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NARRATIVES OF THE INDUSTRY..

12th August 1924, Page 23
12th August 1924
Page 23
Page 24
Page 23, 12th August 1924 — NARRATIVES OF THE INDUSTRY..
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The The Evolution of the Prominent Concerns in the British Commercial Vehicle Industry which have Made History by the Pursuit of a Progressive Policy.

JOHN I. THORNYCROFT AND CO., LTD.

IN. CONTINUING this seriesof articles, we will take upon ourselves the agreeable task of recounting the outstanding features of historic and general interest in the career of John I.Thornyeroft and Co., Ltd., a company who, by virtue of many years' intimate association with the motor and allied industries dating back to the days of pioneering difficulties, can claim to have played a noteWorthy part in procuring for the British motor industry the status which it ; holds to-day.

The business of the company was established -many years before the advent of mechanical road vehicles, It was founded in 1864 by Mr. J L Tharnycroft, and the success of the company's activities may be said to have dated from the completion of the steam launch "Miranda," in 1871, when this vessel achieved the speed of 18 knots per hour, which, at that time, was considered unprecedented. The "Miranda" became the prototype of the torpedo boat, and it was fol. lowed, in 1876, by the construction of H.M.S. "Lightning." The construction of these vessels has a distinct relation to the .subsequent manufacture of commercial motor vehicles by the company, for it was the success which attended their early experience in the building of light and efficient machinery for marine service that enabled them to produce steam-propelled road vehicles of an eminently practical ilature.

Steam Vehicles First Manufactured.

Towards the end of the last century it became evident that a wide field would ultimately exist for the employment of mechanical road vehicles, with the result that a separate company, the Thornycroft Steam Wagon Co., Ltd., was formed to undertake the design and manufacture of vehicles of this type, and works were duly established within a few hundred yards of the Chiswick shipyards, Even at this early period when the horse was at the height of its popularity and much prejudice and conservatism concerning motor vehicles had to be fought down, it was evident that larger. works would eventually be required, and, accordingly, the company established a new factory at Basingstoke in 1898.

In 1901 the original firm was formed into a limited liability company under the title of John I. Thornyea-oft and Co:, Ltd., and three years later the -Thornyeroft Steam Wagon Co., Ltd., was absorbed.

After the erection of the works at Basingstoke the Home Field Works at Chiswick were utilized as a London repairs depot up to the year 1908, when the growing use of Thorny. croft vehicles of all types rendered it imperative kir new premises to be obtained, and the present repair depot of the company is, as many of our readers are aware, located at Pulfercl Street, Pimlico, London, S.W., where all the latest machinery and plant is installed to enable users' requirements readily to be met. From the earliesi days, when steam vehicles were produced, the company have deemed it expedient to enter machines in competitive trials, and at Liverpool and other places Certain first prizes and other awards were gained, and there is little question that this inherent faith in tha ability of their products to achieve satisfactory road performances helped to secure the recognition of users and laid the foundations of a clientele which has expanded in the course of years.

Municipal authorities were amongst the earliest buyers of Thornycroft vehicles and in this category we may mention the Westminster GAYCouncil, which, so long ago as .1899, introduced a Thornycroft steam wagon for certain municipal

tasks. This vehicle, after having done yeoman service for its original purchasers, is now in the service of the Shoreditch authorities, and is still running satisfactorily after 25 years; in fact, it is claimed to be the oldest commercial vehicle now in use throughout the country. Two steam wagons of a similar type were also supplied to Ube West. 'spinster authorities in 1900, and these have also been acquired by the Shoreditch council, which still has them in use. The first Thornycroft lorry was supplied to the War Office in 1899.

Links in the Chains of Progress.

We will at this point refer to the various types of Thorny. croft motor vehicle which have been produced as the indus, try has developed, and this will serve to indicate in no uncertain fashion the remarkable advances which have been made in design and the improvements which have been ciffeerted in order to secure the utmost efficieney and economy. The first Thornyerolt self-propelled commercial vehicle was built in 1895, this being asteam-driven van with a capacity of I ton. Its main features consisted of a vertical launch. type engine arid a Water-tube boiler, and it is interesting to -note that the final chain drive was carried to the front -wheels. This vehicle was engaged in road trials before it became legal to use a mechanical vehicle on the highway unless it was preceded by a flagman. After successfully completing its trials, this machine was publicly exhibited at the Crystal Palace Motor Shaw in 1896, where it was the only vehicle amongst certain steam and motor-propelled exhibits that had any real pretension to being a lorry.

In the years 1.896 and 1897? the Chiswick tip wagon was produced, and this type derived its mark of identification from the fact that it was the first municipal vehicle supplied to the Chiswick Urban District Council. Its outstanding features comprised a compound engine with opposed cylinders, a vertical launch-type water-tube bailer, chain drive, and a differential incorporated in the back axle.

In thefollowing year the Chelsea tip wggou with similar features was built, whilst the same year also saw the birth B39

of a 4-ton steam-driven van which possessed a rarrtical-type water-tube boiler with means for central stoking and a compound engine with adjacent cylinders. A vehicle of this type actually competed in the Liverpool Self-Propelled Trials, and, as it was used with a type of two-wheeled attachment, similar to that which is now largely used for securing additional load capacity, the company claim that it formed the original self-propelled six-wheeled tractor-lorry. This type of vehicle figured in the manufacturing programme during two following years, and in 1901 a heavier vehicle of 6-ton capacity was constructed. This had a horizontal compound engine, vertical water-tube boiler, the drixe to the back axle being by helical gearing;

In 1902 both steam and paraffin-driven vehicles were built to meet the requirements of the War Office, features of the latter type being a four-cylinder engine with a bore of 6 ins. and a stroke of 8 ins., a multiple-plate clutch, four-speed gearbox and a bevel-driven rear axle. An interesting feature was the use of a funnel to the rear of the driver for carrying away the exhaust gases, it being considered by the Army authorities that an open exhaust to the rear would frighten the horses of the supply columns. It was in this year also that the first Thornycroft bus was put into service on the London streets. It was a steam model and it, ran between Oxford Circus and Shepherd's Bush. This year formed one of much activity, for a Colonial-type steam wagon was also designed and constructed.

In 1903 a new model in the form of a paraffin-driven lorry with a capacity of 2 tons was built to satisfy War Office demands. We now pass on to 1904 when two 2-ton petroldriven models were built-, as well as a 5-ton steam wagon, with horizontal loco-type boiler and a compound horizontal engine.

Passenger and Goods Models in Production.

The year 1905 witnessed further developments, when a light model to carry 25 cwt. gross leads was put into production. Another model on the goods-carrying side was a 5-tonner, whilst a 36-seater bus was also designed, the heavy goods model and the-last-named being chain driven. Each of these vehicles had a bar-cylinder engine with a bore of 41 ins. and a stroke of 5 ins.

In the following year a 4-ton petrol wagon was added to the company's list of models, and a year later a chassie to carry gross loads of 2 tons was designed. Each of these productions bad a fonr-cylinder engine of the same type, although they differed in certain other respects.

Several models were produced in the year 1908, some of which incorporated two-cylinder engines in their design,

whilst others had fur-cylinder power units. Up to this period the final drive in the case of most of the internal-combustion-enginecl Thornycreft vehicles had been by chain, but alter a Short lapse of time (which brings us to the year 1912) a War Office subsidy model of 4i-ton capacity was built, and this had a double-reduction bevel and spar back axle.

The next year witnessed the introduction of the famous 3type 4-ton chassis, and from this period the company favoured the use of the worm-driven back axle. In the same year a 21-tonner was built with a similar form of final drive, and in 1914 a 44-4.on vehicle specifically designed for military purposes was produced, and numbers of such machines were destined to prove their worth in the war.

The pre-war efforts of the company have their counterpart in post-war development, and certain new models have been introduced since the war, and it is certainly to be expected that the company will be in the forefront so far as further progression in design and construction are concerned. We have already referred to the participation of Thorny. croft vehicles in competitive events, and certain achievements in this respect which may be regarded as milestones in the history and development of the company are worthy of placing on record.

In 1902, steam lorry No. 6 won the first prize of £500 in the War Office trials at Aldershot. In 1907 a War Office diploma and special certificate were awarded to two Thornycroft paraffin-driven lorries which competed without loss of marks in the 1,000 miles road trial organized by the Royal Automobile Club. In 1909 a paraffin tractor won first prize of £750 in certain War Office trials. Many vehicles were entered for this competition, which lasted a number of days, but we are told that the Thornycroft was the only vehicle deemed worthy of an award. A 30 h.p. lorry was entered for the War Office subsidy trials in 1913, and this vehicle was subsequently purchased by Pickfords, Ltd., and formed the first subsidy-type vehicle actually commissioned for civilian service.

Post-war successes standing to the credit of the company's vehicles include the Dewar Trophy awarded to a 2-ton lorry by the R.A.C. for the most meritorious performance during 1921 after a 1,260 miles road trial; whilst two years later a. 5-ton vehicle loaded to capacity completed a 1,000 miles' road test under the observation of the R.A.C., during which itachieved the fine record of 123.34 ton-miles per gallon. Amongst other awards, our readers will recall that a team of Thornyeroft 3-type lorries owned by Wethered and Ce., Ltd., of Marlow, won outright The Commercial Motor Cup alter three successive wins in the London parade organized by the Commercial Motor Users Association in the years 1922, 1923 and 1924.

The Basingstoke works of John I. Thornycrofi, and Co., Ltd., from which their various types of commercial vehicles emanate, have been extended from time to time, more especially during the war, and they now occupy some 20 acres, whilst adjoining ground, which is now used as playing fields by the employees, is available for future extensions.


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