BEDFORD Vehicles cars, buses, vans and trucks England UK

Bedford Vehicles

Bedford Vehicles
Industry Automotive
Fate Sold and renamed
Successors AWD Trucks
Founded 1930
Defunct 1986
Headquarters Luton, United Kingdom
Area served Worldwide
Products Trucks, buses,
car-derived vans
Parent Vauxhall Motors

Bedford Vehicles, usually shortened to just Bedford, was a brand of vehicle produced by Vauxhall Motors, which was ultimately owned by General Motors (GM). Established in 1930 and constructing commercial vehicles, Bedford Vehicles was a leading international truck brand, with substantial export sales of light, medium, and heavy trucks throughout the world. It was GM Europe‘s most profitable venture for several years.

Bedford’s core heavy trucks business was divested by GM as AWD Ltd in 1987, whilst the Bedford brand continued to be used on light commercial vehicles and car-derived vans based on Vauxhall/Opel, Isuzu and Suzuki designs. The brand was retired in 1991, subsequent GM Europe light commercials would be branded as either Vauxhall or Opel depending on market.

History

Until 1925, General Motors (GM) assembled trucks in Brazil from parts manufactured at their Canadian works. This enabled them to import vehicles into Britain under Imperial Preference, which favoured products from the British Empire as far as import duties were concerned. Such trucks were marketed as “British Chevrolet”.

In 1925, GM took ownership of Vauxhall Motors, production was transferred from Hendon to Luton, Vauxhall’s headquarters, production commencing there in 1929.

1930s

1961 Bedford NYR Ambulance

 Bedford ambulance

The AC and LQ models were produced at Luton from 1929 to 1931, and styled as the “Chevrolet Bedford”, taking the name from the county town ofBedfordshire, in which Luton is located. The AC was bodied as a light van (12 cwt), and the LQ in a wide variety of roles, including a lorry, ambulance,van and bus versions. The name “Chevrolet” was dropped, and the first “Bedford” was produced in April 1931. This vehicle, a 2-ton lorry, was virtually indistinguishable from its LQ Chevrolet predecessor, apart from detail styling of the radiator, and was available as the WHG with a 10 feet 11 inches (3,330 mm) wheelbase, or as the WLG with a longer wheelbase of 13 feet 1 inch (3,990 mm). However, the Chevrolet LQ and AC continued in production alongside the new product for a further year. In August 1931, a bus chassis was added to the range, and was designated WHB and WLB.

A large part of Bedford’s original success in breaking into the UK and British Empire markets lay in the overhead-valve (OHV) six-cylinder Chevrolet engine, now known as Chevrolet Stove Bolt 6 – well ahead of its time, this smooth running inline six-cylinder engine formed the basis of Bedford and Vauxhall petrol engines almost until the marque ceased building trucks and buses.

In April 1932, a 30 cwt lorry was introduced, together with a 12 cwt light delivery van, designated as the WS and VYC models respectively. Bedford continued to develop its share of the light transport market, with the introduction of the 8 cwt ASYC and ASXC vans, a close derivative of the Vauxhall Light Six car. The AS series of vans continued in production until 1939.

Bedford introduced the 3 ton WT series in November 1933. Again, a short wheelbase WHT (9 feet 3 inches (2,820 mm)), or long wheelbase WLG (13 feet 1 inch (3,990 mm)) version was offered. A change in design of the WLG produced the WTL, with its cab, internal combustion engine and radiator moved forward to allow a 14 feet (4.3 m) bodylength. In 1935, the WTB bus version appeared, and the WS and VYC models were updated – the latter being redesignated BYC as it was fitted with the engine and synchromesh gearbox of the Big Six Vauxhall cars. The 5–6 cwt HC light van was introduced in 1938, based on the Vauxhall Ten car, and the WT and WS acquired a newly styled grill.

Mid 1939 saw a complete revamp of Bedfords; with only the HC van continuing in production. The new range consisted of the K (30–40 cwt), MS and ML (2–3 ton), OS and OL (3–4 ton), OS/40 and OL/40 (5 ton) series, and the OB bus. Also on offer was a new 10–12 cwt van, the JC, derived from the new J Model Vauxhall car. Many of the trucks sold by Bedford between June and September 1939 were requisitioned for military use on the outbreak of World War II; many were abandoned after the retreat from Dunkirk, rendered useless to the enemy by removing the engine oil drain plug and running the engine. Because the German armed forces in 1940 were, contrary to their popular image, desperately short of motor transport, many of these captured Bedfords were repaired and pressed into service alongside Opel Blitz (also part of GM) trucks by the German armed forces – although the Bedfords mainly filled second line roles, including civil defence.

Production of the new range ceased, apart from a few examples made for essential civilian duties, when Bedford went onto a war footing. Production resumed in 1945.

Second World War

1024px-Bedford_OYD_Armadillo_MK_III

 Bedford OYD Armadillo Mk III
1024px-Bedford_QL_Breakdown_truck_1945_2800_cc

The war-time Bedford QL,with the driver perched above the engine in a forward control cab, foreshadowed post-war truck designs

In 1935, Bedford began the development of a 15 cwt truck for the British War Office. This entered service as the MW in 1939, and 65,995 examples had been built by the end of World War II in 1945. The MW appeared in a bewildering range of roles, as a water tanker, general duties truck, personnel carrier, petrol tanker, wireless truck and anti-aircraft gun tractor – among others.

The War Office designated 15 cwt vehicles, such as the MW, as trucks, and larger vehicles as lorries.

The 1939 K-, M-, and O-series lorries were quickly redesigned for military use. This was largely a matter of styling, involving a sloping bonnet with a flat front with headlights incorporated and a crash bar to protect the radiator in a minor collision. The military versions were designated OX and OY series, and again were put to a wide range of tasks, including mobile canteens, tankers, general purpose lorries, and a version with a Tasker semi-trailer used by the Royal Air Force to transport dismantled or damaged aircraft. This variant was popularly known as the “Queen Mary“. A number of Bedford OXD1.5 ton chassis were converted to make the Bedford OXA armoured vehicle. A total of 72,385 OY and 24,429 OX lorries were built. The Armadillo was an OY fitted for airfield defence with Lewis guns and an ex-aircraft COW 37 mm gun.

Bedford supplied numerous trucks and tanks to the Soviet Union during World War II.

A radical departure from Bedford’s design norms came in October 1939, with the development of a four-wheel drive, forward control lorry, which entered service in March 1941 as the QL, quickly nicknamed the “Queen Lizzie”. As with the MW and OY / OX models, the QL went on to serve in a large number of roles, such as artillery tractor, gun porter, command vehicle, wireless lorry and petrol tanker, as well as the troop-carrying QLD, the most common variant. An experimental version used the track unit of a bren gun carrier, or Universal Carrier, as an answer to the German half-track vehicles, which had superior cross-country capability. Production ran at around 12,000 units per year between 1942 and 1944. Many QLs and other Bedford World War II military vehicles served with the British Army, and other forces into the 1960s, and many others were purchased for civilian use after the war.

After the evacuation of Dunkirk in June 1940, the British Army had around 100 tanks, most of which were obsolete and inferior to the German tanks of the day. Vauxhall Motors was given one year to design and produce a suitable heavy tank. In May 1941, the Churchill tank went into production at Luton, some 5,640 units and 2,000 spare engines being produced at Luton, and other sites under contract to Vauxhall. The resultant need to continue truck production brought about the development of the new Bedford Dunstable plant, which came online in 1942.

For wartime production the OB was temporarily replaced by the “utility” OWB, with which Bedford became the only British manufacturer authorised to build single-deck buses during hostilities.

Apart from vehicle manufacture during World War II, Vauxhall Motors produced steel helmets, rocket bodies, and top-secret components for Frank Whittle‘s jet engine.

1950s

1024px-Bedford_CA_1595_cc_reg_August_1959

 A Bedford CA type new in 1959

The HC 5–6 cwt van continued briefly after the war, and the JC 10–12 cwt was fitted with the column gear change; and engine from the Vauxhall L Model Wyvern in late 1948; and became the PC. 1952 saw the launch of the Bedford CA light commercial, a range of vans and pick-ups similar in concept and size to (although pre-dating) the Ford Transit of 1965. These were semi-forward control, having a short bonnet with the rear of the engine protruding into the cab. Engines were the Vauxhall-based 1,508 cubic centimetres (92.0 cu in) OHV in-line four petrol engine, with the option of a Perkins 4/99 or 4/108 diesel engine later on. Performance was adequate for the time, a maximum speed of 60 miles per hour (97 km/h) being attainable with the petrol engine, and offering fuel economy of 25 miles per imperial gallon (11 L/100 km; 21 mpg-US). The van initially featured a three-speed column gearchange, changing later on to a four-speed column change.

Bedford_RLgreenred

1954 A Bedford RL
1954 Bedford S Type 3600cc Battlesbridge

1954 Bedford S

The CA was a huge seller both at home and in various overseas markets. The standard panel van was available in short- and long-wheelbase forms, and was also sold as chassis cab / chassis cowl, and became a popular basis for ice-cream vans, ambulances and camper vans. Known affectionately as “the Tilley”, the CA enjoyed a very long production span, with only minor tweaks throughout its life, including the replacement of the two piece windscreen of earlier models with a single sheet, Production ended in 1969.

The CA was replaced by the CF, a completely unrelated vehicle using new overhead camshaft (OHC) engines, which was to have a much harder time proving itself thanks to the Ford Transit.

Perhaps the major event of the 1950s, was the transfer of all non car based commercial vehicle manufacture to the former Vauxhall shadow factory at Boscombe Road, Dunstable. Bedford Dunstable Plant, dating originally from 1942, was extensively rebuilt and extended between 1955 and 1957, when all production lines were said to be over a mile long. Subsequently, all commercial vehicle manufacture would be concentrated here, with only vans and car based commercials remaining at the Luton plant. Production of the Bedford commercial vehicle range would remain here until production ceased in the 1980s.

The 1950s also saw the launch of the popular S type trucks, the so-called Big Bedfords, which brought Bedford into the 7 ton range. The S series was immortalised in RL form – a four-wheel drive, high ground clearance version, as the “Green Goddess” emergency fire tender, used by the Auxiliary Fire Service until 1968, then until 2004 over 1000 were held in reserve by the Home Office for use in the event of fire-service industrial action or other serious emergencies. They were disposed of by the Home Office in 2005. Several have found new homes in African countries that lack a developed fire-fighting service, such as Kenya. The C series of 1957 was a forward-control derivative of the S series, and outwardly very similar to it.

These vehicles were available in rigid and tractor units, with either petrol or diesel engines. The UK military were a huge customer for Bedford RLs using a 4.9 litre straight six petrol engine. Many RLs found their way into the armed forces of Commonwealth countries and later into civilian use.

Alongside the S series trucks, the SB bus was released in 1950, and immediately became a big seller in India, Pakistan, Australia, New Zealand and Africa, as well as in the UK. The SB chassis was also used as a basis for specialised vehicles, such as mobile libraries, fire engines, and civil defence control units. The largest fleet of SB buses in the world belonged to New Zealand Railways road Services, with 1280 SB buses built between 1954 and 1981.

The Bedford TK range replaced the S type in 1959, but the RL continued in production until 1969, when it was replaced by the M type, which used the basic cab of the TK and the mechanicals of the RL with minimal changes.

The pre-war K, M and O types continued in production alongside the heavier S types until 1953. Vauxhall had already gone for a transatlantic styling with its E Model Wyvern and Velox saloons, and Bedford followed suit with its mid-range of trucks in 1953. Designated as the TA series, the new range were mechanically very similar to their predecessors, but featured a new Chevrolet-inspired cab. The ‘T’ designation meant “truck”, so the range is generally referred to as the A series. Numbers 2, 3, 4 and 5; as in A2, etc., identified the weight rating. A factory-fitted Perkins diesel engine was an option. The TA (A) series was updated in 1957, and became the TJ, or J series.

The Bedford TJ normal control light truck was introduced in 1958, available with either petrol or diesel engines. Although never a big seller in the home market (with the exception of the GPO), it was a big export earner in developing countries, due to its basic layout and specification, and remained in production (for export markets only) until production of Bedford vehicles ceased.

1960s and 1970s

The Bedford TK range was produced in large numbers since 1959, and served as the basis for a variety of derivatives including fire engines, military vehicles, horse-boxes, tippers, flat-bed trucks, and other specialist utility vehicles. A British Post Office (later British Telecom) version used for installing telegraph poles was known as the “Polecat”. The British Armed Forces still use four-wheel drive Bedford MKs — a variant of the TK.[3]

Available with four- and six cylinder petrol and diesel engines, the TK was the quintessential light truck in the UK through most of the 1960s and 1970s, competing with the similar Ford D series. It was available in rigid form, and also as a light tractor unit, normally using the Scammel coupling form of trailer attachment.

The Bedford KM was a similar vehicle, using the same cab, but with a slightly restyled front end, and was marketed for heavier-duty applications than the TK, i.e. 16 tons and over. Many developing countries still use ageing Bedfords every day, their robust nature and simple engineering endearing them as highly useful vehicles in demanding terrain.

From 1961 to 1968, General Motors Argentina manufactured Bedford trucks and buses (based on a truck) in a plant at San Martin.

1967 Bedford Mobile Cinema. Reg No KJU 267E. 1967 Bedford Mobile Cinema. Reg No KJU 267Ea 1967 Bedford Mobile cinema

 1967 Bedford SB mobile cinema

In 1967, a Bedford SB3 chassis with Plaxton‘s Panorama cab was used in the construction of seven custom mobile cinema units that toured British factories for the Ministry of Technology to ‘raise standards’. The body was custom fabricated from extruded aluminium by Coventry Steel Caravans. One of these restored units is used as a vintage mobile cinema. The vehicle dubbed ‘The Reel History Bus’ was used in the Melvyn Bragg BBC TV series, Reel History of Britain showing little known or totally unseen archive film of historical events, to the surviving participants and their families on board. They showed their reaction and interviewed audience members about their often newly jogged memories of events.

The smaller Bedford CF was less successful, competing directly with the market-dominating Ford Transit, although used by many of Britain’s major utility companies, including British Telecom and British Gas plc. However, the CF was much less popular with fleet operators than the Transit, which was more popular with its drivers and seen as cheaper to operate and maintain. Part of the reason for the CF’s relative unpopularity was the use of the slant 4 SOHC petrol engine from the FD and FE Vauxhall Victor – which was notoriously rough running, had high fuel consumption, and was susceptible to cam belt breakage. However, the CF became very popular as a base of special bodied ice cream vans and mobile shops. The later CF2 used the more reliable Opel Ascona engine.

In Australia, the GM subsidiary of Holden began assembling the CF series with in-line six-cylinder engines borrowed from their passenger car range, in competition against Ford Australia’s version of the Transit van which had been re-engineered to accommodate in-line six-cylinder engines from the antipodean Ford Falcon.

Bedford’s smallest products, car-derived vans, were the Bedford HA van, which substantially outlived the Vauxhall Viva HA on which it was based, and the Bedford Chevanne, a short-lived variant of the Vauxhall Chevette. An estate conversion of the HA van by Martin Walter was marketed as the Bedford Beagle. This was further developed into a camper van, the Roma, again by Martin Walter.

The company also made a number of bus chassis, its low price catering for the cheaper end of the coach market.

1980s

The TK/KM/MK range remained the mainstay of production throughout the 1960s and 70s, but with little serious product investment, the range became increasingly outdated. In 1982, the TL range was introduced almost completely replacing the TK, although its military equivalents continued in production for the UK Ministry of Defence. In reality a long overdue update of the TK, the TL was never as popular as the model range it succeeded. This was largely due to more modern products offered by other companies (increasingly from the likes of Volvo, MAN and Mercedes-Benz).

The Bedford TM was the largest of all the modern Bedfords, with payloads available up to 42 tonnes GTW permissible. The TM was available with either GM or Detroit Diesel engines and enjoyed a small but loyal customer base, but could never compete with the volume producers, primarily Volvo and Scania.

A major blow came when Bedford failed to win the UK Ministry of Defence contract to produce the standard 4 ton 4×4 GS (general service) truck for the British forces, although in extensive tests the Bedford candidate had performed equally to the Leyland (later Leyland-DAF) candidate, and the British Army expressed a preference to continue the trusted relationship with Bedford trucks.

The reasons for this decision were seen by many as political, as the Army 4 tonner contract was seen by the Thatcher government as essential for the long term survival of Leyland, and the formation of Leyland-DAF. The implications of the decision were also noted by GM in Detroit, who had already been refused permission to buy the Land-Rover division of British Leyland, which they had intended to operate in tandem with the Bedford Truck division as a major force in the military and civilian 4×4 market.

In addition to this setback, by the middle of the decade, the more technologically advanced competition from other truck manufacturers was eating heavily into sales. In reality, the Bedford truck range, still largely based on the 1960 TK range, had become increasingly outdated when compared with the opposition, leading to a deep decline in non military sales. It was therefore announced by GM that Bedford would stop production of all commercial vehicles, and the Dunstable plant would close in 1986.

From there on in, the Bedford name continued as “badge engineering” on smaller light commercials only, with the car based Astravan, the CF van (until 1986), and finally the Suzuki based Bedford Rascal and Izuzu based Bedford Midi — later to be called the Vauxhall Midi.

Isuzu and IBC

Bedford’s first partnership with Isuzu came in 1976 when it marketed a rebadged version of the Isuzu Faster pickup truck as the Bedford KB. The vehicle was never a strong seller in Britain, (subsequent generations were badged as the (Bedford/Vauxhall Brava), but it did pave the way for further collaboration – culminating in the IBC venture.

In 1986, the Bedford van factory in Luton was reorganised as a joint venture with Isuzu. The resulting company, IBC Vehicles (Isuzu Bedford Company Ltd), produced a locally built version of the Isuzu Fargo in 1985 (badged as the Bedford Midi.

In 1991, this was followed by a European version of the Isuzu MU Wizard called the Frontera, and a rebadged Renault Trafic van called the Arena, sold under the Vauxhall and Opel brand names. The Bedford name was dropped completely, as were all of its preceding range apart from the Midi, which was sold for a few years as the Bedford Seta.

In 1998, GM bought Isuzu out of the IBC partnership. The plant now operates as GMM Luton, and produces the Vauxhall / Opel Vivaro, Renault Trafic and Nissan Primastar.

David John Bowes Brown and AWD

British Army vehicles at Croatia

 AWD Bedford TM 6-6 (6×6) 14000 kg Truck

The Bedford trucks site in Dunstable and business was sold in 1987 to AWD Ltd, a company owned by David John Bowes Brown. The AWD name was used as GM would only allow the use of the Bedford name for military trucks. David John Bowes Brown was the designer in 1973 of the then DJB D250 Articulated Dump Truck, built in Peterlee, England, by DJB Engineering Ltd. DJB was renamed Artix in 1985 when the trucks were rebadged as Caterpillar. Artix itself was sold to Caterpillar in 1996.

AWD continued with the TL and TM range. The AWD Bedford TK (a rebadged and modernised version of the Bedford TK / MK range) was also produced and supplied to the British military. Due to cheaper competition and the virtual collapse of the UK market in which AWD competed in 1989/90, the company went into receivership in 1992 and was bought by dealer network Marshall of Cambridge.

Bedford Ambulance Crest

An older version of the Bedford badge with Griffin logo.

Bedford used the Griffin logo of Vauxhall Motors, derived from the heraldic crest of Falkes de Breauté, who was granted the Manor of Luton byKing John. By marriage, he acquired property in London, known as Fulk’s Hall, which over time, came to be the locality of Vauxhall, the original home of Vauxhall Motors. The griffin returned to Luton in 1903 when Vauxhall Motors moved there. The Bedford version of the logo differed from the Vauxhall version in that the Griffin did not hold a flag – although later versions of the logo showed the Griffin holding a flag carrying a letter “B” (for Bedford) instead of a “V”.

Products

List of products produced at Bedford / IBC Vehicles Luton:

Bedford models

Bedford TK

 Bedford TK
Bedford twin steer coach, GUP743C Bedford VAL Duple Viceroy

Bedford VAL

Bedford TJ J3 Finalsilver1200

Bedford TJ J3

1985 Bedford CF2 minivan

1985 CF series 2

Very approximately in size order

1986 Bedford Rascal1986 Bedford Rascal

1968 Bedford HA1968 Bedford HA (based on Vauxhall Viva)

1968 Bedford Beagle based Dormobile motorhome conversion 1159cc1968 Bedford Beagle (estate version of HA; see Vauxhall Viva, above)

Bedford Chevanne (afgeleid van Vauxhall Chevette)

1977 Bedford Chevanne AA Service

1977 Bedford Chevanne AA Service Bedford Chevanne (based on Vauxhall Chevette)

bedford astraBedford Astra (based on Vauxhall Astra Mk 1 then Mk2 estate)

1986 Bedford Astramax 1.3 VanBedford Astramax (high-cube version of Mk2 Astra shape)

1986 Bedford Midi Camper

Bedford Midi

bedford brava

Bedford Brava

1957 Bedford CA Van

1957 Bedford CA LSJ610 1957 Bedford CA

bedford-cf-250-04

Bedford Cf 250

6 cylinder Opel Bedford Blitz diesel motorenBedford CF and Opel Bedford Blitz

1966 Bedford CA Dormobile Debutante Engine 1594cc Perkins Diesel Registration Number HUH 987 D 1969 Bedford CA Dormobile Debonair Engine 1595cc Registration Number WNN 1969 Bedford CA Dormobile Debutante Engine 1594 cc Perkins Diesel Registration Number XPJ 697 G 1976 Bedford CF Dormobile Landcruiser Camper (1976) 1978 Bedford (Dormobile) Roma Mk.1 Deluxe 1159cc S4 1980 1969-88 Bedford CF Engine 2279cc Petrol 1982 1969-88 Bedford CF Dormobile Engine 1975 cc Bedford CA Dormobile a bedford ca dormobile

Bedford Dormobile

1940 BEDFORD 14 (17) 1940 Bedford MW XMR81 1940 Bedford MWGBedford MW

1932 Bedford WLG Omnibuss 1933 Bedford WLB Lastbil 1933 Bedford WLG Two-Ton reg AYT640 1934 BEDFORD 1935 Bedford WHG 3 way Tipper Engine 2800cc 6 cylinder OHV 1936 Bedford WL Engine 3750cc Registration RD 9049 1938 Bedford W

1936-40 Bedford W SERIES Trader service 1939 Bedford WHBBedford W series

1947 Bedford K-Series Truck 1947 Bedford KZ , Nottinghamshire County Council Ambulance Service 1947 Bedford lorry 1948 Bedford & Morris oldtimers at a show 1950 Bedford KZ Ambulance 1951 Bedford Lorry at Brede Waterworks 1952 Bedford Type K Pritschen-Lkw Bedford K-series truckBedford K series

OLYMPUS DIGITAL CAMERA 1948 Bedford M Blue 1948 M Series Bedford Bedford M Bedford M-Series Australian Bedford M-TypeBedford M series

1947 Bedford O Series Parcel Van 1947 Bedford O Series 1947 bedford O's 1947 old-bedford OBedford O series

1953 Bedford A type 1954 Bedford A  Jan v Poortvliet Oud Vossemeer 1954 Bedford A-Series, BBH 451 1955 Bedford A Series 1955 Bedford A-type Tipper truck 4927cc 1956 Bedford-stake ABedford A series

1950s Bedford D Series Crane Truck 1957 bedford D4copy 1958 Bedford D Series Grain Truck a 1958 Bedford D Series Grain Truck MDR 714  1958  Bedford D series Tipper  Bartletts 1958 BEDFORD D SERIES 1958 Bedford D5 RJ-68-59Bedford D series

1954 Bedford S Type 3600cc Battlesbridge 1954 Bedford S Type, Ware FB 1955 Bedford S Type Dropside Engine 3519cc Registered LYO 776 1958 BEDFORD TYPE S 1959 BEDFORD Bedford S Series LorriesBedford S series

1952 Bedford ML With Lee Motors B20F body

Bedford ML (bus)

SONY DSCBedford OB (bus)

Bedford JJL HKX 553VBedford JJL (bus)

1954 Bedford SB Duple Vega with butterfly grille, TXJ 703

Bedford SB (bus)

Bussen Bedford VAL14 Duple Vega Major C52F seats 1963 - 1976 Bussen Bedford VAL14 with a Duple Vega Major body 1966 Bussen Bedford VAL14 with Duple Vega Major body of 1964. Bussen Bedford VAL14 Yeates C52F at Hampton Court Bussen Bedford VAL70 in 1969 Plaxton Panorama Elite bodywork is fitted Bussen Bedford VAL70 with Van Hool Vistadome C51F body 1971 Bussen Plaxton Panorama Elite II bodywork on a Bedford VAL chassis.

Bedford VAS (bus)

1954 Bedford RL (FV-13101), 4x4 1954 Bedford RL 3Ton 4x4 Cargo (BAN 71 G) 1954 Bedford RL greenred 1954 Bedford Ruston-Bucyrus 34600 1957 Bedford RL 1958 Bedford 4x4 RL 1959 BEDFORD RL 1961 Bedford RL 'Light' Recovery Vehicle Bedford RL 3Ton 4x4 WreckerBedford RL

1966 Bedford Orion 1967 Bedford a 1967 Bedford TK 8 wheel Rigid Engine 3800 cc Diesel Registered KNL 659 E 1968 Bedford zestigerjaren 1969 Bedford 2 1971 BEDFORD 14 (10) 1971 Bedford TK Recovery Truck YRD 882K Bedford TK 363 Bedford TK Bedford Truck KONICA MINOLTA DIGITAL CAMERA bedford-tk-4x2-tractor-72-kc-39Bedford TK

1960 Bedford TJ Minibus 1963 Bedford TJ. 1964 BEDFORD TJ JWS 1964 Bedford TJ PTT 1964 Bedford TJ Tipper Truck Registered BUR 627 B 1964 Bedford TJ 1965 Bedford TJ, from around the mid 60s 1965 BEDFORD TJ 1967 Bedford TJ J1 Bedford TJ a Bedford TJ J3 Finalsilver1200 Bedford TJ rescue tender BT KER 708P Bedford TJBedford TJ

1980 Bedford TL 1985 Bedford Tl Tipper 1985 Bedford TL 1986 Bedford TLBedford TL

Bedford RK

1962 BEDFORD MK4Bedford MK

Bedford MJ 4 Ton Cargo (00 FH 51) Bedford MJ camper

Bedford MJ

1968 Bedford KM 8x4 Crane bedford-km-01Bedford KM

Bussen Bedford Duple 2 asser voor TFV Bussen Bedford VAL 14 Superior Fearnes Wagga MO191 1978 Bussen Bedford Val 14 twin steer coach Brewers caerau any135b depot JL Bussen Bedford val 14 twin_steer coach Bussen Bedford VAL DWN253K Bussen Bedford Val with Plaxton body 1965Bedford VAL (bus)

SONY DSCBedford VAM (bus)

bedford-y-series-03Bedford Y series (buses)(vertical mid-engine)

1980 Bedford TM (WNL---S) 1980 Bedford TM3650 Flatbed Recovery Truck Detroit powered Bedford with Brimec Body 1981 Bedford TM in the hills above Helmsdale, NE Scotland 1981 BEDFORD TM Turbo 1982 BEDFORD TM WVJ 1982 Bedford TM 1982 Bedford TM4-4, 4x4 1983 Bedford TMBedford TM

1915 Bedford 1919 bedford-buick-07-bakel 1932 Bedford Six WLG 2,5-ton Lastbil 1932 Bedford WLG Omnibuss 1933 Bedford WLB Lastbil 1933 Bedford WLG Two-Ton reg AYT640 1934 Bedford HZ-3634 Lagemaat 1934 BEDFORD 1935 Bedford WHG 3 way Tipper Engine 2800cc 6 cylinder OHV 1936 Bedford BYC Pick-Up 1936 Bedford WL Engine 3750cc Registration RD 9049 1936-40 Bedford W SERIES Trader service 1937 Bedford Gebr Berkey Oud Vossemeer 1938 Bedford KZ10 PTT 1938 Bedford O type lorry 1938 Bedford W 1939 Bedford O series 1939 Bedford WHB 1940 BEDFORD 14 (17) 1940 Bedford MW XMR81 1940 Bedford MWG 1940 Bedford OL 3Ton 4x2 Cargo (MDF 475 F) 1940 Bedford OL 1940 Bedford OLBC 5 ton truck Beautifully preserved truck of Botts Fuels registration VSY 809 1940 Bedford OYD 1940 Bedford tetterode 1940 bedford-MW-truck 1941 Bedford QLD, 4x4 1942 BEDFORD 14 (16) 1942 Bedford OYC chassis 1942 Bedford QLR, 4x4 1942 Bedford RL 3Ton 4x4 Cargo Mine Cab Armoured (AVG 113 D) 1943 Bedford 6 cilinder 1943 Bedford OLBC 5 ton truck Beutifully preserved truck of Botts Fuels 1943 Bedford QLC, 4x4 OLYMPUS DIGITAL CAMERA 1944 bedford 2 1944 Bedford Flatbed Engine 3519cc 1945 Bedford QL Breakdown truck 2800cc 1945 Bedford QL Wrecke 1947 Bedford K-Series Truck 1947 Bedford KZ , Nottinghamshire County Council Ambulance Service 1947 Bedford lorry 1947 Bedford O Series Parcel Van 1947 Bedford O Series SONY DSC 1947 bedford O's 1947 old-bedford O 1948 Bedford & Morris oldtimers at a show 1948 Bedford M Blue 1948 M Series Bedford 1949 Bedford Kastwagen PTT 1950 Bedford Dirk Verheul 1950 Bedford KZ Ambulance 1950s Bedford D Series Crane Truck 1951 Bedford Lorry at Brede Waterworks 1951 Bedford 1952 Bedford General D 1952 Bedford ML With Lee Motors B20F body 1952 Bedford OL Livestock Van Engine 2800cc Registered FSK 418 1952 Bedford PCV Van Engine 1525cc Registration NUO 497 1952 Bedford Type K Pritschen-Lkw 1952 Bedford 1952-69 Bedford CA Camper Van Engine 1508cc 1952-69 Bedford CA Pick Up Engine 1508cc S4 Registration Number TDF 209 G 1952-69 Bedford CA Van Engine 1508cc 1953 Bedford A type 1954 Bedford A  Jan v Poortvliet Oud Vossemeer 1954 Bedford A-Series, BBH 451 1954 BEDFORD Mobilgas 1954 Bedford RL (FV-13101), 4x4 1954 Bedford RL 3Ton 4x4 Cargo (BAN 71 G) 1954 Bedford RL greenred 1954 Bedford Ruston-Bucyrus 34600 1954 Bedford S Type 3600cc Battlesbridge 1954 Bedford S Type, Ware FB 1954 Bedford SB Duple Vega with butterfly grille, TXJ 703 1955 Bedford A Series 1955 Bedford A-type Tipper truck 4927cc 1955 Bedford S Type Dropside Engine 3519cc Registered LYO 776 1956 Bedford CALV-4 1956 Bedford RL 3Ton 4x4 Office (RSU 929) 1956 Bedford-stake A 1957 BEDF0RD 2 (1) 1957 Bedford CA GSN675 1957 Bedford CA LSJ610 1957 Bedford CA Van 1957 Bedford CALV PTT 1957 bedford D4copy 1957 Bedford RL 1958 Bedford 4x4 RL 1958 Bedford CA PTT 1958 Bedford D Series Grain Truck a 1958 Bedford D Series Grain Truck MDR 714  1958  Bedford D series Tipper  Bartletts 1958 BEDFORD D SERIES 1958 Bedford D5 RJ-68-59 1958 BEDFORD TYPE S 1959 Bedford (1) 1959 BEDFORD 14 (25) 1959 Bedford C Type Dropside Registered 178 FJH 1959 Bedford CA 1595cc reg 1959 bedford de korte 1959 BEDFORD RL 1959 Bedford SB-181ECV 1959 Bedford v Poortvliet Oud Vossemeer 1959 Bedford Van Malta 1959 Bedford-TK-Pritschen-Lkw-Haemmerle 1960 Bedford Heavy-duty Truck Poster 1960 Bedford kipper Gebr Dijke Scherpenisse 1960 Bedford met Opel Kadetts 1960 Bedford te zwaar beladen 1960 Bedford tipper at Bath Lansdown rally 1986 1960 Bedford TJ Minibus 1961 Bedford Blitz earlier times 1961 Bedford design Norde 6x2 North Derbysh 1961 Bedford NYR Ambulance 1961 Bedford RL 'Light' Recovery Vehicle 1961 Bedford SB Duple, body by Robsons 1961 Restored Bedford C + Duple body ??????????????????????????????? 1962 Bedford 1 1962 Bedford J type Pick Up 723 XUL 1962 BEDFORD MK4 1962 Bedford Van Toorn 1963 bedford a type 1963 Bedford A 1963 Bedford Ice Cream Van 1963 Bedford J-Type Recovery Truck 1963 Bedford TJ. Bedford CA MkII Ice Cream Van 1964 Bedford old 1964 BEDFORD TJ JWS 1964 Bedford TJ PTT 1964 Bedford TJ Tipper Truck Registered BUR 627 B 1964 Bedford TJ 1964 BEDFORD 1965 Bedford J Type 1965 Bedford TJ, from around the mid 60s 1965 BEDFORD TJ 1965 Bedford 1966 Bedford CA Dormobile Debutante Engine 1594cc Perkins Diesel Registration Number HUH 987 D 1966 Bedford Engineers 1966 Bedford JI Pick-Up Engine 3519cc Registered 9205 TJ 1966 Bedford London i 1966 Bedford Orion 1967 Bedford a 1967 Bedford b 1967 Bedford City Tractor 1967 Bedford J1 Ambulance LOV44F 1967 Bedford J1 FRA658L 1967 Bedford J1 LOV44F 1967 Bedford London h 1967 Bedford Mobile Cinema. Reg No KJU 267E. 1967 Bedford Mobile Cinema. Reg No KJU 267Ea 1967 Bedford Mobile cinema 1967 Bedford TJ J1 1967 Bedford TK 8 wheel Rigid Engine 3800 cc Diesel Registered KNL 659 E 1968 Bedford Beagle based Dormobile motorhome conversion 1159cc 1968 Bedford CA Tipper Pick Up 1968 Bedford HA 1968 Bedford J1 Lomas Ambulance (04 FK 34). 1968 Bedford JO Pick-Up Truck Engine 3293cc 1968 Bedford KM 8x4 Crane 1968 Bedford zestigerjaren 1969 Bedford 2 1969 Bedford CA Dormobile Debonair Engine 1595cc Registration Number WNN 1969 Bedford CA Dormobile Debutante Engine 1594 cc Perkins Diesel Registration Number XPJ 697 G 1969 Bedford J1 and Ford Transit 1969 Bedford J1 Lomas B Type 1969 Bedford,j. 885MKR Bedford J 1970 Ambulance Bedford ambu 1970 BEDFORD 14 (22) 1970 bedford cp van wier 1971 BEDFORD 14 (10) 1971 Bedford JJL midibus 1971 Bedford MK (FV-13801), 4x4 1971 Bedford TK Recovery Truck YRD 882K 1971 Bedford-HK 1972 BEDFORD KM OCE 1972 Bedford KM Tractor Registered EHA 360 K 1974 BEDFORD KM RECOVERY RGC 1974 Bedford KM Recovery KONICA MINOLTA DIGITAL CAMERA 1974 bedford-02-gm 1976 Bedford 126 Angelsea 1976 Bedford Beagle 1976 Bedford CF Dormobile Landcruiser Camper (1976) 1977 Bedford Chevanne AA Service 1977 Bedford HA (afgeleid van Vauxhall Viva) 1978 BEA Bedford HA110 1978 Bedford (Dormobile) Roma Mk.1 Deluxe 1159cc S4 1978 BEDFORD TK WTG 1979 Bedford HA 8cwt Van engine 1256cc based on the Vauxhall Viva HA Saloon 1979 BEDFORD Post auto 1980 1969-88 Bedford CF Engine 2279cc Petrol 1980 Bedford TL 1980 Bedford TM (WNL---S) 1980 Bedford TM3650 Flatbed Recovery Truck Detroit powered Bedford with Brimec Body 1980 Bedford TM4400 Box Van Registered OUR 558 W 1980 BedfordHA 1981 Bedford TM in the hills above Helmsdale, NE Scotland 1981 BEDFORD TM Turbo 1982 1969-88 Bedford CF Dormobile Engine 1975 cc 1982 Bedford 4 GB 1982 Bedford BJ 51 44 1982 Bedford blitz v sst 1982 Bedford MJ, 4x4 1982 BEDFORD TM WVJ 1982 Bedford TM 1982 Bedford TM4-4, 4x4 1983 Bedford 3 GB 1983 Bedford CF hearse Portugal 1983 Bedford GB 1983 Bedford MJP2, 4х4 1983 Bedford TM 1983 Bedford-blitz-56 1984 Bedford Blitz 38 1984 Bedford CF Engine 2279cc 1984 Bedford TM3650 Articulated Unit Engine 6980 cc Registered A 605 LTM 1985 Bedford CF2 minivan 1985 Bedford Tl Tipper 1985 Bedford TL 1986 Bedford Astramax 1.3 Van 1986 BEDFORD BLITZ 1986 Bedford Midi Camper 1986 Bedford Rascal 1986 Bedford TL 1987 Bedford Rascal 1987 Bedford Suzuki 1988 Bedford CF Ambulance at RAF Boulmer in GB 1992 Bedford МТ17-21, 4x4 1994 bedford1 (2) 1996 Bedford МТ26-30, 6x6 Bedford (A)D-type bus Bedford 01 Bedford 1936-1940 W SERIES Trader service Bedford Ambulance Crest bedford astra bedford brava Bedford CA Dormobile a bedford ca dormobile Bedford CA Bedford Chevanne (afgeleid van Vauxhall Chevette) Bedford JAJ Alter-Lastwagen 606 Bedford JJL HKX 553V Bedford K-series truck Bedford M Bedford MJ 4 Ton Cargo (00 FH 51) Bedford MJ camper Bedford M-Series Australian Bedford M-Type bedford n en vettin Bedford OYD Armadillo MKIII Bedford Race Transporter Bedford RL 3Ton 4x4 Wrecker Bedford S Series Lorries Bedford TJ a Bedford TJ J3 Finalsilver1200 Bedford TJ rescue tender BT KER 708P Bedford TJ Bedford TK 363 Bedford TK Bedford Truck Bedford twin steer coach, GUP743C Bedford VAL Duple Viceroy SONY DSC bedford verhuistruck 2 bedford-cf-250-04 bedford-km-01 Bedfordlogo Bedfords sold in Uruguay KONICA MINOLTA DIGITAL CAMERA bedford-tk-4x2-tractor-72-kc-39 bedford-whb-01 bedford-y-series-03 British Army vehicles at Croatia Vauxhall Insignia Grillplate

For BEDFORD Buses you follow the links below:

https://myntransportblog.com/2013/10/28/buses-bedford-i-gb-uk/

https://myntransportblog.com/2013/10/31/buses-bedford-uk-ii/

https://myntransportblog.com/2013/10/31/buses-bedford-uk-iii/

https://myntransportblog.com/2013/10/31/buses-bedford-uk-iv/

https://myntransportblog.com/2013/10/31/buses-bedford-uk-v/

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Author: Jeroen

In Dutch, my homelanguage: Ik ben Jeroen, tot januari 2015 was ik al dik 26 jaar werkzaam in een psychiatrisch ziekenhuis in een stad vlakbij Werelds grootste havenstad Rotterdam. Eerst als verpleegkundige/begeleider op high care, later op afdeling dubbeldiagnose (verslavingen) en ook nog een tijdje als administratief medewerker. Ik heb een spierziekte "Poli Myositis" (alle spieren zijn ontstoken) daardoor weinig energie. Sinds augustus 2015 is daarbij de diagnose Kanker gesteld, en ben ik helemaal arbeidsongeschikt geworden en zit middenin de behandelfase. Gelukkig ben ik daarnaast getrouwd, vader, en opa, en heb de nodige hobby's. Een daarvan is transportmiddelen verzamelen en daarmee een blog schrijven. Dit blog begon met bussen, maar nu komen ook sleepboten, auto's trucks en dergelijke aan bod. Kijk en geniet met me mee, reageer, en vul gerust aan. Fouten zal ik ook graag verbeteren. In English: I'm Jeroen, till januari 2015 I was already 26 years working as a nurse in a psychiatric hospital, near Rotterdam, Worlds biggest harbour with more than 98 nationalities living within it's borders. First I worked on closed high care ward and the last years on a ward with mainly addicted people. I liked my work very much. In 2007 I got ill. I got the diagnose Poli Myositis, a musscle dissease. Al my mussles are inflamed. And last august I got another diagnose. Cancer. It's plaveicelcel carcinoma and treated with Chemo and radioation. So I've even less energy than the last years. Still I try to make something of my life and the blog is helping with surviving with some pleasure.

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