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JANUARY 2016 3

As this issue will be on sale over the Christmas and New Year break, Ill start by wishing everyone the compliments of the season from the team at Classic & Vintage Commercials. Weve had a good year copy sales have gone up at a time when magazine sales as a whole are in decline. Ive also met some great people and had enormous fun putting the magazine together each month. Thank you everyone for all that I really do love this job!

Some of you will probably have a bit more reading time than usual over the holiday period, and theres certainly plenty to get your teeth into in this issue. As youve probably spotted already, this months main feature lorry is an extremely lucky Scammell Pioneer that has very nearly been scrapped on at least two occasions; first in 1990 and again nine years later following fire damage.

Weve also got a Leyland Octopus that has been restored to look like a working lorry a lot harder than it sounds - and an ERF B-Series that was an enthusiasts first-ever lorry restoration. And because its the Christmas issue, Ive also included something a bit unusual, but which seems completely appropriate, in the shape of some fabulous steam Sentinels in Wales. Weve also got an extra-large six page memories section, featuring Elliott & Sons Transport, a much-missed Dorset haulage contractor which at one time operated the biggest fleet of Fodens on the south coast along with the only 80ft rigid trailer in the country. Like so many others they switched to foreign-built lorries from the early 1980s not, we suspect, because they particularly wanted to but because they were running a business and the foreign competition offered a better overall package commercially.

Elliott & Sons Transport is no more. It was run successfully as a family-owned business for more than 60 years but within a few years of the family selling the business in 1993 it was all over. Elliotts are not unique in that respect Kent-based readers may see some similarities between this and what happened to the Dodd Group in 2011, but in recent years there have been dozens of other cases of old-established firms closing soon after changing hands. Though its tempting for outside observers to automatically blame incompetent incoming management, that isnt always the case; it could equally, for example, be a case of astute family owners seeing what was coming, and getting out while they could.

Anyway, this is the Christmas issue, so to end on a positive note, heres a free tip that might earn you a bit of extra cash. On pages 62 and 63 weve a piece on AA collectables. Some rarer AA stuff has, it seems, gone up in value a fair bit over the past few years about 15 years ago I paid 75 for an AA sign similar to the one on page 62 but from a village in Cambridgeshire. Now they regularly fetch 300plusPeter SimpsonEditor

www.cvcmag.co.uk

CLASSIC & VINTAGE COMMERCIALSKelsey MediaCudham Tithe BarnBerrys Hill, Cudham, KentTN16 3AG

EDITORIALEditor: Peter Simpson Email: [email protected] consultant: Peter Davies

ART EDITOR: Paul SilkEmail: [email protected]

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Production Deputy Manager:Sarah Willmott, [email protected] Manager: Jackie Aubrey

MANAGEMENTPublisher: Andrew DaviesManaging Director: Phil WeedenChief Executive: Steve WrightChairman: Steve AnnettsFinance Director: Joyce Parker-SariogluCreative Directors: Vicky Ophield & Emma DublinRetail Distribution Manager: Eleanor BrownAudience Development Manager: Andy CottonSubs Marketing Manager: Dan WebbBrand Marketing Manager: Rebecca GibsonEvents Manager: Kat ChappellEvents Marketing Manager: Sarah Jackson

SUBSCRIPTIONS12 issues of Classic and Vintage Commercials are published per annumUK annual subscription price: 51.00Europe annual subscription price: 64.49USA annual subscription price: 64.49Rest of World annual subscription price: 70.49

UK subscription and back issue orderline: 0845 241 5159Overseas subscription orderline: 0044 (0) 1959 543 747Toll free USA subscription orderline: 1-888-777-0275UK customer service team: 01959 543 747Customer service email address: [email protected] Customer service and subscription postal address:Classic and Vintage Commercials Customer Service Team

Find current subscription offers on our website: shop.kelsey.co.uk/CVCAlready a subscriber? Manage your subscription online: shop.kelsey.co.uk/site/loginFormwww.kelseyshop.co.ukBack Issues: 0845 873 9270Books: 0845 450 4920

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Kelsey Media 2015 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 though everything received by the Editor is read. 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 www.kelsey.co.uk , 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: [email protected] or 01959 543524.

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CommentCLASSICCOMMERCIALSCOMMERCIALSCOMMERCIALSCOMMERCIALS& Vintage

4 CLASSIC AND VINTAGE COMMERCIALS

6

20 LEYLAND OCTOPUSRestored as a working lorry - and its truly wonderful!

26 THONYCROFT PK TRUSTYPeter Davies begins a two-part profile of the lorry that the transport press of the time called the ideal eight wheeler.

32 SUBSCRIPTIONSSave money and have the magazine delivered to your letterbox

34 LETTERSYour thoughts on recent issues and classic commercial matters in general.

VOLUME 21 NUMBER 5JANUARY 2016

6 SCAMMELL LADY Meet Jill Parnell and her extremely lucky 1939 Scammell Pioneer.

12 NEWSAll the latest, including a tax warning for occasional/part time drivers

16 PDS ARCHIVEMore old lorries photographed before they were classics, including a fabulous W. Tabern & Sons Atkinson Borderer, and a Leyland Bison tipper.

VOLUME 21 NUMBER 5JANUARY 2016

20

16

Contents

JANUARY 2016 5

34

74

38 ERF B-SERIES1978 lorry that was its owners first restoration.

40 SENTINEL STEAMERSDavid Reed went to Wales to see some Sentinel steam action

44 WOODHEAD RUN That man Reed popped up here, too!

46 CARRYING ONOlder lorries still working.

49 TRUCKING BOOKAZINESNew from Kelsey Publishing compilation books on Thornycroft,

Seddon, Tate & Lyle and BRS

50 ENGLISH GARDNERAtkinson Eight wheeler features in this months centre spread

52 READERS MEMORIESSpecial feature on Elliott & Sons of Poole, Dorset. Some fabulous period photos here!

58 MODELSPresents from Christmas past.

60 BOOK REVIEWSA few recently-published books on lorries and related themes

62 BALDWINS COLLECTABLESNick looks at AA memorabilia including the commercial vehicle drivers section.

64 MIGHTY MORRIS

The story of Morris Commercials, including the lows as well as the highs

70 US TIME CAPSULEConcluding Nick Baldwins look at a recently-rediscovered archive relating to Sheins Transport.

72 A-Z SNAV to Somacome, via Soames and Somua among others

76 TALES FROM THE WORKSHOPThis month Ken re-cabs a Bedford TK owned by a prominent surgeon

78 COMMERCIAL CORNER

80 BACK ISSUES

81 FREE ADS

94 CLUB DIRECTORY

Available on the app store and

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52 70 72


Peter Simpson meets Jill Pannell and her much-loved 1939 Pioneer

SCAMMELLlady

JANUARY 2016 7

From 9.00am to 5.00pm Monday to Friday, Jill Pannell has a fairly senior role with one of the Big Four banks, by whom she has

been employed for the past 27 years. She works remotely, and the colleagues who would otherwise sit beside her are actually many miles away mostly in London and the South East. Despite this, all the usual office banter takes place albeit via email and telephone rather than face-to-face, and on Friday afternoon and Monday morning the weekend is, as in any other office, a main topic of conversation. In most cases its the normal city/suburban stuff shopping, gym, golf club, meals in posh restaurants and so on, plus the odd party or two. However the account thats most eagerly anticipated is Jills.

You see, Jills life is just about as different from theirs as its possible to imagine. For starters, she lives, with long-term partner Steve, on a 20-acre former cold war secret bunker in the middle of the Lincolnshire fens and miles from anywhere; their home was originally the guard house. Steves skip hire business is also based there though not, I should perhaps mention, his waste transfer station.

The bunker is also, though, home to a fascinating collection of old vehicles of all shapes and sizes n. Steves main interests are plant/farm equipment and military vehicles and with the latter its definitely a case the bigger the better.

Dont, though, imagine for a moment that this is all Steves doing; Jill is very definitely an enthusiast in her own right. For many years she has owned, preserved and shown a David Brown VAK1a tractor which had been bought and used by her late grandfather. She is also on the committee of the Scammell Register. The Gardner 6LW-engined Pioneer featured here is also one of two Scammells that she owns the other being an S24 thats currently under restoration. Both were bought and are run with her own money, and in the case of the Pioneer it is Jill that drives. The S24 is some way off that point, as well see later

Unsurprisingly therefore, most weekends are spent either working on, or showing, the couples vehicles; hence Jills colleagues curious fascination with her lifestyle. But while they might find it odd, I know which Id prefer to be doing.

Gaps in the historyThe Pioneer was Jills first lorry

Rear view. Woodwork was varnished when Jill bought the Scammell but but has now been treated with Danish wood oil, which allows it to breathe.

and according to the V5c it was manufactured in 1939, though what it did during WW2 isnt known, though tank recovery work is thought to be a possibility. In fact its whole early life is something of a mystery. There are also gaps later obviously any information will be gratefully received, and on past form, I think its very likely indeed that someone reading this will know something.

Anyway its known history starts in 1990 when it was bought, from a scrapyard near Holmfirth, West Yorkshire by Graham Booth. At this point it was still unregistered and was, one imagines, therefore used on trade plates this was allowed and usual for recovery vehicles until the late 1980s. Anyway, Graham carried out a full restoration which as the photos show, was very thorough and finished in it a military sand colour. Shortly after this, Graham went to work for F Audsley and Son a local recovery specialist, and he subsequently sold to Scammell to his employer. In their ownership it was refinished in their house colours by Graham Booth (who is an accomplished signwriter), and road-registered for the first time. Though

intended primarily to be a display vehicle, the Pioneer was fitted with a sprag lifting device on the back at this point. At the front, the original hooks were cut off and a bumper fitted in their place. At about this time Audsley's also acquired a Diamond T which was similarly finished in house colours.

Nearly lost foreverSadly though, in the late 1990s the shed in which both vehicles were stored caught fire. The Diamond T was, unfortunately, lost, as were a number of cars stored on the same site but the Pioneer, though badly damaged, survived. By this point Graham Booth had moved on employment-wise, but on hearing about the fire got in touch and tried to buy the Scammell back. Unfortunately, though, he was outbid. The successful purchaser had a second restoration undertaken and in doing so clearly spent a lot of money as, for example, the floor and boxes were all remade from very high quality hardwood. However this was then varnished which as most people reading this will be aware, isnt really a good idea as it the wood cant then

breathe, meaning moisture becomes trapped.

After this the trail goes cold again until 2009, by which time the Pioneer, though still based near Southport, was owned by James Lowther. Lowther was well-known in the steam preservation movement as he owned two 1919 Fowler steam ploughing engines and used them to dredge lakes of silt one engine stood each side with a cable between them and this pulled the dredging bucket across.

Anyway, the Scammell was used as part of this kit. Naturally James refinished it in his own colours. Jamess Fowlers were named Sandringham and Windsor, and these were added each side of the engine cowl, where they remain. These engines, by the way, are now part of the Claude Jessett Collection, based at Hadlow Down in East Sussex. Why, though, the address on the pioneer is given as Andover (in Hampshire) when Lowther was based on Merseyside (and the phone number is a Southport number..) is a complete mystery! From Lowther, the Pioneer moved to Guy Debes of Matlock, and Jill bought it from him in 2013. As I say,


January 2016 9

though she already owned a tractor, the Pioneer was her first lorry so definitely not a case of starting out with something small!

As far as the actual acquisition goes, Jill admits that it was basically love at first sight. She saw the Pioneer on an internet auction site and it was the classic case of if we like it well have it. She did unsurprisingly like it and it was collected by low-loader the next day. On the journey back it was christened Ladybird by the couple because, as Jill explained, its black, red and mine..

Overall, Ladybird wasnt in bad shape when bought. As Jill and Steve have access to fields and a bit of rough terrain (and equipment to make it even rougher..) one of the first things they did was drive the Scammell cross country. This quickly revealed one problem the offside walking beam (which allows the two rear axles to move up and down) wasnt working most likely because it hadnt needed to so had seized through lack of use. This was sorted on site using a ten ton loading shovel and five-ton digger (as mentioned earlier, Steve collects classic plant..) along with

assorted jacks and some oxy-acetalyne to apply heat. A certain amount of brute force was needed (and Jill didnt hang around to watch) but eventually, when things reached the fix it or break it stage, the beam freed off and has remained so ever since.

Jill has, though, done much of the ongoing renovation herself. I mentioned earlier that the woodwork had been sealed with varnish during the c2000 rebuild, and that this isnt really a good idea. Anyway, one weekend Jill set too with a palm sander and removed every last bit of it. She then treated it with Danish wood oil, a treatment that needs repeating every year. Maintenance is straightforward enough but there is a fair bit of it to do lots of grease points for example. Recently, Jills 17 year old nephew Alex has started to take a real interest in the collection in general and Ladybird in particular Jill plans to add him to the driving insurance as soon as this can be done; in the meantime he has proved himself extremely capable with a grease gun.

Her main pleasure, though, comes from actually owning and driving the Pioneer. Its MoT-exempt on numerous

counts, and being pre-1960 can also be driven on a car licence, though naturally Jill received some training from Steve before taking it on the road. She also plans on taking her Class 1 LGV test in 2016 though realistically how much practical use a modern artic test pass will be for a 1939 Scammell is debatable. For local ie up to 40 miles trips from base its driven. Further afield it has to be transported as 25mph is the absolute top speed, and at that, diesel is consumed at around 7mpg, meaning just going 40 miles to a show will involve over four hours of driving and cost around 60 in fuel in practice theres usually a group of local owners going to further afield events anyway, so its case of piggy-backing. The Holbeach show in South Lincolnshire in a regular, as are various local shows, armed forces days and so on.

As far as actual driving is concerned, Jill admits that, as youd expect, Ladybird is a bit heavy to steer though not so much now as when bought, because front tyre pressures are now correct. Depending on load and use they should be 55-60psi; on purchase one had 20psi the other 16

SCAMMELL PIONEER

Cab and controls.

Proud owner at the wheel.

Gardner engine is an instant starter, even if left standing for months.

Gated gearchange six speed plus reverse

Underfloor winch looks to be operational but has yet to be tested with a full load

Armstrong power assistance for the parking brake as well as the steering.


The next project. Scammell S24 started life as a dump truck with British Coal in Scotland. Come back to see it finished about this time next year.

Obviously its a crash gearbox albeit with a gated gearchange but thats not an issue as the whole driving process is a lot slower than on most road-going vehicles, meaning once you understand how to use a non-synchro gearbox theres plenty of time to get revs right and make changes. Starting is, apparently on the button irrespective of how many weeks or months - the Pioneer has been standing.

Storage is often an issue for private owners of larger vehicles. As already noted, Jill has land but cover came from a rather unusual source. While visiting a government surplus dealer he knows in search of a couple of ex-army fuel bowsers, Steve noticed a large dismantled tent of very sturdy construction complete with lightweight aluminium frame. On enquiring, he was told it had recently arrived, having been

part of Camp Bastion in Afghanistan.That, as was widely reported at the

time, was dismantled at the end of 2014 and the little-used tent was now officially government surplus. Anyway, the tent, which had formerly provided protection in the Afghan desert now sits in Lincolnshire, and provides perfect cover for Ladybird and other vehicles; having been made on a cost no object basis to provide total cover in the middle of the desert it should have no problem doing the same job here

Talking of lucky finds, some 20 years ago, and long before Jill or the Pioneer had entered his life, while attending a farm sale, Steve bought what was advertised as a set of spare tracks for a County Crawler (tractor). They cost 40. However Steve knew they were not tractor tracks. They were actually for fitting to the back of a Scammell

Pioneer to convert it into a half-track - and were bought because of his interest in military vehicles. Now of course, there is a Pioneer in the family, so maybe sometime in the future Steve and Jill will try fitting them

And finally..I mentioned at the start that a second Scammell, an S24 has recently been acquired and is under currently under restoration. Another love at first sight internet auction site purchase, the S24 was new to British Coal in Scotland as a dump truck. The dump body is, though, long-gone; it now carries a pod and fifth wheel. Jill did tell me about their plans for this vehicle; Im not going to say too much now other than that, if things go as planned it will be quite unlike any other Scammell in preservation anywhere.v

JANUARY 2016 11

THE RESTORATION

FODEN S83

An early stage in the 1990-92 restoration by Graham Booth

Work well underway as Grahams daughters pose in front of the Pioneer

Cab nearing completion, just the back end left to do.

As completed by Graham in around 1992.Graham subsequently sold the Scammell to F. Audsley & son, his employers. It was repainted in house colours, and added an interesting front bumper

SCAMMELL PIONEER


If you have a News story, e-mail [email protected] or write to The Editor, Classic and Vintage Commercials, Cudham Tithe Barn, Berry's Hill, Cudham, TN16 3AG

Although this story is mainly about the contemporary haulage scene, its an important one to cover here, as we know that many CVC reader who still hold a valid LGV/HGV licence do sometimes do fill in work when a haulier is short of drivers and/or the driver concerned is short of money. Some also use fill-in driving as a means of financing their preserved lorry.

Anyway, the Road Haulage Association has issued a warning to drivers and employers of the need to ensure that all drivers are on the books with correct tax and National Insurance deductions made at source. The RHA say that growing numbers of drivers are being treated as self-employed, which means they are paid without deductions. Self-employment also means the employer avoids having to comply with many drivers rights under employment law.

RHA Chief Executive Richard Burnett said With a growing driver shortage in the UK, this means law-abiding hauliers are losing drivers and losing work to firms who break the law. The practice is also damaging to law-abiding driver agencies who risk losing drivers to less reputable competitors.

In some jobs, the difference between self-employed and employee status is not clear-cut and can even come down to an individual tax officer's interpretation of specific circumstances. With driving, however, the position as far as HMRC and an individual driver is clear; if you own (or personally lease) the lorry that you drive you are self-employed. If, though, you as an individual are providing only a driving service in other words if the lorry you drive is provided for you (i rrespective of whether its provided by an end user of transport services or

an agency) then you are an employee, and your employer must, by law, deduct tax and National Insurance before paying you. Slightly different rules can sometimes apply if the driver concerned is a registered limited company and the work is invoiced and paid through that company.

It also has been suggested though obviously things like this can rarely be confirmed that HMRC are currently targeting some sectors of the haulage industry as regards this type of thing. Hauliers who are caught paying drivers off payroll may face a heavy claim for back tax and NI, plus a penalty payment of up to 70% of the tax that has been evaded. Drivers, too, can face a heavy claim for back-tax and penalties and the tax man can and does make bankrupt people who cant or wont pay him what they owe.

RHA ISSUES TAX FRAUD WARNING

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N E W S

The Heritage Motor Centre at Gaydon which hosts the Classic & Vintage Commercial Show in June and the Retro Truck Show in September is undergoing major changes at present. Those who have attended events this year will no doubt have spotted the construction work going on in a corner of the grounds, where the centre is building a new hall. This is to enable the large number of vehicles in the HMCs reserve collection to be seen by visitors. Improved conservation, interpretation and maintenance facilities are also being incorporated.

Around 70 cars from the Jaguar Daimler Heritage Trust formerly on display at the now-demolished museum at Browns Lane will also be displayed here.

When it opened, the Heritage Motor Centre was chiefly a BMC/BL/Rover museum, with most exhibits coming from the British Leyland Heritage collection which had previously been scattered across several locations. As time has gone on though, the collecting remit has been extended. To reflect this, and the increased size of the accessible museum, the museums name is being changed from Heritage Motor Centre to the British Motor

Museum. The HMC closed on November 30 for the changes to be made and to allow the new buildings to be set up and commissioned. It will reopen, as the British Motor Museum, on February 13.

The special events programme will of

course carry on indeed we understand there are plans to extend and improve these too. However it does mean that those attending the CVC Show and the Retro Truck Show in 2016 will have a whole lot more to see.

BIG CHANGES AT HERITAGE MOTOR CENTRE

The new exhibit hall at the Heritage Motor Centre Gaydon, under construction last summer. The museum is currently closed for refurbishment; it reopens as the British Motor Museum on February 13.

JANUARY 2016 13

Every so often, we like to look at the club magazines received at CVC Towers. We recognise the excellent and often little-noticed work done by the various one-make lorry clubs in helping members with their restorations, sourcing/supplying parts and carrying out invaluable research. Everyone involved is usually a volunteer, too. These days, club magazines are generally of extremely high quality too the days of a few duplicated A4 sheets stapled together have definitely gone!

So in no particular order here are a few that weve received in recent weeks

The Albion Club report that The Club Chieftain made its first appearance at events this year. For those who may be slightly confused, we should perhaps explain that this is not a new title for a club Chairman, President or similar, but a 1958 FT37KCL with Homalloy cab that was gifted to the club by Bill Finlayson in December 2014. Apparently it has been well fettled by club stalwart Ian Shand, with extensive work being carried out on the braking system which had suffered from water ingress due to leaking rubber bellows. New batteries have also been fitted, and for safety reasons these have been moved from inside the cab to a new battery box on the nearside chassis frame.

According to the Albion Register, the Chieftain, which carries fine Scottish registration number RSG261, was new to Melrose Drover Ltd., of Mitchell Street Leith. The second owner was Andrew Rennie of Cooklaw Farm Midlothian, but by 1977 it was with Malcolm Pretswell who used it to take farm equipment to rallies, fitting a beaver tail for this purpose. Bill Finlayson acquired the lorry in December 2002.

The Albion Club is a section of The Biggar Albion Foundation which also looks after the Albion Archive, organises the Biggar Rally and operates a small Albion museum at North Back Road, Biggar. For more details contact The Albion Club, 9 Edinburgh Road, Biggar, ML12 6AX.

The Leyland Society has just published the 2015 edition of its journal apparently this has been delayed slightly due to the discovery of additional information. Material of particular interest to CVC readers includes a detailed account of the Leyland fire engines operated by Dublin Fire Brigade both before and

after independence, and there is also an in-depth account of Cub and Lynx production from 1935 to 1942 including lots of period photographs and masses of detail. Research quality is very much a hallmark of Leyland Society publications, as are high production standards. The journal also includes new information about the prototype rear-engined double-deckers which led eventually to the Atlantean and, arguably, changed the way in which double deck buses were configured forever. Leyland Society members get the Journal free as part of their membership which costs 27 a year and includes four high-quality 48 page (and around 64 photographs) magazines as well as the journal. Alternatively, the journal on its own costs 9. In all cases the contact is The Leyland Society, 213 Castle Hill Road, Tottenhoe, Dunstable Beds LU6 2DA or email: [email protected]

REVS, the magazine of the ERF Vehicles Society has maintained its traditional high quality throughout 2015. The December 2015 issue includes a detailed piece about the restoration, by the St Austell Brewery, of a 1946 CI5 flat that was new to the brewery but ran away to join the fair in the 1970s before ending up stored in a Devon barn from where it was rescued by its original owners and is now back with the brewery and under restoration. Theres also Part 3 a colour feature on ERFs used for bulk flour transport, and features on F & A Carlisle Ltd and Grocontintental. Membership details may be obtained from the club website at www.erf.historicvehicles.co.uk or by sending an SAE to membership secretary Maureen Cross, 21 Tilia Way, Bourne, Lincs, PE10 0QR, Tel: 01778 424432, email: [email protected]

Last, but certainly not least, we come to the Scammell Register whose latest edition contains parts 35 and 36 of their definitive part work The History of Scammell Lorries by John Fadelle. These deal with the on and off-road S26s. Theres also lots of archive/heritage material, plus accounts of all the shows and events club members were involved with in the second half of 2015.They certainly seem like a busy bunch! Membership details can be obtained from Mick Price, 88 Goldthorn Hill, Wolverhampton, West Midlands, WV2 3HU, email: [email protected]

CALL UP THE CLUBS

Sincere apologies for a production error that affected page 9 of last months magazine. Unfortunately, the photograph at the top of that page moved at the very last stage in the production process, meaning readers had an excellent view of an August North Derbyshire sky but very little else! Processes have been changed so that the same thing cannot happen again; meanwhile if anyone would like a scan or print off the page as it was meant to be published please write in or email CVC.ed at the address shown on page 3.

Classic Commercial owners are cordially invited to attend the Spring Tractor World Show on February 27-28 at the Three Counties Showground, Malvern, Worcs, WR13 6NW. The show is organised under a licence agreement with Kelsey Media and this year the organisers have added a dedicated lorry/van/pick-up section to the existing classic tractors, vintage machinery and classic Land Rovers. Highlights include an auction by HJ Pugh on the Saturday. Sunday includes a vintage sort out. To enter a vehicle on the Sunday only all you have to do is turn up before 9.30am. To attend the whole weekend prebook using a downloadable entry form from the website at www.tractorworldshows.co.ukor call the office on 01697 451882.

Anyone fancy a trip to the truly most northern part of the British Isles next summer? The Shetland Classic Motor Show and Tours has been organised for a long weekend in June from Thursday June 2 to Tuesday June 7. Classic commercials are, apparently, especially welcome, and special terms have been arranged for ferry transport and accommodation! For more details email [email protected] or send an SAE to Shetland Classic Car Club, 69 Gilbertson Road, Lerwick, Shetland ZE1 0QJ.

Would readers please note that the listing for the Thornycroft Register in our Club Directory is incorrect and will be deleted as both Mr & Mrs Sleight have, we are informed, sadly passed away.

Please note that the CVC editorial office will be closed for Christmas and New Year from 5.00pm Wednesday December 23 to 9.00am Monday January 4 inclusive. While there may be a skeleton phone answering service at the Cudham head office during that time, the Editor will not be able to respond directly to emails, letters or phone messages until after January 4.

In brief...NEWSNEWS

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NEWSNEWS

NEATH VALLEY ROAD RUN Last year the members of Neath Old Tractor and Commercial Club and friends set off from Crynant in the Dulais valley, and headed for a Sunday lunch at a restaurant in Brecon. It proved to be quite popular and was intended as a one-off but at the end people seemed to be saying, See you next year! So they did it again on October 25 2015, and have now decided that it will be an annual event. Organisers Richard and Sue Davies have also decided to call it the Neath Steam and Vintage Show Autumn Road Run: After all, the tractors cant have all the fun.

The vehicles began to arrive at the start, near Cefn Coed Colliery Museum, from 9.30. A steady stream of lorries took part; Austins, Bedfords, Fords, Leylands, some Volvos from Pembrokeshire, a Scania from the locally-based WAFERS fire engine museum and an Atkinson Borderer.

Before the off, sustenance was provided in the form of bacon rolls and plenty of tea and coffee courtesy of the club. This years route headed up the Neath valley on the old A465 past Resolven, through the village of Glynneath, crossing beneath the new A465 and up the notorious hill known locally as Rhigos Bank, many an old driver could tell a tale about this road. At the top they headed

out over Penderyn before joining the main Cardiff to Brecon road past the Storey Arms outward bound centre, and then on to the lunch stop at the Bishops Meadow restaurant. After we had eaten we held a raffle which raised 137.00 for Maes-y-Coed Special School, Bryncoch, the clubs favourite charity.

The return journey headed through Brecon, the village of Libanus and then the mountain road to Dyfynnog. Here the road

opens out to give spectacular views of the Crai reservoir and the Brecon Beacons, before dropping down into the Swansea valley. At Abercraf, some people stayed on the valley road and headed back to the motorway whilst others crossed back to the Neath valley and home.

A good day out was had by all who attended and many thanks go out to those who gave up their time and to Harri and Sue for the photos.

Despite a staggered start, everyone seemed to arrive for lunch at about the same time.

Alan Leightons 1965 Austin. AEC Mammoth Majors belonging to Bernard White and Mike Harris at the start.

Lunch stop at Bishops Meadow Restaurant. Bedford O complete with a Caterpillar D2 load arriving at the lunch stop

CM01.16/A59/rde

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A53 AA

487 AAA592 AAEAAN 2GAAR 17NABB 5S

ABH 409CA858 GALA879 GAL804 ABK24 BLE

AB07 TTSABO 77TAB07 TTT477 ABUABW 308CABW 998LACC 997A98 ACJACR 76VLAC 70NKAC 70NAAC 70NADD 874AD15 SDNADY 333VADY 110DAEC 486AEH 89CAEW 994AAEY 278AAEY 279AAEY 247AAFG 661S302 AFWAGO 751AGU 35TAGW 59N843 AJBAJN 555KAJW 817MHAL 4NJOA 14N444 LAN444 LANRAL 41N808 ALFDAL 107TA11 COTALM 274B799 ALXR29 ALYPAM 11DAMJ 40LAMJ 378FAMJ 377FAML 210HANG 611SANN 934HANN 797HANP 264AANP 265AANT 177AANT 155AANV 61AANV 89AANV 71AA417 WAR6989 APAPE 69TAPP 13SAPT 97APY 98AARA 71AARA 4YARA 83AARA 82AARA 425AARA 427AARB 557AARC 116RARF 80YASO 479A5 FADH15 HBYASH 883ATA 52A741 ATDATF 257AUD 151VAUD 135VAUD 145VAUJ 677AAVG 697SAVG 358SAVG 690SAVG 550DAVV 274J788 AWAAWF 732AWG 400G84 CON

BBAD 357TBAD 57TBAG 909S9 BAG

BAG 817S6 BAG

BAG 876SBAG 868SBAG 913SBAH 239WBAH 77T841 NESB4 LERB4 NEYK8 ANKBAR 77NBAR 123TBAR 121KBAR 71NBAR 121NBAR 120N7BA 570NB4 SETBAS 11LBBA 53YBBA 570NYBA 73S8 ATY8 ATY

7777 BBBBC 929B200 BBDBBH 717PBBH 699PBBH 818PBBH 655PBBK 69BBR 56474 BBS4444 BC74 BCE555 BCJ82 BCJ296 BCJBDK 8549 BDL

BEA 570NB6 ATYBEA 1T9 BEE

BEG 367BEN 7TB3 RELF83 RRYE78 ERYEDB 35T

TBE 57TBET 228BEZ 84BF 4210569 BFM3333 BGBG 6372BGF 2HBGR 36BHA 77TBHO 74RBHW 529ABHW 517ABHW 527ABHW 548ABIG 8115BIG 655BIG 8411BIG 59B16 GERB16 TUMBIG 811581 MBOTOP 131NA81 RKEB15 CHOARB 150N913 BKEBKN 2T

BKU 460BE81 AKEKBL 41NB115 ETTBLM 835BLO 77S544 BLOBNG 23830 BNGBNH 85EBNH 65EBNR 8YBOB 805S562 BOBBOC 74ABOC 862ABOD 56YBOE 74ABOL 701VBOL 77SBOL 7T751 BOLBOL 701NBON 533RBOO 856XBOO8 53XBOO 85TCAB 805SREE 805SBOB 805SPEE 805SSHT 805SPOW 805SSBO 55YMFC 805STAN 805SSHE 80SFAB 805STBO 5SVET 805SROT 80SBOU 110HD80 WESWWW 80XWAC 180XLON 680XFUM 80Y7334 BP3722 BP3108 BPBPM 927BPR 681ABPR 654ABPR 657ABPR 655ABPR 677ABPR 689A674 BPW957 BPWBRA 99BRA 17TBRA 77TBRA 7TBRA 991TBRE 70TBRE 78YBRE 223YBRE 35YBRE 771YBRE 770TBBR 166SFBR 199SABR 199SGBR 166SEBR 199SGBR 150NGBR 199S11 BRSBRU 3LBRY 417TCBR 750NB168 RYNBSL 559BSS 199MBTM 92L368 BTP321 BTT31 BTWA18 UNKTBU 12RK13 URNSBU 12RBUR 61SB1 JSTBBU 7TEBU 7TCBU 7TJBU 770NHBU 770NABU 7TPBU 7SBVG 510EBVG 560EBVG 306EBVP 190BVP 62963 BVT563 BWDBYE 51T5 BYLC

C 178CAB 50NCAB 574RCAB 805SHU11 CABCAC 53YCAD 50NCAE 110SC4 LEL

C411 LOWCAL 110WWCA 10WXCA 10WBCA 10WC4 NESCAR 18FCAR 105KC412 ONSCAR 6NC12 RON

CAR 185TCAR 70NDCA 120LBCA 120LPCA 123YV8 OARC4 RENCAR 104TCAR 14ACAS 946ARCA 53YCAS 11WCAS 886ACAS 885ACAS 883ACAS 862ACAS 884ACAS 842ACAS 808ACAS 877ACAS 879ACAS 876ACAS 995ACAS 933ACAS 934ACAS 966ACAS 956ACAS 944ACAS 887ACAS 926ACAS 930ACAS 929ACAS 935ACAS 867ACAS 841ACAS 898ACAS 983ACAS 899ACAS 864ACAS 865ACAS 654ACAS 635ACAS 756ACAS 850ACAS 866ACAS 811ACAS 677ACAS 638ACAS 579ACAS 684ACAS 590ACAS 667ACAS 668ACAS 641ACAS 835ACAS 633AUCA 551DCAS 952AC47 ONSCAV 380YCAZ 235542 CBK353 CBK567 CBMCBW 32V536 CCE401 CCECCE 1277996 CD299 CDLCEY 189WCEY 63WCEY 64W208 CFCCG 6774RCH 44MRCH 45MCHA 210TRCH 41MRCH 33MRCH 34MCHN 410BCHN 423BC11 OKACHO 74LCHU 88YCIL 7601CIL 6575CJE 785927 CJF545 CJOCKT 262222 CLTCL 41RWCL 45SRCL 41RC112 VESCLU 88SCNU 59HCOA 77SCOA 57SCOE 693CON 4VCON 311VCOO 165TCOO 180X333 COPCOR 541RCOV 311SCOW 13S976 COXCOX 792CCOX 31VCOX 576VCPA 107TCPE 76

CRA 161NCRA 16LCRA 138LCRE 3TCRE 4TCRE 45TCRE 59YCR15 PCOCRJ 110MCRX 650MCS 23742222 CSCSO 654CST 91ACST 89ACST 129ACTV 565K819 CUBCUP 5SCUR 715ECUT 53TCUT 963KCV 9731224 CVACVG 799FCVG 699F17 CVJCYB 46

CYN 119CCYN 700

D222 DADAH 21TA99 DALA227 DANE290 DANE859 DANE897 DANOAN 16LDAN 36HDAP 298BDAR 7SDAR 12TDAS 189

DAS 188OAS 70RD4 SSUDAT 267DAV 15FDAV 15LDAV 135NDAV 135VDAV 3NDAV 135DDAW 17T529 DAYDBJ 49477 DBMDBR 23SDCZ 9

DCK 241BDCK 238BDCK 59BDCK 68BDCK 94BDCK 53BDCK 231BDCK 75BDCK 92BDCM 94Y2522 DD7479 DDDDE 96PDDE 99PDDE 98PDEB 501VDEB 24ADEE 3LDEE 41LDEE 99XDEE 585LM9 DELDEL 128YDEL 661TDEM 953YDES 1NDEV 3Y9074 DF8422 DF2986 DF46 DFC4016 DGDGW 401BD34 BLODIL 4802DIL 6646DIL 8858DJI 7757DJK 77E947 DK4859 DK639 DKHDM 61446462 DNDN 3754DNG 34192 DNRDOD 580YDOL 781DOL 50N443 DOLDOM 41VDOM 513KL36 DOMDON 875VDON 54VDON 39VDON 35VDON 42VDON 62VDON 63VDON 37V454 DORDOR 668DOU 6KDOV 688DOW 17S5469 DPDRE 5SDRE 64NDRR 520BDRR 517BDRR 516BDRR 504BDRS 218DDRS 262KDRS 260JDRS 761ADRS 759ADSJ 852DSM 73X8908 DTDT 9695DTO 202B872 DTP426 DTPDUG 237YDUG 528CDUG 55S45 DVB

DVG 620GDYL 101VDYW 15

EXEA 7XEAN 11VEAN 11SF6 EANF7 EANF9 EANF8 EANJEA 501VGEA 70NE17 VESEAZ 7

153 EBK148 ECD9 ECD667 ECDECJ 99EDD 87TEDD 11TEDD 17TEDD 13YB16 EDDEDD 51TEDD 171TEDE 86REDE 87RE6 ENSEDE 89REE 9471EFC 308A405 EFH4 EFJ

EFX 317C509 EHAEHJ 904HEHJ 859PEHJ 958HEHL 50EKA 7505607 ELEL 678127 ELLEL 150NSEL 150NLEL 107TELL 187TELL 4YELL 152JSEL 50NELW 15YELY 107T

EMA 635SEMA 67XEMA 628FEMA 317XEMA 65KEMA 53XEMA 46XEMD 57B831 EMDEMV 504TENR 3890 ENREPD 59VEPM 48VERE 3NERG 73ESE 536EST 116DE551 TONEST 87DEST 37D8361 ET1306 ETETA 18EUI 20EVE 383EVG 550HEVG 742HEVG 559HEVG 608HEVN 230LEVO 7VW5 EVO32 EWD7 EYLF

FAB 59S92 FAB

FAB 118SF46 ANSFAJ 53LFAJ 51LFAJ 56L5 FAJ

FAK 13YTFA 12RFAR 7YFAS 77TFAC 80YFAT 80YFAT 138YFAX 11VFBK 825FBR 83533 FCGFCR 88862 FCY9229 FDTFE 4RF36 ANSHFE 1NFLE 517YFEY 309DFEY 301DFEY 308DFFB 811FIL 654 FJF

FLA 66S91 FLAFLA 91T645 FLDFLE 33T86 FLF179 FLY8179 FM3588 FM1263 FM2641 FN7553 FNFON 6LFOO 71YAFO 12DFOS 733R572 FOTFOW 153XFOX 701VFOX 6S3 FOY7 FPP

FRO 57TFRO 661TFRO 664TFRO 64TFRY 5VFRY 5SFUG 3YSFU 110NFUR 70NFUR 9YFUR 3YFUR 12YFVL 177MFWE 65HFYJ 777

GLSG 41N64 LS

GAL 73NGAM 811NA688 GAPGAR 189LG4 ROTGAR 501NGAR 1XGAR 140YGAR 16NGAR 1DT6 ASKTPG 4SGAT 3NG4 VENGAV 117SGBF 82GCN 254693 GCRGCS 141GDE 444WGEF 340VGEJ 206 ENS

GEN 77SGEP 2163 RRY166 ERYGER 1A68 GFRGFX 457DGGL 27361 ANTGIL 15GJI 4728GJY 401GKC 50GKJ 85GKK 7VGL 5918GLA 231TH161 ENNGM 6585GNH 79BGNJ 63GNR 74GOB 81LGOB 5WGOB 58NOOO 560DGOL 81NGOL 50NNGO 1D

GOO 1EGOR 3YGOR 84NGOV 88WGOW 9N999 GP8 GPR8 GR

GRA 713VGRA 990NGRA 78NGRA 70NGRA 790VGRA 318VGRA 758NGRA 290VGRE 50NGRE 16KGGR 33NHGR 33NGRE 694KGRE 610NGRE 950NGRE 33NGRE 169NGRE 1NERE 3N83 GRE

GRE 609N6 RUB

GRY 565NGSG 86GSK 779GSK 337GSL 73476 GTGGUI 1

T900 GUNGUN 58NGUR 111TGUS 74R6 UV

GVG 959K73 GYMT8 GYM

H3207 HA8473 HAHAB 84SHAB 18NHAB 18JHAB 40SHAB 40JHAB 86NHAG 3EHAH 11VHAH 460T478 HAJHAL 58NHAL 4NHAL 550NHAN 56NHAN 120WH417 SENJ114 NDSHAP 3NAPY 64AHAR 7T

WHA 121SHAR 13LHAR 81YVHA 121SHAR 153NHRT 50NHAR 19YHAR 775YHAT 58NH4 TAC

GHA 770NHAV 80YHAW 50N415 HBC851 HBCHBF 406HC 7831HCK 144EHCT 58

HDS 259GHDS 261GHDS 279GHDS 733HMHE 4PKHE 4PHED 63NHEG 50NHEL 317VHEL 317SHEL 31VHEL 41VHEN 570NHEN 70NHEN 71NHES 70NHES 46

HEW 377SHEW 177WHEX 3N98 HFKHFX 303E38 HGGADH 188SAAH 188SS111 CKSHIL 157200 HKJHL 8674146 HLUHN 5141HNB 107DHNM 5HO 1234HOB 135NHOB 850NHOB 85LHOB 50WJHO 850NHOB 85HHOD 635NT33 HOGHOL 73NHOL 70NHOL 78NHOL 7WHOO 531NHOO 50NHOR 53NF110 RNEHOR 58NHOR 701NHOR 733NHOR 702NHOT 70N448 HOVHOV 154WHOW 477JHOY 733N8927 HP9287 HPHRT 81928 HTWHUB 42DHUG 35NHUG 637SHUG 637THUI 19

HUM 33RHUM 813SHUN 7NHUN 71NHUP 1N

HUR 57T144 HURHUR 57VHUR 7Y

WHU 770NCHU 770NHUT 701NHUT 10VHUT 71NHUT 76NHVG 890L474 HYDHYE 289 HYE

I9301 BHIIL 18J

JA 3638JAB 81NJAC 58NJAC 946VJAC 264NJAC 687VJAC 680VJAC 941VA864 JACJAD 35VJAG 163YJAK 356WJAL 53NJAM 53EJAM 53MJAM 190WJAN 35SJAN 35AE259 JANB898 JANJAP 17NJAP 5

JAR 35YJAR 60NJAR 120NJAR 450NJAR 50NNJA 50NJ45 ONBJAS 796GJA 50NHJA 50NJAT 117TJAT 137TJAV 51WJAW 964LOJ 4XJAY 51NJAY 833NA364 JAYA199 JAYJAZ 59JBB 906JBM 990FJBX 472NJCR 999PJDY 200JEE 1PJEL 50NJEM 4111 JEMJEP 35HJES 1WRJE 5SJES 53PJEY 616FJEY 516F59 JGN24 JGN7127 JH

JSS 960NJSS 966NJSS 962NJST 284NJTR 308DJUD 68SJUF 648JUK 5WJUL 106NJUL 104NJUL 113NJUL 16NJUL 108NJUL 110N5 JUN

JUX 351DJVG 757MJVG 756MJVG 650M

2604 JWJWO 96NJY 9184JY 632JYC 25

JYM 297KK

913 KABKAE 112BKAJ 53N

JJ 5067758 JKAM9 JKCJKS 48P82 JLAJM 8753JMA 967KJMA 917KJMA 914KJMA 915KJMB 444C587 JMPJMR 702JN 37734407 JNJOA 14NJDB 50NC233 JOEJOG 3RJON 1KC994 JONJOH 17PJON 53NJON 49EJOS 11LJOY 376NJPB 448CJPG 5532 JRRJRS 90VJSA 228GJSH 552JSK 204JSR 640JSS 963N

KAJ 68NKAJ 58NKAJ 67NKAJ 69NKAL 550NKAR 317VKAR 317PKAR 12YKAS 160KAS 210KAS 839KAS 136KAS 842KAS 802KAT 35VKAW 51NKAW 52NKAW 53NKAW 54NKAW 59NKAW 64NKAW 63NKAW 85NKAW 56NKAY 88VKAY 537VKAY 83VKBD 76KBL 39NKBL 29NKBL 31NKBL 35NKBL 45NKBL 36N817 KBM

KGE 362T111 KGEKGL 83

KGW 905AKHC 3YKIB 714K1 DUMKJ 16731111 KJKJK 969KJL 320NKKR 57KLJ 320NKLJ 351N342 KM4976 KM282 KMKMB 775KNE 109N491 KODKOR 12YKOT 6Y889 KOVKPR 41

KPW 239NKPW 535NKPW 489NKPW 237N93 KRDKRG 99KS 7967KSA 178FKSC 226DKSC 224DKSP 3

31 LBFLBK 513LCL 628ALDD 87LEE 366LEE 5NLEG 6P

LEG 785WLEG 37TLEN 941HLEN 181PLEN 297PLEP 84LES 13RLEV 177YLEV 177JLEV 177VLEW 847HLFM 449N568 LHA1 YMOLAB 37TLAL 14WLAM 88BLAM 85PB16 LAPBUY 14WLAW 59WLAY 10NLAY 685LAZ 8LBF 5731 LBFLBK 513LCL 529A

MAB 837TMAB 682D790 MABMAC 16PNMA 660TMAH 41PMAH 33DMAH 41EMAL 338WMAL 119WMAL 357PMAL 740WMAL 261WMAR 437VMRR 10WMAR 63LMAR 647EMAR 63PMAR 77VMAR 771VMRR 19WMAS 73RMAS 6YMAS 537MAW 217MAY 769FMAY 598PMAY 698MBC 978MBH 3LMBH 31H35 MC9818 MCMCE 929MCV 4N

87 KBP73 KBPKBS 5

KCD 419KCH 69NKCH 55NKCH 38NB16 KCHKCH 75NKCH 59NKCH 74NKCH 68NKCH 56NKCH 73NKCH 62NKCH 76NKDG 89KEA 524KEG 793Y

700 KTFKTS 91G90 KTWKUN 1896888 KV5426 KV1949 KWKWA 83KWC 688KYA 51NK77 KYD84 KYDKYL 13MKYL 13SKYL 38K9 KYM

KYM 774XL

LAB 37T

MCW 84GMCW 95GMCW 89GMCW 94GMCY 94EMCY 92EMCY 226KMCY 71EMCY 75EMDM 653GMDM 655G3511 MELFM 310NMEL 145PMEL 15FMEL 154PNME 110RMEP 52AMES 878MES 53YMFA 54

MFC 805SMFF 949MFO 283MGL 9769339 MH4521 MHMHK 9P222 MHY338 MJHMJU 2MLO 17MLC 11PMLC 14P598 MM6728 MM740 MM179 MM167 MMTMNH 63KMNN 38DMNN 50DMNN 53DMNN 43DMNN 60DMNN 49DMNN 22DMNN 34DMNN 37DMOA 72XMOC 7PMOE 566XMOE 333XMOE 96PMOE 856PMOG 772XMOG 735XMOG 810XUMO 110YRMO 113RMOL 73NM1 OORMOR 73RMOR 155RMOR 318YMOS 55SMOS 51SMOT 3LMOV 13XMOW 13RMOW 3RMOW 9RMOY 124P6 MPR

MRC 50PMRC 51PMRC 41PMRC 46PMRR 38PMRR 45WB9 MSRMT 2069MTT 606MTW 555C9158 MVMVG 749CMVG 720CMVG 508CMVG 740CMW 8743MWC 6PMWL 45444 MWP777 MYCMYR 46XMYR 4P

NNAD 99MNAJ 18WNAJ 18PNAN 70NNAS 54RNAS 70RNAS 653NAS 13RN45 EERNAS 671NAS 628NAS 45HN4 THSNAT 11SNAV 303FNAV 330SNAV 306FNAV 300FNAV 292FNAV 288FNAV 304FNAV 309FNAV 287FNAV 317FNAV 295FNAV 297FN42 EEM1807 NB6506 NBNBD 52NBN 509273 NC96 NCGNCP 2676553 NDNDD 958NED 87PNEE 42

EHN 335HNEJ 38RNEJ 37RNEJ 39RNEJ 30RNEJ 64RNEJ 65RNEW 55SNEW 574RNEW 31PNEW 42PNFC 309SNHE 488NIB 3333NIW 72NJ 364NJ 4544NJW 254P204 NKE840 NKR424 NKRNMG 986 NMK805 NNN95 NNO

PON 66YPOP 574RPOT 312SPOT 1NPOW805S

POW 311F4288 PP2688 PP482 PPEPPP 475PPV 134MPRC 57WPRE 553RPRO 553RPRU 783PSN 690HPTH 67SPTH 37SPTH 34SPTH 64SPTH 52SPTH 38SPTK 90PTM 4997 PTS

PTU 977BPUE 236PUL 58YGPU 113NPUL 14NA6 PUMPUT 3RPUT 71NPUT 8RPUT 73RPVV 109DPVV 73DPWA 58K52 PWCPWK 3GPWN 6YPWN900R

PWU 160P49 PYD

R9498 R3091 R1924 RA897 RAE752 RAERAE 785GRAF 537YRAF 17YJRA 63NRAJ 417MRAJ 66VRAM 303SRAM 340HRAN 737ERAN 386LRAP 574RRAS 74SRAS 914RAS 916RAT 553RRAT 113RRAV 769XRAV 934RRAV 276XRAY 84RRAY 93RRAY 56WRAY 81RRAY 92RRAY 24RRAY 85RRAZ 59RAZ 21872 RBHRC 58073 RCA

RCH 84MRCH 94MRCH 26MRCH 48M1569 RDRD 3197RDB 3R751 RDV916 REAREC 703RRED 51RRED 64RREE 805SREG 45MREG 417RREG 428GREG 417XREG 51RREG 417MREH 308REN 413SREY 446SREY 4TREY 410S333 RFMRFM 824LRFM 828LRG 6659RG 8305RG 3805RHR 253CRHR 255CRHR 257CRHR 256CRIA 932RJG 176GRJG 5716475 RK267 RKJRMA 498207 RMLRMO112RRMO115R

RNN 91MRNP 9LROB 83YROB 813YROD 53NROF 3RR86 ERSRDG 6RROG 33RROJ 6RROG 63RR9 LERR6 LERROM 93YROM 6YRON843M

RON 582YRON 586RRON 581RRON 361Y

RON862M

RON 579YRON 913RRON 851YRON 687RRON 336R

RON897M

RON 810R

607 STUSTU 985LSTU 395LSTU 295VSTU 601RSTU 255VSTU 106VSTU 318LSUB 3RSUB 84RSUB 4R78 SUESUE 89W8025 UE83 SUE

SUL 114NSVR 45HSUS 51RSUT 16RSUT 13RSUT 78NSV 7757SV 9561SVR 78HSVR 52HSVR 59HSYD 769L66 SYMSYM 789886 SZ2536 SZ

T215 T

TAF 50NTAH 533NTAJ 734RTAJ 736RTAL 87RTAL 881RTAL 81RTAL 181RTAL 131RTAL 9RTAM 99STAN 14MTAN 14YTAN 170YTAR 44MTAS 235TAY 116RTAY 483RTAY 119RTBD 5WTBE 95TBW 34TCE 75309 TDTDU 8

TDX 420WT34 MUKTED 5STED 978STED 661STED 972STED 298STEF 79RTEF 74RTEF 51RTEF 54RTEF 75RTEN 77TTEN 7TTES 54KTEX 3RTFC 489THE 123STHH 109RTHH 57RTHH 59RTHH 58RTIA 4216TIB 8TIL 75TIL 3TIL 7TIL 15TIL 674971 MMO97 TKE550 TMTNC 94JTNT 145RTNU 700TNW 81TOB 813YH15 TOETOG 3YTOL 16YTOL 5H72 TOMTOM 45STOM 45NTOP 55S9 TOPTOS 80XTOY 5TP 926290 TPETPP 1TPP 8134407 TRTRA 173RTRD 900TRE 54RTRE 113R608 TRETRE 5GTRO 73RTRY 913TSO 153RTSO 169RTSO 240RTSO 152RTSO 246RTSO 157R407 TTCTTM 45TTU 624HTTU 639H7354 TUTUD 348TUD 496TUI 6TUK 1LTUN 358TUT 73RTVV 86FTVV 75F8184 TW5593 TWTWC 681TYS 4U

UCA 570DUCA 657DUCA 609DUDD 874UEY 712TUGW 456R5 UMT

UNH 81GUS 67696 USA918 UYH640 UYK

VVA 12VA 2

VAC 484VAL 796Y

KEN 33PKEN 5SKEN 51PK3 NOCKEN 14PKEN 54P4317 KFKFC 47KFM 73KGD 71L

LAL 14WLAM 88BLAM 85PB16 LAPBUY 14WLAW 59WLAY 10NLAY 685LAZ 8LBF 57

LCL 628ALCL 707ALCL 616ALCL 749ALDD 87LEE 366LEE 5NLEG 6P

LEG 785WLEG 37TLEN 941HLEN 181PLEN 297PLEP 84LES 13RLEV 177VLEV 177YLEV 177JLEW 847HLFM 449NLFM 407NLFM 436NLFM 432NLFM 442NLFM 427NLFM 446N568 LHA1 YMOLKO 555LNB 269LOC 41XLOF 4XLOM 45SLON 680XLOO 138VB10 PES708 LOPLOR 77FLOR 3RLOU 159PB10 UTHLOU 153PLOU 15NLOU 158PLOV 3P59 LOV7 LOW

LOW 312YLOX 500214 LPALRP 7VLRP 51MLRS 72LS 3903LSB 3HLSG 42NLSG 48NLSG 47NLSP 93LT 728

LUC 180XLUE 7VLUE 5PLUG 70PLUR 4LLVA 11

LVG 678BLVG 859BLVG 757BLWG 66LYC 3ELYL 3NLYN 814XLYN 78PE282 LYNLYN 87X

MMAB 813Y

NNW 5NOB 80XNOB 13XNOB 56X279 NOBNOH 712NOM 88JNO 74YNOW 938NOW 549NPA 910NPC 310NRG 712222 NSNSE 87VNTL 141F79 NTWNUS 7YNUT 1ENV 9830NWF 28PNWT 5NYC 6LNYK 5Y3748 NZ

OOAK 7MOAK 3SB1 OAPOAP 972OD 620ODE 139FODE 122FODE 116FODE 117FODE 141FODE 119FODE 112FOEY 620JOK 9362OLY 268POMY 452PONE 11HONE 7LOO 2698OO 1066

PPAB 436PAD 63TPAD 335RPAD 742PAD 260WPAG 33EPAL 70RPAL 5ME5 PAMPAM 11DPAM 222RPAM 14RPAM 8RE7 PAMPAM 153RPAM 50RPAM 15RPAM 16RPAN 7SPAO 107PPAO 106PPAO 105PPAO 108PPAR 777SPAR 53LPAR 37HPAS 533SPAS 5SPAT 47MPAT 18ME3 PATPAT 31SA972 PATPAT 34ME5 PAT

D735 PATA460 PATA709 PATS121 PATPAU 144RPAV 62JK7 PAYPAZ 6PAZ 1PAZ 4PBE 39PBN 822PCD 667PCS 81R5376 PEPEA 73RPEE 805SPEG 555PEG 5RPEN 677SPEN 155SPEN 115SPEP 3RPEP 53YPEP 8RPER 121NPER 177NPER 855PET 73RPET 80YRPE 73RRPE 76R2620 PF4244 PF19 PFMPFN 25S1256 PGPG 80165695 PGS6 PGJ8 PGJ

PGU 938K3745 PH5655 PHPHA 998PHH 153PPHH 57PP111 LUKP111 LOKPHJ 863KPHW 27RPHW 28RPHW 29RPIA 9746JVP 1EPIJ 3252PIL 15PIL 4PIL 1113588 PJ7461 PJ655 PJHPJT 567J2429 PKPKH 130P693 PKJ3546 PLBPL 47TAPL 47TPLA 3RPLA 73RPLE 888PMB 890LPN 7018A162 PNDLPO 111YPOM 333YPOM 3Y

ROO 173YTED 120SROW 113YROW 417SROX 103Y197 RPDRPE 8RPF 9

RRL 53SRSY 4LRUB 3RERU 8YARU 8YRUB 83RRUD 4LRUG 3RRUG 504RUG 63RRUG 8RRUS 1HRUS 31WRUS 683MRUS 3LLRU 5HRV 9208RVG 11RYK 895RYL 3S

SS17 JNASAL 73RWSA 11YC54 LLY

H541 MONLSA 11YSAL 709XSAL 7T

SAL 985NSAL 556XSAN 174YE54 NDSW54 NDSSAP 50NSAR 81RSAR 4MSAV 382MSAV 49ESAX 944SAY 170RSAY 3RSAZ 1SBD 34283 SBJSBL 40MSCA 71PSCA 74PSCA 73PSCA 12RSCA 73RSCA 83PSCA 119PSCC 107KSCO 713LSCR 33NSEL 50NSER 141SSET 805SSET 11SSEV 99WCOO 153XNET 53X11 SCXVEG 53XUNE 53XRUF 53XSEY 63L391 SFMSGN 700RSH 4WSHA 66RSHA 61NSHA 41NSHA 24RSHE 80YSHE 138YSHE 412SSHE 24RSHE 458YSHE 8YSHE 12SSHE 12YSHT 805SSHO 127SSHO 128SHO 12TS1 HOE

SHP 510WSHP 9NSHR 13YSHY 805SF51 DHUD951 MONLPR 51MRED 51RSJW 130GSKE 114M497 SKJSKY 419SSKY 766SSLA 73RSLA 93RSLK 51RSMA 113RSMA 127LS17 OWSS10 AMSSOE 8YSOL 36YC5 OLDSON 580YSON 7E

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e enjoy todays classic truck shows with all those historic AECs, Leylands and Bedfords but, just imagine, they were all once working lorries. Road haulage is all about moving products from A to B; foodstuffs, construction materials, fuel, timber,

livestock you name it. Years ago the products were much the same but the lorries were very different as these pictures will show. AECs, Albions, Fodens, Atkinsons, ERFs, Guys and Leylands all now things of the past.

More gems from the legendary Peter Davies archive

W


PDs archive

Its hard to believe that 50 years have passed since I took this shot. Many readers will not have seen a working AEC Mk.V at first hand but back in 1965 they were among the finest wagons on the road. This one, BRS107B, is seen on the A1 southbound near Peterborough in March 1965. It was one of a number operated by Clabens Transport of Aberdeen who I believe were later absorbed into Christian Salvesen. Claben specialised in fish transport as well as meat as seen here. The lift-off refrigerated container is lettered to MacDonalds Meat.

A visit to Nelsons of Arnside in March 1965 yielded a worthwhile number of pictures including this 1962 Albion Chieftain Super Six in their smart blue livery. At that time the firm was still running a number of AECs and even a Maudslay Mogul.

JANUARY 2016 17

This might get some readers guessing as its not your average run of the mill lorry. Meat wholesaler Frans Buitelaar of Boston, Lincs, ran some exotic motors including this Scania Vabis LVS75 with a bespoke forward-control steel cab probably built by Dutch bodybuilder Koster. I was pleased to capture this rarity on the A41 just north of London in September 1966.

Jacksons Brickworks of Longsight, Manchester certainly got their moneys worth out of this 1936 Foden DG tipper which, after thirty years, was still hard at work in December 1966 when I visited their yard.

A Perkins V8-powered Leyland Mastiff operated by the Co-operative Wholesale Society. The 28-ton gross Mastiff was the cheaper option from Leylands vast range in the early 70s, costing around 3500 as opposed to 4300 for a Leyland Lynx. This shot dates from September 1973.


PDs archiveOne of my favourite fleets was W Tabern of St Helens whose Atkinsons were finished in a very pleasing red and maroon livery with tasteful signwriting. I shot this 1972 Borderer with 180 Gardner at a motorway service area on the M62 back in August 1976 thats almost 40 years ago!

This brings it home to you just how much bigger present day trucks are compared with the old motors of the 60s. This 12 metre ISO container dwarfs the little AEC Mk.V Mandator unit. It belonged to Henry Long (Manningham) Ltd and was photographed at their yard in August 1973.

JANUARY 2016 19

Pickfords Tank Haulage is no more it became Tankfreight in 1972 which itself was later absorbed into DHL. WYO356H, fleet number M6360, is seen here in Kimpton Road, Luton in March 1971. Once again, Guy Big J4Ts are now only to be seen at rallies. This outfit is powered by a Gardner 180.

Lets round off this series of archive pictures with something really modern. Well, if you can call 1976 modern! This Leyland Bison tipper with Mk.2 High Datum Ergomatic cab was ten years old when I caught it on camera at Great Yarmouth in August 1986.

This classic 1963 ERF 68GX flat belonging to flour millers J G & B Thompson was photographed in Hull in June 1969. It features the 3LV fibreglass cab. Old established Thompsons became part of Allied Mills.


WORKING CLOTHES

OCTOPUS

JANUARY 2016 21

One of the biggest areas of debate in our hobby is over whether vehicles on the rally scene should be in ex

showroom condition or looking as if they had just completed a days work. This is nothing new of course. However Shaun Swains 1955 Leyland Octopus definitely fits into the latter category.

The Leyland was new to George Read of Mitcheldean, and was later with Barbara Bowring of Lydney, Gloucestershire near t he Forest of Dean. I had been looking for one and saw it advertised in a magazine, Shaun said. An eight-wheeler with a drag was what I wanted, so I went to have a look. It took a lot of negotiation, but eventually a deal was done, so a month later Shaun went to bring his new acquisition home. The problem was that it wouldnt go, Shaun said, it took two or three hours working on the fuel lift pump before we got it to run, he added. That was ten years ago.

At that time, the Octopus was a flat with a sheeted load. The latter was replaced with a sheeted box, but at this time there was a deadline to meet. The Bournemouth to Bath Run was coming up, and we wanted to go on it, he said. We ended up working until 3am on the morning of the run in order to do it.

Shaun Swains 1955 Leyland Octopus is a familiar sight at events up and down the country, where its working lorry appearance makes a pleasant change from the rows of polished lorries. David Reed caught up with lorry and owner at this years Dumfries to York Run.


The initial idea was to go through the vehicle and restore it from the ground up, but as time went on, Shaun found that he just preferred it as it was. Although the brakes, engine, gearbox and clutch were okay, there was a change made to the engine, We fitted an AEC Booster Box which means that we can go at 50mph now, said Shaun. It is really useful when we are travelling long distances, he added. One statement did make me give Shaun a quizzical look, It has got a turbo in it, he said. Luckily the mystery was soon solved as he said, That is the name of our dog!

In Shauns ownership there have been a number of changes to the vehicle. It had a Crane Fruehauf drawbar trailer with it when bought and it just didnt look right, Shaun said, So we got a Dyson four-wheel drawbar trailer and that is much better,. That came from Geoff Dodds of Thirsk and was initially with a Leyland Beaver that Shaun had restored in the colours of Charles Footman, later transferring to the Octopus. Another change was with the mudguards, I repositioned them because they didnt look right to me as they were, he added.

Dyson trailer came from Thirsk, North Yorkshire

Traditional roping-up

Reminder of the 20mph speed limit for heavy goods vehicles can you imagine the chaos if that still applied?

LEYLAND OCTOPUS

JANUARY 2016 23

Shaun fitted a sheet rack above the cab, They used to run with these, he said, while also adding an authentic touch with the sheeting, again giving the vehicle that period and working look. I like the dirty sheet with the black up the sides, Shaun said. The sheets are roped on in the traditional way, with Shaun demonstrating his skill when roping up before moving off, It is something that I have been doing for many years, he added. The sheet carries the name of Charles Footman of Carmarthen, I used to work for them so I was able to get one, Shaun remembered, I didnt want to put a new one on.

The worn appearance of the cab is deliberate, even down to the sign-writing. We only used one coat of paint to make it look faded, Shaun continued, In fact there is less maintenance all round, I dont have to wash and polish it.

So why have the Leyland in working condition? Shauns answer was unequivocal. It is because that is the way that they were, you dont see them like that now Shaun continued, If you see a black and white photograph they all look battered and bruised with rusty wheels, I like to see them in their working clothes.

Diesel FitterAs for Shaun himself, he runs Swain's Commercials at Pencader, Carmarthen and is a diesel fitter by trade, and the lorry is now signwritten with his name and details. We maintain fleets as well as MoT tests and recovery, in fact we do a bit of everything, he said. As for his interest in vehicles, that goes a long way. My father was in plant and lorries, I used to go with him and have a go at driving lorries in the yard when I was eight, he admitted, I have always had an interest in lorries, Shaun added.

LEYLAND OCTOPUS

In fact the Octopus is not Shauns only vehicle, I have an AEC Monarch, reg NHK 789 and drawbar which I got when I was 16 years old. It was bought before Shaun actually owned a car. It took six years to restore, being completed some 20 years ago, I have also done a few up for other people, he said.

There is no doubt that Shaun puts in the miles with his Octopus, and it has been seen all over the country. We were going to Scotland and ended up at Charnock Richard Services when

the dynamo bearings collapsed, Shaun continued. Luckily for Shaun, Grenville Mason was on hand. He drove the Octopus to Tom Snapes yard in Leyland and along with Julie Snape, took the dynamo out of a Beaver and fitted it to the Octopus so that we could carry on, they saved the day.

Another incident took place on the journey to Kelsall event. The positive lead on the battery shorted out and filled the cab with smoke, Shaun said, Everything was glowing

red, but I managed to get it to a layby and did some running repairs with a hose and carried on to the rally, he added. Shaun is obviously committed to attending runs all over the country, providing many people with the chance to see it on the road.

So, whether this type of vehicle is your cup of tea or not, one thing is for certain, it does take you back to a time when lorries on the road were often not quite as smart as they are now. Its also a lot more representative of the condition lorries were in when being used. v


LEYLAND OCTOPUS

JANUARY 2016 25


T hornycroft advertised their PK/QR6 Trusty as the ideal eight-wheeler. It wasnt just their claim they were only repeating the words of John F Moon, Commercial Motors Technical Editor in the fties. When he road tested the lorry he was so impressed by its comfort, performance and economy that he headed his report: Is this the ideal eight-wheeler? Such a remark was a real gift to Thornycrofts advertising team. Praise from such a respected gure as John Moon was worth crowing about.

The 24-ton gvw PK/QR6 was launched into a market dominated by AEC, Leyland, ERF, Foden and other premium truck manufacturers with twenty years experience of building maximum capacity rigid eight-wheelers. Thornycroft, by comparison, had only started eight-wheeler production at the end of 1946.

So what did the new Trusty have that other eight-wheelers did not? It might

be dif cult to single out one particular feature but the truck scored in a number of areas over its competitors. Detail re nements appealed to operators, drivers and tters. On top of that the Thornycroft name carried with it considerable prestige. The company was among the oldest established truck makers in the world, having entered the industry with a one-ton steam van in 1896 the very year that Gottlieb Daimler announced the worlds rst motor truck.

Thornycroft lorries were Thornycroft through and through. Like many old established makers they designed and manufactured everything in house. The only bought-in components, in the case of the Trusty, were the axles which were of Kirkstall design. The PK/QR6 was Thornycrofts second design of eight-wheeler, replacing their original PF/NR6/MV type which, though developed in the early war years, entered production in 1946.

Doubtless the new model bene ted from experience gained during ten years of PF production. If the PF had any shortcomings they related to unladen weight and lack of power. In some respects the PF itself boasted some good features such as eight-wheel brakes (no doubt a contributory factor in the unladen weight problem) and a higher than average degree of driver comfort. The PFs good points were carried over into its PK replacement which made its debut, as a prototype, in November 1955 at Glasgows Scottish Motor Show in Kelvin Hall.

Production of the new PK/QR6 models nally began in 1957, early examples going to Charrington Gardner & Lockett and into the works eet of John I Thornycroft at Woolston, Southampton. This was the companys shipbuilding division. Thornycroft had split its operations in 1948, forming a subsidiary called Transport Equipment

PART 1

THORNYCROFT PK TRUSTYPeter Davies starts an in-depth profi le of the ideal eight-wheeler from Basingstoke.

The Trusty PK/QR6 deemed to be the ideal eight-wheeler of its era.

CLOSE-UP on classics

JANUARY 2016 27

Thornycroft cleverly quoted John F Moon who was very impressed by the PK/QR6. An early chassis-cab photographed at the companys Basingstoke works.

The PK/QR6 was all Thornycroft except for the Kirkstall axles. Cardiff based TJE Price were among the earliest customers for the PK/QR6.

Famous London haulier Davis Bros ran at least eight PK/QR6s in their large fl eet.

28 ClassiC and Vintage CommerCials

CLOSE - UP on classics

Like many manufacturers, Thornycroft offered a tipper wheelbase option of 14ft 6in.

Charringtons were among the first to operate the new Trusty.

January 2016 29

(Thornycroft) Ltd to concentrate purely on the production of commercial vehicles. John I Thornycrofts main business was shipbuilding, with an emphasis on destroyers and frigates for the Royal Navy. In 1966 it joined forces with Vosper & Co of Portsmouth to form Vosper Thornycroft becoming a leading builder of naval ships.

Only a handful of PK eight-wheelers were built in 1957, production failing to reach double figures. Even in the best year production only reached 39 vehicles. Despite accolades from the trade press, orders were slow to materialise and, for most of its five-year production run, the PK was being built in small batches and even ones and twos. Compared with rivals like AEC and Leyland, Thornycrofts volumes were insignificant. The company relied mostly on its highly successful military and off-road trucks which won it important export business. Those models included the legendary Antar, Big Ben and Nubian.

Among Thornycrofts other road going trucks of the period were the popular

Mastiff four-wheelers, six-wheelers and tractor units. The power unit for these was the same QR6 diesel that went in the Trusty. Over the years Thornycroft had built a wide range of engines, both petrol and diesel, and most were built in both automotive and marine form. Their Reading factory, the former works of the H.E. (Herbert Engineering) car company, purchased by Thornycroft in the late

twenties, was responsible for marine engine production.

The QR6 six-cylinder diesel replaced the NR6/MV to become the leading power unit for the last few years of production. It was not so much a development of the NR6/MV as a new design of larger capacity with a much increased power output. While the NR6/MV had a bore and stroke of 104.8mm x 152.4mm and a swept volume of 7.88 litres, the QR6 was a 9.8 litre unit with a bore and stroke of 120.6mm x 143.5mm. Of comparative size to the 125bhp Leyland O.600, it developed slightly more power with 130bhp (net) at 2000rpm.

The QR6 was more conventional in design than its predecessor. The NR6/MV had some unusual features such as a chain-driven water pump with an independently mounted belt-driven fan. The dynamo was also chain-driven, from the other end of the water pump drive shaft. A twin-cylindered air compressor was driven in tandem with the injection pump.

CLOSE - UP on classics

The QR6 diesel was more powerful than the NR6/MV, developing 130bhp.

A new Trusty PK/QR6 flat delivered to Davis Bros in 1960.

A number of Trusty PK tankers joined the Shell fleet, this example is ex-Shell.

Cab designs varied this is Thornycrofts own works fitted glass-fibre cab.


The earlier engine was also built as the NR6 which was virtually identical but had a slightly lower torque output and was designed for an exhauster to be tted in place of the compressor. In instances where the NR6 was tted with a compressor it was belt-driven through a universally jointed shaft on the right hand side of the engine. The new QR6 was more conventional, having a belt-driven water pump mounted on to the front of the cylinder block and a belt-driven dynamo swing mounted for belt tensioning.

Like the PF, the PK had a 16in Borg & Beck single dry plate clutch with mechanical operation. A new design of ve-speed close-ratio gearbox with optional overdrive sixth speed was tted. It was Thornycrofts own design and featured constant mesh gears with sliding dog engagement. The ratios were generally higher than the PF box while the rear axle ratio on the PK was a very low 7.25:1 as against the 6.25 standard ratio of the PF.

Latter day PKs were given a further power boost with the introduction of the Q6. Approximately 62 trucks were built with this higher powered engine thats about 40% of the total PK production. The Q6 powered PK made its rst public appearance at the 1960 Commercial Show at Earls Court. Like Leylands Power Plus it developed a signi cantly higher output. The power increase was achieved mainly through detail changes to the porting to improve air ow and to the fuelling. The governed speed was raised to 2200rpm at which the net power output was 170bhp. v

One of a number of PK/QR6s for Tough & Henderson, fi tted with a Boalloy cab.

Old established Portals Paper Mill of Laverstoke, Hants ran this superb integrally built box van, supplied in 1960.

on classics

Not all the bespoke cabs would win beauty contests this Boalloy design was rather ungainly, depending of course on ones taste.

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Y our Comment article on tractor units with or without trailers is of real interest.My view is that tractor units look better when with a trailerand

its as designed to be used. My Atkinson Borderer is not a good vehicle bobtail so the trailer is essential for a good ride.

The use of trailers looks to be increasing over the past ve years and it does create more interest.

Im lucky in that I can use my tractor and trailer to deliver the goods we make (my company Comfortex makes and supplies upholstery and mattresses) or to collect machines we have bought so can enjoy the lorry still working.

As for 5th wheels, its greased every time for me. Every vehicle in preservation is worthwhile and I can see why tractor units are run on their own.

Its down to personal preference and I like choice.Ray Beckwith

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LettersYOUR VIEWS, COMMENTS AND RECOLLECTIONS...

I was interested to see, in your December issue, the 1971 Foden S39 Showmans Tractor that sold at Chef ns October auction, as I created that in 1996. Earlier, Jack Cook (who still helps me), took Dennis Sharples to buy the lorry from Tony Lloyd; mileage

then was around 60,000. John Williams (now deceased) drove it for years for Sharples on steel haulage; I bought it from Sharples. Jack thinks the true mileage would be nearer 162,000 than 62,000.

In 1997 my son and I were invited

to attend the Essen truck show; we took the Foden and our Guy Big J Showmans tractor. Ive been in preservation for 47 years and in that time attended over 400 rallies in eight countries.

Spike Jones

I built that Foden!

JANUARY 2016 35

W ith reference to the photograph of the model Automobile Association diorama in the December magazine article on the Classic Commercial show at Donington, readers may be interested as follows:

The centrepiece is not the now highly sought-after and scarce Budgie diecast of blessed memory, (but it was most certainly inspired by it) but it is actually a 1:76 scale scratchbuilt model built by Kevin Green of Barnsley. Kevin is an enthusiastic member of the National Association of Road Transport Modellers and I shared the Editors enthusiasm on seeing it at what was its rst outing when Kevin exhibited next to my own model commercial vehicle display at a show at Summerlee Heritage Museum in Lanarkshire in May of this year.

Kevin researched the subject-matter diligently, located photographs of the prototypes and his display included one of the photographs, part of which is visible behind the model.

The AA are understood to have had two such units which ran behind Seddon tractors and were built on Carrimore trailers. They were used at large public gatherings, such as the Royal Show, to co-ordinate motor traf c movements in general and their patrol vans and motor cycle staff in particular regarding the event being covered. They were not,

as I had initially thought, to recruit new members.

The cab of the tractor unit is a John Day kit (which is still available) and the master from which the kit is cast was made by Kevin some years ago. The tractor is based on a prototype Seddon 3ton at, the original of which was restored by Colin Pitt of Otley. The model of the trailer is made from plastic sheet and uses wheels from the excellent range of 1:76 scale items from Road Transport Images which have proved such a godsend to many of us vehicle modellers.

The trailer is complete with features such as a removable agpole and communications mast which have hinged roof panels for authenticity. I think the other three vehicles; a Land Rover, a Bedford van and a sports car are all modi ed Oxford Diecasts. The models are hand-painted and where appropriate have transfers produced on a PC and printed

on Crafty Computer paper.I do not know whose gures were used

but I can claim to be the rst person to pull the owners leg that the bowler-hatted gent in the diorama would almost certainly be a dour Yorkshire farmer reluctant to become involved with the AA staff on duty as he would feel duty-bound to tell them their annual subscription was excessive.

This has been a nice bit of small-scale delight added to your usual excellent twelve inches to the foot scale vehicle coverage which I look forward to every month.

George Douglas

Thanks for that George; I suspect that not everyone will have realised just how much research goes into producing dioramas of this kind. Im also pleased by your reference to the Budgie model as being highly so

classic and vintage commerci 2016

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