KARRIER MODELS
Karrier
The LMS “Ro-Railer”
I have been researching and lecturing on the Stratford upon Avon
and Midland Junction Railway
for over forty years. It is incredible how many times I am asked
about the “Ro-Railer”. This vehicle
only served in revenue service for a few weeks. It has taken on
almost mythical status and
although it deserves a place in history its main contribution to
Stratford is that it put the station at
Old Town and the LMS railway as an alternative route clearly in
front of a much wider public than it
had ever previously enjoyed. Not since the days of the “Harvard”
special trains in the pre Great
War era did so many people crowd onto the “other” Stratford
station as on the morning of 23
rd
April
1932. I estimate that more photos were taken of the Ro-Railer
(and certainly more survive) than of
any other ex SMJR line subject. If only the unique Fairlie
engine had enjoyed similar status! This
short volume has been edited over the years as new data has come
to light. It draws together
information that appears in many sources elsewhere. A complete
list of my Stratford area railway
references is published in my main railway volume.
The Stratford upon Avon and Midland Junction Railway and the LMS
Railway that took it over in
1923 made various attempts over the years to offer a through
connection between Stratford and
London. The rival GWR route with a change at Leamington Spa was
longer than either the
Stratford - Marylebone or Stratford - Euston possibilities that
existed using the SMJ route. In the
early 1900’s a through service was provided by a coach that was
worked over the SMJ line before
being attached to a Great Central Railway London service at
Woodford. This involved the coach
being “trip worked” from Byfield to Woodford and back. Its
progress over the SMJ line to Stratford
was slow because it was attached to a normal all stations
stopping train. The Railway “grouping” of
1923 put the Great Central Railway in the LNER camp with the SMJ
becoming part of the LMSR.
This really ended any future cooperation on through coaches via
Woodford. The “gateway” from
the SMJ line to London had always been via Woodford because when
the GCR London extension
was built the need to generate traffic was paramount and the
layout at Woodford took account of
interchange traffic with the SMJR. The LMS could direct traffic
to its West Coast Main Line at either
Blisworth or Roade. The connection at Roade had never been fully
utilized even for freight but the
interchange at Blisworth was one of the better used parts of the
ex SMJ system and although
passengers would need to walk through to the main platforms a
reasonable connection to the
capital could be achieved. The authors of the various books on
the SMJ have never effectively
explored why the Roade connection was not developed for
passenger through traffic. In mileage
terms it was very attractive but the most plausible explanation
is that the LMS (and LNWR before
it) did not want to stop express trains at a relatively
unimportant station to attach/detach through
coaches of dubious commercial benefit to them. Some authors have
suggested that the track
layout at Roade dating from the 1840’s and the lack of a
shunting engine at all times were also
considerations.
During the 1920’s competition from road transport was becoming a
big problem for all of the
railway companies and they explored ways of cutting costs and
developing new traffic on loss
making lines. The LMS were aware that Stratford upon Avon was an
increasingly important
destination with the attractions of the “new” theatre and their
own investment in the Welcombe
Hotel. Ways of providing a passenger service of reasonable
journey time were considered and it
was decided to trial a new concept of vehicle that could run on
both rail and road. If successful this
would have great potential to win traffic for lightly used
lines. In the case of the Stratford service it
would be possible to convey passengers and their luggage
directly to and from the Welcombe
Hotel via the SMJ line as far as Blisworth where with just one
change of train they would be
conveyed directly to Euston. The journey time would be enhanced
by the vehicle running non-stop
from Blisworth to Stratford although the constraints of a
difficult single track line often meant waits
at Towcester and Kineton.
The LMS Ro-Railer UR7924 was ordered by the LMS carriage
division at Wolverton in Feb 1931.
The supplier Karrier Motors of Huddersfield was a surprise to
some as they were running down
their bus production having earned a poor reputation for
reliability in the 1920's. The chassis was a
standard Karrier Chaser powered by a 6 cyl engine with a max
rating of 120hp. The Chaser was
the last serious bus design by Karrier. The body was built by
Cravens to their B26C design and
featured 14 front facing seats in the forward vestibule and 12
longitudinal seats in the rear smoking
saloon. Luggage space was provided on the roof or by folding up
some of the seats in the rear
vestibule. It weighed 7tons 2cwt and was fitted with railway
sanding gear, lamp irons and
emergency drawgear for locomotive haulage. Loco haulage was
limited to 20mph although apart
from the presumed rescue on its demise there is no record of
loco haulage taking place. The
pneumatic road wheels and traditional flanged rail wheels were
mounted on a manually set
eccentric arrangement and could be switched from road to rail in
under five minutes by one man
whilst the vehicle stood over a sleepered crossing. The
technical arrangements are dealt with fairly
comprehensively in most of the books that have been published
about the ex SMJR line.
After delivery and acceptance at Wolverton it was put on trial
on the Hemel Hemstead –
Harpenden branch where it was photographed in late 1931 by H C
Casserley. In an attempt to gain
publicity the LMS decided to allocate this first experimental
vehicle to the ex SMJ section and the
service was launched at Stratford upon Avon on 23rd April 1932.
This is an important day for the
town as it is the birthday of William Shakespeare and there
would be many influential people and
pressmen around on the day. As previously mentioned the LMS had
converted a mansion at
Welcombe into a Hotel and the Ro-Railer was charged with
conveying passengers directly to it
without the need to transfer themselves or their luggage at the
railway station. There was a minor
skirmish with an omnibus company who held the local carriage
license and objected to the LMS in
effect providing a service on their territory although they did
not offer a route from Stratford LMS to
the Welcombe hotel! This was resolved by the LMS agreeing to
charge a flat rate fare of sixpence
(6d) for any intermediate fare stage if passengers were picked
up in the town. There were few
takers.
The Ro-Railer suffered from the same problems as many early road
bus conversions to rail in that
it was too light for efficient rail adhesion particularly on a
line like the ex SMJ which had the
gradient profile of a switchback. It struggled to maintain
progress uphill and was then driven hard
on the downhill to compensate. (The author experienced a very
similar vehicle still in use in Chile
in 1993 and the ride qualities were not for the faint hearted!)
The lack of effective suspension and
springing meant that the hammer blow from rail joints and
crossings was transmitted to both
machinery and occupants. Early failure of some vital part was
inevitable and after a few weeks of
operation the Ro-Railer broke a front axle component whilst in
service near Byfield. It was removed
to Wolverton and never used again as a rail vehicle although the
fact that its road registration was
renewed for a number of years after suggests disposal for use as
a road vehicle. The LMS did
have plans to order more including goods/passenger convertible
versions for branch line use.
These plans were abandoned by virtue of a short minute at an LMS
board meeting in late 1932.
In view of its novelty and the launch on 23rd April there is a
wealth of photographic material of the
vehicle. In addition to the railway coverage the odd shot of it
on the streets of Stratford keeps
coming to light as residents come forward with a photo taken by
a relative of this “unusual vehicle”
as the local paper had described it. Apart from Casserley's
efforts not too many photos of it exist
outside of the Stratford area or in any other SMJ line station.
The launch of the service drew a
large gathering of contemporary railway enthusiasts many of who
can be seen in the photographs
that have been well published over the years. Some cine films of
the vehicle have survived and at
least one copy is held in the archive collection administered by
Rob Foxon of Leicester.
One Ro-Railer story that has recently surfaced was that it was
alleged to have been sent out to
substitute for an unavailable loco and coach on the Stratford -
Broom Junc scheduled service one
day. The turntable at Broom was unavailable (the East to West
connection forming a triangle was
10 years in the future) so the Ro-Railer returned backwards!
J R Jennings SMJR line archivist. Any info, anecdotes or photos
welcome 01455 209125. Last
update to this volume 3/2005.
Karrier is a marque of car and commercial vehicle, the origins of
which can be traced back to Clayton and Company, a 1904 company founded by
Herbert and Reginald Clayton from
Huddersfield,
West Yorkshire,
UK. In 1908, they
started making Karrier cars and in 1920 changed the company name to Karrier
Motors Ltd. It also produced buses and in latter years, especially during
the Second World War, trolleybuses, notably the Karrier 'W' model.
Colt, Cob and
Bantam
In 1929, Karrier started production of the "Colt" three-wheeler as a
dustcart chassis for Huddersfield Corporation. In 1930, this was developed
into the "Cob" tractor to haul road trailers for the
London, Midland and Scottish Railway. The "Cob" was similar to the
Scammell
Mechanical Horse. In the mid-1930s, the "Cob" range was supplemented by
the four-wheel "Bantam".
Takeovers and
mergers
Rootes Group
After takeover bids in 1934, the
Rootes Group
acquired Karrier and moved production to
Luton, closing the
Huddersfield operation. In the late 1950s and 1960s, some Karrier vehicles
were fitted with the iconic Rootes
TS3 two-stroke opposed
piston diesel engine. Other engines used in this period include
Humber Hawk 4-
cylinder petrol engines (L-Head and OHC),
Humber Super Snipe
6-cylinder (L-Head and OHV) and
Perkins Diesels.
At Luton, the only designs carried over from the previous era were the
three wheeler and the six-wheel trolleybus chassis.
The trolleybus business became integrated with that of
Sunbeam
following its absorption into the Rootes group. In 1946 the trolleybus
operations and the Wolverhampton trolleybus line was sold to Brockhouse Ltd,
who in 1948 sold it to Guy
Motors.
Under Rootes ownership, Karrier trucks were generally smaller size than
their sister, Commer brand, with "Bantam" models using 13-inch and
"Gamecock" models using 16-inch wheels, to give lower loading height. Partly
because of this, they were particularly popular with local authorities for
varied applications, including highway maintenance tippers, refuse
collection vehicles and street lighting maintenance tower wagons. Karrier
trucks and chassis were also popular with airport operators and airlines for
baggage handling trucks, water bowsers and toilet servicing.
Dodge (UK)
The Dodge Brothers
company came to the UK in 1922 and began importing
United States Dodge
knock-down kits to
build in the UK at a production line in
Park Royal,
London. Eventually,
production was moved to the
Chrysler plant at Kew;
Dodges built there were known as "Dodge Kews". During the Second World War
this factory was part of
London Aircraft Production Group and built
Handley Page
Halifax aircraft assemblies.
In 1965, production moved to
Dunstable where
Commer, Dodge (UK) and
Karrier were all brought together.
Chrysler Europe
By 1970, the Rootes Group had been taken over (in stages) by
Chrysler Europe,
with support from the
British Government
which was desperate to support the ailing
British motor
industry. The Dodge brand (also used by Chrysler in the USA) began to
take precedence on all commercial models. The last vestige of Karrier was
probably in the Dodge
50 Series, which began life badged as a (Chrysler) Dodge but with a
Karrier Motor Company VIN (vehicle identification number) plate.
Peugeot and Renault
Chrysler eventually gave up on UK operations, selling the business to
Peugeot. The new owner
had little interest in heavy trucks and the factory was then run in
conjunction with Renault Véhicules Industriels, (then part of
Renault (though now
Volvo). The combined
company used the name Karrier Motors Ltd,[1]
although the vehicles took on Renault badges and were sold through
Renault Trucks
dealers. Renault had been keen to secure a UK manufacturing operation for
engines for its own models, and did relatively little to market or develop
the British designs, favouring its existing French range such as the
Renault Master.
The end of the Karrier name could not be far off; eventually, Renault
severed ties with Peugeot[citation
needed] and introduced a Renault Truck Ind. or Renault
Vehicles Ind. VIN plate.
The Karrier trademark is still in the possession of Peugeot, and it is
not uncommon for vehicle marques to be reinstated.
Ro-Railer
Karrier is a marque of car and commercial vehicle, the origins of which can
be traced back to Clayton and Company, a 1904 company founded by Herbert and
Reginald Clayton from Huddersfield, West Yorkshire, UK. In 1908, they started
making Karrier cars and in 1920 changed the company name to
Karrier Motors Ltd. .
Karrier, like Commer, produced a design for World War I trucks.
Karrier was, after a
couple of takeover bids, acquired by
Rootes Group in 1934. In Rootes’ standard fashion, production was quickly
moved to Luton, where a new assembly area was built, and Hudersfield was closed;
the model range was reduced to avoid competition between Commer and Karrier, and
shared components were sought out.
By 1970 the Rootes Group had been taken over (in stages) by Chrysler Europe,
with support from the British Government which was desperate to support the
ailing British motor industry. The Dodge brand (also used by Chrysler in the
USA) began to take precedence on all commercial models. The last vestige of
Karrier was probably in the Dodge 50 Series, which began life badged as a
(Chrysler) Dodge but with a Karrier Motor Company VIN (Vehicle Identification
Plate) plate.
Chrysler eventually gave up on UK operations, selling the business to Peugeot.
The new owner had little interest in heavy trucks and the factory was then run
in conjunction with Renault Vehicules Industriels, (then part of Renault (though
now Volvo). The combined company used the name Karrier Motors Ltd[1], although
the vehicles took on Renault badges and were sold through Renault Trucks
dealers. Renault had been keen to secure a UK manufacturing operation for
engines for its own models, and did relatively little to market or develop the
British designs, favouring its existing French range such as the Renault Master.
The end of the Karrier name could not be far off; eventually Renault severed
ties with Peugeot and introduced a Renault Truck Ind. or Renault Vehicles Ind.
VIN Plate.
The Karrier trademark is still in
the possession of Peugeot, and it is not uncommon for vehicle marques to be
reinstated. Read more: Karrier - Wikicars Under Creative Commons License:
Attribution
Karrier Motors started life in 1904 in Hudersfield as Clayton and Company. In
1907, they started making Karrier cars, and in 1920 changed their name to
Karrier Motors Ltd; they evolved into truck and bus chassis builders, with
municipalities being major companies.
Karrier’s early vehicles were designed to be tough, no-frills vehicles, built
to have large load spaces, short length, and a powerful engine to tackle
Yorkshire hills. The first public service vehicle to climb Porlock Hill,
Somerset, was a Karrier bus with 21 passengers and a 50 horspeower engine.
Early on, Karrier, like Commer, produced a design for World War I trucks, and
many were built before 1914; during the war, 2,000 more were made for the
military. After the war, Karrier gained a new factory and a new range of
vehicles, and by 1924 was making 17 different models; pneumatics were first sold
in 1924 on a 25-cwt chassis, and in 1926, the first purpose-built passenger
chassis was made. The chassis were progressively improved, gaining pneumatic
tires and having excess weight excised.
During the late 1920s, Karrier build numerous six-wheel chassis, two of which
were the first vehicles of any kind to make a circuit of Australia, running for
22 weeks through 11,000 miles of harsh terrain, running on schedule. In 1927,
the Super Safety Six Wheel Coach was launched; in 1928, the Karrier-Clough Six
Wheel Trolleybus followed. The KWF6, a rigid six-wheeler engineered for use “in
the colonies” and for hard road work, had an eight-ton payload with single sets
of wheels on each of three axles.
In 1930, Karrier produced a “mechanical horse” design, the Karrier Cob,
engineered jointly with the London Midland & Scottish Railway for package
delivery; it was powered by a two-cylinder Jowett engine, and could couple with
horse-drawn trailers with the shafts removed. The London and North Eastern
Railway had the same idea, and turned to Scammell Lorries, which developed a
similar concept but with an automatic couple/uncouple system for trailers;
Scammell appears to have first used the term “mechanical horse,” in 1934 (they
would later use Perkins diesels, followed by the same Leyland OE160 used by late
Karrier Bantams).
The Colt, launched in 1931, was a similarly designed tractor version, a
two-ton three-wheel tractor, also powered by the Jewett horizontally opposed
flat two-cylinder engine, with the “Colt Major” providing four cylinders.
Karrier also created the “road railer,” which had one set of wheels for roads
and another for railroad tracks, and later developed a two-ton truck called the
Bantam, a good seller particularly with parcel carriers such as British Rail.
Its coupling was compatible with the Scammell system.
Karrier was, after a couple of takeover bids, acquired by
Rootes Group in
1934. In Rootes’ standard fashion, production was quickly moved to Luton, where
a new assembly area was built, and Hudersfield was closed; the model range was
reduced to avoid competition between Commer and Karrier, and shared components
were sought out. Karrier was now focused on three items, the Cob and Colt
three-wheel “mechanical horses” (just three Cobs are known to survive), the
Bantam (which could also be used as a mechanical horse), and the CK3 and CK6
chassis of three and six tonnes for municipal use. There were no visible
similarities between the two truck brands, hiding their common owner.
(Mechanical horses were lightweight, low-powered tractors usually used for local
delivery. Their appearance could be similar to standard chassis-cab trucks,
though many had three wheels.)
The Bantam started out with just 9 hp, raised to 18 hp via a Humber engine
after Rootes took it over.
By 1939, over 600 municipalities used Karrier vehicles; the company had close
relationships with aftermarket body builders, who made garbage collectors, tower
wagons, and gully emptiers, as well as a left-hand-control road sweeper (a
Karrier branded item based on a Commer chassis) and ambulance (also branded by
Karrier but based on a Commer van).
During World War II, there were separate designs for the two trucks; Karrier
made cross-country four and six wheeled trucks. Overall, 10,000 Karrier trucks
were used by the military during the war.
Around 1949, the Karrier Bantam switched to a cast aluminum raidator shell,
replacing pressed metal. In 1952, the Bantam was updated with a new cab and
Perkins diesel engine, and the CK3 was replaced by the Gamecock (seen above on a
historic journey
from
South Africa to London); this had a new cab similar to Commer’s forward
control cabs. The Karrier Bantam lasted through 1970, using a 3-ton coupling
gear.
Bigger garbage trucks demanded bigger chassis, and Karrier supplied its
Transport Loadmaster based on the Commer QX. A new engine, the TS3, was launched
in 1954 by Rootes, using three cylinders and six pistons, designed as a military
multi-fuel diesel engine but available in relevant Karriers.
A major success was the
Spacevan, launched in 1960 as the 1500, renamed PA, then renamed PB,
and later given its final name. Sold as both a Commer and Karrier, the Spacevan
had a diesel early on, with automatic transmissions coming in 1965 and a 1-ton
payload version coming in 1962. The Spacevan was a major success, and was
restyled in 1978.
In 1965, due to increased demand, production moved to Dunstable, where Commer
/ Dodge and Karrier were all brought together (Luton was refitted as a
transmission plant.) The Dodge badge was used more and by the mid-1970s, it was
on all Commer / Karrier / Dodge vehicles. By then, Rootes Group had been
acquired by Chrysler.
The 50 series was the result of subsidies by the British goverment in
1975/76, giving Dodge / Karrier / Commer a boost in developing a 3.5 to 7.5
tonne range of vehicles to help keep the UK truck building business on an even
keel. It came out in 1979, badged as a Dodge but with a Karrier nameplate, just
in time for Peugeot's acquisition of Chrysler Europe, which included Rootes and
Simca. In January 1980, all Commer / Karrier / Dodge vehicles officially became
Talbot. Peugeot had no interest in truck building and sold it on to Renault in
1981; but for 1980, the 50 series was still badged as a Dodge under the Talbot
name.
In 1983, it switched to being sold as a Dodge under the Renault name, and in
1985 the Renault logo joined the nameplate; but the Dodge name was retained
until 1987, when the trucks were replaced by the New 50 series, badged as
Renaults only. Due to poor sales, the entire line was shut down in March 1993,
with the line becoming the UK distribution center for French-built tractor
units. The production line was taken away in 1994 by a Chinese group, and
presumably Dodge medium duty trucks are now being produced in China. (For more
details, see dodge50.co.uk.)
Karrier Motors
The firm of
Karrier Motors at Huddersfield builds commercial vehicles. It was
established in 1920, owns extensive modern works and is one of the leading
concerns in the industry. The capital is £650,000 and 2,000 men are employed in
making motor lorries of all types, and also road-sweeping machines.
General
1920 The Karrier name was first used by
Clayton and Co who formed Karrier Motors
1927 See
Aberconway for information on the company and its history
In 1929 Karrier started production of the "Colt" three-wheeler as a dustcart
chassis for Huddersfield Corporation.
In 1930 this was developed into the "Cob" tractor to haul road trailers for
the London, Midland and Scottish Railway. The "Cob" was similar to the Scammell
"Mechanical Horse".
1931 In partnership with the
London, Midland and Scottish Railway they developed a three-wheeler to
replace the horse. This was based on a
Jowett 7hp
engine and was produced until 1938.
1934 Financial difficulties and bought by Humber
1934 Purchased by
Rootes
Securities.
[1];
moved production to Luton, closing the Huddersfield operation.
In the mid-1930s the "Cob" range was supplemented by the four-wheel "Bantam".
WW2 Produced Army lorries and did munitions work.
Postwar: the Sunbeam and Karrier trolleybus operations were
sold to
J. Brockhouse and Co and soon after these were sold to
Guy Motors.
1948 Resumed production of Bantam 30cwt and 2ton models and the CK3 in
the 3-4ton range.
1950 Introduced the Gamecock with underfloor engine and a steel cab
identical to the
Commer.
In the late 1950s and 1960s some Karrier vehicles were fitted with the
inconic Rootes two-stroke opposed piston diesel engine, see Commer. Other
engines used in this period include Humber Hawk petrol engines (L Heand and OHC)
and Perkins Diesels.
1963 The Bantam was updated.
1973 The company passed to
Chrysler
and was later merged with
Dodge Brothers.
They made Economist buses and these were for sale in Yorkshire by
Stagg and Robinson.
Buses
1928 They produced the three-axle E6 trolleybus
1930 Introduced the E4 trolleybus
1932 Karrier's Ro-Railer was a hybrid single decker bus capable of running on
both road and rail. It was introduced in 1932 and tested by the London, Midland
and Scottish Railway but it was not a success
Pre WWII they produced the WL6 bus.
1942 Introduced the Karrier W trolleybus
After WWII they produced a 14-seat chassis with a four-cylinder Commer engine
and in 1960 this was replaced by a Standard engine.
| MODEL |
SEATS /CWT |
HP |
WHEEL BASE |
PRICE |
DRIVERS POSITION |
REMARKS |
|
|
| AUTOCRAT |
|
|
|
|
ALONGSIDE ENGINE |
FOUR WHEELER |
6 TONNER |
|
| BANTAM |
|
|
|
£250 |
ALONGSIDE ENGINE |
FOUR WHEELER |
2 TONNER |
|
| C |
|
|
|
|
|
|
|
DORMAN ENGINE |
| CL |
|
30-48 |
|
|
|
FOUR WHEELER |
|
|
| CL4 |
26 |
32-45 |
15'-6'' |
£780 |
BEHIND ENGINE |
|
FOUR CYL ENGINE |
|
| CL6 |
32 |
38-56 |
15'-8'' |
£935 |
ALONGSIDE ENGINE |
SIX WHEELER |
|
|
| CHASER-SIX |
35 |
65-110 |
|
|
ALONGSIDE ENGINE |
|
SIX CYL ENGINE |
8 MPG |
| CK |
|
|
|
|
|
|
|
|
| CK3 |
|
|
|
|
ALONGSIDE ENGINE |
FOUR WHEELER |
REFUSE COLLECTOR |
|
| CK6 |
|
|
|
|
|
|
6 TONNER |
|
| CLIPPER |
40 |
65-110 |
|
|
ALONGSIDE ENGINE |
SIX WHEELER |
SIX CYL ENGINE |
8 MPG |
| COASTER |
26 |
|
|
|
|
|
|
|
| COB |
75-85CWT |
7-17 |
|
£195 |
|
TRACTOR TRAILER |
2-5 TONNER |
|
| COB6 |
|
|
|
|
|
TRACTOR TRAILER |
6 TONNER |
|
| COB JUNIOR |
|
|
|
|
|
THREE WHEEL |
|
|
| COB MAJOR |
110CWT |
10-27 |
|
|
|
TRACTOR TRAILER |
|
|
| COLOSSUS |
265CWT |
60-82 |
|
|
|
SIX WHEELER |
11 TONNER |
OIL ENGINE |
| COLT |
50CWT |
7-17 |
|
£245 |
|
THREE WHEELER |
2.5 TONNER |
|
| COLT MAJOR |
50CWT |
10-27 |
|
|
|
|
|
|
| CONSORT |
68 |
65-110 |
|
|
ALONGSIDE ENGINE |
SIX WHEELER |
SIX CYL ENGINE |
5.5 MPG |
| CONSUL |
155CWT |
60-82 |
|
|
|
|
|
|
| CUTTER |
20 |
|
|
|
|
|
|
|
| CWY |
75CWT |
31-47 |
13'-0'' |
£595 |
|
|
3 TONNER |
|
| CY2 |
50CWT |
31-47 |
12'-6'' |
|
|
FOUR WHEELER |
|
|
| CY3 |
65CWT |
31-47 |
|
|
|
|
|
|
| CYR |
65CWT |
31-47 |
|
|
ALONGSIDE ENGINE |
FOUR WHEELER |
|
|
| DD6 |
66 |
|
|
|
|
|
|
|
| DD6/1 |
72 |
|
|
|
|
|
|
|
| DEPENDER |
|
|
|
|
|
TRACTOR TRAILER |
5 TONNER |
OIL OR PETROL |
| E4 |
|
|
|
|
|
FOUR WHEELER |
TROLLEYBUS |
|
| E6 |
|
|
|
|
|
SIC WHEELER |
TROLLEYBUS |
|
| ELECTOR |
|
|
|
|
|
SIX WHEELER |
6 TONNER |
OIL OR PETROL |
| FALCON |
|
|
|
|
ALONGSIDE ENGINE |
FOUR WHEELER |
|
14 MPG |
| FM6 |
120CWT |
41-65 |
|
|
|
|
|
|
| GAMECOCK |
|
|
|
|
|
|
|
|
| GH4 |
95CWT |
41-68 |
|
|
|
|
|
|
| GH5 |
120CWT |
41-68 |
|
|
|
FOUR WHEELER |
5 TONNER |
OIL OR PETROL |
| GYR |
|
|
|
|
ALONGSIDE ENGINE |
FOUR WHEELER |
2.5 TONNER |
|
| H |
26 |
|
|
|
|
|
|
|
| K |
|
|
|
|
|
|
3/6 TONNER |
|
| K4 |
|
|
|
£880 |
|
|
4 TONNER |
|
| K5 |
160CWT |
60-82 |
|
£950 |
|
|
6 TONNER |
|
| K6 |
280CWT |
60-82 |
|
£1260 |
|
|
12 TONNER |
|
| K7 |
160CWT |
60-82 |
|
|
|
|
|
|
| KL |
32 |
|
|
|
|
|
|
|
| JH |
|
|
|
£715 |
|
|
3.5 TONNER |
|
| JKL |
32 |
43-52 |
15'-10'' |
£900 |
ALONGSIDE ENGINE |
|
FULL EQUIPMENT |
|
| KW6 |
|
|
|
|
|
SIX WHEELER |
8 TONNER |
|
| KWF6 |
200CWT |
60-82 |
|
|
|
|
|
|
| KWR6 |
180CWT |
60-82 |
|
|
|
|
|
|
| M6 |
120CWT |
41-68 |
|
|
|
|
|
|
| MONITOR |
50 |
|
|
|
|
|
|
|
| PROCTECTOR |
75CWT |
|
|
|
|
FOUR WHEELER |
4 TONNER |
OIL OR PETROL |
| ROAD RAILER |
|
|
|
|
|
|
|
|
| RM6 |
120CWT |
41-65 |
|
|
|
|
|
|
| RSC |
|
|
|
|
|
FOUR WHEELER |
ROAD SWEEPER |
|
| TT |
260CWT |
31-47 |
|
|
|
|
|
|
| VICTOR |
65CWT |
31-48 |
|
|
|
|
|
|
| W |
|
|
|
|
|
FOUR WHEELER |
TROLLEYBUS |
|
| WL |
|
|
|
|
ALONGSIDE DRIVER |
SIX WHEELER |
|
|
| WL6 |
43 |
50-80 |
17'-6'' |
£1275 |
ALONGSIDE ENGINE |
SIX WHEELER |
SIX CYL ENGINE |
|
| WL6/1 |
40 |
|
|
|
ALONGSIDE DRIVER |
SIX WHEELER |
|
|
| WL6/2 |
68 |
50-80 |
17'-6'' |
£1375 |
ALONGSIDE ENGINE |
SIX WHEELER |
FULL EQUIPMENT |
|
| WO4 |
|
|
|
|
BEHIND ENGINE |
FOUR WHEELER |
|
|
| WO6 |
|
|
|
|
BEHIND ENGINE |
SIX WHEELER |
|
|
| Z |
14 |
|
|
|
|
|
1 TONNER |
|
| ZA |
|
|
|
|
|
|
1.5 TONNER |
|
| ZX |
20 |
30-48 |
14'-0'' |
£620 |
BEHIND ENGINE |
FOUR WHEELER |
|
|
| |
|
|
|
|
|
|
|
|
| SUPER SAFTY COACH |
|
|
|
|
BEHIND ENGINE |
SIX WHEELER |
|
|
| |
|
|
|
|
|
|
|
|
| |
|
|
|
|
|
|
|
|
SUPER SAFTY COACH