Nice input…yes, that was often the case, without a plan but with a lot of effort,
measuring, small drawings and improving. Rondaan still exists as RAF in Berlikum
I am aware that Diamond T does not belong here, however for the ones interested in the Dutch Beers-company
I herewith share two early pictures. Since 1930 Beers represented/assembled Diamond T vehicles. Diamond T was
the truck which reflects quality and status, hence the high(er) purchase-price. Beers also represented Spanish
Ebro-trucks, but that subject needs some further clarification and checks.
ERF-Continental:
Introduction of the LB76 was in januari 1963 on Brussels Show. That year 939 forward-control’s
were delivered…so was the LB76 the ‘end’ for the LV/LVS?Can we define the time-frame in which the LV/LVS existed? 195.? - 196.?
I would guess that, if the book says that 10% of the vehicles delivered were forward control, then they were forward control vehicles ex-factory, IE LB76s. This is based on the assumption that the Mr. Gibbins has got his data from Scania-Vabis- his caption says “Showing the shift in Scania’s production…” I think it is likely that his figures do not show LVs- those chassis would be amongst the bonnetted vehicles, as that is how they left the factory, prior to being converted by Beers. Only guesswork…
Regarding the production period, I have always thought the LV started in 1958- there are pictures of a white De Graaff-cabbed vehicle at RAI 1959, as we have seen. Regarding when it stopped- who knows? I have speculated before that some operators may have preferred the “custom build” approach. Someone on this forum (apologies to the author of that post, I can’t find it!) has said that some L76s were fitted with “Woodies” after the pressed steel cab was launched, because the buyers preferred them. Who would bet that a few LV76s were not built?
I think that the LV’s were ranked/sorted in the group of busses as the had no bodywork or frontpanel
at all, whereas a bonneted bus and truck (with or without cab) was listed as bonnetted obviously.
The difference between a front bus-chassis and a front truck-chassis is fairly small…
Attached a B55 1959 cover
Update #2
1915- Adriaan Beers left Verwey & Lugard’s (import of German Büssing and Italian FIAT) in The Hague 31st of August
1915- Adriaan Beers founded his own company “Beers” at Laan van Nieuw Oost Indië in The Hague 1st of September
1915- Beers started/proceeded representation/assembly of German Büssing on 15th September
1923- Beers started representation/assembly of French Chenard Walcker
1925- Rental of workshop from previous Verwey & Lugard’s at Laan van Nieuw Oost Indië, opposite to A. Beers’ house
1930- Beers started representation/assembly of American Diamond T
1938- Beers moved to new premises at Geestbrugkade in Rijswijk, near The Hague
1940- Interruption of assembly due to WW2
1945- Re-start of import/assembly of Chenard Walcker- and Diamond T-trucks and French Chausson for busses
1946- First Beers-chassis, named T with quite some knowledge of Diamond T
1946- Start of representation/assembly of Scania-Vabis for Netherlands and Belgium
1946- First presentation of Scania-Vabis on april Utrecht Show
1946- First Scania-Vabis for Winder in Limmen, in 1946 4 truck- and 11 bus-chassis were sold.
1949- Ets. A. Denonville of Brussels was appointed importer/responsible for Belgium
1952- Introduction of Scania-Vabis L51 (1952-1958)
1954- Delivery of number 1.000 within 10 years of representation
1954- Introduction of Scania-Vabis L71 (1954-1957)
1955- First front based on B15-bus-chassis
1958- Introduction of Scania-Vabis L75 (1958-1962)
1959- Introduction of Scania-Vabis L55 (1959-1961)
1959- Beers moved to new premises at Maanweg in The Hague
1959- Participation on Amsterdam Show in 1959
1962- Introduction of Scania-Vabis L76
1963- Introduction of first factory-built front LB76 at Brussels Show
1965- Opening Zwolle factory
1966- BéGé was absorbed in the Scania-Vabis group, now with factory delivered/own cabs
1969- Merger with Saab hence Saab-Scania and no longer Vabis
1974- Beers started representation of Spanish Ebro (a river in Barcelona-region) to meet the lower end of the market
Something to chew on in relation to the cab-builder… it looks as an early lookalike of Rondaan…
but with an eye to Miesse it has a lot of COOVI or COVI…but why to order a cab from Belgium?
That being said I have nothing against Belgium nor Belgians but the discrepancies in mindset are…
Anorak…keep this thread going on, it is your baby!!!
Dear Dutchmen, I don’t think you would buy a cab overhere in Belgium 
with so many manufacturers available in the low countries.
Enclosed the same cab on a LV75 of hauler Hoogland of Leusden. They also had LB76s in their fleet.
ERF-Continental:
Anorak…keep this thread going on, it is your baby!!!
I’ll do my best, but your own input is of greater value than mine. All I can do is find things on the internet and speculate about links between them.
How about this:
transportnostalgiezuid-limbu … 10&lang=nl
There is mention of an LV7634. In what context, I do not know, because I do not speak Dutch. 
I will add something about the LV75/man/dog photo later- must do some work!
No no Sir, don’t hide yourself, show your contacts and drive towards the right people and
DON’T continue to ask nor doubt for more…the world is more than www! It seems that
you are wanting us to fill in the gaps in your believe of the LV-history? We Dutch don’t think
but do and did…till the time that east-europeans (fall of Berlin-wall) were ‘better’ and as
well cheaper…to do the BeNeLux-transport…fill in the gaps and stop asking daft…
And away Anorak is…just like the many hunters here for extra/free information without adding themselves!
I now stop with this thread…no comments, no input, hardly facts nor figures, so a waste of time and energy
mandator:
Dear Dutchmen, I don’t think you would buy a cab overhere in Belgium
Enclosed the same cab on a LV75 of hauler Hoogland of Leusden. They also had LB76s in their fleet.
Thank you Fernand! Good research! Well the fact that the cab mentions SCANIA in stead of Scania-Vabis, tells us the vehicle is from 1969 or later?
mandator:
Dear Dutchmen, I don’t think you would buy a cab overhere in Belgium
Enclosed the same cab on a LV75 of hauler Hoogland of Leusden. They also had LB76s in their fleet.
This is indeed a similar cab to that on the Veluwe Express artic. They appear to have the same windscreen as the Roset cab, but the side view of the Veluwe vehicle shows that they are not Roset cabs. The Hoogland vehicle appears to sport an LB76 grille, in addition to having lost its “Vabis” badge. Maybe they tried to make it look more modern than it was? If you look closely, the Hoogland’s front panel appears not to fit as well as that on the Veluwe- is it a home-made repair?
ERF-Continental:
mandator:
Dear Dutchmen, I don’t think you would buy a cab overhere in Belgium
Enclosed the same cab on a LV75 of hauler Hoogland of Leusden. They also had LB76s in their fleet.
Thank you Fernand! Good research! Well the fact that the cab mentions SCANIA in stead of Scania-Vabis, tells us the vehicle is from 1969 or later?
hey, I think the badge has been changed what was done on many after '68, bonneted once of course.
The steeringwheel looks white to me ■■? .But with the first L110’s some had a Wagenmakers cab too instead of an
SV or HL cab. But would they convert still bonneted 110’s if there was already the LB 110 don’t think it or ■■?
Eric,
Does anyone know why they gave those LVs Dutch cabs in the first place, other than because (in my humble opinion) they were actually better looking than than the Swedish ones?! Robert 
robert1952:
Does anyone know why they gave those LVs Dutch cabs in the first place, other than because (in my humble opinion) they were actually better looking than than the Swedish ones?! Robert
Hey Robert, it was the time of max lenghts and max loading meters so the shorter the cab the better.
Of course nowadays things have changed but it is still the loadspace which counts, and in those times the ■■■■;;;
short gab between cab and trailer wasn’t so typical as today lukily. Which allows a longer cab with the same
loading meters.
The best combination in my view was and will stay for me, here in the pic with a 13 ton drive axle.
Eric,
tiptop495:
robert1952:
Does anyone know why they gave those LVs Dutch cabs in the first place, other than because (in my humble opinion) they were actually better looking than than the Swedish ones?! RobertHey Robert, it was the time of max lenghts and max loading meters so the shorter the cab the better.
Of course nowadays things have changed but it is still the loadspace which counts, and in those times the [zb];;;
short gab between cab and trailer wasn’t so typical as today lukily. Which allows a longer cab with the same
loading meters.The best combination in my view was and will stay for me, here in the pic with a 13 ton drive axle.
Eric,
What a beautiful picture of an F10! I always enjoyed driving them. I understand your reply. I suppose this is what eventually led to those awful day cabs with a sleeper pod on top! I drove a few of those, including an F8 MAN and an ERF C-series. If they caught fire while you were in bed, you didn’t stand a chance. Cheers Eric! Robert 
robert1952:
tiptop495:
robert1952:
Does anyone know why they gave those LVs Dutch cabs in the first place, other than because (in my humble opinion) they were actually better looking than than the Swedish ones?! RobertHey Robert, it was the time of max lenghts and max loading meters so the shorter the cab the better.
Of course nowadays things have changed but it is still the loadspace which counts, and in those times the [zb];;;
short gab between cab and trailer wasn’t so typical as today lukily. Which allows a longer cab with the same
loading meters.The best combination in my view was and will stay for me, here in the pic with a 13 ton drive axle.
Eric,
What a beautiful picture of an F10! I always enjoyed driving them. I understand your reply. I suppose this is what eventually led to those awful day cabs with a sleeper pod on top! I drove a few of those, including an F8 MAN and an ERF C-series. If they caught fire while you were in bed, you didn’t stand a chance. Cheers Eric! Robert
Hey Robert, did once a trip with an MAN and even the small window was cut behind the seats.
Because I was asked if i could drive an artic, but arriving it was that, did the trip because it was a nice one.
spain Sweden but therafter said good by, driving day and night and an accident and than no thanks 
.
DAF has the same with its Ginaf conversion. Law but where’s the drivers safety 
And was a wide spread not easy if
Eric,
Those cut-down cabs with the pod on the top were truly horrible, especially from a safety standpoint. Apart from the risk of being burned, the reduced length must have had serious implications for the driver, in the event of a crash.
The 1950s shift to forward control did not result in a reduction in space for the driver, at least not in Europe. The size of the LV cabs compares favourably with the BeGe 1350 and 1450 sleeper cabs, which were common on the L75.
Even in Scandinavia, with generous allowance for vehicle length, forward control vehicles became popular in the 1960s, so the cabs must have been considered favourably enough.
I am still hoping to see some interior shots of an LV cab.
Anorak, thanks for the beGe input. I found it always bizar that in Belgium the BeGe sleeper cab offered by Denonville SA (importer) was the uncomfortable 1350 or 1450, and not for example the 1600…