Carlc:
Hi Stanfield
Any chance of posting this event when you next meet, I only live in Wakefield and would like to be at the next one.
Cliff
Carlc if you go onto the flickr site and type in ReiverRE229 this is a lad called John Murphey who helps organise this event each year if you keep an eye on his site he annouce’s it on there.He also doe’s one around the last weekend in Oct at Huddersfield.
Here is my contribution at to how it was. This is from the Roger Kenney archive. The Thames Trader boxvan carries Atlas Lighting signage whilst the subject itself is a Davis Bros Leyland.
Amazingly BMC were still manufacturing the very dated A60 in 1969. I know the shape of the British sportcar appearing from the left but just cannot remember at present, maybe someone will recognise the type.
Sorry about the scratches. Have not had time to ‘photoshop’ them out.
Hiya …that sports car could well be a ashley or a rochdale special…the idea was when your Ford E93a
(sit up and beg)Ford pop got boring you bought a fibre glass body and bolted that on…now you,ve a sports
jobby for about £30 quid…I,am going by the wheels and hub caps as they look like Bellamy special wheels.
I have a EB Debonair built by the Edwards brothers(beeches Garage) before Davey,s took over the shop.
mine needs a little more TLC but quite rare.
John
back again. ive looked up some specials and i think the car is a martin special…same ford chassis
ane running gear.
retriever:
Here is my contribution at to how it was. This is from the Roger Kenney archive. The Thames Trader boxvan carries Atlas Lighting signage whilst the subject itself is a Davis Bros Leyland.
Amazingly BMC were still manufacturing the very dated A60 in 1969. I know the shape of the British sportcar appearing from the left but just cannot remember at present, maybe someone will recognise the type.
Sorry about the scratches. Have not had time to ‘photoshop’ them out.
The sportscar may not be a production model - I’ve looked through A TO Z OF CARS 1945 -1970,by Michael.
Sedgwick and Mark Gillies - and I cannot find that particular model. Therefore,it could be either one of
those kit cars that were commercially available,or a homemade special built up from existing components,based on say a Ford motorcar chassis or whatever.
Strangely,nobody has commented on the magnificent lorry in the second photograph of this thread 
But I will 
:-
AEC Mammoth Major Eight Mk III Flat/Container-bodied 8x2 or 8x4 Lorry,TGJ 529,1957 London registered
and originally was probably a Shell Mex British Petroleum tanker lorry:-
flickr.com/photos/homer----s … 195030587/
Seagoon:
I understand the logic behind a Chinese six rigid but what was the reason for this one?
flickr.com/photos/37406071@N … otostream/
Twin Steer Chinese Six Tractive Units.
The reason for the Foden S34 Sabrina DAE6/32 6x2 Twin Steer Chinese Six Tractive Unit,
FLG 497F, James Hemphill,Polmadie,Glasgow,Scotland.No.187,and other marques of twin steer tractive units goes back to August 1964 when the new Constructon and Use Regulations came in to force.These allowed 32 ton maximum weight articulated lorries to run on five axles,either two axle tractive units with three axle semi trailers (2 + 3),or three axle tractive units with two axle semi trailers (3 + 2).
flickr.com/photos/homer----s … 53751@N06/
Although both Atkinson and ERF produced chinese six twin steer tractive units under the 1964 C & U
regulations,they also produced twin steer tractive units that had front and pusher steer,i.e. the second
steering axle was positioned immediately in front of the driving axle,as on this magnificent lorry:-
Atkinson Silver Knight TRS3266RR,Mk 1 Panoramic-cabbed, 6x2 Front and Pusher Steer Tractive Unit-Flat-bodied Articulated Lorry,KWS 666F,UNTOUCHABLE,of 1968,powered by a Rolls-Royce Eagle 220 Diesel Engine,and operated by Pollock (Musselburgh) Ltd,Scotland,fleet No.9.The driver is Wullie Grandison:-
flickr.com/photos/aceanorak/ … 53751@N06/
In 1972 the law was changed to allow 32 ton gross train weight articulated lorries to run on four axles.
History repeated itself in 1983 when the Construction and Use Regulations allowed artics to run at 38 tonnes GTW on five axles using 3 + 2 or 2 + 3 articulated lorry combinations,but operaters had a greater choice of three axle tractive unit axle configurations:6x2 front and pusher steer (twin steer),6x2 pusher axle,6x2 trailing (tag) axle and 6x4 double drive. And Scania later came out with the 6x2 twin steer with lift up second steering axle,and also the 6x2 front and rear steer tractive unit in that the rearmost axle steered.
Twin steer tractive units and twin steer rigid lorries are the best road holders! 
VALKYRIE
Greetings,All.Could the sports car by Davis’s comet be an Allard? 900x20. 
3300John:
Hiya …that sports car could well be a ashley or a rochdale special…the idea was when your Ford E93a
(sit up and beg)Ford pop got boring you bought a fibre glass body and bolted that on…now you,ve a sports
jobby for about £30 quid…I,am going by the wheels and hub caps as they look like Bellamy special wheels.
I have a EB Debonair built by the Edwards brothers(beeches Garage) before Davey,s took over the shop.
mine needs a little more TLC but quite rare.
John
back again. ive looked up some specials and i think the car is a martin special…same ford chassis
ane running gear.
Re Martin, Found this on the web - similar but not so much cutaway behind the front wheel.
Some great photo’s,thanks to all for being able to see.
I’d go with the Ford-Martin Special for the car,but here’s a Frazer-Nash with similar lines
but with knock of hubs and no bumper.
Mike.
Standage Mystery Sportscar.
I don’t think it’s Frazer-Nash Sebring 
:It has not got a front bumper,it has a protruding central air intake on the bonnet and it has large brake drums.
Here are some observations in regard to the Standage mystery sportscar:It has a front bumper,apparently it hasn’t got a protruding central air intake on the bonnet (going by the angle of the photograph) and it has normal pressed steel wheels and hub caps - this type of wheel almost certainly would not accommodate large brake drums.
So I still say it’s some kind of Ford (or Standard,or whatever) based special
VALKYRIE
The true Twin Steer layout was attempted by Volvo to conform to the new 1983 rules, this was their initial answer and at least Shell tried the concept, however the Twin Rear Steer and Rear Lift Axle tractors found more favour as the traction and weight distribution was better than on these old type twin steers (Chinese Six) last used in the late Sixties and Volvo soon changed their tack to produce the two other types. Other variations were tried too such as an add on rear axle to convert a 4x2 tractor to a 6x2, again this wasn’t very successful as the added weight and engineering involved proved too costly. The Volvo is shown below from a 1982 issue Truck mag.
The Standage was a familiar road when I was a lad as my Father ran night trunk to Mossely from Newcastle and despite the weather conditions his 65reg Seddon Diesel 150 Gardner had no problems coping, never a flyer obviously, but it could climb a house as Dad would say. Shap tends to get the headlines for being a real drivers road but the Standage often gets forgotten as being a hard road too. Cheers Franky.
Quote by Valkyrie:-
Strangely,nobody has commented on the magnificent lorry in the second photograph of this thread
But I will :-
AEC Mammoth Major Eight Mk III Flat/Container-bodied 8x2 or 8x4 Lorry,TGJ 529,1957 London registered
and originally was probably a Shell Mex British Petroleum tanker lorry:-
flickr.com/photos/37406071@N … otostream/
As Richard Hammond would say, “I’ll give the owner of that a million pounds” to be able to use that AEC for a day. A ■■■■ fine motor. and a credit to the owner.
The cafe I mentioned at Diggle run by th Brierleys has attracted no responce, Which does surprise me, In the 50/60s era , It was used frequently by drivers who worked for IE, Baxters Road Services, J.R.Adams, Orrell & Brewster, T.Jennings , A G Waugh, plus lots more drivers from all over the place, The grub was 5 star to say the least & suited the drivers pocket for price, So come on yous oldies & show yourselves before its too late, Regards Larry.
Getting back to the cafe at Diggle, perhaps a lot of other drivers prefered to go over Delph instaed of taking a left at the old Horse & Jockey pub on the old A 62, but old Baxter allways told his drivers do not go over Delph unless you had to, So ther you go lads , as the old words of wisdom from the gaffer had to be obeyed, Regards Larry.
I took some pics of a BMC mastiff today thats been restored but I dont know how to put them on .
Rockey have you got a printer ? Regards Larry
Frankydobo:
The true Twin Steer layout was attempted by Volvo to conform to the new 1983 rules, this was their initial answer and at least Shell tried the concept, however the Twin Rear Steer and Rear Lift Axle tractors found more favour as the traction and weight distribution was better than on these old type twin steers (Chinese Six) last used in the late Sixties and Volvo soon changed their tack to produce the two other types. Other variations were tried too such as an add on rear axle to convert a 4x2 tractor to a 6x2, again this wasn’t very successful as the added weight and engineering involved proved too costly. The Volvo is shown below from a 1982 issue Truck mag.
As I recall, these F7s were nothing to do with the 1983 rules and, as far as I’m aware, operated at 32 tons.
The problem was that Shell had some very expensive tanks which had been built to go behind Scammell Trunkers, and the high pin loading meant that 4x2 units were not suitable. As the tanks had plenty of life (and capital!) left in them, a light 6x2 unit was required to replace the Trunkers. They pre-dated the 1983 regs by 2 or 3 years.
VALKYRIE:
Seagoon:
I understand the logic behind a Chinese six rigid but what was the reason for this one?
flickr.com/photos/37406071@N … otostream/Twin Steer Chinese Six Tractive Units.
The reason for the Foden S34 Sabrina DAE6/32 6x2 Twin Steer Chinese Six Tractive Unit,
FLG 497F, James Hemphill,Polmadie,Glasgow,Scotland.No.187,and other marques of twin steer tractive units goes back to August 1964 when the new Constructon and Use Regulations came in to force.These allowed 32 ton maximum weight articulated lorries to run on five axles,either two axle tractive units with three axle semi trailers (2 + 3),or three axle tractive units with two axle semi trailers (3 + 2).
flickr.com/photos/homer----s … 53751@N06/Although both Atkinson and ERF produced chinese six twin steer tractive units under the 1964 C & U
regulations,they also produced twin steer tractive units that had front and pusher steer,i.e. the second
steering axle was positioned immediately in front of the driving axle,as on this magnificent lorry:-Atkinson Silver Knight TRS3266RR,Mk 1 Panoramic-cabbed, 6x2 Front and Pusher Steer Tractive Unit-Flat-bodied Articulated Lorry,KWS 666F,UNTOUCHABLE,of 1968,powered by a Rolls-Royce Eagle 220 Diesel Engine,and operated by Pollock (Musselburgh) Ltd,Scotland,fleet No.9.The driver is Wullie Grandison:-
flickr.com/photos/aceanorak/ … 53751@N06/In 1972 the law was changed to allow 32 ton gross train weight articulated lorries to run on four axles.
Indeed so, although it was technically possible to achieve 32 tons on 4 axles, but difficult to achieve with the stipulated 38’ outer axle spread. John Dickson-Simpson wrote an article called “Getting 40 footers into 15m”, and which covered the subject. Apparently an Atkinson Viewline could just manage it, as could one or two other units on the market. Of course, there were thousands of trailers in those days which were rather less then 40’ long, too!
The Rear Steer Atkinson didn’t come along till around the 1966 Earls Court Show, and replaced the Chinese 6 unit. It also formed the basis of their aborted 38 ton models in 1970. The first Rear Steer Atkinson was created by G A Stamper of Penrith, with a Primrose conversion, and this led to the factory version, an influence acknowledged by Atkinson themselves in his obituary.
As you rightly say, the outer axle spread legislation changed in 1972, and all the lightweight 6x2 units in service were obsolete overnight, with very few surviving today. I have one!
Lawrence Dunbar:
Getting back to the cafe at Diggle, perhaps a lot of other drivers prefered to go over Delph instaed of taking a left at the old Horse & Jockey pub on the old A 62, but old Baxter allways told his drivers do not go over Delph unless you had to, So ther you go lads , as the old words of wisdom from the gaffer had to be obeyed, Regards Larry.
If it’s the cafe I’m thinking about (fork left at the pub down the Diggle Rd, cafe on the right) I never used it I’m afraid, us Dewsbury lads used The Motormans or Ma Johnsons.
Another strange thing, we used to go down through Diggle but come back via Delph, . It might have been to do with the junction at the Horse and Jockey, it was a bar steward and if you came up through Diggle the junction had a Give Way/Stop sign, coming up the Delph road it was a clear run for the last bit of the climb.
Quite right Mr G, It was a halt sign, & sometimes the was a copper parked on the Jockey car park watching to see if you did stop, It was a situation where you took a wide swing to get straight on to see if there was something coming so as to keep rolling, He caught quite a few doing this including myself, But he only give me a telling off, & said if he caught me again he would do me, what a nice chap Eh, Only doing his job I suppose, But I allways thought he should have stood there & if there was nowt coming waved us on, But of course that would be breaking the law too, Happy halt sign days on the Standedge, Regards Larry.
It must have been vacant for over 20 years now John, What a waste, Regards Larry.
