Карьер: Британдық тауарлық көлік өндірушісінің тарихы

British commercial vehicle manufacturer

Karrier was a British marque of motorised municipal appliances and light commercial vehicles and trolley buses manufactured at Karrier Works, Huddersfield, West Yorkshire, by Clayton and Co. (Huddersfield) Limited. They began making Karrier motor vehicles in 1908 in Queen Street South, Huddersfield. In 1920, H. F. Clayton sold Clayton and Co's Huddersfield business into public listed company Karrier Motors while keeping their Penistone operation separate. Mechanical and electrical engineers Clayton & Co Penistone, remain active in 2020 as Clayton Penistone Group. Karrier produced buses as well as their other municipal vehicles and in latter years, especially during the Second World War, Trolleybuses, notably their Karrier 'W' model. In 1934 Karrier became part of the Rootes Group where it retained its brand identity though the business was operated as part of Rootes's Commer commercial vehicle operation. The Karrier name began to disappear from products when Chrysler bought Rootes in 1967. It was finally dropped in the early 1970s.

Herbert Fitzroy Clayton (1857–1935), a prosperous chemicals manufacturer or drysalter and dyer, incorporated in December 1904 a company, Clayton & Co Huddersfield Limited, to own the engineering business he had carried on independently since 1899 when he had left his Dixon Clayton & Co partnership. In 1908, joined by his second son, Reginald Fitzroy Clayton MIAE (1885–1964), Clayton & Co began designing and making Karrier petrol driven motor vehicles and charabancs which became their main business. In 1920, keeping Clayton & Co Penistone separate and retaining control of this new company, Clayton & Co Huddersfield was sold to a newly incorporated public listed company which they named Karrier Motors Limited. A plan to amalgamate T. S. Motors Limited (Tilling Stevens) with Karrier agreed in August 1932 was dropped a month later without explanation. The following August 1933 Karrier tardily announced that under difficult trading conditions they had made a substantial loss during that 1932 calendar year. At the beginning of June 1934 Karrier was put into receivership though it was also announced that business would continue while "negotiations" were completed. It was bought by Rootes.

By 1970, the Rootes Group had been taken over (in stages) by Chrysler Europe, with support from the British Government which was desperate to support the ailing British motor industry. The Dodge brand (also used by Chrysler in the USA) began to take precedence on all commercial models. The last vestige of Karrier was probably in the Dodge 50 Series, which began life badged as a (Chrysler) Dodge but with a Karrier Motor Company VIN (vehicle identification number) plate.

Chrysler eventually withdrew from UK operations, selling the business to Peugeot. The new owner had little interest in heavy trucks and the factory was then run in conjunction with Renault Véhicules Industriels, (then part of Renault though now Volvo). The combined company used the name Karrier Motors Ltd. The Karrier trademark is still in the possession of Peugeot, and it is not uncommon for vehicle marques to be reinstated.

From the outset the Karrier vehicles used J. Tylor and Sons engines. One characteristic of the early Karrier trucks was their preference to have the engine under the footboards, thereby giving a larger proportion of the length of the vehicle over to the load bed. However in a report of 1910 they had just launched a 25cwt truck with conventional bonneted layout. In 1913 Clayton built a truck according to WD guidelines and were successful in getting it certified under the War Office Subsidy Scheme. The scheme was aimed at having vehicles in civilian use that were fit for immediate use by the military in time of war. When the war began in mid 1914 the manufacturers of certified vehicles were in a good position to supply vehicles direct to the war department, and Karrier produced their "subsidy" 3–4 ton B4 truck throughout the war. At the end of the war they continued the 3 4 ton model and added 5 ton chain driven model (the B110). In 1920 Karrier announced they had been developing their own engine for some time, and this would now be fitted in all their models. At the 1920 October Commercial vehicle show at Olympia they had their 4 and 5 ton goods models plus a road sweeper and the Karrier "Superb" char à banc on display. At the 1921 show they added a three way tipper truck, and offered their other chassis models with the driver moved forward partly alongside the engine, allowing 2 foot more load bed/passenger space. In 1922 they launched their first small capacity chassis since before the war, the type C for 30cwt load, and type CX for 2 ton load or 14 seat char à banc. The 30cwt was certified under the post WW1 War Department Subsidy Scheme which ran from 1922 to 1935.

Karrier's Ro Railer was a hybrid single decker bus, capable of running on both road and rail, intended for towns and villages distant from a railway. Also designed by J Shearman, road motor engineer to London, Midland and Scottish Railway it was tested by the chairman and board of directors of LM & S in January 1931 by travelling between Redbourn and Hemel Hempstead. Though it was not a success, Karrier's road railbus looked like a bus and could be changed from road to rail in 2½ to 5 minutes. With a six cylinder engine and a body by Craven it ran at up to 50 mph. Said to be very rough riding it ran for 1930–31 on the Stratford on Avon and Midland joint line. Finally it became a vehicle used to transport track ballast on the West Highland Line.

In 1925, Karrier became the first British manufacturer to produce a three axle passenger vehicle, aided by the availability of larger pneumatic tyres, and in 1926, entered into an agreement with Clough, Smith & Co. Ltd. to produce the 'Karrier Clough' trolley omnibus which Clough would market.

In the late 1950s and 1960s some Karrier vehicles were fitted with the Rootes TS3 two stroke opposed piston diesel engine. Other engines used in this period include Humber Hawk 4 cylinder petrol engines (L Head and OHC), Humber Super Snipe 6 cylinder (L Head and OHV) and Perkins Diesels. At Luton, the only designs carried over from the previous era were the three wheeler and the six wheel trolleybus chassis. The trolleybus business became integrated with that of Sunbeam Commercial Vehicles Limited following Sunbeam's purchase by the Rootes group. Under Rootes ownership, Karrier trucks were generally a smaller size than their sister Commer brand, with "Bantam" models using 13 inch wheels – and "Gamecock" models using 16 inch wheels – to give lower loading height. They were designed for local authorities and their varied applications, including highway maintenance tippers, refuse collection vehicles and street lighting maintenance tower wagons. Karrier trucks and chassis were also built for and supplied to airport operators and airlines for baggage handling trucks, water bowsers and toilet servicing.

Meccano Ltd "Dinky Toys"; No. 33a, (production 1935 to 1940), "Mechanical horse", approximately 1:48 scale Several different trailers were available. Lesney Products "Matchbox" Series; No. 37, (production 1956 to 1966), Karrier Bantam 2 Ton "Coca Cola lorry", approximately 00 scale. Corgi produced several models based on the Karrier Bantam between 1957 and 1967, including mobile shops, ice cream vans (some musical) and liveried delivery vans, in approximately O scale (1:44). Corgi also made a model of a Decca mobile radar based on the Gamecock. https://corgidiecast. blogspot. com/2010/09/corgi toys 1106 karrier gamecock decca. html
De Agostini Gamecock fire appliance HJM 349 as a water tender, 1:72 (approximately 00 scale).