America can do many things, including Big Rigs. But other places can do them just as well, so with apologies to Bill Bryson of Des Moines, Iowa and Norfolk, England, here are some Big Rigs from a Small Island.
First up, the Bedford M series. First introduced in 1939, it was also used widely as a bus chassis.
The Bedford TJ series ran from 1959 to 1975 in the UK, and was then offered for export, primarily to less developed markets in Africa and Asia. Engines included the Vauxhall Cresta 2.6 (later 3.3) litre petrol six and a range of diesel engines. It was never a big seller in the UK, but its durable and straightforward nature appealed elsewhere, and UK manufacture continued until 1986 with active spares support well into the 1990s.
Bedford’s alternative to the TJ in the UK market was the TK, a common sight throughout the UK, used for haulage, public services and military uses. Production ran from 1959 to 1981, when the TL derivative was launched. During the 1960s and 1970s, this was one of the most popular trucks in its sector in the UK, and a dropside like this one is still an everyday sight in some places. The UK military embraced the TK, with the four-wheel drive MK version being the next vehicle up in the size scale after the military Land Rover.
Moving up the weighbridge, we have this 1966 ERF LK44, again featuring a dropside body which is rarely seen today, having been replaced by the curtainsider. ERF was an off-shoot of the famous Foden company and this range had a composite cab with very distinctive styling. Engines were usually Gardner with a John Brown gearbox, in this case.
The LK series was succeeded in 1966 by the LV range, again with a composite cab, shown on the right above. This example is 6×4 tractor unit, rated for 32 tons gross weight, using a Cummins engine. Noticeable now is the fact the truck does not have a sleeper cab, something that only came to dominate in the UK in the 1980s.
ERF was one of several truck builders in the based in the northwest of England; another was Atkinson, from Oldham in Lancashire. This example is a 8×4 bulk transporter; such trucks were the mainstay of the construction and civil engineering industries throughout the 1970s and 1980s, and were used for 101 other bulk uses. This example is a 1971 model, with a Gardner engine, and was known as the Mark 1 cab.
This is the predecessor to the Mark 1, built in 1951 and now restored as a fine example of the last generation of trucks in which the heaviest were the rigid chassis, rather than an articulated unit. The Gardner engine was 8.6 litres, and the steering and brakes lacked any power assistance
Any review of British trucks cannot exclude Leyland, and for good reason. By sticking to its knitting of trucks and buses, Leyland had enough financial firepower to start the process of buying much of the UK motor industry, starting with Albion trucks in 1951, Scammell in 1955 and then into cars with Standard-Triumph in 1961. This is a 1962 Leyland Octopus (great name, along with Hippo, Buffalo, Bison and even Gnu!), again restored to its former glory.
This AEC Mercury was one of a batch built for the London Brick Company in 1962, and used was by them around southern England, delivering bricks.
Leyland absorbed AEC, also the makers of the Routemaster bus in 1962, and in 1966 rolled out the new cab, known as the ergomatic range, across the whole Leyland and AEC truck catalogue. This 4×2 drop side Mercury is typical of many trucks of the 1970s.
Leyland used the Ergomatic cab across various truck brands including Leyland, AEC and Albion, and this Mammoth tractor unit is typical of the 1960s generation of articulated trucks used in the UK.
Scammell, part of Leyland Motors from 1955, had long been the highest profile builder of truly big trucks in the UK. This 1953 Scammell Highwayman ballast tractor unit is typical of many used for oversize loads during the 1960s and 1970s. These were rated for up to 50 tons, and are now most usually seen working on fairground equipment, and yes, that is a steam wagon next to it.
The Scammell Crusader was originally developed for the UK military in the mid 1970s, as a tank transporter. It is powered by a 26.7L Rolls-Royce/Perkins twin turbocharged diesel engine coupled to an Allison automatic transmission, and was rated for 65 tons. Civilian versions were also built, as were tank bridge transporters and a recovery version, such as this one. Now de-mobbed, it makes a interesting comparison in scale with the AEC Mercury.
Most of these trucks were present at the Cambridgeshire Steam Rally in July 2013–why not come over? I’ll see you at the Cambridge and District Classic Car Club stand!
There is a key fact linking all these trucks, apart from being built on this small, but proud, island–all the brands and factories these were built in are now dormant.
Interesting article and a great selection of pictures. I’d heard of some of these brands but didn’t know they were all defunct. What happened to cause that?
Here in British Columbia we once had a thriving truck manufacturing industry, but it’s all gone now as well. There were even a couple of unique brands such as Hayes, Pacific and Grizzly but they are all just part of history now.
Interesting observation. The Hayes was the mainstay of the logging business on Vancouver Island when I was a kid.
Been a while since I’ve seen a Hayes working, must be a few left on the Island. There are lots of great old time logging pictures of monster loads on them. Still see the odd Pacific dump truck. Haven’t seen a Grizzly in years. Kind of predated the International MXT.
Pacific log trucks were used off highway in NZ grossing over 100 tons.
Hi, a quick summary on the fate of the British truck brands…..
Leyland, including Albion, AEC, Scammell and Guy, merged with DAF of Holland in 1989, and the merged company is now part of PACCAR, who use the DAF brand in Europe. Some design and manufacturing (lighter trucks only) still goes on in Leyland, in the factory built for the 1980 T45 range.
Foden got into difficulties in the late 1970s and was purchased by PACCAR and the brand closed around 10 years ago.
ERF, named after Edwin Richard Foden who split from the Foden company in 1933, was purchased by Western Star and then MAN of Germany. Brand and factory now both closed
Seddon merged with Atkinson in the 1970s and was then absorbed into IVECO, FIAT’s truck business. Brand and UK manufacture now closed.
Ford of Europe sold their truck business to IVECO in the 80s and the UK manufacturing of trucks (not vans – the Transit is a Ford product) has since closed.
Bedford died from a lack of investment by GM in the late 80s and defied revival attempts. Brand and manufacturing now closed.
Rootes, then Chrysler UK, also built light and medium trucks, which ended up as part of Renault Trucks in the early 1980s. UK operations have now ceased.
Mercedes-Benz, Volvo, who also control Renault Trucks, Scania, part of VW, DAF (PACCAR), IVECO and MAN are now the key European medium and heavy truck brnads
Britain no longer builds any trucks above 16 tons, but we do design and build all the wings for all Airbus aircraft and the Rolls Royce aero-engines. And did you know that Nissan alone builds more cars in the UK than the whole of Italy?
http://www.british-commercial-vehicle-museum.co.uk is well worth a visit, on-line and for real.
Ouch. That’s an unhappy list of closures. Paccar was responsible for closing down Hayes in the mid ’70s and also the Kenworth plant near Vancouver in the early ’80s. Pacific faded away in the early ’90s and Freightliner moved out around the same time. The last holdout, Western Star moved to Portland Oregon about a decade ago. A combination of changing trade laws, currency fluctuation and industry “consolidation” wiped out what was once a good employer in our province. Progress I guess…
Rebadged Commer sold here as a Dodge, Later Fodens and a DAF shared cabs.
“Ford of Europe sold their truck business to IVECO in the 80s and the UK manufacturing of trucks (not vans – the Transit is a Ford product) has since closed.”
The e-coat line from that venture lives in Cordoba, Argentina… producing IVECO trucks.
Didn’t know they closed Seddon-Atkinson. But doesn’t surprise me either.
Atkinson lasted long enough to wear Iveco cabs there is one running locally the same model as the 2004 Iveco Cursor I drove for a while.
THANK YOU ! .
These are great pictures and information .
I hope I’m not the only one who notices the Bedford TK series is heavily cribbed from the Ford 1957 ~ 1992 C Series , in it’s day the worlds most popular medium duty trucks , right until Sterling bought and deliberately killed it off along with halting parts production to force sales of wretched Sterling Trucks .
When I lived in Guatemala in 1976 / 1977 , old Diesel powered Bedford buses were used extensively , they were mangled but still chugged along those potholed roads day after day .
The Brits built very good cars , trucks and Motos , able to survive in punishing service in the far flung Colonies with poor oil , fuel and maintenance .
-Nate
Truly fascinating.
How prevalent are the dual steering axles, such as the first Leyland shown? I’ve seen pictures of several, but never have known frequency. Other than mobile cranes, I’m not sure I’ve ever seen any.
They were quite common in the UK, due to the specific regulations about vehicle length and axle loading. IIRC up until the or 70s or so, the typical “big rig” in the UK was an 8 axle rigid, and perhaps a trailer behind it. “Artics” (semi-truck and trailers) slowly supplanted them, and took over when rules changed later.
I’m not an expert, but that’s what I’ve sort of picked up about it over the decades.
Trucks with dual steering axles are also quite common in Japan.
In the US it is much less expensive to comply with length & weight restrictions using liftable tag axles toward the rear of the truck vs. tandem steer axles.
Tandem steer axles require multiple steering gear boxes (two apiece for 20,000# steer axles; four total) plus lots of modifications, very expensive steer tires, and a double or triple frame. It is at least $20k more than a tag axle setup. It’s hard to make the numbers work.
They do look cool 🙂
American conventional tractor units set up as 8 wheelers have the worst ride immaginable the driver sits between the steer axles and every bump is transmitted through the cab absotively awful to ride in 8 wheel rigids from Europe in cabover are far better to drive and ride in even Scanias that dont have the soft cab suspension of the Volvos are nice
Apart from restrictions there’s also the maneuverability on narrow roads with (tight) corners. This is a tractor with a semi-trailer owned by UK operator Eddie Stobart. The first 2 axles of the tractor and the last 2 axles of the semi-trailer are (self) steering axles.
I was surprised to see dump trucks in Michigan with up to 7 axles with just one steering – why would they allow that when it is so hard on the roads with the tire scrubbing involved? Not to mention on low-friction surfaces I presume you could get to the point where the steering axle struggles to influence heavily laden non-steering axles – I have experienced this phenomenon on a loaded 3-wheeler motorbike and also a 2wd tractor with small front wheels. The latter was easy to address with the turn brakes, the trike would just plow straight ahead scrubbing the fully-turned front wheel.
Don’t they lift a whole bunch of axles when a (tight) corner shows up ?
At least, that’s what a truckdriver told me after he had visited his relatives in Canada. I also wondered when I saw pictures of these “Michigan-specials” in a magazine, about 30 years ago.
If I remember correctly the GVW was about 70 metric tonnes. You certainly don’t need that much axles on a rig for that weight, so I guess it has to do with restrictions. (max. weight per axle)
Straight trucks with 4 axles (dual steering axles and 2 rear axles) are very common in England. Reason: most probably weight laws. Flatbed trucks, dump trucks, concrete mixers, sea can haulers, you name it. Typically these are called 8×4 and 8×2 trucks. Or 8×8 if all axles are drive-axles. In almost all cases an 8×2 will have a liftable rear axle, to save tires when driving empty.
Popular in my country too, although I see just as much straight trucks with 5 axles.
Often with 4 steering axles: the 3 first axles and the last one. The main reason: 110,000 lbs max. legal GVW. Something like this: (Photo: B. Corts)
I forgot to tell that a lot of these Ginafs come with a hydro-pneumatic suspension. Someone here drives trucks and a Citroën, so he must know what a fantastic ride this is.
8×4 twin steer trucks are quite popular in NZ due to axle loading regs we can only gross 50,000 kgs Gross train weight (except in special circumstances) the extra axle helps.
Hi Jason,
thanks for the feedback. The 4 axle trucks were usually 8×2, or 8×4 for heavy duty construction site work. Steering would always be with both front axles.
Paul’s summary is correct – the 4×2 tractor unit and 2 axle semi-trailer (what we call articulated trucks) took over from the 4-axle trucks in the 60s, also supplanting draw bar trailers.
Nowadays, this configuration is pretty much limited to constriction and bulk products, such as the red Atkinson unit shown, though there are occasional uses in hauling bricks for example
Roger, Thanks for this great look at some of my favorite truck. I’ve had a fascination with older classic trucks from the UK since being a little kid, and some of my oldest vehicle books are about them. Love their very distinct and colorful styling, and the names too, ERF, Scammel, etc. Like oversized kid’s toys.
Now we need us a post on Britain’s steam lorries!
hi Paul,
I’ve got some photos, but there’s a bit of research required before it’s a CC post
And you’re using the English word “lorries” instead of trucks!
I don’t know for sure, but I think this is the UK’s absolute bestseller when it comes to trucks: the 1965-1981 Ford D-series. Man, these things were really everywhere in its days. What a superb all-rounder for such a long time! This tractor has a Cummins, obviously. (Photo: Wikipedia/Norbert Schnitzler)
Ford D series and TK Bedfords were the mainstay of NZs short haul industry at least with the Ford the cab tilted for repairs the Bedford cab was fixed and had to be removed.
One minor thing The Cresta engine 3.3 was only used on the light weight JO Bedford from J1 upwards the 214 cube petrol 6 was installed or a diesel option the JO even used the Cresta 3speed column shift.
This was the D-series’ successor in 1981, the Ford Cargo series. Again, a very popular all-rounder.
A 35-year old design. They could still introduce it now without looking completely outdated.
Ford rebadged Nissans for downunder sales and still called them a Ford Cargo most tractors here are tandem drive single screw seems a European trait.
I’ve seen a few ‘real’ Ford Cargos, I remember hearing they had a fairly fundamental problem that soon made them unsellable. It might have been overheating, I’m not sure.
The other Ford truck commonly seen (other than L-series) was a Mazda-clone Trader, I can’t say I’ve seen a Nissan based one.
I drove concrete mixer Nissan/Ford/UD not very many about now but it was very old(90s) truck.
The Cargo… spiritual father of the Eurocargo.
Still in production (heavily facelifted) in Brazil.
Interesting how Ford for the same timeframe made the C-Series for North America, but I’d venture that almost nothing interchanges.
You’re probably right. Apart from the completely different cab Ford UK also had its own line of 4 and 6 cylinder diesel engines for the D-series. The V8 diesels came from Cummins and Perkins.
(The “Ford V8” in the brochure and manual was actually the Perkins engine.)
I am not sure I’ve seen a C-series, but they look to be a larger cab than a D-series which is about the same as an Isuzu NPR (not the narrow version).
This is fun to see and read. Mr. Roland Sparling from Oxford UK scanned a 1979 D-series Operators Manual and put it here, from top to bottom:
http://www.hcvc.com.au/forum/YaBB.pl?num=1291549681
Thanks for this, especially for the great pictures. Of course we had a lot of Fords and Bedfords, but you could only see the others in the UK. Or when a UK-driver crossed the North Sea.
The Scammell Crusader is my favorite. It looks like something you could drive to hell and back. The English can really design distinctive cabs, something that stands out. The big ones often had such a timeless and clean design.
Nearby truckmaker FTF had their cabs made by Motor Panels. No more FTF trucks since the mid-nineties. Is Motor Panels still around ?
Baby JO Bedford the CA/EIP wheels identify it as the light weight version similar carrying capacity to a F100. Most of these met their fate as high speed Tow trucks fast enough to arrive and chain on to secure the tow and wait for something with more capacity to drag the wreckage away with a Velox/Cresta diff head these can get sedan performance with J1s and up a smallblock Chev simply bolts in
Something looked so familiar about the sage green and white Bedford TJ…after inspecting it for a few minutes I decided that the doors are exact replicas of those on a 1953 Chevrolet truck cab. Nothing else is the same – the windshield is half again as large, and the front axle is set back – but those doors certainly give it the GM look. Hardly surprising, I suppose….
It’s surprising they stuck with the 1950s look after it became export-only in the ’70s rather than just importing current Chevy/GMC cabs and exporting them right back out mounted on chassis.
Changing anything in that period would have cost money they did not have, besides it still worked! If anything, the continuity would have been appreciated in the field where they were sold.
Bedford was always a British Chevrolet but with full pressure oiling we saw the similarity once before with an A series Bedford i shot but heres another
Also from the GM stable, a 1959 Opel Blitz. (Photo: Wikipedia)
Just in case anyone cares the little JO is now on the cohort.
A lot of familiar lorries here,I was a warehouse clerk/fork lift truck driver from 1986 to 91.We had an old Foden tractor unit to shunt trailers round.Our coal man used to deliver to us with a Bedford TK in the 60s.
There were some Bedford MKs? in the Calgary Kijiji last year. Ex British Army I guess from one of the bases.
My personal favourite big British
trucklorry is the insane Thornycroft Mighty Antar. Originally designed for oil exploration purposes in the Middle East, most were picked up by the Army and RAF for heavy haulage purposes. It was finally replaced by the Scammell Commander in the mid-Eighties. It’s powered by a Rolls-Royce engine, either a 18.4L Meteorite (2/3 of a Meteor, developed from the Merlin) gas engine or a 16.2L C-series diesel locomotive engine. The picture is of an RAF Mk.3 diesel; it was a similar Mk.3 that was used as Jill’s rig in the movie Brazil.