{"id":76600,"date":"2026-07-24T11:18:08","date_gmt":"2026-07-24T15:18:08","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=76600"},"modified":"2026-07-24T11:19:51","modified_gmt":"2026-07-24T15:19:51","slug":"a-1-auto-salvage-and-the-fate-of-americas-classic-cars-in-a-vanishing-roswell-junkyard","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/a-1-auto-salvage-and-the-fate-of-americas-classic-cars-in-a-vanishing-roswell-junkyard\/","title":{"rendered":"A-1 Auto Salvage and the Fate of America\u2019s Classic Cars in a Vanishing Roswell Junkyard"},"content":{"rendered":"

How Do Salvage Yards Like A-1 Auto Salvage Shape Automotive Memory and Loss?<\/p>\n

The closure of A-1 Auto Salvage in Roswell, New Mexico, with its inventory of over 500 classic cars and trucks, foregrounds a paradox at the heart of American automotive culture: the tension between preservation and disposability. Salvage yards, often dismissed as mere repositories for the obsolete, in fact function as informal museums, curating the material history of mobility, design, and social aspiration. Yet, their existence is precarious, subject to the shifting priorities of landowners, the volatility of scrap metal markets, and the encroachment of urban development. The evidence suggests that the fate of these vehicles\u2014whether auctioned to enthusiasts or crushed for scrap\u2014reflects not only economic calculus but also broader cultural attitudes toward heritage and obsolescence.<\/p>\n

The auction that marked A-1\u2019s end was, in theory, a democratizing gesture: every vehicle could find a new custodian, provided there was interest and means. In practice, the outcome remains opaque; the survival of specific models is unknowable, and the process itself underscores the fragility of automotive memory. The selective rescue of certain vehicles over others\u2014guided by rarity, brand cachet, or condition\u2014reveals the implicit hierarchies that structure the classic car world. Less desirable models, regardless of their historical significance, are often consigned to oblivion, their value measured in weight rather than narrative.<\/p>\n

What Patterns Emerge from the Inventory of A-1 Auto Salvage?<\/p>\n

A close reading of the yard\u2019s stock reveals a microcosm of mid-century American motoring, with a pronounced emphasis on vehicles from the 1950s and 1960s. This temporal clustering is not accidental. The postwar decades were a period of explosive growth and stylistic experimentation in the U.S. auto industry, and the cars of this era\u2014DeSotos, Studebakers, Buicks, Fords\u2014embody both technological optimism and the eventual limits of brand proliferation. The presence of rarities such as the AMC Marlin (with only 2,545 produced in 1967) or the Clipper Custom (a one-year-only marque in 1956) highlights the yard\u2019s role as a sanctuary for the commercially unsuccessful or the stylistically eccentric.<\/p>\n

Yet, the inventory also exposes the caprices of collector taste. Models like the Plymouth Duster or AMC Rambler Americans, despite their completeness or condition, are unlikely to attract restoration efforts due to their limited following. Conversely, vehicles with celebrity provenance (e.g., a Diamond T truck allegedly owned by artist Peter Hurd) or government associations (a Ford once used by the Atomic Energy Commission) acquire a patina of significance that may outweigh their intrinsic automotive merit. The yard\u2019s stock thus becomes a ledger of both what the market values and what it neglects.<\/p>\n

Why Do Certain Vehicles Survive While Others Are Lost?<\/p>\n

Survival in the salvage yard context is contingent on a matrix of factors: rarity, desirability, condition, and the vagaries of fashion. The high attrition rate for utilitarian models\u2014Checker Marathons, early 1950s Plymouths and Dodges, Chevrolet Sedan Deliveries\u2014reflects both their initial ubiquity and the harshness of their working lives. The evidence suggests that commercial vehicles, despite their historical importance, are systematically undervalued in the restoration economy, a blind spot that distorts the record of American transportation.<\/p>\n

Climate and geography also exert a subtle but decisive influence. The arid conditions of New Mexico preserved bodywork that would have succumbed to rust elsewhere, allowing for the survival of convertibles like the 1948 Studebaker or the 1952 Chevrolet Styleline Deluxe. However, this environmental advantage is offset by the relentless logic of space and economics: cars that do not yield parts or attract buyers are eventually scrapped, regardless of their preservation state.<\/p>\n

How Do Economic and Regulatory Pressures Accelerate the Disappearance of Salvage Yards?<\/p>\n

The closure of A-1 Auto Salvage is emblematic of a broader trend: the rapid disappearance of classic car yards across the United States. While the owner\u2019s decision to repurpose the land was idiosyncratic, structural forces\u2014rising land values, environmental regulation, and the lucrative price of scrap metal\u2014are rendering such operations increasingly untenable. The practical significance of this shift extends beyond the loss of individual vehicles; it signals the erosion of a decentralized, grassroots infrastructure for automotive preservation.<\/p>\n

Environmental critiques of salvage yards, often couched in terms of blight or contamination, may overlook the ecological niches these sites foster. The evidence from A-1\u2014trees growing through abandoned trucks, wildlife flourishing amidst the wreckage\u2014suggests a more complex relationship between dereliction and biodiversity. Nonetheless, regulatory pressure is unlikely to abate, and the prospect of salvage yards as sites of informal conservation remains contested.<\/p>\n

What Broader Lessons Can Be Drawn About Cultural Value and the Politics of Preservation?<\/p>\n

The fate of A-1 Auto Salvage invites a reconsideration of how cultural value is assigned and who gets to arbitrate what is worth saving. The mainstream interpretation\u2014that only the rare, the beautiful, or the storied deserve preservation\u2014risks flattening the diversity of automotive experience. The evidence from the yard\u2019s inventory complicates this narrative: the mundane, the utilitarian, and the commercially unsuccessful are as much a part of the American story as the celebrated icons.<\/p>\n

For the informed reader, the lesson is not merely nostalgic. The accelerating loss of salvage yards constitutes a second-order threat to the democratization of car collecting, concentrating access to parts and project vehicles in fewer hands and driving up costs. If preservation is to be more than a luxury pursuit, it will require a broader, more inclusive reckoning with what constitutes significance\u2014and a recognition that the infrastructure supporting this work is itself endangered.<\/p>\n

In sum, the story of A-1 Auto Salvage is less about the romance of barn finds or the spectacle of decay than about the contested terrain of memory, value, and loss. The evidence suggests that unless these dynamics are confronted directly, the material record of American motoring will continue to contract, shaped less by collective deliberation than by the silent, inexorable forces of market and regulation.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"With<\/a><\/p>\n

\n

With well over 500 classic cars and trucks , A-1 Auto Salvage of Roswell, New Mexico was one of the best yards we had ever had the pleasure of exploring. <\/p>\n<\/p>\n

But sadly we\u2019ll never be going back. Within a few years of our visit the place closed down, after the owner decided he wanted to do something else with the land. However, rather than simply cube everything (which is so often the case in these instances) he held a no-reserve auction, with anything not finding a buyer being fed to the crusher. Unfortunately we have no way of knowing whether the vehicles featured here survived. Let’s take a look:<\/p>\n

\n

Diamond T 1940s<\/h2>\n

\"Diamond\n<\/p>\n

This is the tantalising sight that greeted us when we arrived at Roswell\u2019s A-1 Auto Salvage. They\u2019re both Diamond Ts, and the yard employee who accompanied us throughout the visit, reckoned the late 1940s one on the left belonged to Peter Hurd<\/strong>, a famous local artist.<\/p>\n

Hurd whose work concentrated on the people and landscapes of New Mexico, was born in Roswell in 1904, and died in the town 80 years later. Chicago-based Diamond operated between 1905 and 1967.<\/p>\n

\n

The Lineup<\/h2>\n

\"The\n<\/p>\n

The view inside the 20-acre yard was just as enticing. The stock dated from the 1930s to the 1990s, but the vast majority hailed from the 1950s and 1960s. See anything you like in this line-up? Check out the rare Crosley<\/strong>, perched on the top of the pile. The company sold 84,000 of its subcompact cars between 1939 and 1952.<\/p>\n

\n

Chevrolet 1941<\/h2>\n

\"Chevrolet\n<\/p>\n

A-1 Salvage of Roswell, New Mexico was founded in 1941, which coincidentally is the same year that this Chevrolet rolled off the production line. That\u2019s six years before an unidentified flying object allegedly crash-landed on a nearby ranch, sparking 75 years of conspiracy theories, and catapulting Roswell onto the tourist map and its name globally famous.<\/p>\n

\n

Ford 1947<\/h2>\n

\"Ford\n<\/p>\n

Our guide reckoned this 1947 Ford glows in the dark. He was referring to the car\u2019s former owner \u2013 The Atomic Energy Commission<\/strong>. You can just make out the words painted on the door. It was a government agency formed after World War II to control the peacetime development of atomic science and technology. Note the chrome overrider embedded into the tree trunk.<\/p>\n

\n

Desotos 1950s<\/h2>\n

\"Desotos\n<\/p>\n

A-1 Auto Salvage once specialised in DeSoto<\/strong> and Studebaker<\/strong>, and both marques were still well represented when we visited. From left to right these DeSotos, all in reasonably good condition for their age, are dated 1950, 1953, 1955 and 1953 respectively. We hope some of them survived the auction.<\/p>\n

\n

Ford Mustang 1970s<\/h2>\n

\"Ford\n<\/p>\n

This mid-1970s Ford Mustang II hadn\u2019t turned a wheel since 1986, which was the year it arrived in A-1 Auto Salvage. Although most of the yard\u2019s stock ranged in age from the 1930s to the late 1970s, as you can see from the newer Mustang in the background, there were a few exceptions. And check out those Volkswagens behind it.<\/p>\n

\n

Ford 1963<\/h2>\n

\"Ford\n<\/p>\n

Presumably this 1963 Ford ended up in the yard after colliding with a tree. You’ve got to be travelling at quite some speed to do that much damage to a solid car like this; let’s hope the occupants fared better than the metalwork.\u00a0<\/p>\n

\n

Chrysler 1947<\/h2>\n

\"Chrysler\n<\/p>\n

Although this wonderful \u201847 Chrysler was sitting dangerously close to the yard\u2019s crusher, we were pleased to hear that it was to be saved. It had been purchased by an out-of-state car enthusiast, and was awaiting collection. Has it since been restored? \u00a0<\/p>\n

\n

The crushing pile <\/h2>\n

\"The\n<\/p>\n

This is enough to bring tears to one\u2019s eyes, because this entire pile was about to be crushed. If you could save one of them, which would it be? Even yards that specialize in classics have to be ruthless sometimes. Less desirable cars might sit around for decades without yielding a single part, taking up valuable space. And with the price of scrap metal being so high, they\u2019re often worth a lot more dead than alive<\/strong>.<\/p>\n

\n

Studebaker convertible 1948<\/h2>\n

\"Studebaker\n<\/p>\n

We assume this 1948 Studebaker to be a genuine convertible, making it something of a rarity. Only 8000 <\/strong>were ever made, and few will have survived. Whilst the interior had long since rotted away, the bodywork was still relatively rust-free, thanks to the favorable New Mexico climate.<\/p>\n

\n

Buick Wildcat 1964<\/h2>\n

\"Buick\n<\/p>\n

1964 Wildcats didn’t have Buick’s usual ventiports, but instead had chrome hash marks gracing their fenders. This one had apparently been stripped of all its useful parts, and was about to be fed to the jaws of the ever-hungry crusher.<\/p>\n

\n

Chevrolet Styleline tree<\/h2>\n

\"Chevrolet\n<\/p>\n

You wouldn’t want to stand under this tree during a storm, just in case you got hit on the head by the engine that’s perched on the top branch! It\u2019s a 1952 Chevrolet Styleline Deluxe two-door sedan, and judging by the size of the tree growing through its engine bay, it must have sat in this same spot for at least 40 years.<\/p>\n

\n

Henry J<\/h2>\n

\"Henry\n<\/p>\n

It’s unusual to find a Henry J inside a salvage yard, as they\u2019re normally perched on a pole by the highway, where they act as an advertisement to passing motorists. The Henry J, the brainchild of Henry J Kaiser<\/strong>, was designed to be affordable to the average American, rather like the Model T was a few decades earlier. In order to reduce costs, body parts were kept to a minimum, and early examples didn’t even have an opening trunk lid. They were in production between 1950 and 1954.<\/p>\n

\n

AMC Marlin 1967<\/h2>\n

\"AMC\n<\/p>\n

There were some real gems crammed into the 20-acre site, including this ultra-rare AMC Marlin. Just 2545 people bought one of these distinctively-styled two-door fastbacks in 1967, which convinced AMC that it was time to confine this automotive flop to the history books.<\/p>\n

\n

Cadillac 1951<\/h2>\n

\"Cadillac\n<\/p>\n

Apparently this 1951 Cadillac was used as a tour bus by a local band in the early 1980s. What a stylish way to arrive at gigs. There aren\u2019t too many cars that are capable of carrying a band and all of their equipment, but then there aren\u2019t too many cars that are 224.5in long! The hood was jammed in the open position, and the yard owner was reluctant to force it from fear of causing damage.<\/p>\n

\n

Cadillac SedanDeVille 1956<\/h2>\n

\"Cadillac\n<\/p>\n

And here’s another Cadillac, but with rather more serious hood issues. We wonder how it ended up in this state, as the car doesn\u2019t appear to have any accident damage. Unfortunately it\u2019s a big enough gap for the V8 to have escaped through! More than 41,000<\/strong> of these Harley Earl-designed 1956 Cadillac Sedan de Villes rolled off the line.<\/p>\n

\n

Chevrolet stationwagon 1956<\/h2>\n

\"Chevrolet\n<\/p>\n

Unfortunately the driver’s door was the only straight panel on this 1956 Chevy two-door wagon. Chevrolet was riding high in the 1950s, and for eight out of 10 years took the top sales spot, with Ford only getting a look in during 1954 and 1957.<\/p>\n

\n

Ford 1942<\/h2>\n

\"Ford\n<\/p>\n

Now here’s something you don\u2019t see every day \u2013 a 1942 Ford. Production of the 1942 models was halted in February of that year to make way for war production. Just 160,000<\/strong> cars were built up to that point, making 1942 the lowest production year for the company since 1910. This was one of several project cars lined up along the yard\u2019s perimeter fence. Surely it found a new owner before the big cull occurred.<\/p>\n

\n

Ford Consul <\/h2>\n

\"Ford\n<\/p>\n

In the 1950s European car designers did their best to replicate American designs, albeit with compact dimensions. And once they\u2019d mastered that, naturally they tried to export them to the USA. However, as many found out, this was almost as challenging as selling ice to the Inuits\u2026<\/p>\n

On the top we have a British-built and designed Ford Consul MkII (1956-1962), which resembled a 1955\/1956 American Ford. These did reasonably well, with their four-cylinder engines appealing to economy-minded motorists. However the French-built Simca Vadette Beaulieu<\/strong> beneath it sank without trace.<\/p>\n

\n

Plymouths and Dodges 1950s<\/h2>\n

\"Plymouths\n<\/p>\n

When we visited A-1 Auto Salvage, it had recently been sold to a new owner. Although at the time he intended to keep the yard as a classic car specialist, he wasted little time in crushing the least desirable cars. Our tour guide explained that early 1950s Plymouths and Dodges, like these, fall into that category. He said they have a small following, so often sit around for decades without yielding a single part. In other words they are worth more cubed.<\/p>\n

\n

Ford Galaxie Sunliner 1962<\/h2>\n

\"Ford\n<\/p>\n

In pristine condition, a 1962 Ford Galaxie Sunliner will cost you a small fortune, but when we saw this sorry-looking example it had a $2000<\/strong> price tag. Back in the day, this car would have managed 60mph in just under 14 seconds, continuing to a top speed of 101mph. A total of 55,829 <\/strong>were built.<\/p>\n

\n

Plymouth Duster 1975<\/h2>\n

\"Plymouth\n<\/p>\n

Someone has scribbled \u201c75\u201d and \u201csold\u201d on this Plymouth Duster\u2019s windows, so presumably it\u2019s a 1975 model, and has hopefully survived. Built between 1970 and 1976, the Duster was a semi-fastback<\/strong> version of the Plymouth Valiant. The car\u2019s main domestic rivals were the Chevy Nova, Ford Maverick and the AMC Hornet.<\/p>\n

\n

Reo Speedwagon 1940s<\/h2>\n

\"Reo\n<\/p>\n

In addition to forming Oldsmobile, automotive pioneer Ransom Eli Olds also gave his name to the Reo truck brand. Based in Lansing, Michigan, it would produce cars and trucks from 1905 to 1975.<\/p>\n

This late 1940s Reo Speedwagon was carrying a Worthington compressor on its back. Worthington Compressor Services, which was already 100 years old when this truck was built, supplied the steam pump engines used to power the hydraulic elevator used during the erection of the Paris\u2019s Eiffel Tower. The famous rockband <\/strong>from Illinois took its name from a 1915 example of this model.<\/p>\n

\n

Nash Rambler Airflyte 1952<\/h2>\n

\"Nash\n<\/p>\n

Considering that the Nash Rambler Airflyte station wagon must have looked like something from another planet when it was first launched, Roswell was the perfect location for this one\u2026 These two-door wagons first appeared in 1951, and this example was built in the second year of production.<\/p>\n

\n

Packard Cavalier 1953<\/h2>\n

\"Packard\n<\/p>\n

The Packard Cavalier was a replacement for the 300 model. These four-door sedans, which had a $3234 asking price, were only in production for two years (1952-1953). This example, which was on sale as a project car when we visited the yard, was built in 1953 and was one of only 10,779 <\/strong>manufactured.<\/p>\n

\n

Studebaker Commander coupe 1953<\/h2>\n

\"Studebaker\n<\/p>\n

Barn finds are all the rage amongst classic car enthusiasts, however we aren\u2019t sure whether this 1953 Studebaker Commander coupe actually qualifies as one. You see it wasn\u2019t so much in<\/em> the barn, as under<\/em> it, following its collapse on top of the car. Although it wasn\u2019t in great shape prior to the accident, at least it had a windshield.<\/p>\n

\n

AMC Rambler Americans<\/h2>\n

\"AMC\n<\/p>\n

This pair of AMC Rambler Americans, were in reasonable condition, with the white one being particularly complete. Incredibly it has even retained its original wheel trims. But sadly these cars don\u2019t have much of a following, meaning cost-effective restorations would have been out of the question.<\/p>\n

With this in mind we\u2019d be very surprised if either have survived. Check out the 1936 Plymouth on the right. We wonder whether the front accident damage was the reason why it entered the yard many decades ago.<\/p>\n

\n

AMC Gremlin<\/h2>\n

\"AMC\n<\/p>\n

Like their Pacer siblings, AMC Gremlins have developed something of a cult following in recent years, and are starting to command decent money. That said, this one is worth little more than its scrap value, and is unlikely to have survived. Gremlins have appeared in numerous films and TV shows over the years, but perhaps the car\u2019s most significant starring role was at the start of the 1984 movie Gremlins<\/strong>.<\/p>\n

\n

Checker Marathon 1970s<\/h2>\n

\"Checker\n<\/p>\n

Checker Motors Corporation of\u00a0Kalamazoo, Michigan<\/a>, manufactured the iconic American taxicab. The design barely changed over the decades, so it\u2019s hard to date this one, but our best guess is the late 1970s. The Marathon was in production from 1961 to 1982, when car production ceased. The last New York City Checker cab was retired in 1999, with 750,000 miles<\/strong> on its clock.<\/p>\n

\n

Checker Superba<\/h2>\n

\"Checker\n<\/p>\n

We initially assumed this to be a Checker Marathon, but a closer inspection revealed that it was in fact a considerably rarer Checker Superba. Predating the Marathon, just 1,050 were built in 1959, its first year on sale. It would remain in production until 1963.<\/p>\n

\n

Imperial 1960<\/h2>\n

\"Imperial\n<\/p>\n

Seeing as less than 18,000 1960 Imperials were built, this was one of the yard\u2019s more unusual residents. \u00a0“America’s most carefully built car,” as it was billed, would have been subjected to 32 different quality control stations before leaving the factory. One of these involved drenching it with water, to the equivalent of 252in per hour of rainfall <\/strong>– it certainly wouldn\u2019t pass that test today\u2026<\/p>\n

\n

Willys Overland Jeepster<\/h2>\n

\"Willys\n<\/p>\n

Only 19,132 Willys-Overland Jeepsters were manufactured during the three-year production run (1948 – 1950), and they are few and far between today. We have only ever spotted six of them in junkyards, and four of those were at A-1 Auto Salvage. This was the manufacturer\u2019s attempt to branch out into the passenger car market.<\/p>\n

\n

Clipper Custom 1956<\/h2>\n

\"Clipper\n<\/p>\n

You\u2019ll be looking for a long time to find another one of these in a salvage yard. It\u2019s a Clipper, which for 1956 only, ceased being a Packard and became a marque in its own right<\/strong>. This was a conscious decision to prevent the entry-level car from damaging Packard\u2019s image as a luxury car brand.<\/p>\n

But the plug was pulled at the end of the year when Packard\u2019s Detroit factory closed. In 1958 the manufacturer disappeared completely, ending 59 years of car production. This four-door Custom model, is one of only 8708 built.<\/p>\n

\n

Chevrolet Truck Tree 1940s<\/h2>\n

\"Chevrolet\n<\/p>\n

Salvage yards are closing at a phenomenal rate, so to discover that A-1 Auto Salvage is no longer in business came as little surprise to us. While on this occasion the owner wanted to use the land for a different purpose, other common reasons for closures include the high price of scrap metal, encroaching urban sprawl (and new neighbours who don\u2019t like the idea of living next to a junkyard), and increasing environmental pressure.<\/p>\n

On the subject of the latter, during our visits to salvage yards, we have found the flora and fauna to flourish around junk cars. Just check out this tree, which has grown through a Chevy truck\u2019s rotten floor, wrapped itself around the steering wheel, and pushed open the windshield. These trucks were built between 1941 and 1946.<\/p>\n

\n

Lincoln Continental 1964<\/h2>\n

\"Lincoln\n<\/p>\n

Fourth generation Lincoln Continentals were equipped with \u201cdoor ajar\u201d warning lights, a necessary safety precaution to reduce the risk of rear passengers being sucked out of the reversed-doors. This one, complete with its convex electric shaver front grille, is one of 36,000 to find a buyer in 1964.<\/p>\n

\n

Kaiser Special 1951<\/h2>\n

\"Kaiser\n<\/p>\n

The Kaiser-Frazer Corporation was formed in 1945, as a joint venture between the Henry J Kaiser Company and Graham-Paige Motors. While sales were initially strong, it didn\u2019t have the resources to take on the Big Three. The last Frazer was built in 1951, while Kaiser-branded cars survived for a further four years.<\/p>\n

Considering the relatively short production run, it\u2019s definitely unusual to find one in a salvage yard. In fact A-1 Auto Salvage had no less than three of them. This one appears to be a 1951 Special, built in 1951, Kaiser\u2019s most successful year ever.<\/p>\n

\n

Cadillac CoupeDeVille 1961<\/h2>\n

\"Cadillac\n<\/p>\n

Cadillac designed some incredibly flamboyant tailfins in the late 1950s, culminating in the rocket-inspired creations that adorned the 1959 cars. From 1960 onwards they began to shrink, becoming somewhat more subtle, and dare we say tasteful?<\/p>\n

This 1961 Coupe de Ville, which is far too good to have ended up at A-1 Auto Salvage, sports a clean and crisply designed pair, neatly integrated into the design, and starting at the rear doors rather than looking like an add-on.<\/p>\n

\n

Ford Thunderbird 1960<\/h2>\n

\"Ford\n<\/p>\n

It says \u201cNo batt\u2019 on the windshield of this 1960 Ford Thunderbird, but we reckon the lack of a battery is the least of its worries. More importantly, was it desirable enough to attract any bids at A-1 Auto Salvage\u2019s closing-down sale auction, or was it crushed, melted down and turned into a new kitchen appliance? \u00a0With 93,000<\/strong> sales, 1960 was a record year for the T-Bird.<\/p>\n

\n

Studebaker Transtar 1956<\/h2>\n

\"Studebaker\n<\/p>\n

Surely this 1956 Studebaker Transtar half-ton pickup was saved, as it\u2019s far too desirable to have been crushed. The Transtar name was used by Studebaker from 1956 to 1958, and again from 1960 to 1963. Studebaker was founded in 1852, so was already 104 years old when this rolled off the line. It would continue manufacturing vehicles until 1966.<\/p>\n

\n

Chevrolet Sedan Delivery 1951<\/h2>\n

\"Chevrolet\n<\/p>\n

There\u2019s no doubting that this 1951 Chevrolet Sedan Delivery is a desirable vehicle, however we can\u2019t help but feel that the $6500 (or best offer) asking price was a tad optimistic. Based on the two-door station wagon, these light commercials sold reasonably well, with 20,817 finding buyers in 1951. However, unlike the passenger-carrying siblings, they were far more likely to be abused, so had a considerably worse survival rate.\u00a0<\/p>\n

\n

About the author<\/h2>\n

\"About\n<\/p>\n

British automotive journalist\u00a0<\/span><\/span>Will<\/span><\/span>\u00a0<\/span><\/span>Shiers<\/span><\/span>\u00a0has been photographing abandoned American cars for 35 years. He has visited all 50 states on his tin-hunting trips, exploring barns, fields, deserts, ghost towns and salvage yards, while searching for hidden treasures.\u00a0<\/span><\/span>Will<\/span><\/span>\u00a0has been contributing to car magazines for three decades, and\u00a0<\/span><\/span>is<\/span><\/span>\u00a0the author of the book\u00a0Roadside Relics – America\u2019s Abandoned Automobiles<\/b>.\u00a0<\/span><\/span><\/p>\n

\u00a0<\/p>\n

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