby Magna, near Lutterworth, Leicestershire LE17 5NJ, 07780 616059 e-mail: 18-19th June – Vintage Vehicle Rally, Steam & Craft Fair, Oswestry Showground, Shropshire SY11 4TB, 01244 544124 E-mail: 18-19th June – ‘The Coracle’ Road Run, starts 10am Saturday, Civic Centre car park, Swansea; Sunday, Transport Festival, around City Centre, Swansea, 07814 958379 e-mail: 19th June – Dads Day Out, East Anglia Transport Museum, Chapel Road, Carlton Colville, Lowestoft, Suffolk NR33 8BL, 01502 518459 e-mail: 19th June – Father’s Day Vintage Weekend, Yorkshire Museum of Farming, Murton Park, Murton, York YO19 5UF, 01904 489966 e-mail:

Seen by Vic Capon on its way to the Llandudno rally was this Morris FE platform lorry, 195 GTF, now preserved locally by W R Davies, of Rhuddlan, North Wales. We will report more fully from this event, the AEC rally and Gaydon next time...


July 16

19th June – Fathers’ Classic Day Out, Trentham Gardens, Stoke-on-Trent, Staffordshire ST4 8JG, 01527 831726 e-mail:

19th June – Marsworth Steam & Classic Vehicle Show, Startop Farm, Marsworth, Tring, Hertfordshire HP23 4LL, 07947 573130 e-mail: 19th June – 32nd Ridgeway Run, Henley-on-Thames railway station, RG9 1AY, to Buckingham Railway Centre, Quainton HP22 4BY, 01494 482644 19th June – 22nd Raby Castle Classic Vehicle Show, Staindrop, near Darlington, Co Durham DL2 3AH, 01697 451882 21-22nd June – Bon Accord Steam Fair, Castle Fraser, Sauchen, Inverurie, Aberdeenshre AB51 7LD, 01467 642472 e-mail: 25th June – Lincoln Autojumble, Hanger 1, Hemswell, Lincolnshire DN21 5TJ, 07816 291544 e-mail: 25-26th June – Gartell Steam & Vintage Show, Gartell Light Railway, Common Lane, Yenston, near Templecombe, Somerset BA8 0NB, 07970 113270 25-26th June – Sheffield Steam & Vintage Rally, Rackford Road, North Anston, Sheffield S25 4DF, 01709 545047 25-26th June – Fire & Emergency Services Weekend, Amberley Museum & Heritage Centre, near Arundel, West Sussex BN18 9LT, 01798 831370 e-mail: 25-26th June – Tankfest, The Tank Museum, Bovington, Wareham, Dorset BH20 6JG, 01929 405096 e-mail: 25-26th June – Towy Valley Vintage Show, Cothi Bridge Showfield, Carmarthenshire, SA32 7WG, 01269 592515 e-mail: 25-26th June – Steam on Rutland Water, Visitors Centre, Sykes Lane, Whitwell Road, Empingham, Rutland LE15 8QL, 07710 823763 e-mail: 25-26th June – Leicester Vintage Festival, Abbey Pumping Station Museum, Corporation Road, Leicester LE4 5PX, 0116 299 5111 e-mail:

Rally Scene 25-26th June – The Banbury Rally @ Bloxham, Smiths Fields, Milton Road, Bloxham, Banbury Oxfordshire OX15 4HD, 01295 320100 e-mail: 25-26th June – 15th Kelsall Steam & Vintage Rally, Churches View Farm, Kelsall Road, Ashton, Cheshire CH3 8BH, 07739 958294 e-mail: 25-26th June – 31st Tewksbury Steam Rally, Rugby Club, The Moats, Gander Lane, Tewksbury, Gloucestershire GL20 5PG, 01452 617057 e-mail: 25-26th June – Weekend Trolleydays, The Trolleybus Museum, Belton Road, Sandtoft DN8 5SX, 01724 711391 e-mail: 25-26th June – Little Weighton Steam & Vintage Rally, Cowlam Farm, Rowley Road, Little Weighton, near Cottingham, Yorkshire HU20 3XW, 01482 848263 e-mail: 25-26th June – Fylde Vintage & Farm Show, The Showfield, Salwick Road, Wharles, near Kirkham, Preston, Lancashire PR4 3SN, 01772 681733 25-26th June – Rusty Relic Rally, Highbridge Farm, Highbridge Farm, Coldern Common, near Eastleigh, Hampshire SO50 6HN, 07561 184245 e-mail: 26th June – 18th Vintage & Classic Car Show, School Hill, Chickerell, Weymouth, Dorset DT3 4BA, 01305 771760 e-mail: 26th June – Steam & Vintage Show, Craven Arms, Astonon-Clun, Shropshire SY7 8EH, 01588 660568 26th June – Routemaster Summer, London Bus Museum, Cobham Hall, Brooklands Road, Weybridge, Surrey KT13 0SL, 01932 837994 e-mail:

2-3rd July – Melford Rally, Long Melford Hall, near Sudbury, Suffolk CO10 9AA, 01245 420168 e-mail: 2-3rd July – Truckfest South West & Wales, Three Counties Showground, Malvern, Worcestershire WR13 6NW, 01775 768661 e-mail: 2-3rd July – Chiltern Traction Engine Rally, Honor End Lane, Prestwood, Buckinghamshire HP16 9HQ, 07889 965604 e-mail: 2-3rd July – Vintage Transport Festival & Bus Weekend, North Norfolk Railway, Sheringham, Norfolk NR25 6AJ, 01263 820800 e-mail: 3rd July – Classic Motor Show, Hatfield House, Hertfordshire AL9 5AE, 01527 831726 e-mail: 3rd July – Normous Newark Autojumble, Newark Showground, Nottinghamshire NG24 2NY, 01507 529430 e-mail: 3rd July –Speedfest, Grampian Transport Museum, Alford, Aberdeenshire AB33 8AE, 01975 562292 e-mail: 3rd July – Leyland Society 120 Gathering, British Commercial Vehicle Museum, King Street, Leyland, Lancashire PR25 2LE, 07754 702497 – entry by advance tickets only. e-mail: 3rd July – 18th Leighton Hall Classic Vehicle Show, Leighton Hall, Carnforth, Lancashire LA5 9ST, 01697 451882 8-10th July – Kent County Show, Kent Showground, Detling, Maidstone, Kent ME14 3JF, 01622 633060 e-mail:

9-10th July – 12th Stourport-on-Severn Vintage Rally & Country Show, Coney Green Farm, Ribbesford Road, Stourport-on-Severn, Worcestershire DY13 0TE, 01299 822032 e-mail: 9-10th July – 43rd Powderham Historic Vehicle Gathering, Powderham Castle, Kenton, near Exeter, Devon EX6 8JQ e-mail: 9-10th July – Wiston Steam Rally, Wiston Park, Steyning Road, Steyning, West Sussex BN44 3DZ, 01892 770930 e-mail: 9-10th July – Roxby Heritage Weekend, The Fox Inn, Roxby, near Staithes, Yorkshire TS13 5EB, 01947 841313 e-mail: 9-10th July – Steam Gathering, Kirby Stephen East station, South Road, Kirby Stephen, Cumbia CA17 4LA, 01768 371700 e-mail: 9-10th July – Woodcote Rally, Church Farm, Woodcote, Oxfordshire RG8 0PG, 01491 680778 e-mail: 9-10th July – Rempstone Steam & Country Show, Turn Post Farm, East Road, Wymeswold, Leicestershire LE12 6ST e-mail: 9-10th July – Sedgemoor Vintage Show, Old Pawlett Road, West Huntspill, Somerset TA9 3RH, 01823 443788 e-mail: 10th July – Peterborough Bus & Commercial Vehicle Rally, Sacrewell Farm, A47 near A1, PE8 6HJ e-mail:

9-10th July – Ayrshire Road Run, starts at Low Green, Ayr, around Ayr and Galloway roads, 07712 347889 e-mail:

10th July – All Wales Truck & Transport Show, Carmarthen Showground Carmarthenshire SA33 5DR, 07939 808186 e-mail:


9-10th July – 25th Lister Tyndale Vintage Rally, Nibley House Farm, North Nibley, Dursley, Gloucestershire GL11 6DL, 01453 546024 e-mail:

10th July – Game Fair & Classic Car Show, Purleigh Halt, Barons Lane, Purleigh, Essex CM9 6PF, 01621 852336 e-mail:

2-3rd July – Capal Military Vehicle Show, Aldhurst Farm, Temple Lane, Capel, Surrey RH5 5HJ, 07870 231060 e-mail:

9-10th July – Birdingbury Country Show, The Paddocks Farm, Birdingbury, near Rugby, Warwickshire CV23 8EH, 01926 632555 e-mail:

10th July – Rhayader Vintage Show, Smithfield, North Street, Rhayader, Powys LD6 5BT e-mail:

2-3rd July – Evesham Bell Tower Steam Rally, Crown Meadow, Evesham, Worcestershire WR11 4SB, 01789 778248

9-10th July – Cheshire Steam Fair, Daresbury, Warrington, Cheshire WA4 4AG, 01751 200839 e-mail:

10th July – Eden Valley Vintage Tractor Show, Dalemain House, A592 Penrith to Ullswater, Cumbria CA11 0HB, 01768 890926 e-mail:

9-10th July – Weekend Trolleydays, The Trolleybus Museum, Belton Road, Sandtoft DN8 5SX, 01724 711391 e-mail:

10th July – Beachside Classics, Beachside Holiday Park, Coast Road, Brean, Somerset TA8 2QZ, 07919 351867 e-mail:

26th June – Lymm Historic Transport Day, Lymm, Cheshire WA13 0AB, 01925 754080 e-mail:

2-3rd July – Bromyard Gala, Burgess Farm, Avenbury, near Bromyard, Herefordshire HR7 4JY, 01531 640374 e-mail:

July 16


Review Scene



Another new book written and published by Robin Masters is always welcome. As organiser of BRS 60 and the subsequent get-togethers at Lincoln Farm Cafe every other year – with BRS68 coming up on July 17th – and with a lifetime’s experience in the transport industry, he knows what he’s writing about. His previous books on Allely’s Transport and produce hauliers around Evesham tell the stories of the people and companies involved in a most interesting and enjoyable way. All the facts are there, but it feels almost as if you

are listening to a friend telling you the story. This book tells how Deryck ‘Quack’ Hartwell and Charlie Spiers, having worked for BRS and Marshall’s Transport, started their own business in 1954, taking fruit and veg to markets for local growers. After Charlie had an accident and had to stop driving, Deryck carried on, adding vehicles to the fleet, taking over other companies, building up the business with back-loads. This is all explained, with lots of drivers’ stories and details of the vehicles, along with plenty of black and white pictures. The next section deals with the company’s operations on the Middle East run from the 1970s onwards. Again, this is enlivened with the drivers’ adventures. The setting up of the associated Clearport International Transport is also discussed. After some problems in the early 1980s, Deryck rebuilt the business, concentrating on UK work. The book brings the history up-to-date, with chapters specifically looking at deliveries to London



Available free to Leyland Society members - £27 per annum, application forms from the Membership Secretary, 37 Balcombe Gardens, Horley, Surrey, RH6 9BY or from the website Leyland Torque is a quarterly magazine, which includes regular features, like news about the society, its gatherings – this time including the tickets only 120 Years of Leyland Motors event on 3rd July – ‘What



NARTM is the club for people interested in model lorries of all kinds, whether they collect diecasts, build kits, convert models or

66 July 16

and Glasgow, which have always been always important traffic flows for Spiers and Hartwell. It’s all discussed in an easy and lively style, and will be appreciated by all enthusiasts interested in how the transport industry and those involved in it have worked from the 1950s to the present.

Leyland’s Doing’ now at the factory – this issue talks about DAF Trucks’ 21 years of market leadership in the UK – the pictorial ‘Leyland Lorries for Loads – this issue covering tankers of all ages – ‘Food for Thought’, ‘Odd Bodies’, members’ letters, plus in this issue pictures of Preston area independents’ buses, plus articles on how Leyland trained apprentices, the lightweight lorries the company built before and after World War I and more. There are lots of interesting pictures and information about Leylands so, if you are a Leyland enthusiast, you really need to join the Society and read Leyland Torque, plus the annual Leyland Journal.


scratch-build, catering for all scales and materials. The association’s magazine gives details local meetings and open days, on-line discussions, discounts from kit manufacturers and NARTM Gazette advertisers and entry to events, notably in connection with displays by association members. The association offers a lot of encouragement to modellers, as ideas, hints and tips from other NARTM members can be most helpful. NARTM members receive four copies of this A5-sized Gazette each year, with news, reviews and articles


for the road transport modeller. Each issue has many pictures of members’ models and dioramas, which offer plenty of ideas and motivation, whether you are an experienced modeller or not.

The latest issue of this club’s newsletter includes an interesting illustrated article on the vehicles in Albion’s own Transport Department fleet in the post-war years. The ‘Down-Under Report’ tells of a Reiver still hard at work, matched by a Super Clydesdale still delivering animal feed in Northern England. There’s also the usual club news, vehicles for sale of interest to Albion owners and enthusiasts, what’s appeared in other magazines about Albions and so on. Anyone interested in Albions can join the club, whether a vehicle owner or not.


Scene & Heard


MODEL BREAKDOWN LORRIES I am a great fan of your magazine. I have a collection of model recovery lorries, which I hope would be of interest. I use the term model, as I make mine from wrecks of Corgi, Dinky and Matchbox ‘King Size’. The main reason I am writing now is that I have to go into hospital for major heart surgery in a couple of weeks, so might not get the opportunity to show you the collection for a while. D W Giles, Ash, Kent Your models are most interesting and show as much ingenuity as so many of the real vehicles, based on older lorries, ex-military vehicles, fire engines and others. I’m sure they’ll give a lot of us ideas for conversions of our own – for myself, if I ever have time. I’m sure everybody joins me in wishing you all the best with the operation and hope seeing your models in the magazine spurs you on to make more and send us more pictures.

July 16


Scene & Heard

ROAD HAULAGE ARCHIVE As an avid reader of Vintage Roadscene, your ‘Road Haulage Archive’ publication just gets better and better! In ‘All the Fun of the Fair’ there is such wonderful coverage of photographs and information. On page 29, the Bristol, NEL 763, as stated was with BRS at Bournemouth as new. It later went to Clarkes Transport of Cinderford, which was then bought out by Swanbrook Transport of Cheltenham – still

NOW AND THEN On page 10 of ‘All the Fun of the Fair’, you say 303 DLM now has a cattle box fitted. It has been with Dave Parry of Shrewsbury since the late 1990s. I hope the enclosed

FURTHER THOUGHTS With reference to the Family Removals Company article, on page 23 in Issue 198 of Vintage Roadscene, the photo of the horse-drawn wagon shows an original pantechnicon van. These were made long and low, with curved roofs, so they could be loaded on flat railway wagons for long distance removals. The curved pantechnicon roof allowed them to pass through tunnels and bridges, when being carried on the train.


Reading your excellent magazine brought back memories with the Morris Commercial ambulances in the May issue. I remember these in silver, back in the 1950s, when growing up. I believe they had dark red wheels but it is a long time ago to remember whether I imagine that part. Another ambulance used locally was from the docks, which was a Vauxhall 12 or 16 of about 1936 vintage. It very often came past the house with someone injured in the docks going to the hospital. This had the spare wheel on the front nearside mudguard. Talking of ambulances, I have a sales brochure for a Dennis ambulance. It had a


July 16

a fine coach operator – then it passed to Holmes Transport of Cheltenham and was driven by my dad! My little hand often opened the passenger door and I covered hundreds of miles, sitting on the bonnet and changed gear while my dad ‘dipped the clutch’. It is still about in the superb Danter’s care! It was white in my dad’s time. On page 31, the Commer CB was fitted with a Perkins 6.354, always denoted by the

photographs will be of interest: The AEC Mercury in showman’s use, at Stamford Steam Rally in May 1995. The vehicle seen at Malpas Steam Rally in September 2003

The Livestock Transport article on page 34 was brilliant. The mystery cab on the lorry with Austin and Perkins badges on page 41, may have been an Austin K4 that has been altered, by moving the steering column and pedal forward alongside the engine, to increase the load length. I have seen half a dozen of them, and they all have a different style of bespoke cab. Before the Austin-Morris merger, Austin used Perkins diesels, while Morris used licence-built Saurer diesels. BMC developed Jaguar engine coupled to a Borg-Warner automatic box and front wheel drive. It had independent suspension all round. Tyres were 6.00 x 16 on the front and 165-14 on the rear, according to the brochure. I never actually saw one on the road and this is the only one I have heard of. The brochure is from 1969. It certainly was not a nice looking vehicle, as the bonnet was long and out of proportion with the rest of the vehicle. Another interesting brochure I have is for the Fiat 241 pickup. I only ever saw three of these on the road, but I liked the shape and it was also from the late 1960s. Thanks for a great magazine. Trevor Jones, via e-mail

single headlamps. All through 1966, I was to and fro to Luxembourg. Originally with a four speed box, causing engine strain, then we replaced the gearbox with a five-speed, which transformed it. Imagine, I used to put seven to nine tons on it, with Hydrovac brakes – phew, a few anxious moments, I can assure you. Super publications, keep up the good work – let’s keep it classic! Douglas Vick, Cheltenham.

Taking part in the Heart of Wales Road Run in September 2007. The pictures show how the vehicle was restored and developed over the years. Barry Fenn, Telford

its own diesel engines in 1954, and fitted them in Nuffield farm tractors. By 1955, BMC had introduced the new range of FE and WE lorries, fitted with BMC diesel engines, and the Perkins- and Saurer diesels were dropped. BMC also sold its diesel engines to other manufacturers, such as Dennis, Guy, and JCB. The RACS article was great, and I’m looking forward to the Whitbread Brewery article next month. H Daulby, Croydon


With reference to the Bedford W Series lorries on page 74 of the May 2016 issue of Vintage Roadscene, the code 161 with double top bar belongs to either an Infantry (red) or R E ( light Blue) unit of the Lines of Communications, as the bars indicate. My listing does not have that number, since it is of April 1940 and other units joined the BEF after that date, and their codes are at present unknown, and they may well still be in France, since after withdrawal all AOS codes were changed. Michael Starmer, via e-mail

SHOW FEATURESste: am engine displays

Live farming and ! Vintage and classic tractors ! stalls ! Sheepdog Display ce du pro ic an org d an l ca Lo ! es ! Stationary engin Small Holding Displays ! g tin fel d an ing av we , ing inn sp ! Fibre and greet ! Camping et me al im An ! t en nm tai ter En ly ! Farmers Market ! Fami

Scene & Heard

MORE ON FAIRGROUND TRANSPORT It is always good to see a new book on the subject of fairground transport, so the recent ‘All the Fun of the Fair’ publication was very welcome. Having said that, it is a shame that many errors have crept into the photo captions. I trust you will allow me to correct the captions on a few of the vehicles featured, as I feel they should have their correct histories printed. John Ayers’ Albion CX7 eight-wheeler, JRE 697, is seen after modernisation, with a Thornycroft Trusty cab and AEC grille. Strange that this Albion was included in the AEC section. The ex-WD Albion CX22, LPF 525, pictured in preservation is ex-London showman Fred Gray, one of two run by this operator, KPG 822 being the second one. Foden tractor ARE 164 with coachbuilt bodywork was owned by Bottons and not Traylens as stated. J T North’s FWD tractor is said to be a stretched four-wheeler, which it was not. It was actually an R6T 6x6 gun tractor, which was built for the British Army in 1929, by the Four Wheel Drive Motors company in Slough, not to be confused with the American FWD company. The R6T is easily recognised by its wheel hubs

and radiator, plus its ancient looks. Supplied to the Army with a fold-down canvas roof, it is not surprising North’s ‘modernised’ their example with an enclosed cab. Other than North’s R6T, I have photographic evidence of two others owned by showmen. From Lancashire, M A Collins was using one in 1948, with a much-rebuilt cab and, up to the late 1950s, Feltham showmen, Traylens ran KPA 658, which was also rebuilt with a ‘hard’ cab roof, as seen in the P M Photography picture. I believe this Traylens example might have been one of the R6Ts fitted with cranes for use as recovery vehicles by the Royal Army Ordnance Corps. Roses twin-steer tractor, 9059 KW, is said to be a Scammell Trunker model, which is incorrect. It is, in fact, a much ‘cut-down’ Routeman eight-wheeler, which was once in the fleet of Leathers Chemicals. The Thornycroft on page 84, said to be a Trusty model was, in fact, a Stag, which was a 12 ton six-wheeler, fitted with single rear wheels. The one pictured was run by showman Henry Cheeseman, who ran it as a four-wheeler. The Smithams vehicle, CLR 553, pictured

on page 87 and said to be a Vulcan is actually a Pagefield of 1936 vintage. The Vulcan badges on the radiator are later adornments, the radiator is original Pagefield. The photo enclosed from my collection clearly shows it to be the same vehicle, apart from the body’s roof being lowered and shortened at the rear, to convert the vehicle into a tractor. It’s possible that Smithams did not own the vehicle at the time the photo was taken. The last vehicle I am mentioning is the Wilsons of Redditch Daimler, KOG 85, said to be an ex-Birmingham double-decker. To my knowledge, this vehicle never saw service as a PSV. The Daimler was new to BSA Motor-cycles, with the Luton body for transporting motor-cycles for, I believe, the BSA Display Team. I would like to see proof that KOG 85 was once a Daimler doubledecker. Having pointed out these errors, I trust you will not be deterred from bringing out Vol 2 of ‘All the Fun of the Fair’. Barry Brown, Darlington With reference to the Daimler, my understanding is that two were built for BSA, one on a used chassis, once a Birmingham bus, but re-registered, which ended up with Wilsons, and the other one all-new, with an LOG registration? The captions were written to be best of my knowledge – not infallible! This and some copyright issues might mean Volume 2 is likely to be a while coming. However, I’m glad so many readers have told me they enjoyed the bookazine...


I would just like to say that there was far too much rally coverage in this month’s magazine. I buy Vintage Roadscene for its vintage photos and articles, and not for the rally scene. I don’t mind a couple of pages, but not 13 as in June’s issue. I’m afraid I shall have to think twice before buying any future issues if this is a regular occurrence. John, via e-mail


July 16

Sorry you didn’t enjoy the rally coverage. We do tend to devote more pages to rallies during the summer months, but we try to keep a balance, with an average of about six pages per issue, although this increases when we report on the major events, as we did last month. It adds both some colour and current events to the magazine. We rarely

report on restoration and don’t include a ‘news’ section, but rallies still use no more than a fifth of the editorial pages, in much the same way as we ration the coverage of buses and coaches, fire engines and so on. Obviously, if yours was the majority view, then we’d change things, but the current balance seems to please most readers.

LIFE ON THE ROAD  PART 3 In my previous contributions, life on the road involving ‘Hauliers of Hull’, in issues 196 March and 198 May, I hinted that I would like to focus on those long gone private fleets, carrying their own manufactured goods to destinations all around the UK. Like most major cities, we had several of these fleets, for example, ‘Horsley Smith’, manufacturers of prepared timber products, such as tongue and groove boarding, trusses and so on, for the building trade and also for loads delivered direct to building sites. Another company was ‘Hollis Bros’, again carrying timber, mainly red hardwood planks, delivered to wood mills, to be further transformed into quality furniture products. No doubt those mills had their own private fleets continuing the cycle. Both these companies were based just off Hedon Road, Hull, this being the main dock road, which was very convenient for their timber. If my memory serves me correctly, both companies used Albion flatbed rigids. However, what I do remember well is the David Brown tractors they used, to pull very low-to-the-ground twin-axle trailers, to collect timber from the ship sides. Steel cradles on four legs were placed near the ship and bundles of timber known as ‘standards’ were dropped onto the cradles. The tractor driver would then reverse his trailer under the loaded cradle and, by means of hydraulics and by using part of the trailer frame, would raise the loaded cradle a few inches above the ground, therefore allowing the driver to take another load off the dock. How many tractors they had let alone steel cradles I do not know, but this fascinating shuttle system would go on for two to three days, until the ship had discharged its cargo. Keeping on the timber theme for a while, we cannot forget ‘Arnold Lavers’ eight-leggers, Foden, Thornycroft, Atkinson, and ‘Vic Hallam’s’ Leyland Octopus, both pulling drawbar trailers though, strictly speaking, not true Hull Hauliers. Laver’s did have some staff and parking area on the dock, as they couldn’t guarantee being turned around every day and not being able to return to their home depots in South and West Yorkshire. Many of the loads of timber were still loaded by the dockers, a single plank at a time, up to the mid-1960s. With lightning strikes by the dockers themselves, it was no wonder that it could sometimes take several days for Arnold Lavers drivers to complete a round trip. Both of these fleets carried safety boards, fixed mid-ship down the nearside of the truck and angled towards the kerb stating ‘Caution Trailer Following’.

Returning to Hull, we had ‘Robican’s’, manufacturers of every type of ‘steel can’, to suit every need, with a large fleet of Bedford TK artics. ‘Ideal Standard’, producing heating and sanitary products, also used Bedford TKs, and many more companies, from food manufacturers to furniture makers and large removal companies ran their own motors based in Hull. lt has to be at least 40 years or so since these once gleaming private fleets decided enough was enough and started to trust their transport requirements to the up and coming huge transport contractors. No more trucks to buy and maintain, no drivers to employ. “We bake the bread...You deliver it...Job Done!” For all those years, the system has proved successful, but it is difficult to tell who owns the trucks as 90% of them are in the liveries of the companies they carry for. Of course it wasn’t all sweet. Many drivers were made redundant and were not taken on by these new fleet operators, who preferred their own in-house trained style of driver, who would not necessarily keep the same truck as they would have in days gone by. Nowadays if I sit back (preferably with an ice cold beer),it seems as if I can still see and hear those fleets of lorries on ‘C’ licences, leaving the city every morning, mixing with the big boys on general haulage. Oh, what memories? However, I did get my chance with one of these private transport fleets, ‘Westdock Timber’. As I mentioned in my previous submission, I drove for ‘Westdock’ in the early 1970s, now removed from the town to a new complex in Anlaby, five miles west of Hull. Westdock had a fleet of Dodge 300 series, or as referred to by drivers back then, ‘Tilt Cab Dodge’ which to me was the first real tilt cab. No bolts to undo or heavy jacking, just a simple spring loaded lever on the rear of the cab. Lift up and over. A bit like a garage door. . Westdock was the largest manufacturer of commercial glass-houses, with most of the deliveries going to the north of Scotland, Sutherland and Caithness and so on, or around Lands End, Cornwall and Siddlesham on the South Coast and across to Pembrokeshire. Every item was produced in-house at Manchester Street in Hull and at Anlaby. 28 ft single-axle flatbed trailers were used. These trailers did not even have a side edging. The axle was as far back as possible, so manoeuvring around narrow roads, sharp corners and roundabouts was a nightmare, as were cyclists and people on mopeds, who would sneak up the nearside, just as you were about to turn left. All the trailers were preloaded at the factory depot. Concrete pyramid type blocks, needed to carry the steel frame

were placed down both edges of the trailer, and the floor was filled in with all the brackets and fastenings. Loose glass was stacked against the headboard. Huge wooden framed glass was stacked up 12 ft high mid-ships, and pretreated tanalised timber at the rear. Obviously, as drivers, we were responsible for roping down our own loads (no straps back then)but, remarkably, we had very little roping to do, apart from the four high stacks of pre-glazed wooden frames and a couple of packs of tanalised timber. Compared with road haulage the job was very enjoyable and satisfying. No dock queues, no re-loads and no driver cutting the job up. We were all handed a running card for each load with a trailer number, total mileage based on 27 mph average speed, and a return time expected back at the depot. But for me, it was the distance I loved. Not because I needed to be away from home and family every night, but I was never happy on day work or local shunting around the town. Years later, my wife told me that she secretly loved this as well, as she was able to watch what she liked on television, without me interfering when I was home. Of course there was a downside – isn’t there always – and that was having to unload the trailer by hand, passing down all the huge frames followed by the steel and glass. The Westdock fleet remained private, carrying the company’s own products until its demise in the mid 1970s. Sadly, the land is now covered in plastic sheeting, which many say has blighted the countryside. Meanwhile, though I am retired from the ‘haulage life’ so to speak, I still get to do long distance driving, as my wife and I enjoy caravanning (and have done for 32 years), and we are able to return to places as holiday destinations and to spend quality time at these beautiful holiday spots, instead of just delivering loads. I have my life on the road to thank for that. Finally, I would like to apologise in advance to anyone who finds any of the information in my article/articles not quite correct, regarding trucks, place names, years and so on, as I do not presume myself to be an expert and do no research. These are just recollections of 48 years as a driver, from within my head, and I would like to think that readers enjoy my memories just as much as I read and enjoy theirs. Brian Featherstone, Hull I’d be pleased to hear from other drivers and transport professionals, with their memories of the way things used to be, as I’m sure other readers enjoy these reminiscences, which trigger their own memories as well...

July 16


Scene & Heard

RARE PICTURES I should explain how I came by these rare pictures. Back in 1962, I was working for Bullens, a removals company that specialised in office and factory removals. The company’s depot was at Hornsey Road, London N19, and I drove the lorry for the small section that did the safe and machinery removals. It was a Bedford TK semi-low loader, with a manual winch and skids. On this particular day, we were given the job of moving two safes out of an office building in the City of London. When we arrived, we found one of our pantechnicons backed up to the front door and the porters bringing out filing cabinets, desks and so on, using both the lifts and stairs. So, as we couldn’t start work until they had finished, we went in and

TIME FOR A FRESH START? I have to agree In part with Malcolm Bates comments on the HCVS London-Brighton Run. I have Never been to the start at Crystal Palace, but in the past have attended the start at Battersea, when there was also a vehicle show over the weekend as well. I also remember going to the start when it was at Purley at one time. Battersea always seemed to be the best place to start although, even now, I doubt that the refreshment facilities would be much better than those of Crystal Palace early on a Sunday morning. And as for the LEZ requirements, both are within the zone. My Views focus on the total lack of preevent publicity, outside the enthusiast media. I live in Crawley, the traditional half-way point of the run; there was absolutely nothing in the local newspapers or on local radio. The VCC ‘Old Crocks’ run gets lots of preevent publicity, and photos locally. The HCVS run got precisely nothing. Were the local media informed? Did they choose to ignore it if they were? Most locals know that the VCC run is taking place, if not through media coverage beforehand, then from the sign-posting erected by the RAC the week before (yes, I know this costs money). On the day of the HCVS run, I went to the A23 at the Broadfield Stadium Roundabout,


July 16

made ourselves known to the office manager. While waiting in the entrance hall, I noticed a large pile of papers in one corner that had obviously been tipped out of drawers and cupboards and wandered over to have a look. Quite a few of the papers had the name ‘The Leather Cloth Co’ on them. I knew this factory, as it was in the next road to where a good mate of mine lived in Stratford E15. I asked the manager if this office was connected to the factory. He said: “Yes, the factory closed down a month ago, and this building was being offered for sale, as soon as it is empty.” I had noticed quite a few photographs among the papers and asked if I could have some. He said: “Take what you like, it’s all being thrown out anyway.” That’s how I got the pictures of the traction engine and quite a few other interesting pictures as well. According to the name on the boiler, it started its journey from Oldbury – but it doesn’t say whether this was Oldbury near Atherstone on the A5 or the one near Bridgnorth on the A442. I have also enclosed a picture of one of Bullens’ vans. I took this some years after I had left. When I worked there, we had an elderly fleet of Ford ET6s. Harry Coughlan, Raleigh, Essex. at about 9.00 am. There were about ten spectators covering the 100 yards from the roundabout. I was asked by five or six members of the public what was going on. When I explained to them, they all said they had not known it was taking place. Another enthusiast came and asked me If a programme-seller had been along yet. I told him that I had not seen one for the last four years or so! The same person asked me where the vehicles were stopping for half-way refreshments, as he had been told three separate locations, Crawley High Street, Broadfield Stadium (he had already checked there and found nothing) or at the ‘Welcome Break’ motorway services Pease Pottage. Some vehicle were coming from the town centre, but the majority were coming directly round the Crawley By-Pass, adding to more confusion for the dwindling spectators. At one time, you had to be early to get a view point on the verge on Pease Pottage Hill, this time you had a free range, as it was devoid of spectators! Now to Brighton and the finish area. We used to spend a long weekend in Brighton at a caravan site nearby. We got the best of both worlds, as my wife and daughter could do what they wanted to do, while I went to se the vehicles finishing on the seafront. I

stopped going in the end because ‘some’ of the officials became rather over-officious in their role, being rude to both entrants and spectators alike. I didn’t mind paying for a programme to enter the area where the vehicles were, what annoyed me was the fact that after the official entrance by programme time, it seemed that all and sundry could enter for free. The point I am trying to put across is that, in my opinion, the standards have gradually slipped on this event, and that maybe things need looking at to return this outing to its original status. Malcolm has managed to eradicate the ‘Curse of the Cones’ from one event, so maybe his views will help this one out but, please Malcolm, don’t suggest Brooklands as a start point. Stuart Wilson, Crawley There’s some food for thought here for the HCVS, but where would be a good place to start? It must be remembered that pre-event publicity outside the specialist magazines can cost a lot of money, and the VCC has some sponsors with deep pockets for the ‘Emancipation Run’. We do need to publicise our great hobby more, but so much comes down to money. Sorry, but that’s why we get a non-stop diet of football and so on in the media...




ALL THE USUAL FEATURES AND MORE… AUGUST ISSUE, ON SALE JULY 15TH * Circumstances might cause the planned contents to change


To subscribe see pages 56-57



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July 16



July 16


ow here’s a picture you just couldn’t resist. Has he been stopped for speeding? No. This obviously posed shot is of the legendary Jack Mulley, based at Ixworth, near Bury St Edmunds in Suffolk, where he not only ran a fleet of buses and coaches – the business is still in existence, you can go and pay homage at the garage beside

the village by-pass on the A143 – but Jack was also a renowned collector and restorer of old vehicles at one time. Here he is with a 1930 Star Flyer, UR 6962, originally fitted with a Vincent of Reading horsebox body, complete with groom’s compartment, but by this time a dropside lorry, restored in his own livery. The notice in the screen tells us he had just won the vintage

commercial class at a rally. There’s a tax disc in there as well. ‘Unle Bill’ is admiring the Star Flyer, although he was probably not worrying about having to chase it for speeding in his Suffolk Police 1969 Ford Cortina Mk 2, with its flourescent ‘jam sandwich’ markings and rooftop box. It looks as if there’s a ‘GT’ badge on that rear wing, too... A real period piece, from the Stevens-

Stratten Vintage Roadscene Picture Library, taken around the turn of the 1970s, when the preservation and rally movement was still in its youth, if not infancy. The funny thing is, and I’m sure one of our regular correspondents will have a recent picture, the Star Flyer is most likely still around – although of course, Jack Mulley isn’t – but that Cortina has probably long gone to the police car pound in the sky.

Bit of a Flyer... you’ve got there, eh? Well, yes, as a matter of fact...

























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