During the heyday of Commercial Vehicle building in this country, Albion built up a reputation as being a supplier of well-engineered high quality products. In spite of this, they were never seen as a major player in the manufacture of eight-wheel lorries. Although there were probably many more valid reasons for this than I am aware of, some or all of the following, which I have heard quoted over the years, may have contributed in some way to that situation:
Other manufacturers had established markets before Albion.
The war years interrupted production, and after cessation of the hostilities, raw materials were in short supply and priority allocation was given to manufacturers with confirmed export sales.
Production of Albion eight-wheelers was not continuous, with several time gaps between discontinued and new models.
In the early fifties, when the nationalised fleet (BRS) had the monopoly on long distance haulage, Albion were not part of the vehicle standardisation plan.
And finally, after Albion was taken over by Leyland, vacancies on the Board were taken up by managers from the parent company, whose main interests were thought to lie south of the border.
This last statement appeared to lose some credibility when, in direct competition with Leyland, they approved the launch of the lightweight Albion Caledonian at the 1957 Scottish Motor Show. To me this suggests that their priorities were to manage a company that would market successful models to cater for the needs of the road haulage industry.

An Albion Caledonian 24C/1 with standard wheelbase is seen taking on a load of castings. The operator is Castle Bros (Hauliers) of Leeds (5244 UG). (BCVMA)

When it was introduced, some people saw the Caledonian as only being “badge engineering”, with no more than an Albion name fitted onto the front of an Octopus. Although some Leyland components were used in its construction, nothing could be further from the truth. After a quick look the observer would note the use of a Leyland cab, in preference to the outdated Albion equivalent with exposed radiator. Inside would be found a Leyland radiator, an O.600 or later an O.680 engine, a 5 speed Leyland gearbox and, in the Leyland tradition, it was designated model 24C/1.
Apart from this, everything else was very much derived from the Scotstoun factory. Like its predecessor the HD57, whose production ceased in 1954, final drive was achieved through twin overhead worm axles, with brakes being initially fitted only to the second, third and fourth axles. Weight saving was achieved by the use of light alloys and special steel. By the middle of 1955 a tipper model, 24C/3. was introduced whose shorter chassis was strengthened by the use of flitch plates. In true Albion style, parts were bolted together in preference to the use of rivets.

Two short wheelbase Caledonian 24C/3 tippers are seen in a posed publicity picture. (BCVMA)

At the Earls Court Motor Show 1958, a model with a Homalloy glass fibre cab and a lightweight alloy body was exhibited. This was reputed to be able to carry a 17 ton payload well within the legal 24 ton GVW. In 1959 a third model, 24C/5, which found favour with the major oil companies, was announced. It differed slightly from the earlier models with a set back front bogie to allow easier cab access, and the O.680 engine was now standard. As the Leyland cab was no longer suitable, Alfred Miles, Gloucester, was engaged to build a lightweight one, with a forward sloping front windscreen. In spite of the problems experienced during service with door mountings cracking and windscreen surrounds buckling, their non-rusting cab made them an attractive buy on the used vehicle market. Many were to be found, years after disposal, with a variety of replacement bodywork, on the fairground circuit.

When production of the HD57 had ceased in 1954, three years after the takeover, many thought that this would mark the end of eight-wheeler production at the Glasgow plant. Yet for four years (1957-60) they were building this new model, constructed mainly from Albion parts, which was competing for sales with the Octopus from Leyland. The Power-Plus Octopus with the LAD cab was introduced in 1960, and this was followed the year after by a lightweight version, with a shorter wheelbase and fitted with the Albion Reiver rear axles. It weighed about 10cwt less than the standard model. the introduction of this vehicle saw production of the Caledonian, the fourth and last eight-wheel model to be built at Scotstoun, come to an end. Well, that was probably the plan.
However, in 1967 an order was placed by a customer to have a fourth axle fitted to a Super Reiver tipper. This may well have ignited ideas, for the following year the Cameronian, CA81, rolled off the production line. This was aimed mainly at the Australian market for use with Dumpmaster bodies, where extra weight was placed over the front axles, particularly when emptying bins full of refuse. A few were sold in this country as haulage vehicles: Russell of Bathgate ran a few fitted with Bulk Grain bodies, but unfortunately their 400 series engines struggled when operating at the 24 ton GVW.
Production of the Cameronian, the fifth and definitely the last Albion eight-wheeler finished in 1972, about the same time that the last vehicles bearing Albion badges were made. Although they were built for a specific market, using the most appropriate parts from both manufacturing sources, they kept their individual identities, and particularly in the case of the Caledonian, even looked something similar to another model that was in production at the same time.