Heritage Commercials Magazine - capturing the spirit of vintage days

Classic Truck: Heavyweight Star

If you are hoping to read an in-depth report of how a vehicle has been meticulously restored then this isn’t the story for you because – truthfully – F300 PHN has never been restored. However, if you want to enjoy an unashamed appreciation of the life and times of what will always be the last ever heavy haulage production of Scammell’s finest creations, then this is precisely what you are going to get.

There are still many of us wearing a psychological black arm band to mourn the demise of Scammell, even though it’s now 22 years since the Watford works were closed. Yes, we know that Leyland DAF did produce a batch of Scammell badge carrying refuelling tankers for the RAF in the early 1990s. And of course Unipower tried their best to keep the magic of Watford’s mystique alive by building some heavyweight vehicles of their own. But after failing to pick up the MoD tank transporter contract (to build the replacement for the Scammell Commander) their efforts quietly faded away.

Of course, there are still a huge number of Scammells spread all over the world busily working away even though – in truck parlance – they may be now classed as ancient. It was part of the grit, which Scammell built into their vehicles that strength – and long life – was almost guaranteed. And while the subject of this flowery prose is (currently) no longer listed as a working horse, I honestly feel there is still a huge amount of working capability left in this hunk of metal.

FODEN NUT

As its current custodian (as he phrases it) Gary Grysa hopes the S26 is long kept in its current original Econofreight livery and condition. But I reckon there are many heavy haulage operators who would love to slap a fresh coat of paint on this 300 tonner and set it back to work. So be warned Gary - once the world discovers what ability is resting in sleepy Lincolnshire, a torrent of offers may fall on your mat hoping you’ll sell it on.

Gary may be persuaded to sell ‘Evening Star’ because in his heart he’s a dedicated Foden nut. He might try and tell you he also has a passion for heavy haulage and the showman’s scene but don’t let him fool you. Back in 1993, Gary, his wife Maggie and Kevin Upson were the driving force behind the creation of the Foden Society, which is still very strongly supported. During the ‘90s, Gary could also be seen piloting his distinctive ex Gavin Wilkie Foden S18 eight wheel heavy hauler SGG 6 in the livery of Pickfords, which was a head turner wherever it went.

However, over the last two decades, a number of personal reasons meant the Woburn based Gary & Maggie had to gradually change their business and lifestyle. The upsurge of the Internet meant Gary could do a lot of his selling business on line so about 10 years ago, the Grysa clan decided to head north and re-locate in the glorious Wolds of Lincolnshire. “Over the time, I’d also sold all my vehicles,” said Gary, “then about five years ago, I was starting to miss not having one. So when I heard that Tony Jordan might be selling off some of his heavy haulage collection, Maggie & I made arrangements to see him.”

The Leicestershire based Tony Jordan is another well-known name on the preservation scene and while some of the vehicles he’s bought have been restored, ‘Evening Star,’ wasn’t one of them. And Tony (and the rest of us) have to thank Paul Hammond for hearing about this special Scammell being perhaps for sale – or it may have been cut up. “I was at the Banbury Show in 2003,” recalls Paul, “and I just happened to overhear some people talking. They mentioned that ALE was going to cut up and scrap some old ex Econofreight vehicles. At the time I was very interested in trying to get an ex Econofreight Volvo so I rang ALE and asked if I could come up and look at what they were disposing of. I don’t think they wanted to sell the vehicles to another haulier but when I explained about being in the preservation world, they were very interested.”

Paul spoke to Tony Jordan and the pair went to Stafford where they were given the guided tour: “Tony was keen to buy the two Scammell S26s they had there but they were non-runners,” said Paul. “So, in the end he made an offer for four motors (one of which would be for me) and the ALE owner accepted the deal.”

It was about three years later that Gary & Maggie stood in Tony’s yard contemplating which vehicle to buy. “Tony had the two big Scammell S26s at that time,” said Gary. “Of the two, the ‘B’ reg ‘Prince Harry’ had a slightly bigger cab but that one was left hand drive and I didn’t fancy it. But really it was the story behind the name of ‘Evening Star,’ and the fact it was the last of its kind to be made at Scammell which attracted us both to it.”

And after a short test drive, the pair agreed it was for them: “I think Maggie was even keener than me to buy it,” recalls Gary. While Maggie adds: “I don’t think Tony really wanted to sell it because he told us to get it out of the yard quickly before he changed his mind.”

When he sees this story, Tony might well rue that decision, as the history to the working life of this vehicle and the background to its original owners is certainly an interesting one.

BLUE AND WHITE RULES

The story of Econofreight is certainly a long and changeable one but it’s one we intend to do justice to – at length – in later issues. But by 1986, the drive of company managing director Tom Llewellyn had seen Econofreight become the dominant force on the UK heavy haulage scene following the merger with Sunters & Wynns into Econofreight United Heavy Transport.

In 1987, Mike Hetherington was heavy haulage manager at the ex Wynns depot in Stafford and when he heard that the Midlands concern of Pountains Heavy Haulage were having a clearance sale of their equipment (after they had ceased trading) he decided to go and see what was on offer. Mike didn’t buy any vehicles then but he did buy a Scammell S26 ballast box body: “I thought the box might come in handy for us some time,” said Mike.“The box in question had been fitted to the gold coloured S26 Scammell demonstrator which had been around for a couple of years. Pountains hadn’t bought this tractor but they had ordered a brand new S26 – the truck which would be Evening Star.”

It was an early twist to this story, but had Pountains stayed in business, then the S26 may never have been painted in Econofreight’s colours. But when Tom Llewellyn was later offered the chance to buy this cancelled order, he was keen to take it. And when he heard it was to be the last ever, purpose built heavy haulage tractor to bear the Scammell name, he decided to run a competition to come up with a suitable name for it.

Through the pages of the Commercial Motor magazine on 2 June 1988, readers were invited to come up with suggestions and it was to be Mike Grant of Leighton Buzzard who was to suggest ‘Evening Star.’ As most steam loco buffs may be aware, ‘Evening Star was the name of the last steam locomotive built (number 92220) by British Railways. The loco was completed at the Swindon works in 1960 and as a strange coincidence, a similar competition had been held back for British Rail staff to suggest a name for the last of an era hauler.

The Econofreight ‘Evening Star’ took to the road on 1 August 1988 and was fitted with the ex Pountains/ex Scammell S26 demonstrator ballast box body. And from new, it was given to Tony Bullock to be its regular driver. This was another strange twist as Tony was a relative new boy with Econofreight and had only started there because – of course – he used to drive for Pountains and had only lost his job there when they ceased trading. So one could say he was probably destined to be driving this last ever Scammell heavy hauler – whoever had bought it.

Taking 22 years of hindsight, Mike Hetherington reckons the decision to allocate Tony to the S26 was a good one: “Tony was a quiet guy who just got on with the job,” he said, “and I soon realised he knew what he was doing. He showed empathy with the S26 and when he was driving, you knew it was being looked after.”

When new the S26 was also fitted with a fifth wheel coupling (it doesn’t have one now) and could be operated in either artic or ballast box form. “For road work on its own,” says Mike, “the S26 was great for 100-150 tonnes payloads. While compared to say the big, Mark 2 Scammell Contractors, the S26 was ideal because it was narrow, nimble, short and powerful.”

TEST DRIVE

When listening to Tony recall what ‘Evening Star’ got up to, you can easily understand why Gary Grysa and his wife Maggie could identify with the vehicle, even though running it doesn’t come cheap. And now ballasted to around 22 tonnes, the S26 only does about 5mpg. Gary naturally has to budget when and where he goes with it but a ‘must do’ event is the annual big steam fair in Dorset: “I think we’ve only missed going to Dorset once in the last 22 years,” says Gary.

On their trips down south, the S26 pulls a 1950s May Showman’s Living Van: “It’s a palace on wheels,” says Maggie. However, once on the Dorset show field, Gary loves the chance to hook up to the famous ex Pickfords girder trailer TM413. Complete with mock tank load, there’s probably about 90 tonnes of weight to pull through the drawbar and Gary can tell you that the S26 still handles it with ease.

I didn’t fancy pulling 90 tonnes but I did fancy a crack behind the wheel so we wandered off into the local sunny Wolds to try it out. Although it shares the same cab as the standard Leyland Roadtrain, the S26 is a lot higher off the ground so there is an extra step to help you up. All the controls drop easily to hand but one thing Gary does warn us about is how the ZF gearshift pattern is round the wrong way. So instead of pulling back towards you for top gear, you actually push the gear lever down to find that ratio.

Shifting the range change is done by knocking the gear lever sideways (and you hear the range alter). So with a suitable cog selected, we first lift our foot completely off the clutch pedal – yes with the hand brake still applied, if you want.

A torque converter is strange as in some respects it’s similar to an automatic transmission. So by releasing the handbrake and putting the gas on, we breeze into motion. The shifts are easy and we soon settle into eighth high (or sixteenth if you want to call it that). What is surprising is the Scammell is relatively quiet and the 22-year-old (non restored) cab has no squeaks or bangs. It’s still as tight as you like. Gary warns us that the steering lock isn’t that good but we reckon its fine as the view through the windscreen (and the mirrors) is top drawer. We are soon purring along at top speed and note that at 42mph, the rev counter shows 2,200rpm. This truck is built for pulling weight – and lots of it – and not for high speed.

However, it’s with great reluctance that we eventually ease back onto the Grysa estate and step down from the Scammell

I tell you, that was one wonderful experience. And Gary, I repeat my earlier warning. This is one peach of a motor, which would make a huge asset to any heavy haulier – anywhere in the world.