fodenway:
QUOTE - âGreat pic and info âfodenwayâ. 
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.â
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 wasnât unusual. One of their most demanding runs was a full load of rolls of carpets to Sanquhar, returning with the previous weeksâ 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 âtoysâ, 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.
Hello âfodenwayâ
Not surprised they struggled in draw-bar spec chap especially wih carpet tiles as they are heavy. 
Sounds like he should have bought F7âs. 
There were a few companies that operated over length draw-bars and i know of one that use to often get measured in Europe as too long.
Camion Stew:
âCamion Stewâ 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.
Top man Dean, thank you.
No worries chap.
pv83:
âDEANBâ
Selwood Volvo.
That Selwood F88 looks (dare I say it⌠) the part Dean⌠but you canât beat the presence of a Crusader 
You were doing so well Patrick until you mentioned the CrusaderâŚ
windrush:
Dean, A.T Richardson were based at Waterhouses near Cauldon Low, Staffs. They ran Albions and Fodens for years before slumming it and buying Volvos.
Pete.
Afternoon Pete, i think you must be related to âcarryfastâ as he hates Volvoâs as well,maybe he is your long lost brother ?
You only have to look at the comments he has put on the thread âVolvo and Scania versus other European makesâ . Unlike alot of members on here i know its
a pointless exercise trying to discuss the matter as he will always have an answer !
With regard to Richardson slumming it and buying Volvoâs, well maybe the drivers wanted to hear the radio over the engine noise from a Foden ?
Chris Webb:
Morning Dean.
The Scammell Trunker is almost certainly Shell.
Williams Brothers had depots all over Wales,including Crosshands and Denbigh IIRC.
Thanks Chris ,i thought you would know about the Trunker.
ianto:
âChris Webbâ Morning Dean.
The Scammell Trunker is almost certainly Shell.
Williams Brothers had depots all over Wales,including Crosshands and Denbigh IIRC.
Williams Bros Cross Hands were a different company they were only based in Cross Hands and ran mainly bulk tippers rigid Williams Bros (Wales) depot down south was on Madely airfield just south of Hereford As i was told many years ago when picking up fertiliser in Fisons Avonmouth and asked transporters name which was Williams Transport : There are too many bloody Williams in Wales
Thanks for the info Chris, âtoo many bloody Williams in Walesâ
Heres some Williams motors.
240 Gardner:
DEANB:
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.
I didnât mean you Dean!
There have been comments elsewhere about it being a failure and the project in its entirety could have been said to be so, but that is as much down to Aramco and international politics as it is to Atkinson. In engineering terms, it seems to have been successful
It performed well in a road test .
240 Gardner:
âDEANBâ
Antellâs Atkinson leaving Poole docks. Was that second axle a conversion Chris â â
Thatâs actually a factory-built 38T Leader, as first exhibited at the Commercial Motor Show at Earls Court in October 1970.
At a time when there was great anticipation of a significant rise in permitted weights, and there was lots of messing about with 6x4 tractors (heavy haulage units, basically) for 42/44T, Atkinson designed this specifically as a 38T machine, either with a 240 Gardner or a 250 â â â â â â â â It was a beefed up version of the earlier 6x2 âRear Steerâ tractor, but with a different frame and different suspension on the second steer. It pretty much anticipated the 38-tonners of 1983
Until about a month ago, Iâd only ever seen one photo of this in its original form, and now Iâve seen another three! Antellâs converted it into a 6x4 tractor and it still exists today. A little sad, really, as there are no other 8LXB Leaders remaining. After its time with Antell, it went onto the fairgrounds, and has now been restored in its showland livery:
I thought you would know Chris,thanks for the info and pics.
I dug this out of the archives from commercial motor 1970.
joeshell:
"Chris Webb"Morning Dean.
The Scammell Trunker is almost certainly Shell.
Williams Brothers had depots all over Wales,including Crosshands and Denbigh IIRC.
you are absolutely right young Chris,EGH the Trunker was certainly one of ours.
Thanks for confirming Joe.
240 Gardner:
âDEANBâ
Great pic and info âfodenwayâ. 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.
With the 8-speed range-change fitted, they were plated for 28T GTW - W. H. Bowker ran quite a number of them on drawbar work on a dedicated contract, albeit carrying an extremely light product, starting with a batch of X-registered motors. They also had a par of F6 tractors from Volvo - a that time, Volvo didnât offer the F6 tractor as a sleeper, so these were converted from rigids at Irvine before delivery
Thanks for the comments Chris.
NMP