oiltreader:
All credit to Eddie(eastleighbusman) for the photo.
Oily
One of my photos - just along from Stonehenge on the A303 - how do they manage hills with that engine■■?
Always amazes me when you see the power these days and yet the fuel consumption is better than for a Gardner 240!!! How things do change!!!
Paul there yard is pretty well stocked and has a good image if you were looking to purchase, they do a lot of export of tractors, tele handlers and diggers too, Buzzer.
The car transporter is QEK. They ran out of the airfield at Upper Heyford.
Colin.
oiltreader:
All credit to Eddie(eastleighbusman) for the photo.
Oily
Nice pic Oily. 
Paul C Gee:
“oiltreader” All credit to Eddie(eastleighbusman) for the photo.
OilyOne of my photos - just along from Stonehenge on the A303 - how do they manage hills with that engine■■?
Always amazes me when you see the power these days and yet the fuel consumption is better than for a Gardner 240!!! How things do change!!!
Nice pic Paul. 
Makes you wonder where the BHP will end.
Buzzer:
Paul there yard is pretty well stocked and has a good image if you were looking to purchase, they do a lot of export of tractors, tele handlers and diggers too, Buzzer.
Nice pics Buzzer !
I have never heard of that company Buzzer, even though they are not a million miles away from me. The large agricultural dealer was always George Coles
from Shaftesbury who did alot of tractors/combiners. Used to export alot as well.
Posted an article on Page 153 about George Coles.
colinwallace1:
The car transporter is QEK. They ran out of the airfield at Upper Heyford.
Colin.
Thanks for the name Colin.
Anyone recognise the DAF tanker. Possibly a milk tanker ?
Anyone know where the Hopkins Ford cargo is from ■■
J.Suttle have a quarry at Worth Matravers near Swanage.
Dave Corbin DAF from just outside Wimborne who had a scrap yard.
Anyone recognise the Scania ■■?
Iveco pulling a Lloyds of Ludlow trailer,so possibly a subbie ■■?
A.J.Maiden & Son Volvo F10.
David Hathaway Volvo F6.
Tarmac Leyland Constructor.
Anyone recognise the Scania ■■
double post
QUOTE - “Dont think we have had a Rawson motor on before.”
W.E Rawson are an old-established (1865) firm based in Wakefield. They are basically textile processors, producing all kinds of filling materials for the bedding and upholstery trades, as well as heavy-duty contract carpets and various felt products. I was their shunter from 1990- 2004, when the bulk of the fleet was Volvo F6 demountable wagon-and-drag like this one. The actual registration was A501 LNW, “HER 57” refers to Mr. Rawson’s initials and age when this one was photographed after a complete rebuild including a brand new cab.
Good Day!
New to the site so apologies if this has been covered/ posted previously, but has there been an upload of the Whittles LDD to Jordan with Harry and Mick? Llewellyn was the scribe but I worked with Harry briefly and would like to read it again.
Thanks in advance, Paul.
Camion Stew:
Good Day!New to the site so apologies if this has been covered/ posted previously, but has there been an upload of the Whittles LDD to Jordan with Harry and Mick? Llewellyn was the scribe but I worked with Harry briefly and would like to read it again.
Thanks in advance, Paul.
Hello Paul, yes i have posted that along with loads of other Middle East stuff on a thread called Russia/middle east/other unusual destinations which i
have just bumped up to page 1. The Whittle article is on page 1.
DEANB:
Click on pages twice.Foden 8 wheeler brochure.
7
6
5
4
3
2
1
0
Thanks for these most interesting specifications about Foden 8-wheelers! Wasn’t the Gardner 6 LW a bit undepowered for such a truck (24 ton I suppose in these times for a 8-wheeler)? In the early 1950s, Bernard trucks were all the same offered with the 6 LW at 26 tonnes (6-wheelers), but really crawlers on the road!
May be wrong but the Hopkins motor I believe may be an earlier vehicle of the much bigger operation of today which is Hopkins recycling based in the West country as I often see them when going too & from Frome market, Buzzer
Froggy55:
“DEANB”Foden 8 wheeler brochure.
Thanks for these most interesting specifications about Foden 8-wheelers! Wasn’t the Gardner 6 LW a bit undepowered for such a truck (24 ton I suppose in these times for a 8-wheeler)? In the early 1950s, Bernard trucks were all the same offered with the 6 LW at 26 tonnes (6-wheelers), but really crawlers on the road!
That was the normal size engine back then “Froggy55”. Even in the 1970’s manufacturers were still fitting 180 bhp gardners to pull 32 tons slowly. 
Buzzer:
May be wrong but the Hopkins motor I believe may be an earlier vehicle of the much bigger operation of today which is Hopkins recycling based in the West country as I often see them when going too & from Frome market, Buzzer
Ok cheers Buzzer,sounds like you are right as i dont remember seeing them locally so possibly from the mendip area as Paul has taken pics around
there.
fodenway:
QUOTE - “Dont think we have had a Rawson motor on before.”W.E Rawson are an old-established (1865) firm based in Wakefield. They are basically textile processors, producing all kinds of filling materials for the bedding and upholstery trades, as well as heavy-duty contract carpets and various felt products. I was their shunter from 1990- 2004, when the bulk of the fleet was Volvo F6 demountable wagon-and-drag like this one. The actual registration was A501 LNW, “HER 57” refers to Mr. Rawson’s initials and age when this one was photographed after a complete rebuild including a brand new cab.
Great pic and info “fodenway”. I imagine the fillings were not that heavy then chap as the F6 only had a 174 bhp motor and pulling a draw-bar
would have been under powered. Did they have the range change 8 speed rather than the 6 speed fitted ? They were very comfortable motors to
drive.
Click on pages twice to read.
DEANB:
Atkinson brochure.I find it unbelievable that the Omega was not a success and only a handful were made. Does anyone know if there are any records of an
exact number built. I read an article that Chris Gardner on here wrote and from memory i think it was about 5.You would have thought that Atkinson would have sent one to the likes of Pickford’s and Wynns on demo ?
Will do a bit on the Omega soon.
Looking forward to that, Dean!
Although people often say that the Omega was a failure in the market place, that’s not really the case: like some other manufacturers, Atkinson was prepared to be a bespoke builder, and Omega was designed and built specifically at the request of one customer, the Arabian American Oil Company (“Aramco”), for use in desert oilfields in the Middle East. At that time, currency restrictions prevented them from buying any more Kenworths and they needed to make “non-dollar” purchases. According to Atkinson’s own history, published in 1967, at total of five Omegas were built:
This is the painting of the Omega which hung in the reception at Winery Lane, right through the Seddon years and until the factory closed in 1981. I’m not quite sure how he did it, but my dad brought it home, having to remove a part of the frame to fit it in his car!
Here are some extracts from the test report on the Omegas:
240 Gardner:
"DEANB"Atkinson brochure.I find it unbelievable that the Omega was not a success and only a handful were made. Does anyone know if there are any records of an
exact number built. I read an article that Chris Gardner on here wrote and from memory i think it was about 5.You would have thought that Atkinson would have sent one to the likes of Pickford’s and Wynns on demo ?
Will do a bit on the Omega soon.
Looking forward to that, Dean!
Although people often say that the Omega was a failure in the market place, that’s not really the case: like some other manufacturers, Atkinson was prepared to be a bespoke builder, and Omega was designed and built specifically at the request of one customer, the Arabian American Oil Company (“Aramco”), for use in desert oilfields in the Middle East. At that time, currency restrictions prevented them from buying any more Kenworths and they needed to make “non-dollar” purchases. According to Atkinson’s own history, published in 1967, at total of five Omegas were built:
This is the painting of the Omega which hung in the reception at Winery Lane, right through the Seddon years and until the factory closed in 1981. I’m not quite sure how he did it, but my dad brought it home, having to remove a part of the frame to fit it in his car!
Here are some extracts from the test report on the Omegas:
Hello Chris, When i say not a success i was referring to the amount sold. It seems odd that some of the heavy haulage companies never tried/bought
them as i agree they were very capable machines.
The Mighty Antar was similar in us much as that was built for the Iraq Petroleum Company originally. Will pop some stuff on in the next week
about the Omega.
Anyone recognise the Scammell Trunker tanker ■■?
Philmac Seddon Atkinson tanker.
Antell’s Atkinson leaving Poole docks. Was that second axle a conversion Chris ■■
Selwood Volvo,looks like possibly Southampton.
A.T.Richardson Volvo F86.
Whitbread Seddon.
John Golding MAN. Used to like his American trucks.
Anyone recognise the ERF bulker ■■
Baileys Crusader.
Think it says Williams Bros from Wales on the Foden.
QUOTE - “Great pic and info “fodenway”. I imagine the fillings were not that heavy then chap as the F6 only had a 174 bhp motor and pulling a draw-bar
would have been under powered. Did they have the range change 8 speed rather than the 6 speed fitted ? They were very comfortable motors to drive.”
They were indeed woefully and embarrassingly underpowered, even with a fairly light load of fillings aboard. They had the 8-speed boxes, which probably helped a little, but second gear up Windy Hill on the M62 wasn’t unusual. One of their most demanding runs was a full load of rolls of carpets to Sanquhar, returning with the previous weeks’ load now cut and boxed as carpet tiles. Thankfully, that run was often worked for us by Stewarts of Sanquhar, using adequate tackle!
The trouble was that the boss liked his ‘toys’, and he wanted them all in the same toybox - hence the over-cab sleeper pod, heavy demount equipment and box (with heavy duty double-lined curtains) and then a substantial drawbar trailer with another box on its back. All this on a wagon designed for 16 ton rigid work. They were actually overlength too, with two 27-foot boxes on. When they were submitted for plating, they went with the trailers coupled but without the boxes on board, and measured up to the maximum permitted length. When the boxes were loaded, there was an extra 3 foot overhang at the back. On the first trip out, one was stopped by the police in Devon. The case ended up in court, where the boss argued that a brand-new fleet of them had only just been plated without query, and that as the bodies were not permanently attached to the chassis,they should be considered as part of the load. The judge ruled that since they could not carry a payload without the body fitted, it must therefore be a part of the vehicle. However, under the circumstances, a dispensation was granted as long as no more were to be built to the same specification. The boss was all for having them all refurbished at about 14-15 years old when corrosion started taking its toll on cab floors around the mounting points and stress cracking at the locking latches. A new transport manager put paid to that idea after just one wagon, two trailers and four boxes had been rebuilt.
Yes, they were quite comfortable for drivers of average stature, but we had some drivers well over 6 foot, and they found them cramped, being a daycab.
