Vous êtes ici sur la page personnelle d’un utilisateur de Wikipédia en français.
Cette page ne fait pas partie de l’espace encyclopédique de Wikipédia.

Si vous avez accédé à cette page depuis un autre site que celui de Wikipédia en français, c’est que vous êtes sur un site miroir ou un site qui fait de la réutilisation de contenu. Cette page n’est peut-être pas à jour et l’utilisateur identifié n’a probablement aucune affiliation avec le site sur lequel vous vous trouvez. L’original de cette page se trouve à l'adresse suivante : https://fr.wikipedia.org/wiki/Utilisateur:Thib Phil/Bac à sable 1.

Cette page est en cours de réécriture ou de restructuration importante (indiquez la date de pose grâce au paramètre date).

Un utilisateur prévoit de modifier cet article pendant plusieurs jours. Vous êtes invité(e) à en discuter en page de discussion et à participer à son amélioration de préférence en concertation pour des modifications de fond.

Cette page est un espace de travail Fichier:Tecleando.gif

Locomotion à vapeur[modifier | modifier le code]

La locomotion à vapeur est un type de locomotion^{[note 1]} autopropulsée/automobile^{[note 2]} utilisant l'énergie générée par la machine à vapeur comme force motrice^{[note 3]}.

Si l'on s'en tient à l'étymologie du mot automobile, « qui se meut par soi-même », ce serait le petit véhicule à vapeur fabriqué par Ferdinand Verbiest dans le palais de l'empereur de Chine à Pékin vers 1668, qui, le premier, remplit cette condition^[1]. Ce véhicule, considéré davantage comme un jouet, est constitué d'une bouilloire fixée sur un petit four et équipé d’une roue à aubes, d’engrenages et de petites roues. Il en décrit le fonctionnement dans l’ouvrage Astronomia Europa de 1668^[2]^,^[3]^{[note 4]}.

La « domestication » de la vapeur, grâce notamment aux travaux et inventions de James Watt et Denis Papin => Révolution industrielle

Le « fardier » de Joseph Cugnot et les débuts de la locomotion à vapeur[modifier | modifier le code]

« Le développement de la machine à vapeur devait peu à peu conduire à l'idée d'appliquer la vapeur à la locomotion, au transport des hommes et des marchandises. Dès 1755, Gauthier en forma le projet, et en 1759, l'ingénieur Robison en suscita l'idée à Watt. En 1773, l'ingénieur Nicolas-Joseph Cugnot exécuta à Bruxelles un cabriot qui n'était mu que par le feu et la vapeur de l'eau. Le duc de Choiseul, ministre de la guerre, le chargea de faire construire une grande voiture sur les mêmes principes; elle fut exécutée à l'Arsenal et mise à l'épreuve. La trop grande violence de ses mouvements ne permettait pas de la diriger, et dès la première épreuve, un pan de mur qui se trouva dans sa direction en fut renversé; c'est ce qui empêcha d'en faire usage. Les essais d'Oliver Evans, en 1786, et ceux de Robison, en 1795, n'eurent pas plus de succès. Ce ne fut qu'en 1802 que la voiture à vapeur réussit par les découvertes et les travaux de Trevithik et de Vivian, qui employèrent le principe de la haute pression. Toutefois, on avait mal appliqué tous ces essais de voitures à vapeur. On les destinait à parcourir les rues et les routes ordinaires. Ce ne fut qu'en 1814 que le premier essai véritable réussit. Il fut fait par Blekinsop, qui fit courir le véhicule sur une voie composée d'un rail ordinaire d'un côté, et d'un rail à dents de l'autre. A la voiture était adaptée une roue à dents qui s'engrenait au rail dentelé. En 1814, l'ingénieur Stephenson de Newcastle fit courir la voiture à vapeur au moyen des jantes sur des rails unis, et sa locomotive, le Rocket, obtint le prix en 1829 dans le concours des voitures à vapeur ou locomotives. »

— Daniel Ramée, La locomotion: Histoire des chars, carrosses, omnibus et voitures de tous genres.

Premiers essais de locomotion automobile à vapeur[modifier | modifier le code]

Article détaillé : Joseph Cugnot.

Fardier de Cugnot, modèle de 1771, conservé au musée des arts et métiers à Paris.

Le Fardier avait été expérimenté à la demande et en présence du ministre de la Guerre de Louis XV, le duc de Choiseul (1758-1770), en 1769 et du général de Gribeauval, qui donna une artillerie à la France. Les participants avaient pu alors se rendre compte que la dimension de la chaudière nécessitait une interruption au bout de quinze minutes de trajet pour que la vapeur reprenne toute sa force. Hélas, la disgrâce du ministre en 1770 avait coupé court à tout développement de l’invention qui ne fut exploitée par la France que soixante ans plus tard. Cugnot mourut le 2 octobre 1804 sans voir l’application de son invention. Celle-ci fut cependant conservée au Conservatoire National des Arts et Métiers à la demande de Napoléon.

Développements[modifier | modifier le code]

« Bien qu’elle soit née en France, il était évident que la locomotion à vapeur s’expatrie en Angleterre où la mécanique en général avait déjà une avance considérable. Comme des Français qui, au fil des années, allaient mettre au point des voitures de conception moderne, en Angleterre on dénombrait des chercheurs plus inventifs les uns que les autres qui ont domestiqué la vapeur »

— Généalogie de l'automobile

Si le Français Joseph Cugnot, avec son fardier, est regardé comme le père de l'automobile, la France n'est certes pas le seul pays à développer des modèles à vapeur. L'inventeur américain Oliver Evans est à l'origine de machines à vapeur à haute pression^[4]. Il expose en 1797 ses idées sur ces dernières, mais trouve peu d'approbateurs et meurt avant d'avoir vu son invention prendre le rang qu'elle occupe au XIX^e siècle. En 1801, l'Anglais Richard Trevithick présente le premier véhicule routier britannique, équipé de trois roues, pouvant transporter 9 passagers^[5], propulsé à la vapeur^[4]^,^[6], dénommé « London Steam Carriage » et parcourt à son bord 10 milles dans les rues de Londres^[7].

En 1802, dans le Pays de Galles, on fit circuler sur les rails en bois d'un chemin de fer hippomobile d'une mine de charbon un véhicule analogue à celui de Cugnot : le chemin de fer à vapeur était inventé. En 1804, la locomotive à vapeur commence à remplacer les chevaux dans les mines du Royaume-Uni (Matthew Murray ). La première locomotive pratique fut construite par l'anglais Stéphenson en 1815. En 1825, Liverpool est relié à Manchester grâce au chemin de fer. Le français Seguin décupla la puissance de la machine par l'invention de la chaudière tubulaire en 1828.

1781-1787: British inventors James Watt, William Murdock, and William Symington, introduce several major improvements to steam-powered land vehicles:

Epicyclic gear for translating piston motion into cyclic action (1782)
Differential (1783)
William Murdoch steam engine model runs 6 to 8 mph (1784)
Uniflow engine - piston itself acts as the steam valve and can operate at very high pressures (1786)
Coiled-spring suspension (1787)

1783: American inventor Oliver Evans patents the tube boiler. Marked increases in engine efficiency result.

Chemins de fer et tramways[modifier | modifier le code]

Chemins de fer[modifier | modifier le code]

Article détaillé : Histoire des chemins de fer.

Tramways à vapeur[modifier | modifier le code]

Les premiers tramways sont apparus aux États-Unis durant la première moitié du XIX^e siècle, ils sont alors tractés par des animaux, en général des chevaux^[8]. Le premier tramway de France est mis en service dès 1838 dans le département de la Loire sur la route entre Montrond les Bains et Montbrison^[9].

Le tramway se développe alors dans de nombreuses villes d'Europe (Londres, Berlin, Paris, Milan, etc.). Plus rapides et confortables que les omnibus (circulant sur les voies carrossables), les tramways ont un coût d'exploitation élevé du fait de la traction animale. C'est pourquoi la traction mécanique est rapidement mise en oeuvre : la vapeur est ainsi utilisée dès 1873.

Automobile à vapeur[modifier | modifier le code]

Article détaillé : Histoire de l'automobile.

Les progrès réalisés dans le domaine des machines à vapeur incitent certains à se pencher de nouveau sur les véhicules routiers. Dans la logique des choses, c'est en Angleterre, pionnière dans le développement des chemins de fer, que l'automobile à vapeur prend son essor. In 1801, Richard Trevithick built a full-size road carriage powered by steam. Although Trevethick's project was a failure, it had inspired several private builders to create their own versions of automobile. In 1829, Goldsworthy Gurney made the first long distance journey in a steam-powered vechile from Bath to London at an average speed of 15 miles per hour. Néanmoins, le décret de 1839 limitant la vitesse à 10 km/h pour les diligences à vapeur ainsi que le « Locomotive Act » imposant aux véhicules automobiles d'être précédés d'un homme à pied agitant un drapeau rouge mettent un terme à son développement outre-Manche^[10]^,^{[note 5]}.

Des problèmes fondamentaux concernant la direction, les suspensions et l'état des routes font que l'automobile « routière » est délaissée, laissant place aux chemins de fer^[10].

L'automobile à vapeur en France[modifier | modifier le code]

« C'est à Nantes que furent faites des expériences dans les années 1860 de voitures à vapeur. Sortie des ateliers de monsieur Lotz aîné, ces locomotives ont trouvé une application régulière dans plusieurs villes, dont Bergerac où ces machines font un service régulier de voyageurs. On n'en trouve pas encore à Paris, mais on songe à les utiliser dans des villes de la grande banlieue. De nouvelles expériences avec une locomotive à vapeur de forme ordinaire, mais avec des roues très larges, traîne une voiture dans laquelle se trouve un grand nombre de voyageurs. Cette locomotive s'arrête instantanément et tourne à volonté à droite et à gauche. Elle peut marcher à la vitesse extraordinaire de vingt quatre kilomètres à l'heure et traîner une charge de plus d'une tonne. La voiture Lotz, pourrait bien remplacer les chemins de fer à tractions de chevaux, dits américains. Les rails qui sur les routes ne sont pas sans inconvénient pour les voitures à chevaux légères seraient appelées à disparaître. Il faudrait il est vrai éduquer et habituer les chevaux à ce voisinage bruyant et insolite. Mais il est vrai qu'ils se sont bien familiarisés avec les chemins de fer. »

— Bernard Vassor, Histoire anecdotique : « La locomotive Lotz, un nouveau mode de locomotion : La voiture à vapeur circulant sur des routes ordinaires »^[11]

Amédée Bollée

Exposition universelle de 1889 : présentation d'un un tricycle biplace à moteur à vapeur construit par Léon Serpollet en collaboration avec Armand Peugeot, le fabricant de cyles.

De Histoire de l'automobile :

C'est donc en France que l'automobile à vapeur reprend son cours. Parmi les plus fameuses adaptations de la propulsion à vapeur, il convient de signaler celles d'Amédée Bollée qui commercialise en 1873 la première véritable automobile à vapeur, un véhicule appelée L'Obéissante capable de transporter douze personnes à une vitesse de pointe de 40 km/h. Bollée conçoit ensuite, en 1876, un omnibus à vapeur dont les quatre roues sont motrices et directrices, puis en 1878 une voiture appelée La Mancelle plus légère (2,7 tonnes) que son premier modèle, qui dépasse facilement les 40 km/h^[12]. Exposées à Paris lors de l'Exposition universelle, ces deux voitures sont classifiées avec le matériel ferroviaire.

L'exposition universelle de 1878, à Paris, permet au public et à plusieurs industriels de découvrir pleinement ces nouveaux engins. Les commandes affluent de toutes parts, d'Allemagne tout particulièrement où une filiale Bollée voit même le jour en 1880. Bollée part alors à la conquête du monde et présente ses modèles de Moscou à Rome, de Syrie en Angleterre (1880-1881). Un nouveau modèle est lancé en 1880, dénommé La Nouvelle, pourvu d'une boîte de vitesses à deux rapports et d'un moteur à vapeur de 15 ch^[13].

En 1881, le modèle La Rapide de six places pouvant atteindre 63 km/h est présenté. D'autres modèles suivront, mais la propulsion à vapeur s'avère une impasse en matière de rapport poids/performance. Bollée et son fils Amédée^{[note 6]} expérimentent bien une propulsion à l'alcool, mais c'est finalement le moteur à explosion et le pétrole qui s'imposent^[12].

Suite aux progrès des motorisations, certains ingénieurs cherchent à réduire la taille de la chaudière. C'est ainsi qu'à l'occasion de l'Exposition universelle de 1889, le premier véhicule à vapeur à mi-chemin entre l'automobile et le tricycle, développé par Serpollet-Peugeot, est présenté^[14]. Ce progrès notable est notamment dû à Léon Serpollet qui met au point la chaudière à « vaporisation instantanée »^[15]. Il obtient par ailleurs sur le véhicule de sa propre conception le premier permis de conduire français^[16]. Son châssis mais surtout l'utilisation qu'on lui consacre à l'époque expliquent que ce tricycle soit généralement considéré comme une automobile. Mais malgré l'ensemble de ces prototypes, l'automobile n'est pas encore réellement lancée ; il faudra pour cela attendre la généralisation d'une innovation des années 1860, qui va bouleverser le cours de l'histoire de l'automobile : le moteur à explosion.

L'automobile à vapeur en Europe[modifier | modifier le code]

L'automobile à vapeur aux États-Unis[modifier | modifier le code]

Oliver Evans applied for a U.S. patent for a steam land carriage, which he called the “oruktor amphibolos.”

L'automobile à vapeur resta populaire beaucoup plus longtemps aux Etats Unis qu'en Europe grâce aux frères Stanley, partisans convaincus de la vapeur. Ils réussirent à mettre sur le marché dès 1895 une voiture à vapeur pratique, légère et d'un prix raisonnable. Elle avait deux cylindres, atteignait la vitesse de soixante kilomètres/heure et n'avait pas de volant mais une simple « queue de vache » comme organe de direction^[17]

Transport routier[modifier | modifier le code]

« Locomotive routière » tractant un convoi de « wagons » ( fin des années 1870 ).

C'est au Royaume-Uni que le transport routier à vapeur connut sa plus belle expansion. La Révolution industrielle ayant amené les capacités de convoyage des matières premières et produits finis du réseau fluvial à saturation, le transport terrestre connu une importante croissance dès la première moitié du 19ème siècle. La forte demande de l'industrie amena une expansion rapide du chemin de fer mais il fallu compléter le réseau ferroviaire encore à son stade de développement en augmentant le transport routier. Cette croissance favorisa le développement des « Turnpike Trusts » - « ancêtres » des sociétés autoroutières modernes - ainsi que d'important progrès dans le domaine de la construction routière et du génie civil - grâce notamment aux ingénieurs Thomas Telford et John Loudon McAdam.

Les Steam wagons au Royaume-Uni[modifier | modifier le code]

John Isaac Thornycroft construisit son premier camion à vapeur en 1896 dans son chantier naval de Chiswick par les bords de la Tamise. L'engin était propulsé par un moteur à vapeur de bateau marine avec une transmission par chaîne aux roues avant. En 1898, le business des camions à vapeur ayant prospéré, les chantiers Thornycroft transférèrent la production vers une nouvelle usine construite à Basingstoke. Cette année-là, l'entreprise construisit l'un des premiers camions articulés au monde. En 1902, Thornycroft commença à fabriquer de tout nouveaux poids lourds à moteur à essence et, en 1907, ils abandonnèrent la construction de camions à vapeur à Basingstoke, même si la filiale « Stewart and Co » continua à les construire à Glasgow jusqu'en 1910^[18].

(en) Cette section est partiellement issue des articles de Wikipédia en anglais intitulés « Steam wagon » et « History of steam road vehicles ».

Engins agricoles et engins de chantiers[modifier | modifier le code]

Engins militaires[modifier | modifier le code]

Article détaillé : Chemin de fer militaire.

Le fardier de Cugnot devait servir de tracteur d'artillerie.

En 1769, l'idée de Ferdinand Verbiest est reprise par le français Joseph Cugnot qui présente le 23 octobre^[7] ce qu'il nomme son « fardier à vapeur », un chariot propulsé par une chaudière à vapeur. Développé pour le milieu militaire, cet engin autopropulsé est destiné à déplacer de lourds canons. Il atteint une vitesse de 2 000 toises par heure, soit environ 4 km/h, pour une autonomie moyenne de 15 minutes. Le fardier ne possède ni direction, ni freins, si bien qu'il renverse accidentellement un pan de mur lors d'un essai. Un accident qui démontre néanmoins la force développée par ce véhicule de près de 7 mètres de long^[19]^,^[20]^,^[21] mais signe la fin de sa carrière^[5].

Le duc de Choiseul, ministre des Affaires étrangères, de la Guerre et de la Marine, est très intéressé par le projet et suit de près cette innovation, dont un deuxième modèle est produit en 1771^[7]. Cependant, il quitte son poste un an plus tôt que prévu et son remplaçant ne souhaite pas donner suite au fardier, si bien que ce dernier est stocké à l'arsenal. Le fardier sera par la suite redécouvert par L.-N. Rolland, commissaire général de l'artillerie dans les années 1800, mais Napoléon Bonaparte n'est pas intéressé par cet engin^[21]^,^[4]^[22].

Pendant la Guerre de Sécession, les belligérants firent abondamment usage des chemins de fer pour le déplacement des troupes et du matériel. Les premières pièces d'artillerie sur voie ferrée, déplacées au moyen de locomotives, furent engagées pendant ce conflit ainsi que les premiers trains blindés mais il ne s'agissait encore à l'époque que d'une utilisation militaire de matériels civils plus ou moins adaptés ( blindage au moyen de rails ou de balles de coton ) à des fins guerriers.

The Wynant's Steam Gun

Les engins britanniques pendant la Seconde guerre des Boers : Thornycroft Gun tractor used by the Army in the Boer War built at Basingstoke in 1909 (date à corriger !!!)

Première GM : tracteurs et projets de chars à vapeur US et russe.

Motocyclette et projets d'engins volants à vapeur[modifier | modifier le code]

Article détaillé : Dirigeable Giffard.

Le déclin de la locomotion à vapeur : moteur à combustion interne de carburants pétroliers et électricité[modifier | modifier le code]

Héritage imaginaire : la science-fiction Steampunk[modifier | modifier le code]

Article détaillé : Steampunk.

Articles connexes[modifier | modifier le code]

Liens externes[modifier | modifier le code]

Les machines à vapeur des frères Besler : automobile et avion.

Chemins de fer et tramways[modifier | modifier le code]

Transport routier et automobile[modifier | modifier le code]

Généalogie de l'Automobile : l'Automobile à vapeur et Tintin passion : l'Histoire de l'Automobile des origines à 1900.
(en) L'automobile à vapeur Dion-Bouton et Trépardoux
Les automobiles à vapeur du Western Antique Aeroplane and Automobile Museum : Stanley Steamers de 1918 et 1919 et White « M » de 1909^{[note 7]}

Machines agricoles et engins de chantiers[modifier | modifier le code]

(en) Cooper Agricultural Steam Engines - A Mechanical Engineering Heritage Collection, Knox County Historical Museum, Mount Vernon, Ohio

Engins militaires[modifier | modifier le code]

Bibliographie[modifier | modifier le code]

Amédée Guillemin : La Vapeur, Bibliothèque des Merveilles, Librairie Hachette et Cie, Paris 1875.
Daniel Ramée : La locomotion: Histoire des chars, carrosses, omnibus et voitures de tous genres, Amyot Éditeur, Paris 1856.

Notes et références[modifier | modifier le code]

Sur les autres projets Wikimedia :

Thib Phil/Bac à sable 1, sur Wikimedia Commons

Notes[modifier | modifier le code]

↑ Définition du Wikitionnaire
↑ Le terme « automobile » est à l'origine un adjectif issu de la concaténation d'un préfixe grec, αὐτός (soi-même), et d'un suffixe latin, mobilis (mobile).
↑ Voir Thermodynamique
↑ Voir l'article consacré à l' Histoire de l'automobile
↑ La loi sera très vite surnommée « Red flag Act ».
↑ Le père et le fils se prénomment tous les deux Amédée Bollé, ce qui n'est pas sans poser des difficultés pour attribuer la paternité de certaines inventions
↑ D'autres documents vidéos d'automobiles à vapeur Stanley sont disponibles sur YouTube

Références[modifier | modifier le code]

↑ (fr) J. Ickx (1961), Ainsi naquit l'automobile
↑ (fr) « Ferdinand Verbiest », sur La Belgique insolite
↑ (fr) Carton, Van de Putte et Delepierre (1884), Biographie des hommes remarquables de la Flandre-Occidentale..., p. 269
↑ ^{a b et c} (en) « Automobile History », sur About Inventors, Early Steam Powered Cars
↑ ^{a et b} (fr) A. Vandedewiele (1995), La grande imagerie de l'automobile, p. 6
↑ (en) E. Eckermann (2001), World History of the Automobile, p. 15
↑ ^{a b et c} (fr) S. Bellu (1998), Les pionniers de la locomotion terrestre, p. 10
↑ Les premiers tramways en Amérique
↑ Forezhistoire : Le 1er tramway de France de Montbrison à Montrond
↑ ^{a et b} (fr) G. Bordes (1979), Encyclopédie de A à Z, volume 2, p. 578
↑ Bernard Vassor, Ingénieur des Arts et Métiers: « La locomotive Lotz, un nouveau mode de locomotion : La voiture à vapeur circulant sur des routes ordinaires ».
↑ ^{a et b} (fr) T. Coulibaly (2007), Il y a un siècle, L'automobile, p. 12
↑ (fr) Eric Favre, « Bollée Amédée fils, faire avancer l'automobile », sur Gazoline
↑ (en) « Starting from a bycicle », sur Peugeot History
↑ (fr) S. Bellu (1998), Les dilemmes de l'énergie, p. 14
↑ (fr) « Histoire du permis français »^{(Archive.org • Wikiwix • Archive.is • Google • Que faire ?)}, sur le Quid
↑ Les cahiers du Musée Art et Traditions Populaires Cap Al Campestre : les moyens de locomotion ( dossier pédagogique).
↑ Thornycroft lorries
↑ (fr) A. Janin (1861), Fulton, Georges et Robert Stephenson, ou, Les bateaux à vapeur et les chemins de fer, p. 237
↑ (fr) « Fardier de Cugnot », sur Histomobile
↑ ^{a et b} (fr) T. Coulibaly (2007), Il y a un siècle, L'automobile, p. 8
↑ (fr) « Le fardier de Cugnot », sur Société des Ingénieurs de l'Automobile

MATOS[modifier | modifier le code]

$ Idem La Vapeur

OLD CARS

Espace de travail et de discussion[modifier | modifier le code]

Classic Commercial Motor Vehicles[modifier | modifier le code]

Classic Commercial Motor Vehicles - abrégé CCMV - est un site communautaire non commercial animé par les clubs de collectionneurs britanniques de véhicules utilitaires, engins agricoles et de chantier, bus et véhicules de servitude militaires ( à l'exclusion des engins de combat ). Ce site met à la disposition du public une très importante photothèque consacrée au patrimoine automobile utilitaire britannique avec de très nombreux documents consacrés aux véhicules préservés et restaurés et aux musées ainsi qu'une collection d'affiches publicitaires d'époque. Il permet également un accès aux archives des grands constructeurs - AEC, Bedford, Vauxhall, Thornycroft.. - qui ont fait l'histoire de l'automobile au Royaume-Uni et offre une plate-forme pour toutes les manifestations - réunions de collectionneurs, expositions ponctuelles, rallyes, etc. - en relation avec cette activité de préservation du patrimoine automobile et industriel britannique.

La mémoire de l'industrie automobile utilitaire britannique[modifier | modifier le code]

Article détaillé : Industrie automobile au Royaume Uni.

The origins of the UK automotive industry date back to the final years of the 19th century.

L' Historic Commercial Vehicle Society[modifier | modifier le code]

Fondée en 1958 sous le nom d' Historic Commercial Vehicle Club, cette association regroupait alors une poignée de collectionneurs propriétaires d'une douzaine de véhicules commerciaux. En 2009, elle comptait quelques 4000 membres et un parc de plus de 7500 véhicules.

Articles connexes[modifier | modifier le code]

Bibliographie[modifier | modifier le code]

(en) C.F. Klapper : British Lorries 1900-1945, Ian Allan Ltd, Shepperton 1973 (ISBN 0-7110-0455-2) - Introduction.
(en) S.W. Stevens-Stratten : British Lorries 1945-1975, Ian Allan Ltd 1978 (ISBN 0-7110-0736-5) - Idem.
(en)John Woodhams : Old Lorries - Shire Album (No. 138).
(en) Historic Commercial Magazine, journal de l' Historic Commercial Vehicle Club - vol. 1 n° 1, 1975 pour l'historique du club.
(en) Magazine Sentinel Transport News, journal du Sentinel Drivers Club.

Liens externes[modifier | modifier le code]

Leyland Motors - Leyland[modifier | modifier le code]

Modèle:Infobox Defunct Company

Leyland Motors Limited was a British vehicle manufacturer of lorries, buses and trolleybuses. It gave its name to the British Leyland Motor Corporation formed when it merged with British Motor Holdings, later to become British Leyland after effectively becoming nationalised. British Leyland later changed its name to simply BL, then in 1986 Rover Group.

History[modifier | modifier le code]

Beginning[modifier | modifier le code]

Leyland Motors has a long history dating from 1896, when the Sumner and Spurrier families founded the Lancashire Steam Motor Company in the town of Leyland in North West England. Their first products included steam lawn mowers.^[1] The company's first vehicle was a 1.5-ton-capacity steam powered van. This was followed by a number of undertype steam wagons using a vertical fire-tube boiler.^[2] By 1905 they had also begun to build petrol-engined wagons. The Lancashire Steam Motor Company was renamed Leyland Motors in 1907 when they took over Coulthards of Preston. They also built a second factory in the neighbouring town of Chorley which still remains today as the headquarters of the LEX leasing and parts company.

In 1920 Leyland Motors produced the Leyland 8 luxury touring car, a development of which was driven by J.G. Parry-Thomas at Brooklands. Parry-Thomas was later killed in an attempt on the land speed record when a chain drive broke. At the other extreme, they also produced the Trojan Utility Car in the Kingston on Thames factory from 1922 to 1928.

Three generations of Spurriers controlled Leyland Motors from its foundation until the retirement of Sir Henry Spurrier in 1964. Sir Henry inherited control of Leyland Motors from his father in 1942, and successfully guided its growth during the postwar years. Whilst the Spurrier family were in control the company enjoyed excellent labour relations—reputedly never losing a day's production through industrial action.

World War II[modifier | modifier le code]

During the war, Leyland Motors along with most vehicle manufacturers was involved in war production. Leyland built the Cromwell tank at its works from 1943 as well as medium/large trucks such as the Leyland Hippo and Retriever.

After the war, Leyland Motors continued military manufacture with the Centurion tank.

Post war[modifier | modifier le code]

In 1946, AEC and Leyland Motors worked to form the British United Traction Ltd.

In 1955, through an equity agreement, manufacture of commercial vehicles under licence from Leyland Motors commenced in Madras, India at the new Ashok factory. The products were branded as Ashok Leyland.

On the other hand, Leyland Motors acquired other companies in the post war years:

1951: Albion Motors
1953: Collaboration with Danish Automobile Building (DAB), a bus manufacturer, later with a majority stake in the 1970s
1955: Scammell Lorries Ltd—military and specialist lorry manufacturer
1960: Standard Triumph, cars, vans and some agricultural machinery interests
1962: Associated Commercial Vehicles (ACV), which incorporated AEC, Thornycroft, Park Royal Vehicles and Charles H. Roe. Then Leyland Motors was renamed Leyland Motor Corporation
1965: Minority (25%) interests in Bristol Commercial Vehicles and Eastern Coach Works
1967: Rover cars

Donald Stokes took over as head of the company in 1964 and in 1968 it merged with British Motor Holdings (BMH) to form the British Leyland Motor Corporation (BLMC). BMH brought with it more famous British goods vehicle and bus and coach marques, including Daimler, Guy, BMC, Austin and Morris into the new organization.

British Leyland era[modifier | modifier le code]

Fichier:British Leyland Logo.png

BLMC logo

Modèle:Further

The BLMC group was difficult to manage because of the many companies under its control, often making similar products. This, and other reasons, led to financial difficulties and in December 1974 British Leyland had to receive a guarantee from the British government.

In 1975, after the publication of the Ryder Report, BLMC nationalised as British Leyland (BL) and split into 4 divisions with the bus and truck production becoming the Leyland Truck & Bus division within the Land Rover Leyland Group. This division was split into Leyland Bus and Leyland Trucks in 1981. In 1986 BL changed its name to Rover Group. The equity stake in Ashok Leyland was controlled by Land Rover Leyland International Holdings, and sold in 1987.

Leyland name post-British Leyland[modifier | modifier le code]

Buses[modifier | modifier le code]

The bus operations were divested as a management buy-out to form Leyland Bus, and was subsequently bought by Volvo Buses in 1988, which discontinued most of its product range.

Trucks[modifier | modifier le code]

1987 The Leyland Trucks division of Rover Group (formerly BL) merged with DAF Trucks of The Netherlands, and was floated on the Dutch stock exchange as DAF NV. The new company traded as Leyland DAF in the UK, and as DAF elsewhere.
1993 DAF NV went into bankruptcy. The UK truck division was bought through a management buy-out and became Leyland Trucks. The van division was also bought through a management buy-out and became LDV Limited. The Spare Parts Operation (Multipart) was also subject to a management buy-out before eventually becoming part of the LEX organisation.
1998 Leyland Trucks was acquired by the US truck manufacturer PACCAR. Leyland Trucks now operates as a division of PACCAR from the Leyland Assembly Plant in North West England manufacturing around 14,000 trucks per year of which about a third are sold in the EU, though not with the name Leyland.

Ashok Leyland[modifier | modifier le code]

Article détaillé : Ashok Leyland.

The Leyland name and logo continues as a recognised and respected marque across India, the wider subcontinent and parts of Africa in the form of Ashok Leyland. Part of the giant Hinduja Group, Ashok Leyland manufactures buses, trucks, defence vehicles and engines. The company is a leader in the heavy transportation sector within India and has an aggressive expansionary policy. Ironically, since 1987, when the London-based Hinduja Group bought the Indian-based Ashok Leyland company, it is once again a British-owned brand. Today, Ashok-Leyland is pursuing a joint venture with Nissan and through its acquisition of the Czech truck maker, Avia, is entering the European truck market directly. With its purchase of a 25% stake in UK-based bus manufacturer Optare in 2010, Ashok Leyland has taken a step closer to reconnecting with its British heritage, as Optare is a direct descendant of Leyland's UK bus-making division.

Products[modifier | modifier le code]

Buses[modifier | modifier le code]

Historically, Leyland Motors was a major manufacturer of buses used in the United Kingdom and worldwide. It achieved a number of firsts or milestones that set trends for the bus industry. It was one of the first manufacturers to devise chassis designs for buses that were different to trucks with a lower chassis level to help passengers to board; and its chief designer John George Rackham, who had experience at the Yellow Coach Company in Chicago before returning to England, created the Titan and Tiger ranges in 1927 that revolutionised bus design. After 1945, it created another milestone with the trend-setting Atlantean rear-engined double-decker bus design produced between 1956 and 1986.

See List of Leyland buses for the list of bus products.

Trucks[modifier | modifier le code]

1920s[modifier | modifier le code]

Q-type 4 ton
SQ2 7 ton
SWQ2 10-ton six-wheeler
Bull
layland madion

1930s[modifier | modifier le code]

Beaver
Bison
Buffalo
Bull
Hippo
Octopus 22-ton eight-wheeler
Steer
Lynx
Cub
Badger

1940s[modifier | modifier le code]

Comet
Hippo
Beaver

1960s[modifier | modifier le code]

Leyland 90
Beaver
Comet
Steer
FG

1970s[modifier | modifier le code]

Terrier
Boxer
Clydesdale
Marathon

The Marathon was Leyland's answer to the booming "max cap" truck fad at the start of the 1970s. Imports such as the Volvo F88 and Scania 110/140 were selling very well in the UK due to the previously unheard of levels of driver comfort, reliability, quality and performance.

Leyland had insufficient money for development of a complete new vehicle at the time, so designers were instructed to utilise as many existing in-house components as possible. It was perceived at the time that the resulting model would be a stopgap until the new T45 range was ready for production toward the latter half of the 1970s.

The cab was a re-worked version of the "Ergomatic" tilt cab of 1965, heavily modified with different lower panels, raised height etc., and was available in day and sleeper cab form. Engines were decided from the outset to be in the higher power category to be competitive with rival vehicles, the only existing engine within the Leyland empire suitable for such an application following the demise of the ill-fated fixed-head 500 series was the AEC AV760 straight-six, which was turbocharged and designated the TL12. Other engine options included a 200 bhp Leyland L11, Cummins 10 and 14 litre engines at 250/330 bhp.

Production began in 1973, and various shortcomings were noted, including below par heating and ventilation, and pronounced cab roll. however roadtesters of the time were very impressed by the truck's power and performance. In 1977 the "Marathon 2" was launched, an updated and revised vehicle that attempted to address some of the previous criticisms of the earlier vehicle. Relatively few Marathons of all types were sold before production ended in 1979 with the introduction of the T45 "roadtrain" range of vehicles.

1980s[modifier | modifier le code]

Roadrunner

This was Leyland's answer to the Ford cargo in the non-HGV 7.5-ton truck sector. Launched in 1984, it utilised a Leyland straight-six engine until 1986 when a 5.9L Cummins was introduced. It was notable at the time for its low level passenger side windscreen, featured as a safety aid to enable the driver to see the kerb, although this was deleted on later models. The basic cab had a long service life, becoming later on the Leyland DAF 45.

T45 Roadtrain

The Leyland Roadtrain was a range of heavy goods vehicle tractor units manufactured by Leyland Trucks between 1980 and 1990. The nomenclature "T45" refers to the truck range design as a whole and encompasses models such as the lightweight 7.5-ton roadrunner, Freighter (4 wheel rigid truck) constructor (multi axle rigid tipper or mixer chassis-its chassis owing much to the outgoing Scammell 8-wheeler Handyman) and Cruiser (basic spec low weight tractor unit). The Roadtrain itself was a max weight model with distance work in mind.

The cab design was a joint effort between Leyland, BRS and Ogle Design and was seen as the height of modernity when compared with its predecessors, the idea being to have one basic design to replace the various different outgoing models (for example, the Bathgate built G cab on the Terrier, the Ergomatic cabbed Lynx, Beaver etc.). This did indeed make good economic sense, however there has been speculation that Leyland did in fact alienate a number of customers who had traditionally purchased other marques from within the Leyland empire—Albion, AEC, Scammell, etc.—who were now left with no alternative but to have a Leyland branded vehicle or purchase from elsewhere.

Throughout its production run engine choices included the AEC-based TL12, a straight carry over from the preceding "stopgap" model Marathon range, The Rolls-Royce Eagle 265/300 and the Cummins 290 L10 and 14-litre 350 coupled to a Spicer or Eaton transmission, although all versions produced a distinctive whine from the propshaft knuckle joint when approaching 60 Unité « mi/h » inconnue du modèle {{Conversion}}. ( Unité « km/h » inconnue du modèle {{Conversion}}.). The TL12 engine was dropped early on in the production run, most large fleet buyers choosing the Rolls-Royce engine.

The Roadtrain was available in day and sleeper cabbed form, in high and low datum versions—this refers to the cab height—high datum versions were intended as long haul vehicles with higher mounted cabs and more internal space. 6x2 versions were built in high cab form only on a chassis that was basically that of the ageing Scammell trunker.

In 1986 the high roofed Roadtrain interstate was introduced, a top of the range long distance truck with standing room inside.

The Roadtrain was a common sight throughout most of the 1980s, with a great many of the major fleet users in the UK such as Tesco, Blue Circle (unusually with high datum day cabs) and BRS running them. The Firm of Swain's based at Rochester in Kent had a number of roadtrains in its fleet which enjoyed a comparatively long service life (up until the late 1990s) before being replaced by the newer DAF 85.

Production ended in 1990 with the sale of Leyland Trucks to Dutch firm DAF, although as a postscript DAF relaunched the model in low datum form (it was already manufacturing the large DAF 95) as the DAF 80, using the Roadtrain cab with the DAF 330 ATi engine (quite ironic, given that this engine had its roots in the Leyland O.680). This model was produced for a relatively short time until 1993 with the launch of the brand new cabbed DAF 85.

Due partly to the cab's propensity to rust and also to the admittedly short life of commercial vehicles, any Roadtrain in commercial operation is now a very rare sight indeed, although a small number of vehicle remain in use throughout the country as recovery vehicles.

The army made use of an 8x6 version of Roadtrain as a hook loader until recently. This is known to the British Army as DROPPS, Demountable rack offload and pickup system which has seen action Iraq and Afghanistan and are still in service, due to be replaced by MAN version.

Constructor

Diesel Multiple Units[modifier | modifier le code]

References[modifier | modifier le code]

Jack, Doug (1984). The Leyland Bus Mk2, UK: Transport Publishing Company. (ISBN 0-903839-67-9)

↑ « Lancashire Steam Motor Co steam lawnmower », 1904
↑ « Lancashire Steam Motor Co. boiler parts »

External links[modifier | modifier le code]

Catégorie:Constructeur britannique d'utilitaires et de camions

Associated Equipment Company[modifier | modifier le code]

Modèle:Infobox company

AEC was a United Kingdom based vehicle manufacturer which built buses, motorcoaches and lorries from 1912 until 1979. The acronym stood for the Associated Equipment Company, but this name was hardly ever used; instead it traded under the AEC and ACLO brands.

While famously associated with London's Routemaster buses, AEC supplied commercial vehicles to many companies both domestically and around the world.

History[modifier | modifier le code]

Inception[modifier | modifier le code]

The London General Omnibus Company, or LGOC, was founded in 1855 to amalgamate and regulate the horse-drawn omnibus services then operating in London. The company began producing motor omnibuses for its own use in 1909 with the X-type at works in Blackhorse Lane, Walthamstow, London. The X-type was followed by the B-type, considered to be one of the first mass-produced commercial vehicles^[1]^,^[2].

In 1912, LGOC was taken over by the Underground Group of companies, which at that time owned most of the London Underground, and extensive tram operations. As part of the reorganisation following the takeover, a separate concern was set up for the bus manufacturing elements, and was named Associated Equipment Company, or more commonly, AEC.^[3]

A 1921 AEC S-type Bus at the Heritage Motor Centre

AEC's first commercial vehicle was a lorry based on the X-type bus chassis. With the outbreak of the First World War in 1914, AEC's ability to produce large numbers of vehicles using assembly line methods became important in supplying the increasing need for army lorries. AEC began large-scale production of the 3-ton Y-type lorry, commenced in 1916, and continued beyond the end of the war. From then on, AEC became associated with both lorries and buses.

Interwar years[modifier | modifier le code]

In 1926, AEC and Daimler formed the Associated Daimler Company (ADC), which was dissolved two years later. In 1927, AEC moved its manufacturing from Walthamstow to a new plant at Southall in London.

AEC Southall Works from the south, 1973

G. J. Rackham was appointed Chief Engineer and Designer in 1928. He had previously worked for Leyland Motors. His ideas contributed significantly to AEC's reputation for quality and reliability.

From 1929, AEC produced new models: the names of lorries began with "M" (Majestic, Mammoth, Mercury, and so on), and those of buses began with "R" (Regent, Regal, Renown, and so on). These original "M-models" continued in production until the end of the Second World War. AEC introduced diesel engines across the range in the mid-1930s.

From 1931 to 1938, AEC and English Electric co-produced trolleybuses. AEC supplied the chassis, and EE the electric motors and control equipment.

In 1932, AEC took a controlling interest in the British subsidiary of the American Four Wheel Drive (FWD) company, and began to use more standard AEC components in those vehicles. To avoid confusion, these were marketed under the name Hardy. Production ceased about 1936.

Second World War[modifier | modifier le code]

Non-military production stopped in 1941. During the war, AEC produced their 10 ton 4x4 Matador artillery tractor (an adaptation of their commercial 4x2 Matador lorry that exploited AEC's experience with the Hardy FWD venture). A 6x6 version was designated as the AEC Marshall but almost always called the Matador. To this they added the AEC Armoured Car in 1941.

Post war[modifier | modifier le code]

In 1946, AEC and Leyland Motors formed British United Traction Ltd (BUT) as a joint venture to manufacture trolleybuses and traction equipment for diesel railcars since reduced demand would not require the existing capacity of both parents.

In 1948, AEC resumed civilian production with the Mammoth Major, Matador and Monarch. Also in 1948, AEC acquired Crossley Motors and Maudslay Motor Company. Soon after, AEC changed its name to Associated Commercial Vehicles (ACV) Ltd., although it kept the initials "AEC" on its vehicles — with the exception of some badge-engineered versions, such as the Crossley Regent bus (one example of which may be seen at the North West Museum of Road Transport). In 1949, ACV acquired a (bus) bodybuilding company, Park Royal Vehicles, along with its subsidiary Charles H. Roe. Park Royal designed a new cab for the AEC Mercury in the mid-1950s; this appeared on all models across the range about this time.

In 1961, AEC acquired Transport Equipment (Thornycroft). Thornycroft's name disappeared from all the vehicles except the specialist airport crash tenders, such as the Nubian, and the "Mighty" Antar off-road tractor unit.

Leyland takeover[modifier | modifier le code]

Leyland Motors Ltd acquired ACV in 1962. AEC lorries were given the same "Ergomatic" cabs used across several Leyland marques (including Albion). In 1968, all AEC double-decker buses ceased production, and its last buses,motorcoaches and lorries were built in 1979. The AEC name actually disappeared from commercial vehicles in 1977, but the Leyland Marathon was built at the Southall plant until British Leyland (as the parent company was named by then) closed it in 1979.

Foreign operations[modifier | modifier le code]

ACLO[modifier | modifier le code]

ACLO (supposed to be the acronym of Associated Company Lorries and Omnibuses) was the brand name used by AEC in Latin American countries, including Brazil, and in Spain (but not in Portugal) to sell all their products.

It seems that there was no clear reason for this badge engineering operation, although a formal request from the German AEG industrial group, which was very active in the Spanish-speaking countries, has been suggested.

ACLOs were specially pervasive in Argentina, Uruguay and Brazil. In Spain, ACLOs could be seen mainly as double-deck buses in Barcelona, and as line coaches in ALSA fleet.

UTIC-AEC[modifier | modifier le code]

In Portugal, the AEC vehicles, mainly coaches and buses but also lorries, were assembled and bodied by União de Transportadores para Importação e Comércio, UTIC, and marketed under the UTIC-AEC badge, for many years.

From 1971-3 the Loughborough based dealer Moseley imported nine UTIC U2043 coaches which were marketed as the Moseley Continental Tagus. They were mechanically equivalent to a rear engined Reliance or a coach version of the Swift 691 which AEC had planned but never marketed. They were expensive to buy new and the square sided styling looked dated to British eyes in the age of the Elite and Dominant coaches, thus they were slow selling. These were probably the only right hand drive coaches built by UTIC. At the time Moseley also marketed Salvador Caetano Coaches under its own name.

Barreiros AEC[modifier | modifier le code]

In the late fifties, Spanish government restrictions to importations led AEC sales in Spain to became virtually nil. As a consequence, AEC approached a Spanish truck manufacturer, Barreiros Diesel, to jointly produce buses and coaches based on AEC designs. The venture started in 1961, used Barreiros AEC as brand name, disregarding ACLO, and seemed very promising; production of AEC off-road dump trucks being planned too. Nevertheless, the Leyland takeover in 1962 soon undermined the agreement, as Leyland was partnering with Barreiros Spanish arch-rival, Pegaso; and eventually Barreiros looked for another collaborator in the bus arena, signing in 1967 an agreement with Belgian Van Hool.

Products[modifier | modifier le code]

Buses[modifier | modifier le code]

Article détaillé : List of AEC buses.

Lorries and other commercial vehicles[modifier | modifier le code]

Majestic

The 6 ton normal-control AEC Majestic (Model 666) was introduced in 1930.

Mammoth

The AEC Mammoth dates from the 1930s. This was a 7/8 ton lorry with a six-cylinder overhead valve engine deloping 110 bhp on a wheelbase of 16 ft 7 in.

Later a distinction was made between the Mammoth Minor (6x2, with two rear axles), the Mammoth Major 6 (6x4) and the Mammoth Major 8 (8x4), which appeared in 1934. The Mammoth Major Mk II was introduced in 1935; the eight-wheeler could carry 15-ton loads. It remained in production until 1948 when it was superseded by the Mk III, which was mechanically similar but had the Park Royal cab.

Mammoth Minor: GXF 70 HVD 318D
Mammoth Major 6:
Mammoth Major 8:

Mandator

The AEC Mandator dates from the 1930s. The post-war Mk II was available as a lorry and a tractor unit and the name was used for tractor units built from the 1950s to the 1970s.

Marshall

See also: Matador

1960s-70s.

Matador

The original AEC Matador 5 ton 4x2 commercial lorry was introduced in 1932. The name was most famously used for AEC's 4x4 Matador artillery tractor, which were known by the nickname "Mat". These vehicles exploited AEC's experience with four-wheel drive that it had gained from its involvement in the British Four Wheel Drive vehicles marketed under the name Hardy.

The Matador name is very often used for the 6x4 military vehicles that are more properly designated the AEC Marshall.

AEC produced 9,620 artillery tractors; 514 6x4 bowsers for the Royal Air Force; 192 6x4 lorries (some of which had Coles Cranes mounted); and 185 similar vehicles for mobile oxygen plants. Many military Matadors were adapted for post-war commercial use, especially as timber lorries and recovery vehicles. AHO 881R DFP 472

New civilian Matadors appeared after the war.

Mercury

The AEC Mercury (Model 440) was first built in 1928. This was a forward-control lorry with a wheelbase of 14 ft for 4 ton payloads. The Model 640 was introduced in 1930, with a four-cylinder petrol engine developing 65 bhp.

The name was resurrected for lorries built from the 1950s to the 1970s. XYP 257 (1961)

Militant

The AEC Militant - or "Milly" - was the 1952 replacement for the Matador, and continued in various forms until the 1970s. (The original Militant had been produced by Maudslay in the 1930s.) WOT 428H

Mogul

The AEC Mogul was a normal-control tractor unit from the 1960s. The name had originally been used on Maudslay lorries.

Monarch

The original AEC Monarch was built from 1931 to 1939 at AEC's Southall works. The first version (Model 641) was superseded by the Mk II (Model 637) in 1933, with payload increased to 7½ tons. The Monarch was fitted with either an 85 hp four-cylinder 5.1 litre diesel engine or an 80 hp four-cylinder 5.1 litre petrol engine. This was a robust and well-designed lorry, popular with both drivers and operators. Later variants continued into the 1970s. TL 3513 (1934) KYE 402 (1949)

Mustang

1950s

Model 201

Model 428

Model 501 & 506

Model 701

Y Type

AEC's first purpose-built commercial vehicle was introduced in 1916. The improved YA Type appeared in 1917. More than ten thousand of these vehicles were supplied to the War Department by 1919. Many of these were acquired by civilian operators following the war. YB and YC Types continued in production until 1921.

Railcar engines[modifier | modifier le code]

Articles détaillés : GWR railcars et British Rail British United Traction.

References[modifier | modifier le code]

↑ « From omnibus to ecobus, 1829-1850 » [archive du 9 juin 2007], London's Transport Museum (consulté le 3 juillet 2007)
↑ « From omnibus to ecobus, 1919-1938, 4th page » [archive du 9 juin 2007], London's Transport Museum (consulté le 3 juillet 2007)
↑ « From omnibus to ecobus, 1919-1938, 3rd page » [archive du 8 juin 2007], London's Transport Museum (consulté le 3 juillet 2007)

External links[modifier | modifier le code]

Notes et références[modifier | modifier le code]

Edwin Foden, Sons & Co.[modifier | modifier le code]

Foden Trucks was a British truck and bus manufacturing company which has its origins in Sandbach, Cheshire in 1856. PACCAR acquired the company in 1980, and ceased to use the marque name in 2006.

History[modifier | modifier le code]

In 1856 Edwin Foden became apprenticed to the agricultural equipment manufacturing company of Plant & Hancock. He left the company for an apprenticeship at Crewe Railway Works but returned to Plant & Hancock at the age of 19. Shortly afterwards he became a partner in the company. On the retirement of George Hancock in 1887 the company was renamed Edwin Foden Sons & Co. Ltd. The company produced massive industrial engines, as well as small stationary steam engines and, from 1880, agricultural traction engines.

Experimental steam lorries were first produced shortly after the turn of the 20th century. In 1878, the legislation affecting agricultural use was eased and as a result, Foden produced a successful range of agricultural traction engines. The perfecting of the compound traction engine in 1887 gave a significant marketing advantage and later proved invaluable to the development of the steam lorry.

1896 saw the restrictions affecting road transport ease, which permitted vehicles under 3 tons to travel at up to 12 Unité « mi/h » inconnue du modèle {{Conversion}}. ( Unité « km/h » inconnue du modèle {{Conversion}}.) without a red flag. The time was right and Foden produced a series of four prototype wagons. The experience gained from this, enabled Foden to build a 3 ton wagon for the 1901 War Office self-propelled lorry trial^[1].

This design was consistently faster and more economical over the arduous road trials but was placed second overall as it was claimed that the Thornycroft entry had better off-road performance. Foden's wagon was nevertheless regarded by most commentators as a clear winner (the result was questioned in Parliament). This model was the basis for a highly successful line of vehicles which were produced over the next 30 years. The great majority of Foden steam lorries were overtype, but undertypes were also produced, including the unsuccessful E-type and the O-type "Speed-6" and "Speed-12", which was a much more modern vehicle.

By 1930 Edwin's son, Edwin Richard, (known to everyone as simply E.R.) could see the future lay in diesel power. In late 1932 he resigned from the Board of Directors, following several years of bitter wranglings, and subsequently retired; he was 62 and ready for retirement, having spent his entire working life at Foden's. His son Dennis couldn't afford to resign, but wasn't prepared to let things ride; however, with financial input from across the immediate family a new company was set up to design and produce diesel lorries. George Faulkener, related to Dennis by marriage, became Works Manager and Ernest Sherratt, both ex-Foden employees, helped to design a new diesel wagon. Edwin Richard Foden was persuaded to come out of retirement and head the new company which became known as ERF.

In 1932, however, Foden finally realised that the future was diesel, and changed their production almost immediately,^[2] though the production of steam vehicles continued in diminishing numbers until 1934.

Post-war initially saw the re-introduction of the old models with few improvements, though Foden entered the bus chassis market in 1946 and by 1950 they had developed a rear-engined model, predating Leyland's Atlantean model by 7 years. The completely new FE and FG lorry ranges were introduced in 1948, along with the new Foden FD6 two-stroke diesel engine, which became the standard engine for certain Foden heavy lorry models, such as the S18 FE6/15 Rigid Eight-Wheeler – the optional Gardner 6LW-engined version was the S18 FG6/15. (The S18 designation refers to the new cab that was produced for the new range.) The FD6 two-stroke engine, along with Gardner engines, was also fitted in Foden motorcoaches and buses.

1958 saw the introduction of lightweight glass-reinforced plastic (GRP) used in cab production and this led to the manufacture of the first British-built, mass-produced tilting cab in 1962. The first Foden GRP cab was the distinctively-styled S21 model. The S21 was nick-named the 'Mickey Mouse' Modèle:Why? cab by some drivers, and later also gained the nickname 'Spaceship-Sputnik' Modèle:Why?. The more traditional metal-and-wood S20 cab, introduced in 1956, was still fitted to many Foden lorries until at least 1963. The aforementioned GRP tilt cab, introduced in 1962, was designated S24. S21 Cab production continued until 1969.

In 1964, a change in the Construction & Use Regulations favoured articulated vehicles over the older rigid designs and a new model was introduced to compete in the 32 ton market. More than 75% of heavy chassis sold in Britain in the following years were tractor units.

A massive new production facility was developed in the early 1970s on a green field site, adjacent to the Foden works. A combination of this expenditure and the economic downturn of the period saw Foden's run into financial difficulty in December 1974. It was given support by Harold Wilson's Labour government. Foden's struggled as its home market continued to be depressed. It was 1977–78 before Foden returned to reasonable profitability. Large MOD contracts to supply military vehicles helped with this recovery^[3].

After a period in receivership in 1980 the company was acquired by the American firm PACCAR,^[4] and is now a division of that company. After the takeover of Leyland Trucks by PACCAR in 1998, independent Foden production ceased, and was replaced by models of DAF Trucks rebadged as Fodens (DAF Trucks having been acquired by PACCAR in 1996). These vehicles have had the option of either CAT, PACCAR or Cummins ISMe engines.

Brand retirement[modifier | modifier le code]

In 2005, it was announced by PACCAR that Foden production was likely to cease in 2006. The reason given was that Foden production would be terminated to release manufacturing capacity at Leyland Trucks to allow for increased volume of DAF brand trucks^[5].

The last Foden was produced in July 2006, putting an end to 150 years of Foden truck manufacturing.^[6] The final vehicle to roll off the production line at the factory in Leyland was an 8x4 rigid, which was delivered to the nearby British Commercial Vehicle Museum.

Notes[modifier | modifier le code]

↑ History of Foden Trucks Classic Motor History
↑ (en) Maurice A. Kelly, The Undertype Steam Road Waggon, Cambridge, Goose and Son, 1975 (ISBN 0900404167)
↑ K. Bhaskar, The Future of the UK Motor Industry, (London: Kogan Page, 1979), p. 248, 253, 284
↑ (en) Edward Townsend, « Fodens to restart under United States control », The Times,‎ 15 octobre 1980 (lire en ligne)

Le modèle {{dead link}} doit être remplacé par {{lien brisé}} selon la syntaxe suivante :
{{ lien brisé | url = http://example.com | titre = Un exemple }} (syntaxe de base)
Le paramètre url est obligatoire, titre facultatif.
Le modèle {{lien brisé}} est compatible avec {{lien web}} : il suffit de remplacer l’un par l’autre.
↑ (en) « Foden - The End? », Transport News Network,‎ 13 juin 2005 (lire en ligne)
↑ (en) « Sob...gulp..blubber....the last Foden to come off the production line », Transport News Network,‎ 24 juillet 2006 (lire en ligne)

External links[modifier | modifier le code]

Industrie automobile au Royaume-Uni[modifier | modifier le code]

The automotive industry in the United Kingdom is now best known for premium and sports car marques including Aston Martin, Bentley, Daimler, Jaguar, Lagonda, Land Rover, Lotus, McLaren, MG, Mini, Morgan and Rolls-Royce. Volume car manufacturers with a major presence in the UK include Ford, Honda, Nissan, Toyota and Vauxhall Motors (owned by General Motors).^[1] Commercial vehicle manufacturers active in the UK include Alexander Dennis, Ford, GMM Luton (owned by General Motors), Leyland Trucks (owned by Paccar) and London Taxis International^[1].

The origins of the UK automotive industry date back to the final years of the 19th century. By the 1950s the UK was the second-largest manufacturer of cars in the world (after the United States) and the largest exporter.^[2] However in subsequent decades the industry suffered from considerably lower growth rates than those of competitor nations such as France, Germany and Japan and by 2008 the UK was the 12th-largest producer of cars measured by volume.^[2] Since the late 1980s many British car marques have become owned by foreign companies such as BMW, SAIC, TATA and Volkswagen Group. Rights to many currently dormant brands, including Austin, Riley, Rover and Triumph, are also owned by foreign companies.

In 2008 the UK automotive manufacturing sector had a turnover of £52.5 billion, generated £26.6 billion of exports and produced around 1.45 million passenger vehicles and 203,000 commercial vehicles.^[1] In that year around 180,000 people in the UK were directly employed in automotive manufacturing, with a further 640,000 people employed in automotive supply, retail and servicing.^[1] The UK is a major centre for engine manufacturing, and in 2008 around 3.16 million engines were produced in the country.^[1] The UK has had consistent representation in auto racing and the UK motorsport industry currently employs around 38,500 people, comprises around 4,500 companies and has an annual turnover of around £6 billion^[3].

History[modifier | modifier le code]

1896 to 1900[modifier | modifier le code]

The British motor industry started when Frederick Simms became friends with Gottlieb Daimler, who had, in 1885, patented a successful design for a high-speed petrol engine. Simms, a London consulting engineer, bought the British rights for Daimler's engine and associated patents and from 1891 successfully sold launches using these Cannstatt-made motors from Eel Pie Island in the Thames. In 1893 he formed The Daimler Motor Syndicate Limited for his various Daimler-related enterprises^[4].

In June 1895 Simms and his friend Evelyn Ellis promoted motorcars in Britain by bringing a Daimler-engined Panhard & Levassor to England and in July it completed, without police intervention, the first British long-distance motorcar journey from Southampton to Malvern^[4].

Simms' documented plans to manufacture Daimler motors and Daimler Motor Carriages (in Cheltenham) were taken over, together with his company and its Daimler licences, by London company-promoter H J Lawson. Lawson contracted to buy The Daimler Motor Syndicate Limited and all its rights and on 14 January 1896 formed and in February successfully floated in London The Daimler Motor Company Limited. It then purchased from a friend of Lawson a disused cotton mill in Coventry for car engine and chassis manufacture where, it is claimed, Britain's first serial production car was made^[4]^,^[5].

Early motor vehicle development in the UK had been effectively stopped by a series of Locomotive Acts introduced during the 19th century which severely restricted the use of mechanically propelled vehicles on the public highways. Following intense advocacy by motor vehicle enthusiasts, including Harry J. Lawson of Daimler, the worst restrictions of these acts, (the need for each vehicle to be accompanied by a crew of three, and a 2 Unité « mi/h » inconnue du modèle {{Conversion}}. ( Unité « km/h » inconnue du modèle {{Conversion}}.) speed limit in towns), was lifted by the Locomotives on Highways Act 1896.^[6] Under this regulation, light locomotives (those vehicles under 3 tons unladen weight) were exempt from the previous restrictions, and a higher speed limit - 14 Unité « mi/h » inconnue du modèle {{Conversion}}. ( Unité « km/h » inconnue du modèle {{Conversion}}.) was set for them. To celebrate the new freedoms Lawson organised the Emancipation Run held on 14 November 1896, the day the new Act came into force. This occasion has been commemorated since 1927 by the annual London to Brighton Veteran Car Run^[7].

1900–1918[modifier | modifier le code]

The early British vehicles of the late 19th century relied mainly upon developments from Germany and France. By 1900 however, the first all-British 4-wheel car was designed and built by Herbert Austin, an employee of the Wolseley Sheep Shearing Company (later becoming the Wolseley Motor Company) in Birmingham^[8].

The pioneering car producers, many of them from the bicycle industry, got off to a shaky start. Of the 200 British makes of car that had been launched up until 1913, only about 100 of the firms were still in existence. In 1910 UK vehicle production was 14,000 units. By 1913 Henry Ford had built a new factory in Manchester and was the leading UK producer, building 7310 cars that year, followed by Wolseley at 3000, Humber (making cars since 1898 in Coventry) at 2500, Rover (Coventry car maker since 1904) at 1800 and Sunbeam (producing cars since 1901) at 1700, with the plethora of smaller producers bringing the 1913 total up to about 16,000 vehicles^[9].

1918–1939[modifier | modifier le code]

Car production virtually came to an end during the war years 1914–1918, but the pressure of war production encouraged the development of mass-production techniques in the motor industry. By 1922 there were 183 motor companies in the UK, and by 1929, following the slump years, there were 58 companies remaining.^[10] In 1929 production was dominated by Morris (founded by William Morris in 1910 in Oxford) and Austin (founded by Herbert Austin in Longbridge in 1905 after he left Wolseley) who between them produced 60% of the UK output. Singer (Coventry motorcycle manufacturer started building cars in 1905) followed in third place that year with 15% of production^[9].

In 1932 Britain overtook France as Europe's largest car producer (a position it retained until 1955). In 1937 the UK produced 379,310 passenger cars and 113,946 commercial vehicles.^[11] To celebrate the granting of his peerage, William Morris upon becoming Viscount Nuffield, reorganised his motor vehicle companies in 1938, which by then included not only Morris Motors and MG, but also Wolseley and Riley (bicycle company founded in Coventry in 1890 and making cars since 1913), into the Nuffield Organisation. In 1939 the top producers were Morris: 27%, Austin: 24%, Ford: 15%, Standard (founded in Coventry in 1903): 13%, Rootes (which had acquired Humber and Sunbeam): 11%, Vauxhall (building cars since 1903, acquired by GM in 1925): 10%^[9].

1939–1955[modifier | modifier le code]

During World War II car production gave way to commercial and military vehicle production, and many motor vehicle plants were used for aircraft and aero engine production. Following the war the government controlled the supply of steel, and priority was given to supplying foreign-revenue-raising export businesses. In 1947 steel was available only to businesses with 75% of production being exported. This, coupled with the inevitable limited competition from Europe, and with demand for new vehicles in America and in Australia being greater than the American industry alone could supply, resulted in British vehicle exports reaching record levels. Britain became the world's biggest motor vehicle exporter. In 1937 Britain provided 15% of world vehicle exports, by 1950, a year in which 75% of British car production and 60% of its commercial vehicle production was exported, Britain provided 52% of the world's exported vehicles. This situation remained until the mid-1950s, by which time the American industry production had caught up with American demand, and European production was recovering. By 1952 the American owned producers in the UK (Ford and GM's Vauxhall) had between them a 29% share of the British market, which exceeded the share of either of Britain's top two manufacturers. It was in that context that Viscount Nuffield agreed to the merger of his company, the Nuffield Organisation, with Austin, to form the British Motor Corporation (BMC). Thus BMC, comprising Austin, Morris, MG, Riley and Wolseley was formed in 1952 and commanded a 40% share of the British market.^[8] German production was increasing yearly, and by 1953 it had exceeded that of France, and by 1956 it had overtaken that of Britain^[8].

1955–1968[modifier | modifier le code]

By 1955 five companies produced 90% of Britain's motor vehicle output: BMC, Ford, Rootes, Standard-Triumph and Vauxhall. Of the dozen or so small producers Rover and Jaguar were strong niche producers. During 1960 Britain dropped from being the world's second largest motor vehicle producer into third place. Labour-intensive methods, and wide model ranges hindered opportunities to reduce manufacturing costs - Britain's unit costs were higher than those of their major Japanese, European and American competitors.^[12] Although rationalisation of motor vehicle companies had started, full integration did not occur. BMC continued to produce vehicles under the marque names of its incorporated companies, many of which competed with each other.^[13] Standard-Triumph's attempts to reduce costs by embracing a modern volume production strategy almost led to their bankruptcy in 1960, the result was that they were purchased by the commercial vehicle manufacturing company Leyland Motors. In 1966, BMC and Jaguar came together, to form British Motor Holdings (BMH). Leyland had achieved some sales success with Leyland-Triumph and in 1967 it acquired Rover. By 1966 Britain had slipped to become the world's fourth largest motor vehicle producer. Following a gradual process which had begun in 1964, Chrysler UK (CUK) had fully acquired Rootes by 1967.

In the context of BMC's wide, complex, and expensive-to-produce model range, and Ford's conventionally designed Cortina challenging the number one spot in the domestic market, and the heavy reliance of the British economy on motor vehicle production, in 1968 the Government brokered the merger of the successful Leyland-Triumph-Rover and the struggling BMH, to form Europe's fourth largest car maker, the British Leyland Motor Corporation (BLMC). The new company announced its intention to invest in a new volume car range, and to equip its factories with the latest capital-intensive production methods.^[12] Notable British cars of this era included the 1959 Mini — designed by Alec Issigonis for the British Motor Corporation, and Malcolm Sayer's 1961 E-type Jaguar.

1968–1977[modifier | modifier le code]

By 1968 UK motor vehicle production was dominated by four companies: BLMC, Chrysler (UK), Ford, and Vauxhall (GM). The national champion, BLMC, was handicapped in its attempts to modernise by internal rivalries. Unattractive new products, retention of legacy marques and models, labour disputes, quality issues, supplier problems and inefficient use of new equipment thwarted the dream of efficient high volume production. Increased overseas competition, arising from lowered tariffs and membership of the European Union, and high unit costs, led to low profits, which in turn jeopardised investment plans. BLMC's share of the UK market dropped from 40% to 32% between 1971 and 1973.

By 1974 Britain's position as a world motor vehicle manufacturer had dropped to sixth place. In 1974 both BLMC and Chrysler UK appealed to the Government for financial help. The Government rejected the idea of a BLMC/CUK merger, and instead CUK received a loan and BLMC was subjected to a series of studies to determine its future. The Government's official BLMC enquiry, led by Lord Ryder, suggested that BLMC's strategy was sound, but required huge Government investment to improve productivity by providing mechanisation and improving labour relations. Despite the effective nationalisation of BLMC as British Leyland (BL) in 1975, the recovery never happened. Chrysler sold its European interests (including those in the UK) to Peugeot in 1977, to allow it to concentrate on its own difficulties in America. The UK interests were renamed Peugeot-Talbot^[12]^,^[14].

1977–1986[modifier | modifier le code]

By the end of the 1970s Ford, Peugeot-Talbot and Vauxhall (GM) were well integrated with their parent companies' other European operations. BL stood alone in the UK as an increasingly junior player. As part of the drive for increased productivity in the late 1970s, BL reduced its workforce and number of plants, and strived to centralise its management activities. In 1979 BL struck a collaboration deal with Honda to share the development and production of a new mid-sized car (Triumph Acclaim/Honda Ballade). The new car combined Honda engine and transmission designs with a BL body. Although the UK political scene changed in 1979 with the election of the Thatcher government, the Government continued to support BL with funds for the development of a new mass-market model range (Mini Metro, Maestro, Montego and another Honda collaboration the Rover 800). Car assembly, with the exception of Jaguars, was concentrated into two central plants - Longbridge and Cowley. In July 1986 BL was renamed the Rover Group^[14].

1987–2000[modifier | modifier le code]

In July 1986, Nissan became the first Japanese carmaker to set up a production facility in Europe, when it opened a new plant in Sunderland. The plant initially produced just the Bluebird and from 1990 its successor, the Primera - until the launch of the MK2 Micra in 1992.^{[réf. nécessaire]}

Peugeot started production of the 309 hatchback at Ryton in January 1986, followed by the 405 at the end of 1987.^{[réf. nécessaire]} As the decade progressed, 306 and 206 ranges were also produced at Ryton.^{[réf. nécessaire]}

Honda's venture with Austin Rover and the post-1989 Rover Group saw a number of different designs shared between the two marques. The venture finished in February 1994 when Rover Group ownership was transferred from British Aerospace to German carmaker BMW.^{[réf. nécessaire]} For the first time in some 90 years, Britain was without an independent mass production carmaker.^{[réf. nécessaire]} BMW's ownership of the Rover Group saw the development of several newer, more upmarket models, giving the British brand an image to match that of its parent company. BMW also revived the MG brand in 1995 on a new affordable sports car, the MGF, as well as strengthening Land Rover's position in the off-roader market. BMW controversially sold off the Rover Group in May 2000.^{[réf. nécessaire]} It retained the rights to build the forthcoming new Mini, while selling Land Rover to Ford. The MG and Rover marques were sold to the Phoenix Consortium, who branded the remains of the group as MG Rover and concentrated all production at the Longbridge plant. For the first time in six years, Britain had an independent mass production carmaker again.^{[réf. nécessaire]}

After the split from Rover, Honda continued making the Civic range in the UK at a new plant in Swindon.^{[réf. nécessaire]}

Toyota opened a new plant near Derby at the beginning of 1992.^{[réf. nécessaire]}

Ford took over Jaguar in October 1989, and production of the new small Jaguar, the X type, started at Halewood in late 2000. By the end of the century, Ford had also acquired Land Rover and Aston Martin.^{[réf. nécessaire]}

Volkswagen took over Rolls-Royce and Bentley in 1998 and it product the Arnage and the Corniche this year, but in 2003 BMW acquired Rolls-Royce by producting the Phantom.

21st century[modifier | modifier le code]

The closure of Vauxhall's Luton car building plant in March 2003 meant that the Ellesmere Port site was the only Vauxhall car plant remaining in Britain. General Motors also retained the former Bedford works in Luton for producing vans such as the Vivaro and the Movano. By 2007, the Ellesmere Port plant was employing 3,000 and received a boost with confirmation that the next generation Astra will be produced there from 2009.^{[réf. nécessaire]}

Ford passenger car production in the UK finished in 2002 after 90 years,^{[réf. nécessaire]} although production of commercial vehicles continued at Southampton. The Dagenham site was switched from producing complete cars to producing diesel engines.^{[réf. nécessaire]} Losses at Jaguar led to closure of the company's plant at Browns Lane Coventry in 2004.^{[réf. nécessaire]} Spare capacity at Halewood allowed Land Rover Freelander production to be transferred there in 2006.

MG Rover spent the early part of the 2000s investigating possible ventures with other carmakers in order to develop a new range of cars. Proposed links with foreign organisations including Malaysian carmaker Proton failed to materialise,^{[réf. nécessaire]} and by late 2004 Chinese carmaker Shanghai Automobile had shown an interest in taking over the Longbridge-based firm - which was now hundreds of millions of pounds in debt.^{[réf. nécessaire]} Talks broke down and the firm went into receivership in April 2005 with the loss of more than 6,000 jobs. Three months later, the firm's assets were purchased by another Chinese carmaker - Nanjing Automobile Group - and Longbridge partially re-opened over the summer of 2007 with an initial workforce of around 250 preparing to restart production of the MG TF which was relaunched in August 2008.

Peugeot reduced output of the Ryton plant in the spring of 2001 when its 306 model was replaced by the French-built 307, leaving the 206 as the only model being built there.^{[réf. nécessaire]} In April 2006 Peugeot closed its Ryton plant and moved 206 production to Slovakia.

In 2007, Ford announced its intention to sell Aston Martin, and the company was bought by a British led Consortium backed by Middle East investors. Ford retains a small stake in the company and supplies components including engines.^{[réf. nécessaire]} Ford also, in 2008, sold its Jaguar/Land Rover operation to Tata Motors of India.

Some good news came in 2010, as Dutch carmaker Spyker Cars announced that they would move production from Zeewolde to Whitley, Coventry and Lotus announced six brand new models to be build in Norfolk.

Current motor vehicle production plants[modifier | modifier le code]

Company	Parent company	Models	Location	Production (2007)
AC Cars	AC Cars, Limited	AC MKVI	West Norwood	?
Alexander Dennis	Alexander Dennis	Enviro 200Dart, Enviro300, Enviro400	Falkirk	?
Alexander Dennis	Alexander Dennis	Javelin chassis, R-Series chassis, Enviro300 chassis	Guildford	?
Ariel	Ariel, Ltd	Ariel Atom	Crewkerne	?
Ascari Cars	Ascari Cars Ltd	Ascari Ecosse, Ascari A10	Banbury	?
Aston Martin	Aston Martin Lagonda, Ltd^[15]	Vantage, DB9	Gaydon	1,476 (2003)^[16]
Bentley	Volkswagen Group AG	Arnage, Azure, Continental GT, Continental Flying Spur	Crewe	10,014
Bristol Cars	Bristol Cars, Ltd	Blenheim, Fighter, Blenheim Speedster	Filton	?
Caterham	Caterham Cars, Ltd	R400, CSR260	Dartford	435 (2003)^[16]
Dennis Eagle	Ros Roca	Duo, One Pass, Beta 2	Warwick	?
Ford	Ford Motor Company	Transit	Southampton	75,662^[17]
Ginetta Cars	LNT Automotive, Ltd	G20r, G40 Junior, G50 GT4, G50 Cup, G50r, G50 EV, F400	Leeds
GMM Luton Vehicles^[18]	General Motors	Opel/Vauxhall Vivaro, Renault Trafic, Nissan Primastar	Luton	74,000 (2003)^[16]
Honda	Honda Motor Company	CR-V, Civic	Swindon	237,783^[19]
Jaguar Land Rover^[20]	Tata Motors, Ltd^[21]	XF, XJ, XK^[22]	Castle Bromwich	54,030(Includes Halewood production)^[17]
Jaguar Land Rover	Tata Motors, Ltd	Land Rover Freelander 2, Range Rover Evoque^[22]	Halewood^[20]	see JLR Castle Bromwich and Solihull
Jaguar Land Rover	Tata Motors, Ltd^[21]	Defender, Discovery 4, Range Rover Sport, Range Rover	Solihull^[22]	234,647(Includes Halewood production)^[17]
Leyland Trucks	Paccar, Inc	DAF CF, DAF LF, DAF XF^[23]	Leyland	17,478^[24]
LTI	Manganese Bronze Holdings, plc	TX4	Coventry	2,346 (2003)^[16]
Lotus	Proton Holding BhD	Lotus Elise, Lotus Exige, Lotus Europa S, Vauxhall VX220, Opel Speedster	Hethel	2,935 (Lotus + GM)
MG Motor UK	SAIC	[[MG F / MG TF\|MG TF,MG6 Fastback,MG6 Saloon,MG3 Supermini]	Longbridge	?
MINI	BMW AG	MINI	Cowley, Oxford	237,700^[25]
Marcos	Marcos Engineering, Ltd	TSO	Kenilworth	?
McLaren	McLaren Group, Ltd	Mercedes-Benz SLR McLaren	Woking	286^[26]
Morgan	Morgan Motor Company	Morgan Aero 8, Morgan Plus 4	Malvern	516 (2003)^[16]
Nissan UK	Nissan Motor Company, Ltd	Micra, Micra CC, Note, Qashqai	Sunderland	353,718^[27]
Noble Automotive	Noble Automotive, Ltd	Noble M12, Noble M14	Barwell	?
Optare	Optare Group, Ltd	Solo, Alero	Leeds	?
Plaxton	Alexander Dennis	Panther, Paragon, Profile, Primo, Centro	Scarborough	?
Plaxton	Alexander Dennis	Cheetah, Pronto, Beaver	Sheffield	?
Rolls-Royce Motor Cars	BMW AG	Phantom	Goodwood	1,029^[25]
Toyota	Toyota Motor Corporation	Avensis, Auris	Burnaston	277,637^[28]
TVR	TVR Motor Company, Ltd	Sagaris, Tuscan, T350, Tamora	Blackpool	871 (2003)^[16]
Wrightbus	Wrightbus	Wright Eclipse, Wright Solar, Wright Pulsar	Ballymena	?
Vauxhall	General Motors Company	Astra	Ellesmere Port	115,476^[29]

Recently closed motor vehicle production plants[modifier | modifier le code]

Company	Parent company	Brands	Models	Location	Production (2003)^[16]	Closure date
Aston Martin	Aston Martin	Aston Martin		Newport Pagnell		19 July 2007^[30]
Peugeot	PSA Peugeot Citroën	Peugeot	Peugeot 206	Ryton-on-Dunsmore, Coventry	207,237	12 December 2006.^[31]
LDV	GAZ	LDV	LDV Maxus	Ward End, Birmingham	10,418^[32]	15 October 2009.
Metrocab	Kamkorp Europe	Metrocab	TTT	Tamworth	111	April 2006^[33]
MG Rover	MG Rover	MG, Rover	25, 45, 75, ZR, ZS, ZT, Streetwise, Commerce, MG Express, TF	Longbridge	132,789	7 April 2005
MG XPower	MG Rover	MG X-Power	SV, SV-R, ZR Rally Cars	Longbridge	?	7 April 2005
Jaguar	Ford	Jaguar	XJ8, XK8	Brown's Lane Coventry	?	July 2005^[34]
Aston Martin	Ford	Aston Martin	DB7/Vantage	Bloxham	?	early 2004^[35]
Reliant	Reliant	Reliant	?	Tamworth	?	2002

Historical motor vehicle production figures[modifier | modifier le code]

key										Cars																																								Commercial vehicles

UK Motor Vehicle Production by year 1910 to 1980 - cars and commercial vehicles (1,000 units)^[36]
Year	200			400	600		800			1000		1200	1400	1600			1800		2000	2200	Total
1910	split not available							14
1920	split not available							70*
1930	170		67								237
1940	2	132							134
1950	523					263									785
1960	1,353							458								1,811
1970	1,641							458					2,098
1980	924							389										1,312

(* estimated figure)

UK Motor Vehicle Production by year 1990 to 2007 - cars and commercial vehicles (1,000 units)^[37]
Year	200	400	600	800		1000							1200							1400				1600	1800	2000	Total
1990	1,296				270																	1,566
1991	1,237				217																			1,454
1992	1,292				248																		1,540
1993	1,376				193																1,569
1994	1,467				228													1,695
1995	1,532				233											1,765
1996	1,686				238					1,924
1997	1,698				238				1,936
1998	1,748				227			1,976
1999	1,787				186		1,973
2000	1,641				172								1,814
2001	1,492				193												1,685
2002	1,630				191									1,821
2003	1,658				189						1,846
2004	1,647				209							1,856
2005	1,596				207										1,802
2006	1,442				208															1,650
2007^[38]	1,535				216											1,750
2008^[39]	1,447				203														1,650

Motorsport[modifier | modifier le code]

It has been estimated that there are about 4,000 companies in the UK involved in the manufacturing industry related to motorsport^[40].

Formula One motor racing has made its home in the UK,^[40] the following teams competing in the 2010 season are based there:

Formula One Engine Suppliers:

Mercedes-Benz High Performance Engines - Brixworth, Northamptonshire

Other Major Motorsports Teams and Organisations:

Ford World Rally Team - Cumbria, England
Stobart VK WRC Team - Cumbria, England
Munchi's Ford - Cumbria, England
M-Sport - Cockermouth, Cumbria (Run's All 3 Ford WRC Teams)
Prodrive - Banbury, Oxfordshire (Runs Aston Martin Racing, formerley Subaru's WRC Team and Ford Performance Vehicles)

Some manufacturers no longer in existence[modifier | modifier le code]

Allard, Alvis, Armstrong Siddeley, Austin, Autovia, Dawson, DeLorean, Gilbern, Gordon-Keeble, Healey, Hillman, Humber, Jensen, Jowett, Lanchester, Lea-Francis, Morris, Napier, Reliant, Riley, Rover, Singer, Standard, Sterling, Sunbeam, Sunbeam-Talbot, Talbot, Triumph, TVR (production halted), Vanden Plas, Wolseley.

Notes[modifier | modifier le code]

↑ ^{a b c d et e} « Motor Industry Facts 2010 », SMMT (consulté le 28 février 2011)
↑ ^{a et b} « The UK Automotive Industries - Status, Economic Recovery and Expectations », The University of Buckingham (consulté le 28 février 2011)
↑ « The Industry », Motorsport Industry Association (consulté le 7 mars 2011)
↑ ^{a b et c} Lord Montagu and David Burgess-Wise Daimler Century ; Stephens 1995 (ISBN 1-85260-494-8)
↑ « Daimler: History »
↑ « The early years of the automobile in Britain », Dailmer : « Meanwhile British Motor Syndicate began a public relations campaign to lobby for the repeal of the “Highways and Locomotive Act”, still the main obstacle to the introduction of the car in Britain »
↑ (en) Setright, L. J. K., Drive On!: A Social History of the Motor Car, Granta Books, 2004 (ISBN 1-86207-698-7)
↑ ^{a b et c} (en) Church, Roy, The rise and decline of the British motor industry, Cambridge University Press, 1995 (ISBN 0-521-55770-4)
↑ ^{a b et c} (en) King, Peter, The Motor Men, Quiller Press, 1989 (ISBN 1-870948-23-8)
↑ (en) N. Baldwin, A-Z of Cars of the 1920s, Devon, UK, Bay View Books, 1994 (ISBN 1-870979-53-2)
↑ (en) Bart H. Vanderveen, British Cars of the Late Thirties 1935 - 1939, London and New York, Frederick Warne, 1973 (ISBN 0-7232-1712-2)
↑ ^{a b et c} (en) Timothy R. Whisler, The British Motor Industry 1945-1994, Oxford University Press, 1999 (ISBN 0-19-829074-8)
↑ (en) Michael Stratton, Twentieth Century Industrial Archaeology, Spon Press, 2000 (ISBN 0419246800)
↑ ^{a et b} (en) Jeffrey A. Hart, Rival Capitalists, Cornell University Press, 1993 (ISBN 0801499496)
↑ « Aston Martin announces new shareholders », Aston Martin, 12 mars 2007
↑ ^{a b c d e f et g} « UK Automotive Industry in 2004: Eighth Report of Session 2003–04 », {{Article}} : paramètre « périodique » manquant, UK House of Commons Trade and Industry Committee,‎ 20 juillet 2004 (lire en ligne [PDF])
↑ ^{a b et c} « World Motor Vehicle Production: Ford » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ « Company Profile », Vauxhall
↑ « World Motor Vehicle Production: Honda » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ ^{a et b} (en) Bill Mccarthy, « Jaguar Land Rover is here to stay », Coventry Telegraph, Midland Newspapers,‎ 24 juillet 2008 (lire en ligne)
↑ ^{a et b} (en) « Tata Motors completes acquisition of Jag, Land Rover », Thomson Reuters,‎ 2 juin 2008
↑ ^{a b et c} « Jaguar Land Rover », Tata Sons (consulté le 30 juillet 2008)
↑ « Leyland Trucks' Product Range », Leyland Trucks
↑ « World Motor Vehicle Production: Paccar » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ ^{a et b} « World Motor Vehicle Production: BMW » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ « World Motor Vehicle Production: Daimler » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ « World Motor Vehicle Production: Nissan » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ « World Motor Vehicle Production: Toyota » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ « World Motor Vehicle Production: General Motors » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ « Aston Martin leaves Newport Pagnell », {{Article}} : paramètre « périodique » manquant, The Automobile,‎ novembre 2007
↑ (en) « Final car rolls off Ryton's line », BBC,‎ 12 décembre 2006 (lire en ligne)
↑ « World Motor Vehicle Production: GAZ » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)
↑ « London Taxi History: TODAY », London Vintage Taxi Association
↑ « Construction firm buys Browns Lane », BBC
↑ (en) « Business booms at former car plant », Banbury Guardian,‎ 15 mai 2004 (lire en ligne)
↑ (en) J. Wood, Motor Industry of Britain Centenary Book, London, Eclat, 1996 (ISBN 0-95239-125-2)
↑ « Motor Vehicle Production », UK National Statistics
↑ « Record breaking figures for 2007 UK vehicle production », The Society of Motor Manufacturers and Traders (consulté le 20 mars 2008)
↑ « UK vehicle production falls 48.7% in December », The Society of Motor Manufacturers and Traders (consulté le 25 janvier 2009)
↑ ^{a et b} (en) « Motor manufacturing industry moves up a gear », Daily Telegraph,‎ 30 novembre 2006 (lire en ligne)

External links[modifier | modifier le code]

Catégorie:Constructeur britannique d'utilitaires et de camions

[1] Définition du Wikitionnaire

[2] Le terme « automobile » est à l'origine un adjectif issu de la concaténation d'un préfixe grec, αὐτός (soi-même), et d'un suffixe latin, mobilis (mobile).

[3] Voir Thermodynamique

[7] Voir l'article consacré à l' Histoire de l'automobile

[15] La loi sera très vite surnommée « Red flag Act ».

[19] Le père et le fils se prénomment tous les deux Amédée Bollé, ce qui n'est pas sans poser des difficultés pour attribuer la paternité de certaines inventions

[29] D'autres documents vidéos d'automobiles à vapeur Stanley sont disponibles sur YouTube

[4] (fr) J. Ickx (1961), Ainsi naquit l'automobile

[5] (fr) « Ferdinand Verbiest », sur La Belgique insolite

[6] (fr) Carton, Van de Putte et Delepierre (1884), Biographie des hommes remarquables de la Flandre-Occidentale..., p. 269

[en-8] {a b et c} (en) « Automobile History », sur About Inventors, Early Steam Powered Cars

[FDC-9] {a et b} (fr) A. Vandedewiele (1995), La grande imagerie de l'automobile, p. 6

[10] (en) E. Eckermann (2001), World History of the Automobile, p. 15

[sbh1-11] {a b et c} (fr) S. Bellu (1998), Les pionniers de la locomotion terrestre, p. 10

[12] Les premiers tramways en Amérique

[13] Forezhistoire : Le 1er tramway de France de Montbrison à Montrond

[az-14] {a et b} (fr) G. Bordes (1979), Encyclopédie de A à Z, volume 2, p. 578

[16] Bernard Vassor, Ingénieur des Arts et Métiers: « La locomotive Lotz, un nouveau mode de locomotion : La voiture à vapeur circulant sur des routes ordinaires ».

[douze-17] {a et b} (fr) T. Coulibaly (2007), Il y a un siècle, L'automobile, p. 12

[18] (fr) Eric Favre, « Bollée Amédée fils, faire avancer l'automobile », sur Gazoline

[20] (en) « Starting from a bycicle », sur Peugeot History

[21] (fr) S. Bellu (1998), Les dilemmes de l'énergie, p. 14

[22] (fr) « Histoire du permis français »^{(Archive.org • Wikiwix • Archive.is • Google • Que faire ?)}, sur le Quid

[23] Les cahiers du Musée Art et Traditions Populaires Cap Al Campestre : les moyens de locomotion ( dossier pédagogique).

[24] Thornycroft lorries

[25] (fr) A. Janin (1861), Fulton, Georges et Robert Stephenson, ou, Les bateaux à vapeur et les chemins de fer, p. 237

[26] (fr) « Fardier de Cugnot », sur Histomobile

[huit-27] {a et b} (fr) T. Coulibaly (2007), Il y a un siècle, L'automobile, p. 8

[28] (fr) « Le fardier de Cugnot », sur Société des Ingénieurs de l'Automobile

[30] « Lancashire Steam Motor Co steam lawnmower », 1904

[31] « Lancashire Steam Motor Co. boiler parts »

[ltm1829-32] « From omnibus to ecobus, 1829-1850 » [archive du 9 juin 2007], London's Transport Museum (consulté le 3 juillet 2007)

[ltm1919p4-33] « From omnibus to ecobus, 1919-1938, 4th page » [archive du 9 juin 2007], London's Transport Museum (consulté le 3 juillet 2007)

[ltm1919p3-34] « From omnibus to ecobus, 1919-1938, 3rd page » [archive du 8 juin 2007], London's Transport Museum (consulté le 3 juillet 2007)

[35] History of Foden Trucks Classic Motor History

[36] (en) Maurice A. Kelly, The Undertype Steam Road Waggon, Cambridge, Goose and Son, 1975 (ISBN 0900404167)

[37] K. Bhaskar, The Future of the UK Motor Industry, (London: Kogan Page, 1979), p. 248, 253, 284

[38] (en) Edward Townsend, « Fodens to restart under United States control », The Times,‎ 15 octobre 1980 (lire en ligne)

Le modèle {{dead link}} doit être remplacé par {{lien brisé}} selon la syntaxe suivante :
{{ lien brisé | url = http://example.com | titre = Un exemple }} (syntaxe de base)
Le paramètre url est obligatoire, titre facultatif.
Le modèle {{lien brisé}} est compatible avec {{lien web}} : il suffit de remplacer l’un par l’autre.

[39] (en) « Foden - The End? », Transport News Network,‎ 13 juin 2005 (lire en ligne)

[40] (en) « Sob...gulp..blubber....the last Foden to come off the production line », Transport News Network,‎ 24 juillet 2006 (lire en ligne)

[facts2010-41] {a b c d et e} « Motor Industry Facts 2010 », SMMT (consulté le 28 février 2011)

[kpmgrep-42] {a et b} « The UK Automotive Industries - Status, Economic Recovery and Expectations », The University of Buckingham (consulté le 28 février 2011)

[43] « The Industry », Motorsport Industry Association (consulté le 7 mars 2011)

[DCMB-44] {a b et c} Lord Montagu and David Burgess-Wise Daimler Century ; Stephens 1995 (ISBN 1-85260-494-8)

[45] « Daimler: History »

[46] « The early years of the automobile in Britain », Dailmer : « Meanwhile British Motor Syndicate began a public relations campaign to lobby for the repeal of the “Highways and Locomotive Act”, still the main obstacle to the introduction of the car in Britain »

[setright-47] (en) Setright, L. J. K., Drive On!: A Social History of the Motor Car, Granta Books, 2004 (ISBN 1-86207-698-7)

[church-48] {a b et c} (en) Church, Roy, The rise and decline of the British motor industry, Cambridge University Press, 1995 (ISBN 0-521-55770-4)

[king-49] {a b et c} (en) King, Peter, The Motor Men, Quiller Press, 1989 (ISBN 1-870948-23-8)

[AZ1920-50] (en) N. Baldwin, A-Z of Cars of the 1920s, Devon, UK, Bay View Books, 1994 (ISBN 1-870979-53-2)

[BritCarsofLate30s-51] (en) Bart H. Vanderveen, British Cars of the Late Thirties 1935 - 1939, London and New York, Frederick Warne, 1973 (ISBN 0-7232-1712-2)

[whisler-52] {a b et c} (en) Timothy R. Whisler, The British Motor Industry 1945-1994, Oxford University Press, 1999 (ISBN 0-19-829074-8)

[stratton-53] (en) Michael Stratton, Twentieth Century Industrial Archaeology, Spon Press, 2000 (ISBN 0419246800)

[hart-54] {a et b} (en) Jeffrey A. Hart, Rival Capitalists, Cornell University Press, 1993 (ISBN 0801499496)

[ampr-55] « Aston Martin announces new shareholders », Aston Martin, 12 mars 2007

[TIC-56] {a b c d e f et g} « UK Automotive Industry in 2004: Eighth Report of Session 2003–04 », {{Article}} : paramètre « périodique » manquant, UK House of Commons Trade and Industry Committee,‎ 20 juillet 2004 (lire en ligne [PDF])

[oica_ford-57] {a b et c} « World Motor Vehicle Production: Ford » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[58] « Company Profile », Vauxhall

[59] « World Motor Vehicle Production: Honda » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[ct_20080724-60] {a et b} (en) Bill Mccarthy, « Jaguar Land Rover is here to stay », Coventry Telegraph, Midland Newspapers,‎ 24 juillet 2008 (lire en ligne)

[r_20080602-61] {a et b} (en) « Tata Motors completes acquisition of Jag, Land Rover », Thomson Reuters,‎ 2 juin 2008

[tata_jlr-62] {a b et c} « Jaguar Land Rover », Tata Sons (consulté le 30 juillet 2008)

[63] « Leyland Trucks' Product Range », Leyland Trucks

[64] « World Motor Vehicle Production: Paccar » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[oica_bmw-65] {a et b} « World Motor Vehicle Production: BMW » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[66] « World Motor Vehicle Production: Daimler » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[67] « World Motor Vehicle Production: Nissan » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[68] « World Motor Vehicle Production: Toyota » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[oica_gm-69] « World Motor Vehicle Production: General Motors » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[70] « Aston Martin leaves Newport Pagnell », {{Article}} : paramètre « périodique » manquant, The Automobile,‎ novembre 2007

[71] (en) « Final car rolls off Ryton's line », BBC,‎ 12 décembre 2006 (lire en ligne)

[72] « World Motor Vehicle Production: GAZ » [PDF], International Organization of Motor Vehicle Manufacturers (consulté le 29 juillet 2008)

[73] « London Taxi History: TODAY », London Vintage Taxi Association

[74] « Construction firm buys Browns Lane », BBC

[75] (en) « Business booms at former car plant », Banbury Guardian,‎ 15 mai 2004 (lire en ligne)

[SMMT-76] (en) J. Wood, Motor Industry of Britain Centenary Book, London, Eclat, 1996 (ISBN 0-95239-125-2)

[77] « Motor Vehicle Production », UK National Statistics

[78] « Record breaking figures for 2007 UK vehicle production », The Society of Motor Manufacturers and Traders (consulté le 20 mars 2008)

[79] « UK vehicle production falls 48.7% in December », The Society of Motor Manufacturers and Traders (consulté le 25 janvier 2009)

[dt-80] {a et b} (en) « Motor manufacturing industry moves up a gear », Daily Telegraph,‎ 30 novembre 2006 (lire en ligne)

[note 1]

[note 2]

[note 3]

[1]

[2]

[3]

[note 4]

[4]

[5]

[6]

[7]

[8]

[9]

[10]

[note 5]

[11]

[12]

[13]

[note 6]

[14]

[15]

[16]

[17]

[18]

[19]

[20]

[21]

[22]

[note 7]

[1]

[2]

[1]

[2]

[3]

[1]

[2]

[3]

[4]

[5]

[6]

[1]

[2]

[3]

[4]

[5]

[6]

[7]

[8]

[9]

[10]

[11]

[12]

[13]

[14]

[15]

[16]

[17]

[18]

[19]

[20]

[21]

[22]

[23]

[24]

[25]

[26]

[27]

[28]

[29]

[30]

[31]

[32]

[33]

[34]

[35]

[36]

[37]

[38]

[39]

[40]

Locomotion à vapeur[modifier | modifier le code]

Le « fardier » de Joseph Cugnot et les débuts de la locomotion à vapeur[modifier | modifier le code]

Premiers essais de locomotion automobile à vapeur[modifier | modifier le code]

Développements[modifier | modifier le code]

Chemins de fer et tramways[modifier | modifier le code]

Chemins de fer[modifier | modifier le code]

Tramways à vapeur[modifier | modifier le code]

Automobile à vapeur[modifier | modifier le code]

L'automobile à vapeur en France[modifier | modifier le code]

L'automobile à vapeur en Europe[modifier | modifier le code]

L'automobile à vapeur aux États-Unis[modifier | modifier le code]

Transport routier[modifier | modifier le code]

Les Steam wagons au Royaume-Uni[modifier | modifier le code]

Engins agricoles et engins de chantiers[modifier | modifier le code]

Engins militaires[modifier | modifier le code]

Motocyclette et projets d'engins volants à vapeur[modifier | modifier le code]

Le déclin de la locomotion à vapeur : moteur à combustion interne de carburants pétroliers et électricité[modifier | modifier le code]

Héritage imaginaire : la science-fiction Steampunk[modifier | modifier le code]

Articles connexes[modifier | modifier le code]

Liens externes[modifier | modifier le code]

Chemins de fer et tramways[modifier | modifier le code]

Transport routier et automobile[modifier | modifier le code]

Machines agricoles et engins de chantiers[modifier | modifier le code]

Engins militaires[modifier | modifier le code]

Bibliographie[modifier | modifier le code]

Notes et références[modifier | modifier le code]

Notes[modifier | modifier le code]

Références[modifier | modifier le code]

MATOS[modifier | modifier le code]

Espace de travail et de discussion[modifier | modifier le code]

Classic Commercial Motor Vehicles[modifier | modifier le code]

La mémoire de l'industrie automobile utilitaire britannique[modifier | modifier le code]

L' Historic Commercial Vehicle Society[modifier | modifier le code]

Articles connexes[modifier | modifier le code]

Bibliographie[modifier | modifier le code]

Liens externes[modifier | modifier le code]

Leyland Motors - Leyland[modifier | modifier le code]

History[modifier | modifier le code]

Beginning[modifier | modifier le code]

World War II[modifier | modifier le code]

Post war[modifier | modifier le code]

British Leyland era[modifier | modifier le code]

Leyland name post-British Leyland[modifier | modifier le code]

Buses[modifier | modifier le code]

Trucks[modifier | modifier le code]

Ashok Leyland[modifier | modifier le code]

Products[modifier | modifier le code]

Buses[modifier | modifier le code]

Trucks[modifier | modifier le code]

1920s[modifier | modifier le code]

1930s[modifier | modifier le code]

1940s[modifier | modifier le code]

1960s[modifier | modifier le code]

1970s[modifier | modifier le code]

1980s[modifier | modifier le code]

Diesel Multiple Units[modifier | modifier le code]

See also[modifier | modifier le code]

References[modifier | modifier le code]

External links[modifier | modifier le code]

Associated Equipment Company[modifier | modifier le code]

History[modifier | modifier le code]

Inception[modifier | modifier le code]

Interwar years[modifier | modifier le code]

Second World War[modifier | modifier le code]

Post war[modifier | modifier le code]

Leyland takeover[modifier | modifier le code]

Foreign operations[modifier | modifier le code]

ACLO[modifier | modifier le code]

UTIC-AEC[modifier | modifier le code]

Barreiros AEC[modifier | modifier le code]

Products[modifier | modifier le code]

Buses[modifier | modifier le code]

Lorries and other commercial vehicles[modifier | modifier le code]

Railcar engines[modifier | modifier le code]

See also[modifier | modifier le code]

References[modifier | modifier le code]

External links[modifier | modifier le code]

Notes et références[modifier | modifier le code]

Edwin Foden, Sons & Co.[modifier | modifier le code]

History[modifier | modifier le code]