CREATING A DISTRICT SERVICE DEPOT.
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Thornycroft's Manchester Depot: A Centre for the West Lancashire District and a Model for Agents to Copy.
IN OUR ISSUE of January 23rd laSt we described, in an article entitled "The Maker and the ' Middleman," the organization through which John I. Thornycroft and Co., Ltd., proposes to sell "commercial motors. It was explained that sales were to be made entirely through agents, and we remarked
. upon the apparent thoroughness and efficiency of the selling plans. In the course of our article we made refewnee to four main depots which were established in London, Manchester, Leeds, and Glasgow. It was stated that the intention was that these depots would stock spare parts and repair vehicles, for which latter work they were to be thoroughly well equipped, and their extent was to be siich that each was to he capable of accommodating and dealing with 60 to 70 vehicles at one time.
.Following that article, we took an early opportunity to visit the Manchester depot, which, it will he recognized; is situated in the middle of the most promising area for commercial motor business that exists. This depot is situated in Great Bridgewater Street at the bottom of Deansgate, Manchester. It is just behind Cockshoots, and very close to the ball in which the last Commercial-VehieleExhibition was held in February, 1914. The premises, which were taken over in April, 1916, are already very commodious, having been used during the war as a repair depot for all classes and makes of vehicles, and also as the headquarters of the Manchester Detachment of the British Red Cross Society, which alone has found the company plenty to do in the way of repairs. It is not intended to continue this work.
It appears that these central depots, of which the Manchester one is an example, are also intended to serve as agencies for the district in which they are placed, so that buyers in Manchester will place their orders with Thornyerofts at the Manchester depot. It will also, of course, serve as a rallying ground for all the agents in and about Lancashire and Cheshire. From the plans which we were shown, it is clear, also that it will be a model agent's depot in every respect. So soon as the work in hand, consisting of repairs to . all sorts of vehicles and also of contracts for munitions—principally details for the Thornycroft coastal motor boats—have been disposed of, the whole depot, besides being considerably enlarged, is to be re modelled.
At present, as one enters by the main door in Great Bridgewater Street (this entrance .is illustrated on No. 3 Of the photographs which form our illustration), the first department is the garage, one end of which is used as a sepair shop. This is approximately 140 ft. by 30 ft., and runs parallel to the road. Behind that are the machine shop, small fitting and smith's shops. These are in line, occupying in all another length of 150 ft. by about 24 ft. wide. A corner of the garage is partitioned off, as stores and paint shop, and a second storey constitutes offices. The equipment of machine tools is already very complete, assmay be judged ii part from our illustrations Nos. 1 and 2 and also by the fact that this department has been utilized to manufacture important parts of the coastal motor boats and also of aeroplane engines. Complete engines, we understand, have been machined and erected here.
In future, in addition to much increased garage and repair accommodation in general, the following separate departments will be installed and .equipped : —smith's shop ; welding shop,; department for the heat treatment of steelsovith the necessary ovens and furnaces ; a radiator, wing and sheet metal work section ; another for magneto and general electrical repairs, including those of lighting dynamos and batteries ; a coaehbuilding or , bodywork shop, with its necessary accompanying department the paint shop, and a complete and well-organized stores, which win be dual both as to its position and use. One part of this last-named is intended to serve the repair shop itself ; the other is to be effective as a supply from which to meet outside requisitions on the part either of customers or of agents.
In planning the works, the need for easy entrance and exit has not been overlooked: the new • premises stretch from Great Bridgewater Street to another street parallel to it, further along Deansgate. There will also be a passage at right angles to this street running alongside the depot from behind. General repair work will enter at the new entrance in the side street, and emerge by the side door, mak ing exit along the passage at the back. Those who are acquainted with the confusion which so frequently occurs in such buildings, when it is necessary for vehicles to enter and depart by the same gateway, will appreciate the advantages of this arrangement. Finally, the lessons which have been taught largely during the war of the advantage of taking care of the welfare of workpeople have not been lost upon the directors of this company, and in a separate building within the depot will be found rest rooms and retiring rooms for the male and female employees. Not a little interest attaches to the programme of the company as regards the models, which it is pro posed to market, their size, capacity specification, price and delivery. The first, second and third of these items are comparatively easy to enumerate. As to the fourth and fifth, naturally some difficulty arises, particularly owing to the very unsettled state of the labour market.. It. is intended to confine atter-.
tion to four main models, for net loads, exclusive of bodywork, as follows : model B.T., for two -tons in
open lorry body, or 35 cwt. in van body; model X.
carries three tons as a lorry, 21, tons as a yin ; model J for four tons and 3i tons, according to bodywork,
and model Q, similarly, for 5 and 41. tons. The prices,
which are still subject somewhat to fluctuation, are £700, £825,. £900, and £1,050, respectively, these
figures relating to chassis only, complete with tyres. Bodies, the prices of which naturally vary largely, owing to the variety of types, are extra.. Of these four models, the third, model J, cans for premier place, if only on account of the fact that of it prompt delivery can be made. This is, of course, the chassis which has been supplied in such, large numbers to the War Office and which has given such a good account of itself overseas. substantial 40 h.p. engine (4 ins, bore by 6 ins. stroke), Ferodo-lined cone clutch, four-speed gearbox, and worm-driven axle, epitomises its specification.
Model X, which is next on the list as regards early delivery, embodies the same engine and clutch, but is lighter in build. The gear ratio is higher, but the'
gearbox still has four speeds. This axle also is wormdriven. Model B. T. incorporates a 24 h.p. engine,
three-speed-box, and worm drive. Model Q. is similar to J as regards engine and gearbox. It is stronger built, of course, and the ratio of the worm and gear is lower.
The smallest model is not likely to be ready immediately, as the design, particularly of the engine, we understand, is undergoing revision. A special feature, common to all types, is that they can be supplied equipped for running on paraffin. The establishment of such a repair depot as that of John I. Thornycroft and Co., Ltd., opens up a prob lem worthy of more than passing consideration, for other large commercial-vehicle manufacturing concerns. Now that it has been definitely agreed that a proportion of the lorries which have seen military ser vice are to be overhauled and generally put into serviceable condition for civilian users by the manufac turers themselves it is obvious that, if delay in exe
cuting present civilian orders, which are multiplying rapidly, is to be obviated, more facilities apart from
The ordinary works organization must be brought into being. Very few of the large British manufacturers have as yet approached anywhere near their normal productive channels, due to the complexities of recon struction, so that it will he obvious that the formation of is depot specially set aside for general repair
work will overcome the Possibilities of still further complication' which might arise were the vehicles repaired in the main works.
Apart from the repair of returned military vehicles, which must cease sooner or later, the depot would be of invaluable service to civilian users operating their vehicles in and around the industrial centre in which the depot is situated. It must be remembered that the user, as a Tule, views with favour the inauguration of any scheme which caters for his interests.