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News from John Andrews

1947 to 52


The November update of the website has raised interest amongst former pupils of the school and several have written to members of the Committee.   Their news and comments are reported here.

If you would like to contact any of our contributors, please email your request to a member of the committee.   We will then pass this on to the contributor.

Likewise, if you wish to make contact with a former pupil, please let us know and we will see if we can provide assistance.


John Holdstock (Editor)

JOHN ANDREWS REMEMBERS

5 YEARS FROM 1947 TO 1952

AT EALING COUNTY GRAMMAR SCHOOL  FOR BOYS


5 years at ECGSFB and how did I get there?

I had been at a reunion lunch in March this year with old working colleagues one of whom is an old boy although I did not know him whilst at school. It prompted me to explore the website and was pleasantly surprised to find it active. An attempt some years ago resulted in an apparently inactive period. This time I was so pleased to find a letter from a classmate, one Robert Holmes, plus a photograph of him taken in the sixth form shortly after I left.  I remember him very well, as he was physically big and often came to mind over the years.  Also, there was a photograph of the Staff taken in 1952, the year I left and names were attached. It brought back many memories.

So, what took me to be a cap and blazer wearer in that multi-racial outfit, sporting the Latin statement “respice prospice”? On induction I recall we were told to find out for ourselves what it meant!

Well I was fortunate to pass the scholarship which provided entry but it was not simple, as I took it in Blackpool where the family had been evacuated to in 1940 for the duration. My Father was a civil servant in the Ministry of Health which was moved, lock stock and barrel, from Acton and billeted office wise in Blackpool’s  hotels and boarding houses. My Father in the Ingledene, just south of Gynn Square, and one sister in the Cliffs and the elder working a comptometer in the emptied swimming pool, at The Norbreck at Cleveleys.

In June 1947 and in possession of the wonderful passport to Baines Grammar School at Poulton-le-Fylde and with evacuation at an end, we were returned to London and apparently the document became worthless. So, it was arranged that I re-sit and this I did, at Drayton Manor Grammar School.  I passed and for the next 5 years went past, on the 211 single decker between Northolt and Ealing.

So we resumed residence in the family home in Church Road Northolt which had been rented out whilst we were away. It had not been cared for and there was bomb damage to be tackled. But I was kitted out with uniform and, although it probably was purchased in Ealing, I don’t remember where. I do recall the shops in the Broadway and High Street with blown out windows and much bomb damage.

I was given a pass for London Transport and my usual journey was a dash up to The White Hart and the bus stop to queue for the single decker 211, destination Haven Green, Ealing. This was a Leyland Tiger PS1 [I checked]. It started at Ruislip and was often full on arrival and, although the conductor would ignore  standing number rules, there were occasions when I was left behind. The next bus would not reach Ealing in time and of course no guarantee of admittance, so I would rush across to Yeading Lane and await arrival of the 140 double decker. This would have stopped earlier only 100 yards from my house but was not the preferred route. Behind the stop was a vast area of single storey buildings set into the ground, used during the war as, I believed, a munitions filling establishment. And opposite was a pre-war garage which had become the local depot for the Middlesex War Agricultural Executive Committee.

The 140 took me towards Hayes and I alighted at The Grapes on the Uxbridge Road, opposite the large Borstal Institution. Sometimes the inmates could be seen outside distinctive in their brown uniforms-shorts, no trousers.

The 607 trolleybus stops were either side of the traffic lights and there were generally 2 or 3 trolleys whizzing along quietly. I usually got to Ealing Broadway in good time for school. I would alight by the Town Hall cross New Broadway and run along Barnes Pikle, a wide alley which, I believe, was alongside the Gregg Shorthand School, and into Mattock Lane, thence along The Green and so on, through the front gates of that great school.

More often, I arrived at Haven Green, the terminus of the 211, and so crossed over the railway bridge, passing the front of Ealing Broadway station and immediately turned right down steps to a small lane which followed the railway line for a while and then turned left and brought me out on to Broadway. Crossed that and then straight down the High Street to The Green and so to school.

I don’t recall palling up with any one in the early days and I knew no other new pupil.  I had only a few weeks schooling in Northolt, as we arrived early June and Summer term would have finished very soon afterwards.

I recall looking at timetables and being confused by the subjects. Physics seemed to be to do with keeping fit but that conflicted with PT.  Latin and French sounded interesting and woodwork suggested something active and not too demanding of brainpower effort. It is strange I recall so little but I suppose all was so new and different from earlier schooling that it was overwhelming. A bit like the blur of the first few days of National service. And of course, one was immersed with boys of varying backgrounds.

I imagine it was somehow determined that one would be Classical or Modern. I was the former and I do recollect that my classroom was generally alongside the rose garden of Walpole Park but in the fifth year was changed to the front of the building, over the woodwork room. Our activities were mostly on that first floor, except for forays into the ground floor for Chemistry, Physics, Woodwork and Gymnasium. The top floor was a mystery as was the library in the early years.  I suppose we were kitted out with books, both to read and write in.  I think most things were provided. Allocated a desk-nothing lockable in those days. We have since retreated from decent honesty and trust, sadly.  

The routine soon set in. Masters appeared in the classroom for subjects according to the timetable or we decamped where necessary. One major difference from earlier schooling was teachers were male, whereas in earlier schools women served, as men were at war. I suppose a drink of milk was available at break time in the morning but I, like most, brought with me a snack. Usually mine was some cold toast.   Family budgets did not run to cake or the like and sweets came off ration only in 1953 after I left.

I carried books and snacks and all I needed in a leather satchel, which had been created out of an old briefcase. I cannot recall ever wearing anything over my blazer regardless of the weather. My Father was very practical and into leatherwork as a hobby.  I am sure I suffered anxieties, as it was inferior to a proper shop job.

The mornings always started with Assembly. First form stood in the front rows and moved back yearly.  Masters were seated on stage facing us and stood to await arrival of A Sainsbury Hicks, who could be heard through the silence, marching in from his room at the front of the building.

He stood at a lectern, gown flowing around him and made announcements and conducted a Christian religious service. We of course remained standing until he flowed out followed by the Masters. Then we marched out in form order to our classrooms. And on with the timetable of events.

I recall two announcements he made regarding deaths of pupils. A very tragic one was an older boy crushed by the cricket roller at Cayton road sports field the previous day and, despite the efforts of Mr Tunnicliffe, the Sports Master, he died.  And the other was a brother of a boy named Capp [they were grocers in Ealing] who was killed in a flying accident during National Service His younger brother was in my form.

I remember an amusing announcement that an old boy had donated an “oar” to the school. Roars of approval from the rear!

A very pleasurable part of the day was dinner time but, as I soon learned, lunchtime! Tables were set up in the hall and four-seater folding forms positioned. Done by older boys and in later years by my class. Each table had 8 boys on each side and a Master, often Mr Potts, sat at the head and kept an eye on behaviour, table manners in particular. Mrs Richmond was the head cook and the kitchen was on ground floor, between the hall and the woodwork room.  I don’t remember how food was brought or served, probably plated up in kitchen to ensure fairness and limit waste. Two courses and always welcomed, although there was another hot meal at home in the evening, called tea.

Some Masters ate at a table set on the stage with A Sainsbury Hicks at the head, all fully gowned.

After lunch we were free until probably 2pm and generally went along The Green and into Walpole Park. There was a restriction on straying, although we were allowed to visit the shop opposite but I recall in later years the restriction was lifted and we could go anywhere.

Did I have a wristwatch? Probably not, as we relied on hearing the school bell whilst still in the park and running very fast to get back to school for afternoon lessons.

The only after school activities I connected with were the woodwork club run by Mr Lakin, the Woodwork Master, and  aeromodelling, which was of short duration and run by Mr Saunders, the Latin Master. This took place in the gym and was limited to RTP [round the pole].  Small elastic powered self- built models, tethered to the pole, were set flying.   

Sporting activities were not my forte but the weekly visit to Cayton Road sports field made an afternoon break from the classroom. In the winter, football and in summer, cricket. We marched up to Ealing Broadway Great Western Station and travelled on the steam powered “push and pull” to South Greenford Halt and then a short walk across Western Avenue to the field. In later years we were allowed to cycle. In winter, if the field was in poor condition, we resorted to cross country running from the field and up over Horsenden Hill and return. That I enjoyed very much.

The other regular physical activity was swimming, where lessons were given in the gym, lying on benches and then in the gloomy surroundings of the Ealing pool, behind the Town Hall. I remember the ancient mangle, used for wringing wet costumes, and my hand being wound in as well, by the Master in charge.

Mr Watkin was the History ‘supremo’ and one day he had a visitor to our classroom, with whom he talked lengthily, as we amused ourselves. “Do you know who that was?” he asked afterwards. “Fred Perry the Wimbledon champion and an Old Boy”.

Mr Vaughan-Jones, the English Master, limped and drove a lovely green pre-war Bentley.  Believed to have been a fighter pilot, great character.  One Spring day he took us into Walpole Park “..to feel the sun on the back of the neck” and another “English lesson” in the Ealonian Room, where we were encouraged to absorb classical music and the story it told - Dvorak’s New World .

ASH’s secretary was a beautiful young woman and I believe married Mr VJ. Mr Cleere taught maths and regaled us occasionally with tales of his naval war in destroyers.

French came from Mr O’Mahoney and Mr Hartwell.

Mr Brooker’s chemistry lessons were exciting. We assembled in the lab one morning and were shown a damaged ceiling after something went wrong!

Physics came from Mr Burridge, whom I was not fond of. In the staff photo of 1951, year before I left I did not see him.

We progressed, the years slipped by and suddenly we came up to GCSE time - O levels.

There was no question of sixth form. We all passed through sessions with the Careers Master, Mr Tew, but I was destined for an indentured apprenticeship at AEC, known as London’s bus builder although it had a wider product range and customers worldwide.  My class colleague, Bill Durston, was so destined too, as his Father was employed there. But first we had to pass the entrance exam - O levels were not considered a sufficient door opener. So, we became two of a class of six and entered into a scheme of practical and technical learning until release at 21 years of age. National Service followed and I lost touch with Bill but found him almost sixty years on, living in Phoenix, USA. The only other person I met from those days was a Member of Modern who appeared in the Mess one lunchtime in 1959.  He had become a Regular and presumably must have passed Sandhurst and was a Lieutenant, Royal Military Police.

I regret the lack of connection over the years but I moved around and was involved in many facets of engineering and commerce.   I hope that joining the Association will bring some contacts.

What I learned and acquired under ASH’s leadership was so valuable and helped me over the years. Whilst we live in a very different world and which is changing even more with Covid-19, I believe the morphing of some Grammar Schools is a retrograde step.


John Andrews

Classical - 1947 to 1952



John would like to hear from any acquaintances from his time at EGS.  If you would like to make contact, please let us know.


John H (Editor)

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Starting a career at AEC

by  John Andrews


The original publisher prefaced John’s article as follows:   (JH OEA Editor)

Over the last dozen years or so I have occasionally and unashamedly come a little close, if one could, to badgering John to remain enthusiastic to his AEC roots. He has now written of his time in Ghana with the ‘Group’ which occurred immediately after he left AEC’s employment. As a way of introduction to that coming in the next Bulletin and also because it is a very good read, here is Part 1 of John’s career from 1952 to 1966 as first published in 2010.


I left Ealing County Grammar School, aged 16, and sat the entrance examination held by A.E.C. to be accepted as an Indentured Apprentice in August 1952.  The arrangement in those days was for two groups of six to be accepted each year for the process, from the age of sixteen to twenty one.  

In my group were three ex-public schoolboys, Roger Macdonald-Smith, Chris Barnden, and Carl Critchlow.  They had taken the examination earlier in the year along with David Walton, whose father was in the Drawing Office.  For some reason, long forgotten, I sat the examination later with Bill Durston whose father was a machine tool setter on the rear axle machining section.  The surprising thing was that Bill and I were five years together at Ealing, were pals outside and great aero model enthusiasts and neither knew the other was destined to A.E.C.; this was despite my father’s insistence on the importance of education in preparing for a working life.  Perhaps he had A.E.C. in mind as he was an executive officer in the then Ministry of Labour and had a connection with Mr Milne, the Personnel Manager.  I recall being taken to meet Mr Milne and my father questioning the security of the indentureship if he died before I completed it.  “The company would honour it.”  He did and it did.

In September 1952 we six commenced our indenture with six months in the Training School under the leadership of Bill Bartlett, ex Merchant Navy.  The instructors were Ted Pigney (ex Woolwich Arsenal), Fred Houchin(?) (ex ??), and Ernie Lukey (recently ex toolroom).  Bill Rees was the storekeeper and Miss Stacey was secretary.  I recall that she wore an engagement ring and her fiancé had died in the war.

We learned the basics of bench fitting, much filing to make a machine clamp and much more surreptitious use of emery cloth to obtain the finish we couldn’t achieve with the file.  We dwelt on marking out, drilling, welding and brazing, how to read micrometers and verniers.  We made callipers, a drill gauge and vee blocks, the last two when on machines - some I still have but a lot was stolen during my sojourn in West Africa.  Technical drawing was more upmarket - in the classroom with Mr Bartlett.  At the halfway point we moved on to machining – drilling, milling and grinding.

Dressing grinding wheels and fingers

On the last of these sections my school friend showed his independence by checking the wheel to determine the need for dressing.  Unfortunately the only dressing forthcoming was to the remainder of his finger after he stopped running around the benches and shouting.  I believe the ambulance garaged next door to the school and its crew were pressed into service that day.

I found all this six months fascinating and the knowledge gained served me well over the years and was a tremendous grounding.  I remain most grateful.  It is interesting to read occasionally of proposals to introduce apprenticeships.  What a clever idea.

Allied with all the practical stuff which occupied me adequately, we were informed that we were to commence study at Southall Technical College for the National Certificates.  And I believed I was done with all that.

Then followed month-long insertions into various areas of factory production, all later listed on my indenture presented on my 21st birthday.  A.E.C. made much in-house and the opportunities to gain knowledge were tremendous but even now I recall easily the boredom suffered on many sections, because we were not allowed to do much other than observe and discuss.  My home was Northolt and I cycled each day to Southall but many apprentices boarded at a house in Hanwell which had served many intakes over the years.

The working week was 44 hours, 08.00 to 17.48 each day, Monday to Friday, with one hour for lunch, or dinner as it was known.  I recall my week was even longer during the first year as I maintained my morning paper round which for seven days of the week brought in ten shillings.  This swelled the apprentice wage of about £2/3/0d considerably.

The A.E.C. canteen provided good food at acceptable prices and the one hour break gave everyone a respite - unlike today where so many people work through and the normal break is half an hour.  Around the canteen was the sports field and the bicycle racks.  There was a car park adjacent to the Experimental Department and as car ownership increased another was established along the drive.  Many social activities were centred on the canteen which contained a stage, and like most large companies then, various activities and recreations were available to employees and their families.

My final posting was to Diesel Engine Research under Dick Taylor.  That lasted for about 18 months as I was deferred from National Service.  Keith Roberts joined during that period as Diesel Engineer and Cedric Dicksee was still evident on a part time basis - nowadays called a consultant.  

There was an Apprentices’ Society which met after hours in the Training School and whose main purpose seemed to be to plan outings in works time to other factories as part of our learning process.  These generally were a good day out by coach but they were informative.  Permission had to be obtained and I was once deputed to seek approval for some adventurous visit, from Mr John Otley Bowley, the General Manager.  I don't recall the intended destination but he correctly described it as a ‘jolly nice jolly’ and refused it.

Hidden work

I recall many oddities, such as the fitter who sold smuggled wristwatches and kept them locked in a cupboard beneath his bench; my one cost me two weeks’ wages and worked up until about ten years ago.  I also recall ‘Foreigners’ being made, such as a batch of pins (purpose unknown) being ground in the centreless grinding section when the foreman was absent, the list of parts and pieces such as engine valves made from discarded A.E.C. engine valves, and flash grinding of cylinder heads from the Service Station.  I never saw the finished racing car for which many parts were made in the toolroom annex.  Annual stocktaking was a serious business but some of the scenes would have fitted well into an Ealing Comedy, such as machinists’ work completed but not booked-in which was hidden in coolant sumps to prevent it being recorded in its correct Work In Progress.  This hidden work was a buffer for the New Year - it also was hidden from timekeepers or the time-on-job would have been slashed.

An interesting weekly event was the procession along the main gangway in the factory of a man, dressed smartly in a brown overcoat regardless of weather, pushing a barrow loaded with two empty acid carboys.  Beneath one of the lavatory blocks situated in the angle of the north light roof were two full carboys of urine collected from above.  The carboys were exchanged and he returned along the gangway and we wondered to what use the contents were put.

Do other employees recall the arrows painted on the tops of stanchions which guided team leaders conducting visitors around the works?

September 1958 saw me drafted into R.E.M.E.  Many were the tales I had heard from older apprentices on their return to A.E.C. (companies were obligated by law to re-employ ex National Service) but I found the experiences interesting, never boring,  made many friends, and encountered new vehicles, equipment and ideas.  I found the standards and the methods of teaching far in advance of what I had encountered in life hitherto, and so much better.  In later years I realised that many organisations in commerce and industry adopted military ideas of teaching and team structuring.

After National Service I did not return to the fold and spent a year in a different industry but that palled and I sought a reference from Keith Roberts.  He tempted me to return and I did but not in his area, and with his assistance I achieved my aim of gaining commercial experience.  I was appointed as a Sales Representative by George Rackham, Sales Director and thus became part of the A.E.C. sales team.  After an initiation period at Page Street office in Westminster under the Regional Manager Brian Shepherd, I was issued with a Hillman Minx, AYM 214, and sent up to the Nottingham Depot in Beechdale Road in October 1961.

Bobby Holmes was Regional Manager, later Deputy Home Sales Manager, and my territory was part of the East Midlands - Leicestershire, Northamptonshire, South Lincolnshire and the Soke of Peterborough.  It was a huge area and one which meant many thousands of driving miles for me.

A gentlemanly occupation

It was a gentlemanly occupation where one was expected to cultivate potential customers and hopefully they would eventually go upmarket and purchase an A.E.C.  I soon discovered the flaws in that policy.  There was no formal training because as an ex-apprentice one was deemed to be an ideal representative to spread the gospel.  I enumerate below some of the other flaws.

A black loose leaf binder was provided, presumably the same system as other regions, and this contained names and addresses of lorry, bus and coach operators in my areas.  Initiated as a typed-up document, it had over the years gained handwritten updates, changed ’phone numbers, personnel changes and fleet details.  No mobile ’phones then, so making visits to these addresses were almost always ‘cold calls’, although I don’t believe that term existed then.  Eight visits per day was one of the few guidelines I recall.  The territory had been dormant for several years and I believe the previous incumbent had been Don Dymond, another ex-apprentice and son of Service Manager Bert Dymond, who had moved on to pastures new.

Lorry operators then, particularly in The Fens and the wilder parts of The Shires, were a straight speaking bunch who were difficult to convince of the virtues of operating an A.E.C.  Many were into agricultural produce, sugar beet and other seasonal work which was well met by Fordson Traders or Bedfords.  There was much local carrier work for the boot and shoe trades, now long gone, and this was met by smaller cheaper vehicles.  We started with the Mercury although I recall a 12 ton version.

There was therefore reasonable resistance and this had long been the case evidenced by the lack of our vehicles in operation.  This resistance was even more pronounced if they had succumbed and acquired a Mercury and the AV470 with its continuing cylinder head gasket problem.  Even those who had gone halfway with a Guy Warrior were not exempt.

Follow up visits

Our glossy literature was well produced and informative when read along with the technical data sheets.  Price lists did not exist for general distribution and a formal quotation had to be obtained from Regional office.  The request for such from an operator was encouraging but often I would attempt to force one on him.  Regardless of whether he was genuinely interested it meant another visit to present and subsequent follow up to try for a sale. If agreement was reached then the office would produce a contract and the next stage was to obtain the punter's signature.  More visits.

The Local Licensing Authority weekly publication would be posted to me by the regional office and this would then be scanned to find operators who were upgrading or increasing their fleet and that would indicate a purchase to be made.  But usually the purchase plan was well under way whilst waiting for the licensing approval and meantime the matter was kept secret to reduce the risk of objection to the changes by a competing haulier.  Follow ups to the licence applications were usually non-productive.

We did have access to demonstration units but these were a two edged sword.  The product’s virtues vied with its suspected problems before the operator was hooked and cash changed hands.  A major problem in this market, comprising mostly small operators and ‘one man bands’, was A.E.C.’s prime policy of selling directly to improve the margin.  The operators invariably had to part exchange the old vehicle for new.  Only the larger operators could finance a direct purchase and handle their own disposals.  Part exchange required the services of an agent and in my area and indeed beyond into North Lincolnshire and Cambridgeshire there was only one, a small one.  It had limited facilities, limited sanctions from A.E.C. and never held stock.  Business was easier for them through their Dodge connections although I always found them willing to try for a deal when I had persuaded an operator to consider a purchase.

Our major competitor at the low end of our range was Leyland with the Comet.

Remember that on the 4th or 5th of June 1962 we merged with them but that probably only increased the competitive aspect.  They had two excellent agents in Ford & Slater based in Leicester with huge facilities, and Peterborough Engineering covering The Fens.  The slower speed Gardner engines were revered and manufacturers fitting those had a competitive edge.  ERF particularly did well even with very small operators because of the excellent fuel performance and the lack of problems engine wise.

The flat territory also aided the less powerful vehicles, and again there was an agent with stock and spares, Sellers & Batty.  It was not unusual to meet an owner-operator of a Gardner engined vehicle earning a living from general haulage and not protected by a contract with a large manufacturer.  The writing was on the wall when Mercedes set up an agency in the Peterborough area around about 1963; they even had stock vehicles on display.

There were few fleets using quantities of A.E.C. vehicles and these tended to be the preserve of the Regional manager as were the municipal bus fleets and larger coach operators.  The smaller coach operators, ferrying Women’s Institutes and school runs were happy with their Bedfords, particularly the VAM.  

Foden and Atkinson were well established in the tipper fleets operating out of the granite quarries with many of them on owner-operator contracts; again, the Gardner engine.  Most of the tipper operators on sand and gravel were committed to Gardner and I don't recall any agency support from the companies.  Neville Charrold U-section aluminium tipper bodies were very popular. Foden also had their two stroke and a flour millers near Northampton used to run trials for them.  The millers are still there as are many of the names I knew almost 50 years ago, and some are enormous.  Knights of Old was a tiny family outfit with half a dozen wagons then.  How many have they now?

The importance of a good lunch

Despite meeting many people, the daily routine was lonely but livened by insistence from ‘above’ to “…always have a good lunch” “…must cost at least 7/6d…” This almost certainly had an ulterior motive - it would justify the expenses of more senior people. The George at Melton Mowbray was always excellent for a three course roast.  Several regional offices, including Nottingham, had absorbed ex-army officers and employed them as salesmen, starting with rank of Area Manager.  Having been an officer myself in National Service and also in the Territorial Army and home grown to boot, I felt a little unfairly treated.  They had little in common with the average haulier or indeed with transport managers of larger fleets and their vehicle and operating knowledge was limited. I believe they were taken on as a sop to the MOD as the forces were downsizing and the gesture might promote military business.  Or perhaps it was a quid pro quo against past contracts?

The region had two hard working and much utilised Service Engineers whose work was crucial.  Their knowledge and abilities were vital to all A.E.C. operators.  I wonder how much notice was taken of their experiences to assist in overcoming design and manufacturing problems.  Not much I am sure - I don't recall being asked to feed back information from the field and I suspect that the air of superiority which existed at Southall just wasted or ignored the ‘marketing’ (unknown word then outside of soap and grocery products), intelligence which abounded at lower levels.

Each week at home I typed a report on my activities; this would generally be a list of visits made, whom I had met and what was discussed.  The main point was the acronym NIM which appeared against most visits. It stood for "Not in Market".  This report had to reach the regional office on Monday mornings and therefore on Sunday evening I would drive into Leicester, 15 miles away, to the sorting office and post the document.

Bespoke tailoring

Factory visits were encouraged, and one day I had taken to Southall the largest Guy operator in Leicestershire along with his Transport Manager in my 1200 Triumph Herald.  The objective was to move him up from Warrior 6 and Light 8 to Mammoth Major 8. The factory visit was good, the lunch in the Bull and Fiddle excellent.  They met many senior staff including Directors and Eric Hollands, the Managing Director of AEC Sales. But business was there none, then or later.

Outstanding for me on that visit however, and I made many such others, was being taken aside by the MD and told “… good to see you here with visitors, Andrews, but don’t ever come here again wearing those shoes!” They were black slip-ons with no laces, and they went well with my three piece suit which had been made to measure by a tailor in West Ealing and which had been recommended by other apprentices.  I mention this because the superiority of ‘home office’ was again to the fore when that suit’s trousers and my overcoat were shredded by an Alsatian as I approached a haulier’s yard a year or so later in Manchester.  My justifiable claim on the company's insurance was rejected by the Comptroller, a Scottish gentleman, with an accompanying note sent to my Regional Manager, which read “I doubt Andrews had a suit made to measure”!

After four years in the East Midlands and quite a few sales into new fleets - I don’t recall any repeat business - and some 70,000 miles in total in the Minx and the Herald, I was moved to Fleet Lane, St Helens as Area Manager.  One of the last sales and probably the most interesting was to Clarkes Boxes. Abiding by the maxim ‘to cultivate’, I formed a friendship with David Clarke and it resulted in a battle with Southall to sell him a Reliance to be bodied as a pantechnicon to carry at speed mostly empty shoe boxes.  Southall was unhappy with the proposal because they recalled the trouble caused by the alleged spy Greville-Wynne and his Reliance kitted out as a mobile exhibition.  But the vehicle was built and there were articles about it in earlier Society Gazettes.  David had a fleet of Ferraris and was a great transport enthusiast and did much for local charities in the lovely Charnwood Forest area.  He always encouraged people to insist when buying new shoes “..to take them in the box”. He made the cardboard boxes, you see.

More time for selling

The North West and Manchester - what joy. The area possessed many large fleets and many AECs.  There was an active distributor, Tillotson's, based in Trafford Park.  Of course it took time and patience to meet and be known by these operators but the smaller geographical area, Greater Manchester and Cheshire, meant less motoring and more time available for selling.  But as direct selling was still an aim and there was co-operation with a firm offering vehicle leasing finance for AEC's,  there was suspicion from the aforementioned Tillotson.  Pinching their business was not a good idea but if they got the sale my efforts were probably not noticed.

I don't believe any A.E.C. staff were paid on a commission basis unlike the agency salesmen.  The agency availability assisted sales in two ways - part exchanges were readily set up and there was often stock available for immediate use.  The bigger operators as mentioned in the East Midlands would buy direct and often would get a better deal, and I believe they felt more important as a customer knowing that the chassis were being built specifically for them.  Equally the personal kudos was satisfying and my last contract before I left was for 100 Mammoth Major 8s to be petroleum tankers for a new company, VIP Petroleum.

After a year in the North West an opportunity arose to work overseas under the Leyland Motor Corporation banner and directly for Leyland.  That was 1966 and I was probably the first employee to transfer at that level and so I went.  This was four years after the merger and as we all know, the independence of A.E.C. had continued to decline.  Sadly I only visited Southall a couple of times before 1979 when it was closed. Similarly I don't know what happened to the UK sales operation between 1966 and 1979 - presumably there eventually was some merging with Leyland.  Beechdale Road became a Volvo operation and Fleet Lane continued to rebuild engines, with Leyland ones added, I believe.  Probably the Leyland UK operation dominated and their larger agency network was utilised for both companies' products.  Of course Leyland's own future was limited and eventually ended up under DAF and then Paccar.

Companies which grow by acquisition of competitors don’t seem to fare as well as those which expand from within.  BLMC in its heyday was Britain’s biggest exporter on a daily basis, in money terms, and is no more.

Of course the way we operated then, whether successfully or not, would not work today.  Everything is so different. I have contacts within the car industry in the West Midlands and was staggered to learn that one of them employs about 3 000 people in its research facility.  What do they all do apart from making complex motor cars?  Compare that number with the personnel in the Southall Drawing Office and Experimental at the time of the design and development of the Routemaster, plus all the other things going on.  And unlike modern vehicle companies which make very little in house, A.E.C. designed and made a huge proportion of the vehicle on site.  

Is this progress?

AEC and a Malta connection – with a difference

Until a few years ago, mention of Malta in AEC circles referred to a connection with expatriated service buses.  My wife and I took a short break there in April and a taxi took us to the airport at the end of our stay.  The usual conversation ensued. “From where do you come in the UK?” “Not far from London”.

“Ah, I worked near London once for Leyland in the 1970s.”  A dealer, I thought, or perhaps Aldenham.  No, Southall.  It turned out that one Joseph Schembri had been there between 1967 and 1971 on the frame drilling section (and learning how to ‘manage’ the rate fixers, he recalled).

Dave Grigg has confirmed that his father and Allan Gurney (Personnel) went to Malta (when unemployment was high) to recruit a number of workers.  Dave thinks a hostel was provided for them near the factory.

Incidentally, please can someone advise why there is a bus stop in Valetta named ‘Leyland’?

If you want a reliable taxi driver when in Malta, contact the Editor.

In a later Bulletin for the original magazine, John continues with his post-AEC Southall experiences in Ghana.