90:), Nothing happened regarding this proposal, though it did galvanise 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 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.
200:
66:
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 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
182:(ACF) annually from 1905, with 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
35:) bought by civilian owners would be granted a subsidy in exchange for the vehicles being made available in time of war. While the financial details of the scheme were complex and changed over time, the trials and their results both improved the vehicles and engines available for heavy transport, and had an important influence on the vehicles and engines that were made and used during WW1.
219:, and Karrier Motors Ltd, Thornycroft added their A1 subsidy model in October 1924, Guy Motors also produced 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.
175:
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.
174:
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
145:
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 a particular advantage when more
65:
October/November 1903 - The next set of trials had such challenging targets for performance, that only a single vehicle took part. In particular 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.
49:
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 the type was specified (7 steam, and 1
190:
used by aircraft, motor cycles, cars and trucks. The French subsidy system had led to Bosch building a factory in France, and this enabled some magneto supply in the early stages of WW1 while allied alternatives were rapidly put into production.
100:
Second trial, January 1913 (originally scheduled for March it 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
112:
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 (
207:
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,
23:
formed a
Mechanical Transport Committee looking to develop the use of mechanical transport as a way to move troops, equipment and supplies (as an alternative to horse drawn transport). A
139:(subject to engine changes) class A, and Leyland Motors Ltd class A. The granting of a certificate to one further entrant was still under consideration - almost certainly the Maudslay.
222:
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.
469:
199:
283:
The Value of Motor
Vehicles in War (Transcript of a lecture by Capt. Cecil Battine), Commercial Motor, 16 Dec 1909, pp314-315
166:
to use their engines. For the
British Forces alone a total of 440,000 lorries were produced during the course of the war.
147:
83:
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117:
87:
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A fifth trial was planned for
October 1914, but by then WW1 had started, so the trial was cancelled.
464:
109:
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These early trials of fitness had financial rewards, as well as the resulting commercial benefits.
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vehicles were required. In the case of Dorman, this included the adoption of the engines in the
208:
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155:
187:
216:
163:
136:
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engine, used in the
Karrier Class A truck and hence subsidy certified, was also used in
94:
59:
367:
The Subsidising of German Firms by the War Office, Commercial Motor, 28 May 1908, p320
458:
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131:
Fourth Trial - May 1914. Certificates were awarded to Commercial Cars Ltd (trademark
349:
Subsidy Type Lorry Trials April and May 1914, Army and Navy Gazette, 4 July 1914, p8
256:
War Office Mechanical Transport Trials, London Evening Standard, 4 January 1902, p5
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trademark) class A, and Wolseley Tool and Motor Car Company, class A and class B.
102:
51:
403:
Our Despatches from the Front (no 40), Commercial Motor, 10 Jun 1915, pp288-289
159:
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20:
385:
Statistical Results of the French Trials, Commercial Motor, 7 Feb 1907, p498
301:
War Department Subsidy Scheme, 1912, Commercial Motor, 9 May 1912, pp201-203
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71:
448:
Termination of the W.D. Subsidy Scheme, Commercial Motor, 8 Feb 1935, p862
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gained subsidy certificates for both class A (3 ton) and class B (30cwt).
67:
430:
A Leyland Subsidy-type Six-wheeler, Commercial Motor, 31 May 1927, p507
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WW1 trucks, even though AEC up until that time had an arrangement with
113:
265:
The Hornsby-Akroyd Oil Tractor, Grantham Journal, 12 December 1903, p8
421:
The Development of the 25-cwt Guy, Commercial Motor, 3 Jun 1924, p484
292:
War Office and Petrol Lorries, Commercial Motor, 28 Sep 1911, pp66-67
132:
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The subsidy scheme was proposed in 1902 by Captain Cecil Battine and
50:
internal combustion). The results were a first prize of £500 to the
376:
From our Berlin Correspondent, Commercial Motor, 13 Aug 1908, p545
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Some Military Motor Vehicle History, Commercial Motor, 3 Aug 1926
247:
Military Mechanical Traction, The Scotsman, 30 November 1901, p13
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War Office Motor Trials, Mid Sussex Times, 10 September 1901, p7
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Those 1000 Subsidy Machines, Commercial Motor, 23 Oct 1913, p164
38:
Similar schemes were operated before WW1 in Germany and France.
322:
The Subsidy Trial Results, Commercial Motor, 27 Feb 1913, p583
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Motor Cars for Military Use, Falkirk Herald, 23 July 1902, p7
394:
The Recent French Trials, Commercial Motor, 15 Sep 1910, p29
178:
French trials for vehicles for military use were run by the
412:
The New Subsidy Scheme, Commercial Motor, 14 Aug 1923, p806
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Ware the War Office, Commercial Motor, 12 Jun 1913, p332
74:, completed the trial, and then drove back to Grantham.
16:
Early 20th century British civil mobilization programme
439:
Wheels of Industry, Commercial Motor, 7 Dec 1926, p500
340:
News and Comment, Commercial Motor, 20 Nov 1913, p266
54:
Steam Waggon Company, second prize of £250 to Messrs
31:- was devised where approved vehicles (tested in
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58:& Co, and third prize of £100 to the
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152:The Motor Rail & Tramcar Co Ltd
150:tractors built in large numbers by
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470:Military logistics of World War I
170:Other subsidy schemes before WW1
108:Third trial, October 1913. A
103:J. I. Thornycroft & Co Ltd
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203:Guy Motors Subsidy Truck 1924
60:Straker Steam Vehicle Company
148:War Department Light Railway
93:First subsidy trial, 1912.
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180:Automobile Club of France
78:Subsidy trials before WW1
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116:trademark) class A,
217:Crossley Motors Ltd
213:Albion Motor Car Co
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42:Early motor trials
27:- also known as a
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184:Robert Bosch GmbH
86:(chairman of the
29:subvention scheme
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19:In 1900 the
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465:World War I
135:) class A,
56:Edwin Foden
52:Thornycroft
459:Categories
226:References
160:AEC Y Type
21:War Office
126:Pagefield
72:Aldershot
188:magnetos
68:Grantham
164:Daimler
114:Karrier
154:. The
133:Commer
110:Dorman
215:Ltd,
211:Ltd,
156:Tylor
122:Wigan
120:of
88:RAC
70:to
461::
315:^
105:.
62:.
124:(
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