The Scammell Pioneer was one of the primary tractors of the British Royal Army before and during WW2. It was used in three roles: Artillery tractor (primary), recovery vehicle (secondary) and tank transporter (tertiary). In the latter role this was practically the only one before its replacement by the Thornycroft Antar in 1952, and before the arrival of lend-lease M19, Mack, Diamond and others heavy duty semi-trailer tractors of flatbed trucks. Despite only 3400+ were built, they proved dependable, had solid output and off-road capablities, and soldiered from the BEF in France in 1940 to the last days of the war in the far east in the summer of 1945. Some even lingered in other roles until the late 1950s. This is the first part of the three parts article studying the different variants of the Scammell Pioneer.

Development

About Scammell

Scammell Scarab

Scammell started as a late-Victorian wheelwright/coach-builder as "G Scammell & Nephew Ltd" located in Spitalfields, London. George Scammell worked with his nephew Richard and his own sons Alfred and James. By the early 1900s, the company started to provided maintenance to Foden steam wagons and customer Edward Rudd, which imported a US Knox Automobile tractor asked Scammell to create a replica. World War I stopped this project, bu the coppany was convinced to double down on Mechanical transport, seeing its vast potential. A great nephew of the founder, Lt. Col. Alfred Scammell, injured, applied his practical experience to develop a articulated six wheeler usable as gun tractor foir the army. Percy G Hugh was its chief designer, but the war ended before it could be completed. It was presented however at the 1920 Commercial Motor Show, with 50 ordered, having a very low axle weight for a payload of 7.5 tonnes carried at 12 mph (19 km/h) instead of the usual 5 mph. This was a revolution.


Scammell Explorer

Scammell made this 7.5-ton articulated vehicle and for this, Scammell & Nephew founded Scammell Lorries Ltd in July 1922, with the managing director being Lt. Col. Scammell located at Tolpits Lane in Watford close to the West railway station with a branch direct to the factory. The HQ stayed in Fashion Street, Spitalfields until 1965. In 1929, Scammell created the "100 Tonner" low loader with two made, one to Marston Road Services in Liverpool, but the company looked at 4/6 six-wheel rigid designs as well, using balloon tyres to compensate for the absence of dedicated suspensions. In 1934 was the launch of its vaunted "Mechanical Horse" designed by Oliver North with an automatic carriage coupling, single front wheel steerable at 360 degrees in 3/6-ton either with a 1,125-cc side-valve or 2,043-cc engine. Karrier competed with the Cob. This model was replaced by the Scammell Scarab with a 2,090-cc, side-valve petrol engine or diesel Perkins in 1941.

Work went on in between on articulated and rigid 8-wheeler lorries and the result was the 6×4 Pioneer. This heavy haulage tractor emerged in 1927 and showed unbeatable cross-country performance due to its patented beam bogie rear axle having up to 2 ft (1 m) of vertical movement at the time, unrivalled, also by Oliver Danson North. It became a best seller in the oil field and forestry markets. In the British Army the R100 became at the same time its main heavy artillery tractor, recovery vehicle and 30-ton tank transporter. Production concentrated in 1939 on military Pioneers only.

From colonial beast of burden to tank transporter

The need to transport tanks was not an obvious one at first, at least given the network of railways cross-crossing the UK and proximity to tests fields. However, even before the war, there were "blind spots" in transportation between railways hubs and concentration points that needed that kind of transport. But the Scammell Pioneer did not started with that in mind. In 1924 the British authorities in India and other far-off territories expressed the need of a civilian 6×4 off-road vehicle that can be used as a multipurpose heavy duty vehicle in its colonies where metalled (sealed) roads were scarce. Scammell proposed its design in 1926, which was accepted, and a modest order was obtained at first.

Pioneer started to produce its Pioneer in 1927. It lacked an all-wheel drive, which was compensated by the use of a suspension with great travel, and an excellent traction provided by a low-revving engine with great capacity, ending with a generous output and even more impressive torque, impressive pulling power whatever the terrain, and still adequate low speed agility and flexibility. Soon, the results were impressive enough to have the army interested. The British War Office purchased one in 1932. The first use was to convert it as a tank transporter (which lacked in British inventory), when coupled with a tailored 18t semi-trailer. It was assigned to a training but did not succeeded to impres however and no order was passed. At least until 1937, as there was no urgent need, expecially in the concvept of cash-strapped Britain after the 1929 crisis.

If not ordered as tank transporters, the british War Office purchased a new serie, equipped on demand with a beefier 102 bhp Gardner 6-cylinder diesel engine. It was driving only the two rear axles through a constant-mesh gearbox. it was also given a power take-off driving with a Scammell winch. Plus military grade tures, and properly military equipment. In 1935 these efforts culminated with the acceptance of the R100 Artillery tractor, which was ordered in numbers to pull the largest British ordnance. That's the first leg of our journey in this versatile type.

The Artillery Tractor R100

The artillery tractor Pioneer R100 was the primary heavy artillery tractor used from 1935 to World War II. it was tasked of tow heavy, but also if needed, medium artillery pieces. Its roomy cabin could accommodate not only the whole gun's crew, but also all the tools, equipment, and ammunition needed to operate the gun, so no more vehicle was required, simplifying logistics considerably. From 1935 to WW2 it was tested and used for towing the 60-pounder, 6-inch howitzer, 4.5-inch gun and 5.5-inch howitzer. However it was criticized as being slow and for this, the AEC Matador impowed itself and a solid alternative as the standard British WW2 medium gun tractor, when provided in sufficient numbers.

But the Pioneer was still the one and only towing the 6-inch gun, 7.2-inch howitzer, 8-inch howitzer, and in WW2 via lend-lease, the 155 mm Long Tom. In the end until 1945, "Only" 980 Pioneer R100 heavy artillery tractors were manufactured, which was still insufficient to meet requirements, and it was supplemented by the more modern Albion CX22S from late 1943. Its postwar replacement was the Thornycroft "Mighty" Antar in 1951, capable of lifting heavy tanks such as the 64 tonnes Conqueror.

Chassis and general design

The Scammell Pioneer R100 (the artillery tractor) shared about the same caracteristics with its siblings, the recovery variant SV1S/T and the tank transport tractor TRCU20. The forward part and chassis were identical, only the flatbed (or lack thererof) was different. Unladen, the R100 was 8.38 long tons (8.51 t) with a useful payload on its flatbed cabin on 2.95 long tons (3.00 t) between the gun crew, gear, tools and ammunitions. Its towing capacity went to 19.64 long tons (19.96 t) max.

From bumper to hook the chassis measured 20 feet 7 inches (6.27 m) and 8 feet 6 inches (2.59 m) in width, as well as 9 feet 9 inches (2.97 m) in height at the top of the roof forward. The engine was placed under a relatively narrow bonnet, topped with a distinctive vertical flanges radiator calander. The bonnet's top opened in two parts hinged along a central spine and there were two more accesses on either side for quick daily service and maintenance. The forward axle was covered by a pair of mudguards and the road lights were installed on poles seated on the base of the chassis but there was no bumper per se, and instead a winch and hook for self-unditching.

The cabin started right past the bonnet, and was quite large, tall and roomy. Underneath was the main fuel tank on the right while the left was occupied by an open netted storage area. Access via the two main doors was done via a simple step at the base of the fuel tank. The doors were hinged foward. There was a single seat in front pf the steering wheel, two gears, pedals, and a bunk large enough fr 2-3 more passengers in the forward cabin alone, and two smaller windows. Main windows were generally closed before the war, but wartime production simplification had them eliminated and instead simple rolled canvas was dropped in heavy weather. The forward windshield was composed of four windows, with a flat frame. There were rear mirrors fixed to the forward frame.

The flatbed was occupied by a cab large enough for the whole gun crew, 6 to 8 ùen seated on folding bunks, with a lot of room for ammunition crates and gear in the middle. Access was via two small doors accessible by steps or ladders. The two rear axles had no protection but were toppd by the overhangin cabin. A fixed heavy durty hook at the end of the chassis allowed the towing of the largest artillery poiece in british inventory, the most often seen being the 7.5 inches howitzer. One intereting aspect was the presence of a crane under the top of the roof with a telescopic gantry and pulleys for lifting and unloading heavy ammunition crates. The very large "balloon type" off-road wheels had no spare. The Pioneer was a tall vehicle due to its massive suspension system, high ground clearance, and an easy target, as it was unarmed and completely unprotected.

Mobility

Under the hood took place a valiant 510 cu in (8.4 L) Gardner 6-cylinder Diesel as requested by the army in 1933. it provided 102 brake horsepower (76 kW) at 1,700 rpm and a masive torque through a 6-speed constant-mesh gearbox. There was a 6x4 drive with Walking beam Suspension which combined with large wheels authorized near acrobatic obstacle crossing, clearing, climbing abilities on all terrains. Operational range was limited to 430 miles (690 km) in normal conditions, half perhaps when towing a 10tons ordnance. Top speed was limited to 24 miles per hour (39 km/h) unladen on road, far less with the same payload off-road. By 1943 standareds it appeared underpowered compared to new vehicles but was a true progress compared to horse-drawn carriages which were still around in 1936.


Front axle

Diesel engine

specs. R-100 artillery tractor
Lenght	20 feet 7 inches (6.27 m)
Width	8 feet 6 inches (2.59 m)
Height	9 feet 9 inches (2.97 m)
Total weight	Light 8.38 l.tons, max 19.64 l.tons
Payload	2.95 long tons (3.00 t)
Crew	1+8, see notes
Propulsion	8.4 L Gardner 6-cyl. Diesel 102 bhp (76 kW)/1700 rpm
Suspension	6x4 Walking beam
Transmission	6-speed constant-mesh gearbox
Speed (road)	24 miles per hour (39 km/h)
Range	430 miles (690 km)
Armament	None
Production	980 1935-1945

Recovery vehicle SV1S/T

(To come)

Tank Transporter Pioneer TRCU20

(To come)

The Scammell Pioneer in action

Despite its archaic appearance and ponderous gait, Scammell’s Pioneer remains a legend among fans of antique trucks. Originally introduced in 1929, its military career did not begin until three years later when the War Office bought a single example equipped with a tank-transporter semi-trailer. In 1937 this was followed by a modified production version, first rated at 20 tons, then upgraded to 30 tons.

There were also artillery tractor and heavy recovery versions, dating from 1935 and 1936, respectively. Where the prototype tank transporter had been fitted with a petrol engine, all subsequent production was powered by Gardner’s inimitable 6LW six-cylinder diesel engine, producing 102hp from 8,396cc, and driving through a six-speed gearbox to walking beam gear-cases at the rear. At the front was a transversely pivoted axle. Military production continued until 1945, by which time 2,783 Pioneers had been delivered. Surplus Pioneers formed the basis of many heavy haulage and recovery fleets during the 1950s.

Many Pioneer gun tractors were lost in France in June 1940 with the evacuation of the British Expeditionary Force (BEF), either destroyed by the withdrawing troops or captured by the Germans. Next stop however was its use North Africa, where the tank transporter took all its sense as the ARV variants. They were used in Italy but less present in France after D-Day, already susperseded by the Albion CX-22S or lend-lease vehicles. They saw service also in the far east and even ended still in service with some Royal Engineer Regiments in Germany (BAOR), before being phased out in 1955. Many had survived to this day.

Read More/src

archive.commercialmotor.com
rememuseum.org.uk query
rememuseum.org.uk on the Model SV1S
rememuseum.org.uk on the R100
Footage of recoveries (video)
en.wikipedia.org scammell lorries
Photos
o5m6.de tank transporters

Videos

R100 of the Bedford Yeomanry III corps BEF France 1940



R100 in base desert tan, Egypt 1941



Pioneer at the battle of El Alamein in desert livery, late 1942



Pioneer R-100 in Italy, 1944.



Pioneer R-100 of the REME postwar

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Sd.Kfz 2, 6, 7, 8, 9, 10 and 11 were half-tracks designed just before the war as prime movers, to carry supplies, ammunition, personal, and tow artillery. Many were also converted during the war as armored versions carrying AA FLAK guns (Flakvierling, 37 mm, or the legendary 88 mm Rheinmetall als used as tank hunters), or were converted as nebelwerfer (rocket launching armored vehicles). They were built by Hanomag, Steyr, Mercedes-Benz, Bussing and many other manufacturers until 1945, over 20,000 half-tracks.

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