Here’s a nice owd un off google, me mate used to work for these, they’re from stoke or were
Telekonsteve:
Here’s a nice owd un off google, me mate used to work for these, they’re from stoke or were
Nice photo of this 1948/9 Guy Tipper, Most likely an Otter with a Gardner 4 LK Engine in it, ■■?< Regards Larry.
Lawrence Dunbar:
Telekonsteve:
Here’s a nice owd un off google, me mate used to work for these, they’re from stoke or wereNice photo of this 1948/9 Guy Tipper, Most likely an Otter with a Gardner 4 LK Engine in it, ■■?< Regards Larry.
I’ll have the crack with him Lawrence he’s just said they had 2 of them
Telekonsteve:
Lawrence Dunbar:
Telekonsteve:
Here’s a nice owd un off google, me mate used to work for these, they’re from stoke or wereNice photo of this 1948/9 Guy Tipper, Most likely an Otter with a Gardner 4 LK Engine in it, ■■?< Regards Larry.
I’ll have the crack with him Lawrence he’s just said they had 2 of them
Hi looks like a Vixen and could have been petrol, we had two flats the same Regards crowbar
Telekonsteve:
Here’s a nice owd un off google, me mate used to work for these, they’re from stoke or were
I like the chiefs head on the rad, fredm
ISHIFT5:
TOMMY BROWNS OLD GUY:
Proof for a Freight Management add from April 68 With a lwb Scania 110 super
0Hi TBOG, did Jack Goodliffe drive this 3 axle 110 or did they run more than 1 ?
Yes Jack drove it was the only one from what I know.
Bassman:
Hi, TBOG
Did Tommy Browns have more than one double drive Scania 110. I remember Jack Goodlife parking his at Charlie Gilliats at Wrawby with a tipper on.
I used to work with Jack’s lad ,RichardBassman
Hi Bassman,
As far as I know this one was the only one, after T H had signed up to become a Scania agent in 68 (The same time as he changed the colour scheme from Green and Silver to Blue and Yellow to match the Swedish flag) Browns got at least one of every Scania model released. 
Isn’t Jack’s surname supposed to be ff, Goodliffe? 
magnum mark:
TOMMY BROWNS OLD GUY:
Huntsman Tioxide Tanker pics, a staple of T H Brown for many many years which DE RIJKE poached for the final few years before the factory closed in 2009.
4
3
2
1
0Hi, I hear Fred and Terry finished last Friday. That will only leave Alf!!!
Really?? Do you know where they’ve gone to? What about Nick Barker? Not seen or heard out from Nick for ages!
Alf used to work for one of Browns subbies Rob Pennell before Browns took him on, driving some right sheds!! 
harry:
jmather:
Chris Webb:
KW:
240 Gardner:
That was Silver Knight. A guy called Ray had two of them.Krupp cab & RR engine. Day & night outfit.The place was Boro’ Market, he was working his way round to Clink St.to the Customs for import clearance.Probably had TIR Carnets at the time.
Ray left Malta Cross to start this up & I took his place.
Saw one of these in Southampton about 1972,and I recognised the cab as being a Krupp from when I was stationed in Germany in the '60’s where they were a popular long haul truck,but was surprised to see the Atki badge on it.I was driving an Atki Borderer at the time and was wondering is this was the latest model,and was I in line for one!
Ray used to use Sotton/Le Havre for Italy.
Don’t know if you remember the time that Sotton dockers loaded the RoRo trucks & the drivers had to sit next to them?
I remember seeing a fully freighted 140 left-■■■■■■ low loader bashed up the side of a concrete tank trap after being driven by a dumb docker. Those UK dockers held our country back 30 years until Maggie sorted these Muscovites out.
Telekonsteve:
Here’s a nice owd un off google, me mate used to work for these, they’re from stoke or were
Someone has to say it, so it may as well be me-
240 Gardner■■? 
TOMMY BROWNS OLD GUY:
Proof for a Freight Management add from April 68 With a lwb Scania 110 super
0
Scania Jacks one ten was an LBS 6X2 not double drive and he had his own 39 ft York wide-spread trailer ready for weights going up from 32 ton to 36 , 38 , 40 or 42 ton , but weights stayed the same .....so the truck was too heavy and was sold , but even the 4x2 LB110s were too heavy at 32 ton and the older shunt units had to load most of the loads , i have been loading for Denmark in BTP and seen Bronco loading 20 ton on his LB76 …and Jack Martin loading 2 ton on a Ford D series ridgid to take back to the yard to be put on top of the 20 ton and be taken away by a LB110 … three tons over weight …unfair competition ?
Lilladan:
TOMMY BROWNS OLD GUY:
Proof for a Freight Management add from April 68 With a lwb Scania 110 super
0Scania Jack
sone tenwas an LBS 6X2 not double drive and he had his own 39 ft York wide-spread trailer ready for weights going up from 32 ton to 36 , 38 , 40 or 42 ton , but weights stayed the same .....so the truck was too heavy and was sold , but even the 4x2 LB110s were too heavy at 32 ton and the older shunt units had to load most of the loads , i have been loading for Denmark in BTP and seen Bronco loading 20 ton on his LB76 …and Jack Martin loading 2 ton on a Ford D series ridgid to take back to the yard to be put on top of the 20 ton and be taken away by a LB110 … three tons over weight …unfair competition ?
Unfair competition or maximising your vehicles earnings? I’m sure if you had someone round the corner with a D series at that time of day you’d have done the same?
When i started 25 years ago things had changed drastically, we were running quiet a lot of 17 tonners on distribution work. Browns had an axle bridge installed in the yard and every wagon loaded from the yard had to cross that weighbridge to make sure the axle weights and the gross weight were legal.
TOMMY BROWNS OLD GUY:
Lilladan:
TOMMY BROWNS OLD GUY:
Proof for a Freight Management add from April 68 With a lwb Scania 110 super
0Scania Jack
sone tenwas an LBS 6X2 not double drive and he had his own 39 ft York wide-spread trailer ready for weights going up from 32 ton to 36 , 38 , 40 or 42 ton , but weights stayed the same .....so the truck was too heavy and was sold , but even the 4x2 LB110s were too heavy at 32 ton and the older shunt units had to load most of the loads , i have been loading for Denmark in BTP and seen Bronco loading 20 ton on his LB76 …and Jack Martin loading 2 ton on a Ford D series ridgid to take back to the yard to be put on top of the 20 ton and be taken away by a LB110 … three tons over weight …unfair competition ?Unfair competition or maximising your vehicles earnings? I’m sure if you had someone round the corner with a D series at that time of day you’d have done the same?
When i started 25 years ago things had changed drastically, we were running quiet a lot of 17 tonners on distribution work. Browns had an axle bridge installed in the yard and every wagon loaded from the yard had to cross that weighbridge to make sure the axle weights and the gross weight were legal.
Surely this is a practice that has existed in transport right up to the present day. Why do hauliers who provide traction to shipping companies operate 44 tonne units when the majority of Europe run at 40 tonne ?
We must not forget that we are reflecting on a period in road haulage before the “bull****” had taken over and more importance was put upon getting the job done rather than talking about how to do the job (even if that meant topping up with a pallet in the yard).
It is always very difficult with modern attitudes to judge what went on 40 to 50 years ago !!
moomooland:
2310 The good old days before RDC’s
hello moomooland , lovely picture of Preston docks , thank you Trevor .
I’ve been having a sort out in the loft and came across a few more pics to help the thread along…
Remember this one? Bought at about 18 months old and converted in house…
Here’s what she looked like after ‘The Treatment’
Here’s J9 again - fresh out of the box. New in '91
And here’s both of them…
ISHIFT5:
TOMMY BROWNS OLD GUY:
Lilladan:
TOMMY BROWNS OLD GUY:
Proof for a Freight Management add from April 68 With a lwb Scania 110 super
0Scania Jack
sone tenwas an LBS 6X2 not double drive and he had his own 39 ft York wide-spread trailer ready for weights going up from 32 ton to 36 , 38 , 40 or 42 ton , but weights stayed the same .....so the truck was too heavy and was sold , but even the 4x2 LB110s were too heavy at 32 ton and the older shunt units had to load most of the loads , i have been loading for Denmark in BTP and seen Bronco loading 20 ton on his LB76 …and Jack Martin loading 2 ton on a Ford D series ridgid to take back to the yard to be put on top of the 20 ton and be taken away by a LB110 … three tons over weight …unfair competition ?Unfair competition or maximising your vehicles earnings? I’m sure if you had someone round the corner with a D series at that time of day you’d have done the same?
When i started 25 years ago things had changed drastically, we were running quiet a lot of 17 tonners on distribution work. Browns had an axle bridge installed in the yard and every wagon loaded from the yard had to cross that weighbridge to make sure the axle weights and the gross weight were legal.Surely this is a practice that has existed in transport right up to the present day. Why do hauliers who provide traction to shipping companies operate 44 tonne units when the majority of Europe run at 40 tonne ?
We must not forget that we are reflecting on a period in road haulage before the “bull****” had taken over and more importance was put upon getting the job done rather than talking about how to do the job (even if that meant topping up with a pallet in the yard).
It is always very difficult with modern attitudes to judge what went on 40 to 50 years ago !!
The funny part was the job had been refused by Greaves and Lamming , who could have done the job LEGAL wid a Volvo F86 and a York 28 ft trailer , but the old School boss at G&L thought too many pallets would be up top (it would have been 14 or 15 down and 7 or 8 up ) , but many years later i was in Browns office when a driver advised that BOTH his axles and also his gross weight was over , but was told by the spotty young planner that it will be OK and because of Browns pay scheme the driver must think he would lose a few pounds if any was taken off the load and of course if caught the driver would take all the blame as in court ,Brown would say the driver has a handbook to never break the law and should not have taken it , but if you ever want a new truck and good paying loads … you better risk it
Lilladan:
ISHIFT5:
TOMMY BROWNS OLD GUY:
Lilladan:
TOMMY BROWNS OLD GUY:
Proof for a Freight Management add from April 68 With a lwb Scania 110 super
0Scania Jack
sone tenwas an LBS 6X2 not double drive and he had his own 39 ft York wide-spread trailer ready for weights going up from 32 ton to 36 , 38 , 40 or 42 ton , but weights stayed the same .....so the truck was too heavy and was sold , but even the 4x2 LB110s were too heavy at 32 ton and the older shunt units had to load most of the loads , i have been loading for Denmark in BTP and seen Bronco loading 20 ton on his LB76 …and Jack Martin loading 2 ton on a Ford D series ridgid to take back to the yard to be put on top of the 20 ton and be taken away by a LB110 … three tons over weight …unfair competition ?Unfair competition or maximising your vehicles earnings? I’m sure if you had someone round the corner with a D series at that time of day you’d have done the same?
When i started 25 years ago things had changed drastically, we were running quiet a lot of 17 tonners on distribution work. Browns had an axle bridge installed in the yard and every wagon loaded from the yard had to cross that weighbridge to make sure the axle weights and the gross weight were legal.Surely this is a practice that has existed in transport right up to the present day. Why do hauliers who provide traction to shipping companies operate 44 tonne units when the majority of Europe run at 40 tonne ?
We must not forget that we are reflecting on a period in road haulage before the “bull****” had taken over and more importance was put upon getting the job done rather than talking about how to do the job (even if that meant topping up with a pallet in the yard).
It is always very difficult with modern attitudes to judge what went on 40 to 50 years ago !!The funny part was the job had been refused by Greaves and Lamming , who could have done the job LEGAL wid a Volvo F86 and a York 28 ft trailer , but the old School boss at G&L thought too many pallets would be up top (it would have been 14 or 15 down and 7 or 8 up ) , but many years later i was in Browns office when a driver advised that BOTH his axles and also his gross weight was over , but was told by the spotty young
plannerthatit will be OKand because of Browns pay scheme the driver must think he would lose a few pounds if any was taken off the load and of course if caught the driver would take all the blame as in court ,Brown would say the driver has a handbook to never break the law and should not have taken it , but if you ever want a new truck and good paying loads … you better risk it
Were Greaves and Lamming & Browns competitors then ? I don’t remember much about Greaves and Lamming other than seeing the name on DFDS coloured Scania’s