AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

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NARRATIVES OF THE INDUSTRY.

23rd September 1924
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Page 25, 23rd September 1924 — NARRATIVES OF THE INDUSTRY.
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The Evolution of the Prominent Concerns in the British Commercial Vehicle Industry which have Made History by the Pursuit of a Progressive Policy.

DENNIS BROS., LTD.

MBE NAME of Dennis forms a very definite and important 1 link in the chain of progress of the motor-vehicle industry, and in every sphere of industrial and commercial enterprise where the road motor has been called into use to solve transport problems it is held in the highest respect and esteem. The status which the company hold to-day in the realm of road haulage is one of which they are justifiably proud, for it has not been superficially acquired, but has resulted from a lengthy apprenticeship in the hard school of experience. That the company is not of mushroom growth is best indicated by stating that almost 30 years ago—in the year 1895, to be precise—before the passing of the Light Locomotives Act, Messrs. John and Raymond Dennis founded the original firm of Dennis Rms., and their efforts served to lay the stable foundations for the success of the present concern, which is generally admitted to be one of the most flourishing in the industry.

Steady progress and advancement are the best and most reliable guides of the business stability of any company and of the quality of their products, and with these factors in mind we can certainly cite Dennis Bros., Ltd., as an outstanding example in the history of the motor trade. In 1901 the firm became a private limited liability company, with a capital of £30,000, and evidence of their initiative and enterprise can be _adduced from the balance-sheets for the succeeding years for, apart from building op a large reserve fund, they paid annual dividends. increasing from 5 per cent. in the first year to 121 per cent. in 1904 and the two following years.

In 1906 the capital was increased to £100,000, and so satiafied were the existing shareholders with the manner in which the business was being conducted that they subscribed the whole of the extra working capital. By increasing their financial resources the company found it possible to introduce many automatic labour-saving devices, and, by the aid of up-to-date machinery, accuracy in manufacture was increased to a point of absolute interchangeability, thus permitting a large production to be achieved at a minimum cost. The company continued to prosper and `expand their operations, and in the year 1913 the business was turned into a public company with a capital of £300,000, which was increased six years later to double that sum. In the same year, viz., 1919, Dennis Bros., Ltd., acquired the -whole of the shares in White and Poppe, Ltd., the well-known engine manufacturers and engineers, at whose factories in Coventry 14,000 hands were employed in the latter part of the war.

While discoursing on the question of finance, it is worth recording that since 1906 the annual dividend paid by the company has never been less than 121 per cent. and has reached the eminently satisfactory figure of 20 per cent., and this after capitalizing, some of the reserves and distributing them to the shareholders in the form of one fully paid share for every three shares held.

The company's initial manufacturing activities were associated with ordinary bicycles, and then with the production

of motor-bicycles. By a process of natural development, backed by ever-lengthening experience with the internalcombustion engine, motor quadricycles followed, and then came the motorcar. As long ago as 1901 the Dennis motorcar figured as the winner of the Tilberstowe hill-climb, and two years later a 16 h.p. Dennis car secured 2,991 marks for reliability out of a possible 3,000 in the Automobile Club's 1,000-mile trial. A 12 h.p. model in the same contest secured 2,975 marks. Of the 20 h.p. Dennis entered in the 4,000-mile long-distance trial organized by the Automobile Club in 1906,

the Club certificate stated 4,007 miles were accomplished in an unbroken run," for which meritorious performance Messrs. Dennis Bros. became the first winners of the Dewar Challenge Trophy. In the earlies,t days of the motor vehicle the brothers Dennis possessed a.rearly realization of the vast field that was open to the makers of a reliable commercial motor vehicle, and, at a time when the business vehicle was regarded with sonic suspicion and when other manufacturers were busy on the production of touring cars, the company devoted much time and attention to experimenting aridacpiring that firsthand knowledge which was deemed essential to ensure the production of a type of vehicle which would render economical and dependable service in the transport of passengers and goo ds. The company's earliest touring car productions were 1414., 20 h.p. and 24 h.p. models, and their first commercial vehicle was designed to carry a. useful load of 15 cwt. Subsequent models -which were introduced prior to the period when the commercial vehicle was gaining steady recognition were those for 30-tert., 2-ton, 3-ton and 5-ton loads.

The engine of the earliest Dennis vehicles consisted of two cylinders cast in pairs,. and at a later period four-cylinder power units, with separately cast cylinders, were used, whilst some of their largest fire-engines were equipped with six-cylinder units in which the cylinders were cast separately. Since the year 1912 or thereabouts the engines have had their cylinders cast in pairs, but throughout the whole period of production. of power-propelled vehicles, mechanically operated valves as well as the Dennis worm-driven transmission have been employed. Until steel wheels were available (about the year 1912) the company made use of wood artillery wheels, but they have always made use of a clutch of the cone type which, origin ally faced with leather, is now covered with a composite material.

The earlieet types of vehicle had radiators of the sheetmetal pattern, but components with cast water tanks were adopted about 1912 or 1913, at which period pressed-steel frames were also used for the first time.

The company have been pioneers in many directions, and particularly does this remark apply in connection with the introduction and use of the worm-driven gear. It was in 1904 that this form of drive was patented, and in spite of a good deal of adverse criticism to which the company were then subjected they persisted in the employment of this form of gearing. There is no gainsaying the fact that this form of drive has been almost universally accepted for use on commercial vehicle chassis, and this, in itself, serves as the best answer to the company's early critics. At a time when many Dennis motorbuses are being passed by the Scotland Yard authorities for operation on the London streets, it is interesting to recall that the first worm-driven motorbus to run on the streets of the Metropolis was of Dennis manufacenre, being supplied to the London and Suburban Omnibus Co. in 1904. One of the earliest buses in •which this form of transmission was incorporated is shown in a picture on this page of a 34-seater London-type vehicle which was in the service of Thomas Tilling, Ltd. Dennis Bros., Ltd., were the first successfully to adapt the turbine pump to motor fire-engines, and their leadership in this branch of the industry has resulted in an enviable reputation being secured for their comprehensive range of firefighting machines.

We have already referred to the fact that the company's capital was considerably increased in the year 1915, and it was about this period that perhaps the greatest developments in their history were recorded. At that time they produced their first War Office subsidy model, which had a capacity of 3;-4 tons. This was built to meet the exacting requiremenM of a War Office specification. A vehicle built on these lines was subjected to many gruelling tests, from all of which it emerged with enhanced credit to ifs makers, and it was one of the few vehicles to which the Government subsidy was awarded. It was this type of vehicle of which 7,000 were sup plied for use in France and other theatres of military operation, and during the war the full productivity of the Dennis and White and Poppe factories was almost exclusively devoted to this model, to stationary pumping sets and fireengines ; a notable instance of ttis activity in the latter direction being the delivery of 50 Dennis turbine fire-engines to the London Fire Brigade, following the earliest air raids over the Metropolis.

It is perhaps fitting at, this point to mention what was probably the most remarkable performance ever carried out B42

by fire-engines, which took place at the great fire at Salonica, when two Dennis engines pumped for 17 days and 10 days respectively without a single involuntary stop, sea-water being used during the whole of the time. We now reach a period when post-war developments were under consideration and, here again, the company took the long view. Appreciating that the post-war boom would be merely temporary, and realizing that wider markets must he sought in which to dispose of the much-increased output due to works extensions during the war Sir Raymond Dennis undertook a world tour during 1920 and 1921 for the purpose of studYing the transport requirements of overseas countries. As is result ofhis 60,000-mile tour'of investigation, a, 2-2f ton chassis was produced, and this model has met with marked success, not only in the overseas market for which it was primarily designed, but also in this country. As a matter of fact, the leading oil companies in Great Britain alone have. bought more than 1,000 chassis of this type since it was introduced.

Mention should be made of the new patent turbine pump which Dennis Bros., Ltd., are now fitting to all their firefighting machines. By reason of its unique design and construction in gunmetal throughout, this patent pump combines greatly increased efficiency with a marked reduction in weight—so much so that in the 500-600-.gallon size it weighs only 4 cwt., whereas the ordinary ,service pump of the same capacity weighs 12 ewt. This equipment is made in various sizes, and in the smallest it can be fitted to any motorcar, or it, can be mounted on a two-wheeled undercarriage, which, by reason of its lightness, can be trailed by hand or behind a vehicle.

The company have always paid attention to the needs of municipal authorities, and at the present time they manufacture is vehicle to meet almost every public need. These include euch invaluable appliances as street-watering and washing machines, cesspool emptiers and gully emptiers, convertible three-way tip-wagons, etc.

Other post-war machines which have been produced, apart from the 2-4-tonner, are a 4-ton chassis and a London-type 48-seater bus, and it is interesting to mention that not a single vehicle of the very large number of these buses now running in the Metropolis has failed to pass the Scotland Yard authorities at the first attempt. Then there is the 6-ton chassis, which is capable not only of carrying its rated load, but also of hauling a trailer loaded with an additional 6 tons. One of the company's most recent satisfactory productions is a motor lawn mower, which was brought out about the year • 1922. It is built in two sizes, and a warm welcome has been extended to it by municipal authorities and others who have the care of parks and open spaces in their hands, as well as by the private user from M. the King downwards.

The Dennis premises were originally in Opslow Street, Guildford, but the continuous growth of the company's busi: ness necessitated the transfer of the works several years ago to a large freehold cite occupying 40 acres at Vklodlorid;.7,e, 14 miles from the centre of the town. The factory premises were greatly extended during the war, and both the Guildford and Coventry workshops cover an area exceeding 24 acres. They represent a model of orderliness in design and modernity in equipment, and these factors, coupled with the company's lengthy experience, certainly indicate that Dennis Bros., Ltd., are in a position to manufacture vehicles that will maintain the very highest standard of British engineering productions.


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