Karrier

Karrier was a British marque of motorised municipal appliances and light commercial vehicles and trolleybuses 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.

Ownership

Clayton and Co Herbert Fitzroy Clayton (1857–1935), a prosperous chemicals manufacturer or drysalter and dyer,Census 1911 by FindMyPast and Free BMDDeath Of Mr. H. F. Clayton. The Times, Monday, 1 April 1935; pg. 4; Issue 47027 incorporated in December 1904 a company, Clayton & Co Huddersfield Limited, to own the engineering business he had carried on independently since 1899Electrical engineers, Fog-signal manufacturers, Mechanics and Engineers at Penistone and at Milnsbridge near Huddersfield YorkshireClayton & Co Huddersfield Limited formed 16 December 1904 when he had left his Dixon Clayton & Co partnership.Page:558, The London Gazette Publication date:27 January 1899 Issue:27046 In 1908,Out and Home.—By "The Extractor." The Commercial Motor, 24 September 1908, Page 12 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,Karrier Motors, Limited. The Times, Tuesday, 9 March 1920; pg. 22; Issue 42354. keeping Clayton & Co Penistone separate and retaining control of this new company,Karrier Motors, Ltd. The Times, Monday, 21 October 1929; pg. 25; Issue 45339 Clayton & Co Huddersfield was sold to a newly incorporated public listed company which they named Karrier Motors Limited. At this time the products had been: Karrier motor lorries vans and wagons and motor charabancs Fog signalling machines and detonators, Clayton Certainty Railway Fog Signal, (manufactured at Huddersfield, 68 Victoria Street, London SW1 and Westhorpe, Penistone, Yorkshire) which remained with Clayton & Co Penistone Patents for and to manufacture the (yet to go into production) Karrier Combined Motor Roadsweeper, Sprinkler and Refuse Collector providing sanitary street cleansing in an economical manner

Karrier Motors Limited

Karrier experienced financial difficulties and suffered substantial losses in the late 1920s.Company Results. The Times, Tuesday, 7 July 1925; pg. 23; Issue 44007The Karrier Motors Capital Scheme. The Times, Wednesday, 20 October 1926; pg. 24; Issue 44407Karrier Motors Scheme. The Times, Friday, 18 October 1929; pg. 24; Issue 45337.

A plan to amalgamate T.S. Motors Limited (Tilling-Stevens) with Karrier agreed in August 1932Commercial Motor Makers' Fusion. The Times, Thursday, 4 August 1932; pg. 16; Issue 46203T.S. Motors, Ltd. The Times, Saturday, 27 August 1932; pg. 15; Issue 46223 was dropped a month later without explanation.The Times Tuesday, 13 September 1932; pg. 17; Issue 46237 The following August 1933 Karrier tardily announced that under difficult trading conditions they had made a substantial loss during that 1932 calendar year.Company Results. The Times, Saturday, 26 August 1933; pg. 14; Issue 46533 At the beginning of June 1934 Karrier was put into receivership though it was also announced that business would continue while "negotiations" were completed.Negotiations Stated To Be In Progress, page16, Yorkshire Post and Leeds Intelligencer, Thursday 7 June 1934 It was bought by Rootes.

Rootes Group Rootes Securities, through its partly-owned subsidiaries, acquired Karrier in August 1934 when employee numbers had fallen to 700.Big Motor Deal, Good News for Huddersfield WorkersYorkshire Evening Post – Friday 10 August 1934Humber, Limited. The Times, Wednesday, 28 November 1934; pg. 21; Issue 46923. Rootes closed the Huddersfield operation and moved production to Commer's Luton works but trolley-bus manufacture was moved to Moorfield Works, Wolverhampton where the same Karrier designs were to be built alongside Sunbeam Commercial Vehicles' trolley-buses.Humber, Limited. The Times, Wednesday, 27 November 1935; pg. 20; Issue 47232 Tilling Stevens would eventually join the Rootes Group in 1950. Dodge (UK) Dodge Brothers, then a leading builder of light trucks in USA, in 1922 began to bring knocked-down kits for assembly in Park Royal, London. Dodge Brothers became a Chrysler subsidiary in 1928 and truck production moved to Chrysler's car plant at Kew. Dodges built there were known as "Dodge Kews" and the (partly Canadian sourced) American model cars built beside them, "Chrysler Kews". During the Second World War this Chrysler factory was part of London Aircraft Production Group and built Handley Page Halifax aircraft assemblies. Dodge (some vehicles badged Fargo or De Soto) truck production was merged with Commer and Karrier at Dunstable in 1965. The Public Record Office is now on the site of the Chrysler plant.

Chrysler Europe 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.

Peugeot and Renault 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.

Products Early trucks 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.News and Comment, Commercial Motor, 20 November 1913, p266 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.

Light tractor units Colt

In 1929, Karrier started production of the "Colt" three-wheeler as a dustcart chassis for Huddersfield Corporation. In 1930, this was developed into the "Cob" tractor to haul road trailers for the London, Midland and Scottish Railway.

Later, in 1933, Scammell produced their own, Napier designed, Scammell Mechanical Horse.

In the mid-1930s, the "Cob" range was supplemented by the four-wheel "Bantam". Cob Described by newspapers, quoting Karrier, in 1930Mechanical Horse. page 5, Yorkshire Post and Leeds Intelligencer – Tuesday 18 November 1930 as a "mechanical horse" the small "Cob" tractor was designed by J Shearman, road motor engineer for London, Midland and Scottish Railway. Its small wheels let it turn in confined spaces and manoeuvre more easily in traffic. The front wheels are lifted from the ground when the tractor is attached and it was then classed as an articulated vehicle. It was capable of pulling a three-ton load at 18 mph and capable of restarting on a gradient of one in eight.A "Mechanical Horse". The Times, Thursday, 4 December 1930; pg. 5; Issue 45687. Production tractors powered by Jowett engines were displayed on the Karrier stand at Olympia's Motor Transport Show. A Karrier "Cob" Major, a 4-ton three-wheeled tractor, was also displayed.Motor Transport Show. The Times, Friday, 6 November 1931; pg. 20; Issue 45973

Ro-Railer 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.The "Ro-Railer". The Times, Friday, 23 January 1931; pg. 11; Issue 45728

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.

Trolleybuses

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. This arrangement continued until 1933, when Karrier began marketing the trolleybuses themselves. Despite receiving multiple orders in 1933–4, Karrier went into receivership, leading to the takeover by Humber in 1934, thus becoming part of the Rootes Group. Trolleybus manufacture was moved to Rootes's Sunbeam subsidiary's factory at Wolverhampton, where it continued up until World War II. During the periods in wartime, when production was allowed, only one model was produced, the W4, which could be badged either as Sunbeam or Karrier. Post-war, production continued briefly before the trolleybus portion of the company was sold to Brockhouse in 1946.

Rootes Group products

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.