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27-536: Similar schemes were operated before WW1 in Germany and France. These early trials of fitness had financial rewards, as well as the resulting commercial benefits. December 1901 - Trials of self-propelled lorries for military purposes, announced in September 1901 with 30 to 40 lorries expected to take part. However considerably less took part, and just prior to the trial it was announced that 11 had applied, and for 8

54-414: A 30cwt subsidy model. In 1924 the scheme was extended to three years, and in 1926 it was extended for the first time to include six wheeled vehicles. Thornycroft, Crossley and Leyand all produced subsidy 6-wheelers. The subsidy scheme was closed down in 1935, with no new vehicles from 31 July. Vehicles already on the system continued until expiry of the subsidy period. Thornycroft Thornycroft

81-524: A bonus of £180 for completing 58 miles without refueling (18 miles further than required earning a bonus of £10 per mile). Furthermore it drove down from Grantham to Aldershot , completed the trial, and then drove back to Grantham. The subsidy scheme was proposed in 1902 by Captain Cecil Battine and Arthur Stanley (chairman of the RAC ), Nothing happened regarding this proposal, though it did galvanise

108-530: A certificate to one further entrant was still under consideration - almost certainly the Maudslay. A fifth trial was planned for October 1914, but by then WW1 had started, so the trial was cancelled. Vehicles in the subsidy scheme gave an initial supply of vehicles for the war effort, but far greater numbers were impressed by the military authorities. The manufacturers who had been granted subsidy certificates (and engine manufacturers who gained certificates) had

135-621: A factory in France, and this enabled some magneto supply in the early stages of WW1 while allied alternatives were rapidly put into production. A new subsidy scheme was introduced in 1922 for 30cwt lorries, and was less strict in the details of the vehicles eligible. The following makers were granted subsidy certificates in 1923, Clément-Talbot Ltd, Albion Motor Car Co Ltd, Crossley Motors Ltd , and Karrier Motors Ltd, Thornycroft added their A1 subsidy model in October 1924, Guy Motors also produced

162-424: A new boiler designed for its steam carriages in October 1897 ). The engine was a twin-cylinder compound engine arranged so that high-pressure steam could be admitted to the low-pressure cylinder to give extra power for hill-climbing. A modified version of the steam wagon with a 6-cubic-yard tipper body was developed for Chiswick council in 1896 and went into service as a very early self-propelled dust-cart . While

189-646: A particular advantage when more vehicles were required. In the case of Dorman, this included the adoption of the engines in the War Department Light Railway tractors built in large numbers by The Motor Rail & Tramcar Co Ltd . The Tylor engine, used in the Karrier Class A truck and hence subsidy certified, was also used in AEC Y Type WW1 trucks, even though AEC up until that time had an arrangement with Daimler to use their engines. For

216-426: A very detailed specification published in 1912. The fact the subsidy vehicles has a slightly more expensive specification than civilian ones, and had to be subject to 6-monthly inspections, meant the value of the subsidy was fairly marginal. First subsidy trial, 1912. Leyland Motors gained subsidy certificates for both class A (3 ton) and class B (30cwt). Second trial, January 1913 (originally scheduled for March it

243-636: Is a men's club founded on 12 November 1895 by Albert de Dion , Paul Meyan  [ fr ] , and its first president, the Dutch-born Baron Étienne van Zuylen van Nyevelt . The Automobile Club of France, also known in French as "ACF" or "l'Auto", was initially located near the Paris Opera and benefited from a villa in the Bois de Boulogne . In 1898, the club moved to the exceptional site of

270-635: The département of Sarthe to organize an auto race. Their historical action marked the beginning of the 24 Hours of Le Mans and the French Grand Prix . Organized Grand Prix motor racing evolved to become the Paris-based Formula One organization. The 100th anniversary of the event was marked by the government of France issuing a commemorative coin . From 1906 to 1914 the Club regulated major races in France and established

297-783: The World War I effort. It also provided large numbers of engines of various powers to the Admiralty , War Office and other government departments at the beginning of the war and for the next two years. Thereafter the Basingstoke factory manufactured marine engines for the Coastal Motor Boats being built at the John I. Thornycroft & Company works in Woolston, Southampton . The 180HP 6-cylinder Thornycroft marine engine

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324-480: The shipbuilding Thornycroft company . The company was well known for providing fire engine chassis, with multi-axle drive for uses such as airports. A limited number of 4x4 chassis were also provided to Worcester -based fire engine manufacturer, Carmichael for sale to civilian brigades in the 1950s. Thornycroft was taken over on 1 March 1961 by AEC parent Associated Commercial Vehicles (ACV), with production limited to Antars , Big Bens and Nubians, although

351-530: The British Forces alone a total of 440,000 lorries were produced during the course of the war. The German subsidy scheme was outlined in an article in Commercial Motor in 1908, amounting to £200 initial subsidy and £50 per year for 5 years for vehicles approved by their War Office. Manufacturers were able to apply to the scheme individually and have their vehicles inspected for compliance with

378-573: The German authorities to create their own system. When the scheme was announced in the UK in January 1907, the offer of £2 per year per vehicle was in stark contrast to the German £200 initial subsidy and £50 per year for 5 years. The UK terms were revised in 1911, with a £12 subsidy for initial purchase, and £15 per year for two years, subject to 6 monthly inspections. To be approved British vehicles had to meet

405-718: The Thornycroft-designed six-speed constant mesh gearbox was used in AEC and later medium weight Albion and Leyland trucks. ACV was taken over by Leyland in 1962. Leyland already had a specialist vehicle unit in Scammell . Vehicle production at Basingstoke ceased in 1969 with production transferred to Scammell at Watford . The factory continued to manufacture gearboxes. It was sold in 1972 to Eaton Corporation . Automobile Club of France The Automobile Club of France (French: Automobile Club de France ) (ACF)

432-510: The former "Place Louis XV" (currently Place de la Concorde ) in order to offer its members more comfort in a prestigious setting. The club still occupies more than 10,000 square meters in the Hotels du Plessis-Bellière and Moreau, both located between the Hôtel de Crillon and the Hôtel de Coislin  [ fr ] , where France signed a treaty by which it became the first nation to recognize

459-636: The independence of the United States. The members of the Automobile Club of France enjoy several lounges, a swimming pool, a gym, a library containing more than 50,000 references, a movie theatre, bars, and dining rooms. Numerous activities are offered, including yoga, squash, shooting, billiards, and fencing. The facilities also include a hair salon and a travel agency. On 16 January 1906 the French Automobile Club licensed

486-532: The original 1896 wagon had front-wheel drive with rear-wheel steering, the tipper dust-cart had rear-wheel drive and front-wheel steering. The Thornycroft tipper was built by the Bristol Wagon & Carriage Works , though engined by Thornycroft. Thornycroft's first petrol vehicle was built in 1902, and the company completed the move into internal combustion engine power in 1907. Thornycroft's Basingstoke factory supplied nearly 5,000 motor vehicles for

513-592: The prizes funded by the French War Department. The French subsidy scheme, introduced in 1910, offered £120 initial subsidy and £40 per year for three years. Soon after war was declared it was realised that a particular aspect of the French scheme (whereby every component had to be made in France and of French materials) was of vital importance due to the dominance of Robert Bosch GmbH in the supply of magnetos used by aircraft, motor cycles, cars and trucks. The French subsidy system had led to Bosch building

540-532: The proviso that the War Office could buy the vehicles at a pre-arranged price when needed. The Thornycroft A1 chassis was chosen for this scheme. From 1931, Thornycroft used descriptive names for its vehicle range. During World War II the company designed the Terrapin and other war-related vehicles. In 1948, the company name was changed to Transport Equipment (Thornycroft) Ltd to prevent confusion with

567-406: The requirement for hauling a load for 40 miles without pausing for fuel or water (while remaining under the 13 ton weight limit) eliminated steam traction. A tractor devised by R. Hornsby & Sons Ltd with a twin cylinder Hornsby-Akroyd oil engine was the only vehicle to enter the trial. This not only met but exceeded the requirements of the War Office and was duly awarded the £1000 first prize, plus

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594-700: The requirements. Vehicles had to be made in Germany, and the sale of the subsidy vehicles abroad was not permitted. A similar scheme was introduced by the Bavarian War Office in 1908, and heavy vehicle trials organised by the Austrian Motor Club had valuable prizes donated by the Imperial War Office. French trials for vehicles for military use were run by the Automobile Club of France (ACF) annually from 1905, with

621-412: The rules for the annual national race dubbed a Grand Prix that was open to competitors from any country. World War I disrupted racing in France until 1921 at which time the national event returned under the official name "ACF Grand Prix" (French: Grand Prix de l'A.C.F. ). This name was used until 1967 when it was changed to French Grand Prix . Today, the club maintains its head office and facilities on

648-630: The type was specified (7 steam, and 1 internal combustion). The results were a first prize of £500 to the Thornycroft Steam Waggon Company, second prize of £250 to Messrs Edwin Foden & Co, and third prize of £100 to the Straker Steam Vehicle Company . October/November 1903 - The next set of trials had such challenging targets for performance, that only a single vehicle took part. In particular

675-519: Was also used in 20 petrol shunters made for war use by Manning Wardle & Co. Thornycroft also made the Thornycroft depth-charge thrower for anti-submarine warfare . In 1924, the War Office , anticipating the immediate need for motorised transport in the event of another war, set up a subsidy scheme whereby purchasers of approved vehicles would receive a £120 subsidy per vehicle with

702-558: Was an English vehicle manufacturer which built coaches , buses , and trucks from 1896 until 1977. In 1896, naval engineer John Isaac Thornycroft formed the Thornycroft Steam Carriage and Van Company which built its first steam van . This was exhibited at the Crystal Palace Show, and could carry a load of 1 ton. It was fitted with a Thornycroft marine launch-type boiler (Thornycroft announced

729-842: Was brought forward as all vehicles were ready). Subsidy certificates were awarded to class A vehicles by J. and E. Hall Ltd (Hallford trademark), and J. I. Thornycroft & Co Ltd . Third trial, October 1913. A Dorman engine was entered for evaluation (the Lacre chassis in which it was installed not being assessed) and was awarded a subsidy certificate. Subsidy certificates were awarded to Clayton & Company Ltd ( Karrier trademark) class A, Walker Brothers of Wigan ( Pagefield trademark) class A, and Wolseley Tool and Motor Car Company, class A and class B. Fourth Trial - May 1914. Certificates were awarded to Commercial Cars Ltd (trademark Commer ) class A, Dennis Brothers (subject to engine changes) class A, and Leyland Motors Ltd class A. The granting of

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