This section will include
Company Press Statements and Reports,
along with newspaper articles.
It gives an insight into how the company did over the years, and
how Herbert Austin guided his company, often voicing his views in
the public arena.
The items will
be in chronology order, with the latest additions in
Blue
August 1906
First Production Cars Delivered
A 25hp Austin car, one of
the first completed vehicle was delivered to Richmond in Surrey. It
had a useful-looking hood and a movable weather screen. A small
window in the back allowed the driver to see right through when
reversing.
25 November 1911
Austin
Motor Co. Taken to Court
At Bromsgrove County Court on Monday last
the Bromsgrove District Council sued The Austin Motor Co, Ltd. for
£16-11s-4d. This was in connection with the damage done to the
Councils Road (Rose Hill Gradient) because of the extraordinary
traffic, as the Company were using the hill for testing. It was
stated as many as 80 vehicles a week were using the hill and this
extra traffic had incurred the council in extra costs to maintain
the highway.
The defence pointed out
that the Highways Rate had gone down during the period from 9d to
6d in the Pound. (The Highways Rate was
the amount paid in the pound based on the rateable value of a
Landowner property, which went to pay for the maintenance of the
highways) So if the road was fit for
traffic, then the Austin Motor Company was entitled to use it as
much as it likes.
The case was dropped, with Bromsgrove District Council paying
costs.
14 April 1916
The Austin Motor Company (1914) Ltd
The Annual General Meeting
of the Austin Motor Company (1914) Ltd, was held on the 13th April
1916 at the offices of the company, Longbridge works, Northfield,
Mr. Herbert Austin (chairman and managing director)
presiding.
The Secretary having read
the notice convening the meeting and the report of the
auditors,
The Chairman, in the course of his address, said:- I am pleased to
be able to report that, in spite of the continuance of the war and
the extensive changes necessary to cope with the large contracts
received from His Majesty’s Government and the Russian Government
Supply Committee, the results of the past year’s work has been very
satisfactory.
Large Contracts Placed with the Company
The sales aggregated nearly
£800.000, and for the most part consisted of goods entirely
different from those previously made by the company. This speaks
well for the energy and resourcefulness of the company’s management
and staff, with the result that further large contracts have been
placed with the company, and the order book at the present time
reaches the total of nearly £2,000,000. When the war is finished
there will be no difficulty in returning quickly to our regular
business, or taking up any lines that the circumstances may
warrant. During the year several large shops have been built and
equipped with plant for making shells, aeroplanes, aeroplane
engines, and stampings in the most modern and effective manner, and
the results attained have been the subject of very favourable
comments. Reports from various quarters go to show that everything
supplied by your company has in every case given through
satisfaction and upheld our reputation for sound and reliable
manufacture.
It may seem somewhat out of place during these serious and unhappy
times to offer or receive congratulations on the results of the
trading of a “controlled” business; at the same time it is
obviously necessary that an undertaking employing over 4,000 hands
must take the greatest care to safeguard its resources, or it might
very soon become ineffective and a danger rather than a help to the
Government, both during the war and also when it is
over.
Assisting the Government and its Allies
After peace is declared
(and I am sure we shall all be only too happy too hasten its
advent) the Government will require the best efforts of its
workshops and business undertakings to absorb the men returned to
civil life from the Army and Navy, and to produce every requirement
within our shores and not have to purchase abroad, and also to
manufacture for export the greatest possible quantity of goods that
can be sold to other nation and our Colonies. such a result is not
to be obtained by badly-managed or bankrupt concerns, and as
credits will have to be extended after the war, large sums will be
required to finance the stock during manufacture and until cash is
received in payment. to look after the future and at the same time,
give the Government the best possible value has not been an easy
matter, and it will no doubt be increasingly difficult if the war
is to continue much longer, so that if our profits are smaller than
some would consider sufficient, or not on a par with those of some
more fortunate concerns, it can at any rate be taken for granted
that the efforts of your management and staff have have been
unceasing in their desire to assist the Government and its Allies
in their big task. A reputation for good honest work will be a
valuable asset in the immediate future, and we feel confident that
the product of the Longbridge works will hold its own and amply
repay any expense we have incurred to safeguard our good
name.
Output Still Increasing
As mention in the report,
our output is still increasing, and the sales for the month of
March were over double those of March 1915. As to how much further
our efforts can be or should be extended it is not possible to say,
but it is a comfort to know that the requirements of our big Army
and Navy, and those of our Allies, are being day by day more easily
met within our shores, and that it is not now so necessary to go
elsewhere for our munitions. All this is to the credit of the
business undertakings which have done so well, and made such big
efforts under very trying conditions.
During the last financial year the works were only closed for a few
days for holidays and repairs, and in some of the departments the
strain of working six nights or seven days a week was severe. Since
early in December, 1915, the Saturday night shift and Sunday work
has been suspended at the suggestion of the Ministry of Munitions,
with the result that a number of the employees have left to go to
other works still continuing the practice. Some general ruling on
such an important matter is necessary, as the double pay received
for weekend work is apparently a big temptation.
Advice to Workers
Wages and the cost of raw
materials have risen to, in some cases, double what they were in
pre-war times, but in many directions the removal of the
restrictions on output and the work of a simple and easily-learned
character done by unskilled labour have resulted in considerable
reductions in the final cost, proving definitely that if the
workers would only throw off the yoke of the section of their
unions who preach “restriction of output as the only means of
regulating work and preventing non-employment” they would be able
to earn greatly increased wages and ensure employment for every one
by making it possible for a large portion of the goods that are
now, or were previous to the war, purchased abroad to be made in
this country. this is a much more important matter than a fiscal
policy, and more hopeful if it could be brought about than a
combined effort to restrict German and Austrian competition,
because it would be economically sound and of a lasting character.
It seems to me that the present would be a fitting opportunity for
the employers’ federations and the workmen’s union to get together
and discuss the encouragement of the better instants among workers
generally and the conditions under which it would be practicable,
after we have beaten the enemy in a military and navel sense, to
pull together and beat them in manufacturing and commerce. A return
to the old narrow-minded ways, small and uniform wages, restricted
and misdirected efforts, seems impossible. Both sides would have to
make changes, but the possibilities will be so enormous for each
party that any throwing overboard of ancient and out-of-date rules
would be more than amply repaid. The cost of the war is enormous,
and we have not yet finished with it; but if we can commence
operations in a well organized way immediately the struggle is
finished, the losses will be wiped out in a very short time.
Your directors look forwards to being able to present a similarly
satisfactory statement at the next annual meeting, at the same time
doing their requirements at a fair and equitable cost. I now have
pleasure in proposing:- “That the report and accounts, as printed,
for the year ending November 30 1915, be received and
adopted.”
The resolution was carried unanimously.
The retiring director, Alderman Albert Ball, JP., and the auditors,
Messrs. Carter and Co,. having been re-elected, a vote of thanks to
the chairman concluded the proceedings.
July
1918
Company
Report
The Annual General Meeting of the Austin
Motor Company (Limited) was held on Thursday at the offices of the
company in Northfield, Sir Herbert Austin, KBE (chairman and
managing director), presiding.
The Chairman, in the course of his remarks said:-
I have pleasure
in being able to report that the operations of the company continue
to expand, and during the Period under review the following
increases have taken place in comparison with the preceding 12
months:-The employees, 125 per cent; turnover, 97 per cent; assets,
64 per cent. These extensions have naturally necessitated a
proportionately heavy increase in capital expenditure in our works,
which we now call the South
Works.
and at the instructions of the Ministry of Munitions we have
erected and equipped, at their cost, two very large Works adjacent
to the South
Works
which we have named the
‘North’
and ‘West’
works. These two works are served by a completely new power units,
boilers, engines, coolers, etc, situated to the east of North
Works. Each Works has self-contained canteens, ambulance stations,
etc, fitted out to the most complete manner. Suitable siding and
station accommodation for goods has also been provided. These
three, works have been operating at very high pressure, day and
night, during the whole of the period.
Site
for Further Extensions
Some 60 acres of our vacant land is been
levelled. The cost of this work has been rather heavy, owing to the
large amount of material it has been necessary to deal with, but
the work is drawing to a close and will certainly provide, when
finished, one of the most satisfactory sites in the country.
To provide some portion of the accommodation necessary for housing
our very large number of employees, we have purchased two farms
between the works and the village of Northfield on which we have
erected 252 houses and a complete and up-to-date laundry. The
portion of the property occupied by the houses has been laid out on
garden suburb lines, with proper drainage, gas and water systems,
and tar macadam roads, footpaths, etc. The whole of the houses were
completed and in occupation before November last (1917), and
although the cost of carrying out this work has been somewhat high,
the advantages gained by being able to provide for nearly 1,000 of
our employees have warranted the expenditure. Sufficient land is
still available for the erection of an additional 500 to 600 houses
but it is not proposed to do any further building until conditions
affecting the cost are modified. The position occupied by this
estate is ideal for the purpose. and it has created a considerable
amount of public attention and approval.
A building and grounds, formerly in use as a school were purchased
at Bromsgrove and fitted up as a hostel This is in occupation and
has been a very great conveniences and assistance. Also, to obtain
sufficient labour, a large fleet of motor-buses have been built and
are running to various centres.To accommodate these a large garage
at the works, and two other garages at Bromsgrove and Belbroughton
have been erected and equipped.
Preparations
For Trade After The War
These extensions have naturally made it
necessary to engage a suitable staff to control the work, and
throughout the whole of the period we have endeavoured to keep in
view a programme for post-war operations which would enable us to
employ and make use of the three works and, as far as possible, all
the staff and employees. We have drawn up a definite scheme settled
on the various articles we intend to manufacture, have designed
prepared models, and we are now actively engaged in fixing up
suitable relationships with agents and representatives in all parts
of the world in which it will be possible for us to operate when
peace is declared. I consider that we have to-day one of the most
complete and efficient works organisations in the Empire, and we
except to be able to occupy a very strong and important position in
the markets where the sale of the goods we have decided to
manufacture will be effected. In spite of the big extensions in our
operations, I am pleased to be able to report that the company is
not burdened with any mortgages or Debentures other than the small
amount received from the Government towards the cost of building
the dwelling-houses on the estate.
“I regret that the necessary restrictions placed on publishing
figures and also the fact that we have not yet reached a settlement
of our claims for allowances under the Munitions of War and Finance
Acts prevent me from giving full details of our doings, but I feel
confident that when the time comes we shall be able to place on
record a statement which will in every way satisfy our shareholders
and give them reasons to be proud of their connections with the
company.
14th
July 1919
Annual Meeting
The fifth Annual Meeting of
the shareholders in the Austin Motor Company (Ltd.) was held at the
registered office of the company, Longbridge Works, Northfield,
Birmingham on Thursday. Sir Herbert Austin, KBE, MP, the chairman
of the company, presided.
The Secretary (Mr A W
Jones) read the notice convening the meeting, and the report of the
directors for the ending 31st december, 1918, which contained a
recommendation for a 15% dividend upon Ordinary shares, was then
unanimously adopted.
Lieu. Col. Kayser retires
from the board this year and did not offer himself for re-election.
the other directors and officers of the company were unanimously
re-elected, and a vote of thanks to the chairman was passed by
acclamation.
Sir Herbert Austin
addressed the shareholders as follows:- When we held our last
general meeting, the Allies had turned the tide of battle and we
were able to regard the future with a great deal more confidence
than we had ever experienced at any former period of the war, a
confidence justified by the glorious and complete defeat of the
enemy on all fronts shortly afterwards. this confidence was not
born entirely of the prowess of our Army and navy, although we have
never in our history ben quite so proud of the two Services as we
have been during the late war, but also because we had at last
found that we were able to supply these Services with war material
of all kinds in greater quantities and of better quality than our
enemies could provide their men with.
Output of War Material
I suppose I may be pardoned
if, on behalf of the staff and personnel, I say that this
confidence was to some small extent due to the success of the work
done at Longbridge since August 1914, a period of almost five
years, through to many of us it seems to have lasted nearer twenty.
I have on previous occasions during the struggle had to deal with
the subject of the efforts at Longbridge in very guarded terms, but
now that Peace is signed I would like to take the first opportunity
of meeting the shareholders together, to give them some details of
what has happened in the works since July 1914. In the first place,
the outbreak of war found us in the midst of a very busy period,
engaged on the manufacture of a throughly satisfactory car, but
cancellations on all sides soon made it imperative to search for
other means to keep the works employed. It was found in the
direction of supplies of various kinds, such as ambulances,
lorries, armoured cars and special vehicles, to the russian
Government.
Towards the end of 1914 the
supply of small high explosive shells to own forces became of
supreme importance, in fact, the want of this item was one of the
principal causes of bringing into being of the Ministry of
Munitions in the spring of 1915. The company was fortunate in
obtaining a small contract early in 1915 for these shells, and to
be able to demonstrate to the War Office that they could
successfully make them of better quality and at a much lower cost
than was previously considered possible. It was this success which
brought the company prominently before the War Office,and resulted
in orders being afterwards placed in such quantities for large and
small shells, aeroplanes and aeroplane engines, guns, lorries,
ambulances wagons and carts of various kinds, armoured cars,
electric power sets, and a multitude of small details, that the
works had to be extended continuously.
Extension of Works and Increase in Employees
At the outbreak of war, our
staff and personnel numbered 2,638, and in March 1918 (the period
of our greatest effort), we were employing 21,000 men and women.
The workshops have increased from an area of 7.5 acres to over 38
acres and, in addition, we were employing several thousands of work
people in other works, entirely on our contracts and under our
supervision. The freehold land covered by and surrounding the works
now amounts to over 300 acres. The gross value of our annual output
had risen in 1918 to nearly £10,000,000 or about twenty times the
best pre-war year.
Naturally, this was not
accomplished without a great deal of worry and hard work,
particularly for certain members of the staff, of whom I am pleased
to mention Messrs, Harry Austin, superintendent engine erecting
shop; H Bradshaw, superintendent 18-pounder shell shop (nights);
Myddleton Briggs, works engineer; K Brozyna, chief of experimental
department; H C Corber, superintendent body shop; J F Cutts,
superintendent tool room (nights); A V Davidge, designer; J J Day,
cashier. W Dawson, superintendent 8in projectile factory (nights);
F C Dolbt, chief designer (jig and tool); J C Haefeli chief
experimental designer; A J W Hancock, designer; J Hanny, chief
inspector; C Hervey, superintendent 18-pounder shell shop (nights)l
Holbrook, sales department; A W Jones, secretary (days); D Royce,
chief store-keeper; Maurice William, production
manager.
One member of the staff Mr
MacLellan was awarded the OBE, andit would, in my opinion be quite
justifiable on the part of the Government if they were to give
several other members of the staff who did so much to help to win
the war equal recognition of their
serviced.
When the Armistice was
signed, an almost similar wholesale cancellation of contracts took
place as occurred in 1914, but with important differences that the
relative size of the works and the problems involved were immensely
greater, and the efforts that have since been entailed seem to
those concerned more difficult and more worrying than at any period
during the war.
The work the company was engaged on at the end of 1918 for the
Government was so entirely different to our staple trade, that a
large portion of the plant has had to be sold, other machines and
appliances purchased, and nearly every one of the machines retained
has had to be moved to some other position. Workshops have had to
be altered and some others built to bring the factory back again to
a balanced condition but, happily, this work is now nearly
finished, and this week we are able to say with some satisfaction
that we have completed our first batches of chassis of the new 20hp
car and the agricultural tractor - some six weeks late, but still
of such satisfactory character as will, I feel sure, well repay
those whom we have had to keep waiting. During the period of
changing over, we have been compelled to finish off a large amount
of work belonging to our various Government contracts, and we are
still engage on this, particularly in the aeroplane department - in
fact, this work has considerably interfered with and delayed our
post-war operations.
The Outlook - Success of the Austin Tractor
The shareholder will, I
feel sure, be more interested at the present time in some account
of what our future prospects are and, in this direction, I am able
to give them some figures and facts which should be ample to prove
that, given reasonably good times, the works at Longbridge will be
able to show as good a result in the future as they have in the
immediate past. when the fighting ceased, and we were relived of
some of our Government obligations, we were fortunate in having in
readiness a programme for post-war manufacture with a definite
policy for sales, and a tried and tested car and tractor which
allowed our staff to set to work at once and secure contracts from
all parts of the world The orders on our books today represent, in
gross value, over £6,000,000 and, were we able to accept all we
have been offered, we could easily treble this
amount.
The success of our tractor
in several important trials in France - where it was able to beat
all comers - has warranted your directors in arranging for its
manufacture in the country as, owing to the restrictions on
importation, no other means for securing the market were available.
to allow of this being done satisfactorily, the capital of our
French Company is being increased to 6,000,000 frances. A suitable
factory and additional land have have been purchased at Liancourt,
near Greil, on the main line to Parls. It is hoped that this
factory will be equipped and in full running order by the middle of
October, capable of turning out 2,000 tractors annually.
Arrangements have already been made for practically the whole
production to be handled by the eminent firm of agricultural
engineers Messrs Pilter, of Paris - the chairman of which company
has accepted a position on the board of our French
Company.
Controlling Interest in a Belgian Company
Together with some Belgian
friends of the directors, a small Belgian Company has been formed
called “Austin Motor Societe Anonyme,” to handle the sale of the
company’s products in Belgium. The company has a controlling
interest therein, and a considerable number of lorries have already
been sold and contracts secured for cars, tractors,
etc.
The shareholders have, on a
previous occasion, been advised of the fact that the Company were
compelled, in 1917, to purchase land adjoining the works and erect
a number of workmen’s houses (252), together with a club house and
laundry. these house have been a great help and, as proving the
need for the Government housing scheme, although the rents are
necessarily high, there is always a long waiting list. As outlined
in the prospectus sent out in connexion with the issue of the new
capital in February last, the company have exercised their option
for the purchase of the north and west works from the Government,
on terms which directors consider quite
satisfactory.
At this opportunity, I
would like to emphasize the value of cooperation at the present
time. It is more necessary now than at any period of the war for
the members of our Empire to pull together. The signing of Peace
has put an end to the alliance so far as commercial matters are
concerned, and we have now to look after ourselves under conditions
which are not too easy. Many of our colonial and foreign markets
have been fed during the past five lost no opportunity of
popularizing their wares. These markets must be recovered quickly
in spite of our heavy expenses in the way of increased labour and
material charges. Apart from our individual efforts we can, by
cooperating together, meet the “common enemy” on more equal terms,
and it is here I would strongly urge all our manufactures to join
the Federation of British Industries - already the largest and most
powerful association in the world. Mere joining, however, is not
enough; an active interest is necessary, with a generous support of
the weaker and more unfortunate members.
21
Jan 1920
Austin Motor Company Ltd
An Extraordinary General
Meeting was held on Wednesday 21st January 1920 for the purpose of
passing a resolution to increase the capital of the company to
£5,000,000 by the creation of 3,350,000 new shares of £1 each. Sir
Herbert Austin KBE, MP proposed the resolution, which after been
seconded by Mr Harvey Du Cros jnr. put to the meeting and carried
unanimously.
The
Company War Work
A year ago we had finished
the war, and we were in the midst of cleaning up our munitions
contracts. We had five years of extremely successful manufacture of
very large quantities of shells, guns, aeroplanes, armoured cars,
and other kinds of war requirements, but practically nothing of the
goods we made in pre-war times or proposed to make in the future.
Our works and our plant had grown to over ten times their pre-war
dimensions, and, for this reason, we were very naturally looked
upon as a war-time production. The war terminated suddenly, just as
at a period when we were at our greatest production. Our contracts
were cancelled at very short notice, and this made it imperative to
obtain temporary finance. Although we had produced during 1918 an
output value at nearly £10,000,000 and your directors had complete
confidence in the future, they considered it necessary to
reorganise and equip the works for standard manufacture to prove
their worth in the hands of our customers, and secure contracts and
orders throughout the world.
Our
Works and Capacity
I believe we were the first
firm in this country after the signing of the Armistice to publish
our programme and present to the public well-tested post-war
models. We have for instance attained an output of nearly 100 20hp
chassis per week long before the Olympia Show in November last, and
to-day we should have arrived at double that number. The works
cover a total area of roughly, 53 acres. A large steel foundry has
been added, capable of turning out 5,000 tons of the finest steel
castings per annum. A very large sheet metal press shop has been
built and equipped with plant for dealing with the meal panels and
frames of the carriage-work, equal to the latest and most advanced
American practice. One press alone is of sufficient capacity and
powerful enough to cut and form the complete side of a car at one
revolution. A very large and complete hardening and heat-treatment
shop has been laid down, capable assuring the most accurate results
that can be demanded in this very important department of motor-car
manufacture.
The
West Works has been planned and extended for the making of the
carriage-work required for the cars and lorries, and is in my
opinion, unequalled in great Britain for that class of work. It is
capable of dealing with an output of 250 complete carriage bodies
per week. Other shops have been equipped for the building of the
wheels, hoods, glass screens, and radiators. The forge shop has
been almost doubled. A new blacksmiths’ shop has been built, and
all the work, and all the work of this character concentrated in
it. A large area has been allocated and equipped for a service
department, which controls the stores for spares and the repair
shop. In addition to the above, the whole of the plant in the North
and South Works, amounting to 2,500 machine, has been put into
correct adjustment, re-fixed into its proper position, and other
plant purchased or built to balance up the
production.
Works
Established in France
During the past year your
board decided to follow up the success of their agricultural
tractor in France in various competitions and trials by
establishing works there, capable of supplying France and the
french Colonies and Protectorates. These was necessary in order to
overcome the high duty, rate of exchange, and transport charges,
and also to meet the natural desire of the French farmers to
purchase tractors made in France. A very suitable works, together
with about 325 acres of land, were purchased at Liancourt (Oise),
midway between Paris and Amiens on the Nord main line, in a
district noted for its industrial advantages. The whole of the
power plant, boilers, engines, electric transmission and lighting,
machine tools, jigs, fixtures, gauges, patterns, drawings and all
other equipment has been sent over from Longbridge, and is now
completely installed and commencing to manufacture. The company own
about three-quarts of the capital in the French company, and the
remainder is distributed among the shareholders of the Austin Motor
Company.
To handle the prospective trade in Belgium in a satisfactory
manner, a company called “Austin Motor Societe Anonyme” was formed
during 1919 in Belgium with a capital of 500,000f., more than half
of which is owned by the Austin Motor Company. A very successful
season has just been terminated.
A careful examination of
our records shows that it would be necessary to produce a value in
1929 of cars, lorries. tractors, electric equipment, aeroplanes
etc., of over £10m to satisfy even approximately the demands of our
agents and customers. It is for this reason that we need the extra
working capital to complete the pending
orders.
Goods
We Are Producing
Our
schedule of production, necessitated by the orders already on hand,
calls for a weekly output of 200, 20hp cars; 100 agricultural
tractors; 60 cwt lorries; 500 electric lighting sets; and a large
amount of switchboards and other electric equipment. There is also
capacity for 25 complete aeroplanes per week, although we have a
number under construction, the output must necessarily be somewhat
restricted until the whole subject of civil aviation is placed on a
commercial footing recent tests of a single-seater biplane which we
have designed have proved very successful.
I do not propose to take up
your time by lengthy reference to the cars, lorries, tractors, and
the lighting sets, but I consider it would be unjust not to give
you some few details of their excellence. Dealing first with the
car, we have built and delivered more than sufficient to prove
unquestionably that it is a remarkable improvement on any car that
we have previously produced. It is very powerful, fast a splendid
hill climber, very silent, and owing to its light weight, is
economical on fuel and tires. In our frank opinion there is no
better four cylindered car made at the present time. The 30cwt
lorry is of equal merit, as it largely follows the car, the power
and change-speed unit being identical. We have made exhaustive test
and have just the same confidence in it as we have in the 20hp car.
The agricultural tractor has been tested, over a period of nearly
two years. and has obtained the first place in all the competitions
held recently in Great Britain and France. The results of the
Lincoln trials held in September, 1919, have just been published.
This trial of agricultural tractors was the most important that has
ever been he;d anywhere, and I am pleased to be able to say that
our tractor leads the list in its class, once more proving its
superiority. It has been throughly demonstrated through this
country, France, Belgium, South Africa, South America and other big
centres. It is admitted by experts and famers everywhere to be
unquestionably the best. and most successful small tractor produced
up to the present. We hope to be able to produce not less than 200
per week in 1921. Many of the parts of the engine interchange with
the car, so that the stock of spares carried by agents and clients
can be reduced and considerable economies
effected.
Electrical
Equipment
We
have recently completed the test and passed into mass production of
a complete automatic lighting outfit, which will give current
sufficient for a small country residence, and which we are selling
in very large quantities at an inclusive price of about £120. The
possibilities of the sale of this type of outfit are enormous. We
have three or four other sizes of automatic lighting sets of larger
dimensions, scheduled for production, which will enable us to
accept orders for outfits up to those required for village and
small township lighting.
To sum up, I am sure the results given will give you confidence in
the future, the same confidence that your directors feel in asking
for further capital, with the object of achieving even greater
success; and I believe you will go away with the definite feeling
that they have done the best possible in the your interests, and
that you have every reason to feel secure as to the
future.
26
January 1920
Extraordinary
General Meeting
The object of the meeting was to pass a
resolution to increasing the capital of the company by the issues
of £1,000,000 Six per Cent “B” Preference shares. It was carried
unanimously.
The Chairman and Managing Director (Sir Herbert Austin KBE. MP) In
introducing the resolution he made the following remarks:
Gentlemen, Those of you will remember that before the outbreak of
war in 1914 the company commenced to increase the capital by
£250,000. But with the outbreak of war, many of the contracts on
hand at the time were cancelled or reduced. Demand from our own
Government and from Russia soon waxed, to the utmost resources of
the works, and in a few months necessitated big increases in the
building and plant.
It was in the early in 1915 the urgent demand for shells developed
into a national emergency, your company stepped into the breach,
with other firms and so commenced the manufacture of 18 and 15
pounder shells in large quantities. The arrangement made at
Longbridge were so successful that almost every shell-making firm
in the country was glad to inspect the methods employed, and we
were instructed by the War Office to produce and circulate full
details of the tools and operations we used to other contractors
for their guidance. In 1916 an 1917 the orders for the 8 inch and
18 ponders shells received could not be delivered in the time scale
required. The Government because we did not have the capacity
agreed to built two very large workshops, which are now called the
North and West Works.
Although the shell production was increased considerable, the
demands were made to increase the facilities for the manufacture of
aeroplanes and aeroplane engines, armoured cars, lorries, and
electric lighting sets at the South Works. Two railways stations
have also been laid down adjoining the works, and special train
services installed to deal with the passenger and goods traffic.
During the past year, the total number of persons employed exceeded
20,000, and the output reached the very large sum of
£9,276,717
A definite policy in advance of the cessation of hostilities, a
scheme was drawn up and put into operation, which has resulted in
us having orders in our books, two months after the armistice was
signed, for nearly £4.000.000 of cars, lorries, tractors, and
lighting sets. The orders have been given by the keenest and most
important firms in the home country, in the Colonies, and in
foreign market. Many thousands of trials have been given of the new
models, to the complete satisfaction of every one, and orders
continue to stream in by every post.
Most of the foreign and Colonial orders are forPeriods of three
years, at increasing figures. At no time in the history of
automobile manufacture in this country has such enthusiasm been
shown by buyers, or such orders placed, and the resources of the
whole workshops and plants at Longbridge will be taxed to the
utmost. Unfortunately, it will take about four months to change
over the shops and rearrange the plant for the new manufacture, but
this is now in full swing, and I confidently expect the works will
soon be as busy on the munitions of peace as they were a few months
ago on munitions of war.
I am feeling certain that the new capital would be willingly
subscribed, your directors have arranged for the options to
exercised for the purchase of the North and West Works, the terms
arrange in the estimation of your board, being quite satisfactory.
It is considered that the works are in full swing again they will
form the largest and most complete automobile plant in the British
Empire. The new capital is being taken up by the Beecham Trust
(Limited), of 218 Strand London WC. on terms agreed by your
directors on behalf of the company, and it is proposed by the
Beecham Trust (Limited) to issue the offer for sale to the public
in a few days time.
June
1920
Sixth
Annual General Meeting
The sixth Annual General Meeting of the
Austin Motor Company was held yesterday at Longbridge Works,
Northfield, Birmingham. After the Secretary Mr A W Jones had read
the notice convening the meeting, the directors’ report and
accounts for the years ending 1916, 1917, 1918 and 1919 were
formally adopted.
The Chairman Sir Herbert Austin KBE then addresses the meeting as
follows:- Ladies and Gentleman. This period covers four very
strenuous years, during which an immense amount of work was done,
but the most trying time was undoubtedly the year 1919, as owing to
the difficulties experienced in securing the cooperation necessary
from outside contractors to make a rapid transformation to
peace-time manufacture, the staff and employees were called upon
for efforts even more onerous than at any period of the war.
It is a great relief to say that these efforts have not been in
vain, and the policy and programme laid down before the Armistice
have been entirely successful. In making this statement I do not
wish to suggest that there is any intention of relaxing those
efforts. As a matter of fact, the enthusiasm and determination is
greater than ever, but I consider that the thanks of the
shareholders are due to those responsible for the work done to
place the company in the proud position in which it stands
to-day.
After the exhausting period which the whole world has lately passed
through it is difficult even for the most optimistic to imagine
that the future will not bring some troublous times, but in such a
case the thoroughly efficient organization and equipment now
possessed by the company, backed up by the determination of its and
employees, gives the best possible security that could be demanded
of an industrial undertaking.
Accounts 1920-21
Austin
Motor Company Accounts
The report of the Austin Motor Company
states that the trading loss, before providing for depreciation of
stock and tools, for the two years 1920 and 1921 was £381,923
(including normal depreciation of £123,824). The amount written
off, stock and tools, the debt due by the Socete Anonyme Austin,
and compensation for delayed payments, etc. is debited in the
balance-sheet at £1,951,924.and after deducting the balance brought
forward and reserves there is a debit to profit and loss account of
£1,883,601. the directors consider that it will be necessary to
depreciate the following items under the headings of investments at
£212,441 along with the Longbridge Estate and flying ground at
£247,842 to the extent of about £300,000, and when more normal
conditions prevail to review the value of all assets.
Since the date of the accounts the first mortgage notes have been
paid off, and a first debenture issued for £200,000. The bankers’
loan has been secured by the issue of second debentures for
£285,000, and the Government mortgages £248,000 has been exchanged
for third debentures, and about £1,106,650 of the sums due to
sundry creditors will be converted into an issue of a fourth
debenture.
Accounts
1922
Austin Motor Company
The accounts of the Austin
Motor Company for 1922 show a gross trading profit of £198,835 to
which is added reserves at 31st December 1921, not required
(£60,000) and discounts, interest etc. received (£23,527) giving a
total of £282,362. Interest on mortgages and debentures and premium
on first mortgages debenture amount to £52,256; directors’ fees to
£3,626; a sum of £76,4111 is allowed for maintenance of buildings
etc. and £71,504 for depreciation. There is left a credit balance
brought forward to £1,805,037. The directors state that that they
did not resume active control of the company until 5th April 1922;
too late to make adequate provision for the busy season. Strenuous
efforts have been made to get back some of the pre-war export
trade, in order to maintain sales during the slack home season. The
accounts have been held over since May in the hope that a
reconstruction scheme might be submitted at the same time. It is
stated that while there has been progress in this direction,
further delay will take place before a final agreement can be
arrived at. The next accounts will be for nine months to September
30th it having decided to revert to that date as the end of the
financial year. The preceding accounts covered the years 1920 and
1921 and showed a trading loss of £381,923 and a total debit
balance after writing down stock and tools, and absorbing the
balance brought forward and reserves of
£1,883,601.
08
August 1922
New Austin Seven Light Car
There have been many
attempts to design a car - which would replace the motor-cycle and
sidecar as a family conveyance. So far the latter type of machine
has more than held it's own.The Austin Motor Company are among the
latest to attack the problem, and the outcome of the effort should
be distinctly interesting.
The new Austin of seven hp. is designed to carry a man and his wife
and three children,and it is stated that in tests already made a
speed of 52 MPH has been obtained,and that a consumption trial
resulted in a satisfactory figure of 78 MPG.If the little car is
soundly planned and constructed, and the initial price is kept near
to the £200, mark, as it is hoped that it will be, we hall
certainly be nearer popular. motoring than heretofore.
The model is "orthodox in the general scheme, having a four
cylinder water cooled engine, which is specified to give off 10HPat
2 400 RPM. A three speed gearbox, rear live-axle with differential
gear and torque tube, half–elliptical transverse spring in the
front and quarter-ecliptics at the rear, and adjustable worm and
sector steering are among the principal chassis features.
The braking is done on all four wheels, on the application of front
and back sets is separate. The coachwork is arranged with two
bucket seats in front, which are adjust-able and detachable, and
the rear seat is made for two or three children.
It will be readily seen from the above that the baby Austin is a
car and not a compromise of makeshift, and this fact is also borne
out by the body being fitted with a hood, the side curtains of
which are full and open with the door. The road clearance is 9ins
the wheelbase 6ft 3ins, the track 3ft 4ins, and the weight 6.5cwt.
all important figures, especially for Colonial use and for popular
motoring at home, where garage space is the baulking factor in the
solution of many a would-be motorist’s problem.
8
January 1923
American Motor Car Competition.
Sir H. Austin On Need For Combination
In the course of an address
at a meeting of the Midland Branch of the National Union of
Manufactures in Birmingham today, Sir Herbert Austin MP., said he
anticipated that this year we should import 50,000 American made
motor vehicles, compared with a home production of 75,000.
In his opinion there were too many motor-car manufactures in this
country, and they would probably have to combine and economise to
reduce costs. The chief factor in the remarkably low selling price
of American cars was the narrow margin of profit which manufactures
of component parts permitted themselves. In some cases their
charges hardly covered cost. Much could be done by British workers
emulation American employees, who worked twice as hard as was the
practice here. Mr Wilfrid Hill expressed the view that cooperation
among the more substantial firms in the motor industry might be of
value. He mentioned that only seven motor firms made profits last
year, and he foresaw further losses unless there was amalgamation
and collective production.
March 1923
Austin Motor Company Accounts
Since the date of the
accounts the first mortgage notes have been paid off, and a first
debenture issued for £200,000. The bankers’ loan has been secured
by the issue of second debentures for £285,000, and the Government
mortgages £248,000 has been exchanged for third debentures, and
about £1,106,650 of the sums due to sundry creditors will be
converted into an issue of a fourth debenture.
The report of the Austin Motor Company states that the trading
loss, before providing for depreciation of stock and tools, for the
two years 1920 and 1921 was £381,923 (including normal depreciation
of £123,824). The amount written off, stock and tools, the debt due
by the Socete Anonyme Austin, and compensation for delayed
payments, etc. is debited in the balance-sheet at £1,951,924.and
after deducting the balance brought forward and reserves there is a
debit to profit and loss account of £1,883,601. the directors
consider that it will be necessary to depreciate the following
items under the headings of investments at £212,441along with the
Longbridge Estate and flying ground at £247,842 to the extent of
about £300,000, and when more normal conditions prevail to review
the value of all assets.
03
January 1925
Financial
Results
An estimate of the results of the Austin
Motor Co. Ltd trading for the year ending 30th September 1924 has
been issued showing a gross trading profit, including discounts and
interest received of £470,902. The statement added that the sales
to date are satisfactory, and the whole of the output for 1925 has
been contracted for by the distributors and
agents.
August 1925
Flying Contest At Lympe
The Air Ministry has issued
the following first report on the results of the competitions for
civilian aeroplanes, recently held at Martlesham Aerodrome:-
The judges’ committee consider that the results of the competitions
for aeroplanes show collectively less radical advance in general
design than had been anticipated, and that through very useful
developments in details design have been produced, which in
themselves have justified the competitions, the award of the full
prizes originally specified is not warranted. The following sums
have, been awarded:-
Small Aeroplane Class
Third prize for £1,500 went
to the Austin Motor Company Ltd with the Austin “Kestrel,” fitted
with the 160hp Beardmore engine.
In the third day of the Royal Aero Club flying contest at Lympe.
The closing race was for machines entered by private owners, with
seven started. Flight Lieutenant Chick scored his third victory
here, Flight-Lieutenant F O Soden in his Austin Whippet fitted with
an Anzani engine took second place.
2 September 1925
Austin Motor Company and General Motors
Corporation
In view of the conflicting
statements that have appeared as to the position of the
negotiations between the General Motors Corporation of the United
States and Canada and the Austin Motor Company, we are authorized
by Mr J D Mooney, vice-president of the General Corporation, and
Sir Herbert Austin, chairman of the Austin Company, to state that,
while negotiations are in progress, no definite agreement has yet
been arrived at. It is hoped, however, that the situation may have
developed sufficiently to permit a detail statement been published
on Friday 4 September.
A works’ gala, to celebrate
the coming of age of the Austin Motor Company, Ltd. was held on
Saturday, at Birmingham, and 25,000 people, consisting mainly of
employees and their wives and families, were present. A sports
programme was arranged, including several motor-cycle events and a
decorated car turn-out. In its first year the Austin works employed
270 person, covered 2.1/2 acres, and had an output of 120 cars.
To-day the company employs over 8,000 people, the building extend
over 62 acres, and last year the output was approximately 18,000
cars.
3
September 1925
Austin
Motor Company Negotiation
The following official statement was issued last
evening
At a meeting of the board
of directors of the Austin Motor Company, held in London on
Wednesday, a resolution was passed approving a provisional
agreement to be entered into by Sir Herbert Austin, the chairman of
the Austin Motor company, with Messrs Morgan, Grenfell and Co.,
acting on behalf of the General Motors Corporation. At the same
time the scheme of arrangement for giving effect to the agreement
and reorganizing the present capital structure of the company was
approved and recommended by the board, and will be forwarded to the
shareholders as soon as permission of the Court has been obtained
to call the necessary meetings of the shareholders to obtain their
approval.
Steps are being taken to place the proposals before the
shareholders in the course of the next few days. They are therefore
asked to reserve their judgment until they receive the same from
the directors. Shareholders are reminded that nothing definite can
be done without their and the Court's approval.
4
September 1925
Austin Motor Proposals
Director’s Opposition
In view of the statement
appearing in the Press and elsewhere, states the Exchange Telegraph
Company, Messrs T D Neal and E L Payton, financial directors, and C
R F Engelbach, works director, and members of the board of the
Austin Motor Company, find it necessary, in order to avoid any
misapprehension, to state that, in regard to the American offer and
the scheme of reconstruction of the capital of the company
incorporated with that offer, they are not in agreement with their
colleagues. They consider the reorganization of the capital
unsatisfactory. So soon as the offer and the scheme are before the
shareholders for their decision, they intend to send out a
statement setting out the reasons why they are not prepared to
recommend the shareholders to accept either the offer or the
scheme.
21 September 1925
Austin Motor Report.
Following the breakdown of
the tentative scheme for the transfer of control to the General
Motors Corporation, there has been published the annual report of
the Austin Motor Company. It is a belated document, covering the
year only to September 30 1924, though, in justice to the
directors, it must be pointed out that a summary of the balance
sheet was published at the beginning of the year, and the issue of
the full audited accounts was delayed solely owing to the
preparation of the company’s reconstruction scheme. The launching
of that scheme has been held up through the negotiations with the
American group referred to; but, while the report does not touch
upon the matter, it is now presumably the intention of the board to
push ahead with reconstruction and thereby pave the way for a
resumption of dividends. Gross trading profits for the 12 months
ended September 30,1924. amounted to £470,903, as compared with
£381,640 for the preceding nine months. Deducting charges for
maintenance, depreciation, interest, etc.,there remained a credit
balance of£161,174, which reduces the debt and profit and loss to
£l,438,404. The board state that the estimated profits for the nine
months ended June 30 last were considerably larger than for the
corresponding period of 1924, and that demand for the company's
products is still in excess of the supply. These conditions
emphasize the desirability of proceeding without delay to a
reorganization of the capital that shall enable. the company to
start again with a clean balance-sheet. Already much has been done
in the direction of lightening the burden of fixed charges, the
Debenture debt between March, 1922, and September, 1924. by
redemption and arrangement, having been reduced by
£493,000.
21 September 1925
Accounts ending 30 September 1924
The accounts of the Austin
Motor Company for the year ended September 30 show a trading
profit. including discounts and interest, of £470.903, which
compares with £381,640 for the preceding accounting period of nine
months. Interest charges , maintenances, and the depreciation and
the other debits being deducted, there remains a credit balance of
£161,174. This reduces the debit balance on profit and loss account
brought forward from £1,599,578 to £1,438,405. The report states
that since September 30 1923, the Debentures have been reduced by
redemption and arrangement from £708,000 to £315,000, of which
figure £225,000 is represented by Third Debentures (bank) and the
balance by Third Debentures. The total reduction of debentures from
March 23, 1922, to September 30, 1924, amounts to £493,000. The
Third Debenture of £90,000 is repayable at £10,000 per annum, free
of interest. Some part of the Longbridge Estate has been realised
during the past 12 months and further sales are proceeding. It is
stated that the estimated profits for the nine months ended June 30
last are larger than for the corresponding.
24 September 1925
Austin Motor Capital Scheme
The particulars were given
in the press for the capital reorganization of the Austin Motor
Company, under which it is proposed to reduce the capital from
£3,347,909 to £1,950,000 the amount of lost capital written off
being £1,397,909. On this basis it is estimated that on a profit of
£500,000 for the year ended 30th September a dividend of 10% would
be paid on the new Ordinary shares of 6s 8d each, leaving for
income-tax reserves and working capital of
£285,144.
30 September 1925
Reconstruction Scheme Opposed
There was a big muster of
shareholders yesterday at the annual meeting of the Austin Motor
Company, Limited, which was followed by an informal meeting to
receive the impressions of the various interests upon the proposed
scheme of 'reconstruction, the whole proceedings lasting, for
nearly three hours.
The meetings, which were held at the company’s works at Longbridge,
Birmingham, were presided over by Sir Herbert Austin, the chairman.
Moving the adoption of the report, Sir Herbert explained the delay
in the presentation of the balance-sheet covering the financial
year ended September 30, 1924, as being due to the desire of the
board to submit a scheme of reorganisation of the capital. He
pointed out that the Debenture charge had been considerably
reduced; the First Debentures had been removed altogether with the
premium due on them ; the Second Debentures had been reduced by
£60,000. and the Third Mortgage Debentures by £158,000. The balance
of the Government Mortgage on the Longbridge estate of £75,000 had
been discharged. There had, therefore, been a continued advance in
the efforts of the board to reduce the prior charges.
Mr. Harvey Du Cros seconded the motion. Prolonged argument followed
as to the desirability of the board disclosing how much was paid by
the company to Sir Herbert Austin by way of salary, commission,
royalties etc. It was stated by, the solicitor that this
information had been confidentially furnished to a firm of
solicitors acting for shareholders. Ultimately Sir Herbert gave the
meeting the figures relating to himself and to certain other
directors during the past three years, appealing to the Press and
shareholders to treat the information as private.
The report was adopted, and the retiring directors reappointed. At
the informal meeting which followed, opposition to the scheme of
reconstruction outlined was forthcoming from holders of the
Preferred Ordinary shares who expressed the opinion that the scheme
asked them to make a greater sacrifice than was being demanded from
any other class of shareholder. No resolution was submitted, it
being explained that each shareholder would have to consider the
scheme separately.
13 October 1925
No Profiteering in the Motor Industry
Sir Herbert Austin,
chairman of the Austin Motor Company Ltd in proposing the toast of
“The Austin Distributors and Agents,” he said that they were having
reinstated the McKenna duties. They hoped the duties might be
extended to include commercial vehicle, which had quite as much
justification for support as the passenger car. A proof that the
duties had not resulted in profiteering was that the public were
buying was that the public were buying a much improved car to-day,
and were not paying more than pre-war prices for the same
equipment.
If the Government would agree to tax on fuel instead of the present
unjust system, they could bear with better resignation the
uneconomic and costly war in which the money derived from the tax
way being expended. Referring to the negotiations which had taken
place between the Austin Motor Company and American manufactures,
Sir Herbert said that he had asked why he did not marry the
American lass. “Well,” he added , her dowry was quite substantial,
but my relations did not like her, and, therefore, the engagement
had to be broken off. I thought that it would be safer for me to
marry her than someone else, also that cooperation would have been
better than competition. The future might prove that I was right,
but as the scheme has been abandoned, I have resolved to do
everything humanly possible to prove that all the agents and
friends of the company will assist me in the
task.
26 June 1926
Austin Motor Works’ Gala Day
Sir Herbert Austin,
Chairman of the Board of Directors and founder of the works,
speaking at a luncheon attend by 300 guests, said that the total
wage bill was £15,662,000 purchases amounted to £24,237,000
employees insurance £127,600 rates and taxes over £200,000 and
charitable subscription £11,000. Since the Armistice 57,000 cars
had been delivered. Yet in 1906 the Board considered additional
expenditure to enable production to be increased to three chassis
per week, and deferred the matter.
21
August 1926
Company
Results
The gross trading profits of the Austin
Motor Company for the year ending 30th September were £748,800
(against £470.930). from which has to be deducted various charges,
leaving a net profit of £447.851(against £161,174). This reduced
the debit balance from £1,438,404 to £990,552. Various assets will
be written off including £ 165,496 off the Longbridge Estate
Laundry and the Flying Ground.
The scheme for effecting a reduction in the capital of the Austin
Motor Co. Led. to £2,150,000 by writing off £1,200,000 was
submitted yesterday to meeting of the Preferred Ordinary and
Ordinary shareholders, and subsequent to an extraordinary general
meeting in Birmingham. Because a number of speakers criticised the
proposal it was decided to adjourn the meeting.
In November 1927 the company tried again, this time going to
Court.
Chancery
Division
His Lordship confirmed the petition from
the Austin Motor Co. Ltd. for the sanction of the Court to a
reduction of the capital of the company.
Mr Bennett, KC and Mr Ceil Turner appeared
in support of the petition.
Mr Bennett said that the company, which
was formed in 1914, had a nominal capital of £5,000,000 of which
£3,350,000 had been issued. It was proposed to cancel
£1,200,000.
The losses which the company had sustained were due to the trade
conditions at the end of the war. The company had gone in for mass
production, and incurred heavy expenses in changing their factories
over from war-time conditions to peace-time conditions. Then came
the “slump” in trade, and the company suffered heavy loss on that
account. The company had, however, been in a prosperous condition
since 1922, and had been making annual
profits.
His Lordship made an order confirming the proposed
reduction.
23 February 1927
The Austin Seven for the Continent
A German Agreement
Sir Herbert Austin, in a
statement last night, confirmed an announced from Berlin that he
has concluded an agreement for the manufacture in Germany of the
light car widely know as the "Austin Seven" He said that the
markets are limited under the agreement to Germany and Eastern
Europe. A new plant is being put down at Eisenach. Thuringia. the
initial programme aiming at an output of 300 cars a week.
The Germany-built Austin will be named the "Dixi" car. It is to be
a replica in every respect of the Austin Seven, which has already
attracted a good deal of notice in Germany by its handiness and
engineering efficiency. The high impport duties, Sir Herbert said,
were an effectual barrier to all but a very small trade in the car
from this country, and the manufacture would be carried on in
Germany under licence.
The agreement was concluded
with the Gotha Waggonfabrik Company.
28
July 1927
Reconstruction Scheme Approved
The scheme for the writing
down of the capital of the Austin Motor Company was unanimously
held yesterday at the works Longbridge, Birmingham.
Sir Herbert Austin, who presided, explained that the number of
proxies received made it inevitable that the resolution should be
passed. The passing of the resolution would a great relief to the
directors, who would be able henceforth to devote their full time
and attention to the growing needs of a constantly increasing
business. The delay which had taken place in the coming settlement
with the various groups of shareholders had, he considered, not
been entirely opposed to the best interests of all concerned as,
with the large profits earned and the improved cash position, the
board had been able to draw up proposals in which no class was
asked to make any sacrifice. The company, while carefully
consolidating its resources, was making substantial headway, due
largely to the loyal and energetic support of the staff, the
employees, the agents, and the suppliers of
materials.
October
1927
Austin
Distributors & Dealers Annual Dinner
Responding to the toast of “The Austin
Distributors and Agents,” proposed by Sir Herbert Austin, Mr
Stanley Anderson, of Johannesburg, said that in South Africa, with
the exception of Natal, people showed preference for American cars
of higher power than the usual English models. But in the Transvaal
we were making steady progress, and I recently persuaded one of the
most anti-British Nationalist to buy a baby Austin. He gave it to
his wife and she was delighted. (laughter and cheers)
Speaking at the
annual dinner of the Austin Motor Company at the Connaught Rooms
Covent Garden London, on the 17th October 1927, Sir Herbert Austin
said the company was preparing to turn out a light six-cylinder car
in large numbers. A German firm had been given permission to
construct the “Austin Seven” They were expecting to make
arrangements for the manufacture of the car in France and the
United States, as there were no prospects of the company being able
to export to either of those market.
August 1928
British cars for New South Wales
In the face of strenuous
opposition from America interests, it has been decided that British
cars are to be used for the first time in the New South Wales
Government Ministerial fleet. The existing American machines are to
be scrapped. Orders have been places in England for five high-grade
saloons cars, and a 20-70hp limousine has already been delivered to
the New South Wales Premier. The decision is of interest, because
it is stated that no British car has ever before been used by
Ministers of the Crown for their official
journeys.
27 August
1928
New prices of Austin Vans
Following the reduction
recently announced in Austin cars, the new prices of the vans and
ambulances are as follows:-
7hp commercial chassis was
£109 now £102
van £140 now £133
12hp commercial chassis was £195 now £185
van £285 and now f275
Travellers brougham £305 now £300
20hp commercial chassis £325 now £295
Van £436 now £410
4
October 1928
Paris Motor Show
The
French “Austin Seven”
Great interest was aroused
at the Paris Motor Show with the first showing of the new Rosengart
light car of 7hp, which is to be manufactured in quantities. The
cheapest model which is a two-seater is priced at 14,900 francs
about £120. The chassis is simply that of the famous Austin Seven.
of which the Rosengart Company have acquired the manufacturing
rights in France. It is identical with the Austin design at
practically every level. French coachwork, very wide and roomy and
highly coloured, is fitted, together with wheel discs and a luggage
locker, and it makes an attractive little vehicle, although the
overall appearance was spoiled by the square radiator. If the
performance of the Rosengart is equal to that of the prototype it
should be certain of success.
May 1929
Motor Trade & Duties
Sir Herbert Austin replies to Labour Leaders
Sir Herbert Austin replied
yesterday to the speeches made by Mr MacDonald and Mr Snowden on
Wednesday with reference to the letter in which he pointed out the
possibility of the Motor Works having to close down if a Socialist
Government repealed the McKenna duties. Mr MacDonald described the
letter as a “threatening and blackmailing” one and Mr Snowden
reminded Sir Herbert Austin that the Emergency Powers Act gave
“drastic powers to a Government to deal with anybody who deliberate
conspired to interfere with trade.”
In a statement to the Press association, Sir Herbert Austin said :
“I am not in any way disappointed; in fact, I am very much
interested to see in the newspapers that both Mr MacDonald and Mr
Snowden are assisting me in bringing to notice of the electors in
the country the dangers which will accrue if the McKenna duties and
safeguarding measures now in existence are repealed. I consider it
my duty, as the head of a big industrial company, to draw the
attention of the electors, especially my own workers, to this
matter at the present moment, because it would be no use to warn
the electors when the damage had been done after the General
Election. Then they would wish that they had voted
differently.
“I am quite willing to leave to the judgment of the electors,
especially those who know me, as to whether the letter I wrote is a
blackmailing letter. It was certainly not written with that
intention. Every expression I used in the letter was the result of
very careful consideration, because I knew it would be attached by
those who are anxious to prevent the Conservative Party from taking
up the reins of Government again and completing the task which they
have so ably begun and carried through in the past four and half
years. It most seem rather strange to the electors to read such
expressions as those by Mr MacDonald in his speech, particularly
the statement that he will not yield to any capitalist
intimidation. Happily, we are not living in a country where efforts
of that kind would be of any avail at election time.
July 1929
Austin Seven Car in the USA
Sir Herbert Austin,
chairman of the Austin Motor Company, Ltd. announces that an
American company has been formed to manufacture the Austin Seven in
the United States. This follows on the successful manufacture under
licence of the same model car in Germany and France.
Careful survey of the American market, says Sir Herbert Austin, has
convinced him that the Austin seven will prove a revelation to the
United states, where it will meet with the largest and most
discriminating motoring public in the world. the car holds
practically the whole of the records for the 750cc class, and has
to its credit the hour record of 88.66mph, and for 100 miles at
83.61mph, both of which were made at Brooklands. It holds a record
of 56.4 miles on a gallon of fuel.
The car, which will be manufactured in Butler, Pennsylvania, in a
works which the American company has contracted to purchase from
the Standard Steel Car Company will be identical with the British
product, except for the position of the steering wheel and certain
other minor alterations necessary to conform with American
practice. The financing of the American enterprise has been
undertaken by a banking group headed by Bulkey Vallance and Co. New
York.
American Austin Car Company INC,
The Company was
incorporated on the 28th February 1929 and has bee formed for the
purpose of acquiring from the Austin Motor Company Limited
Birmingham England, an exclusive Licence to manufacture and sell
7hp austin Motor Cars in the United States, Mexico, Cuba all of
North America and all of the possessions subject only to a right
reserved to the Austin Motor Company Limited to sell the English
manufactured product in Canada.
The said Licence, which is dated 18th May 1929 is for the duration
of ten years(subject to termination as therein provided) with the
right for the American Company, subject to the terms of the
Licence, to require prolongation for a further period of ten years
and reserves to the English Company a royalty on all cars produced
varying from 2% to 1% on the net selling price as therein defined
and is terminable by the English Company if the American Company
fails to produce the minimum number of cars therein provided or pay
the Licence fee payable on such minimum number.
The sum of £2,000 is payable on the licence taking effect which sum
includes the royalty on the first 1,500 cars. In according with a
provision of the Licence the American Company granted to the
English Company and Sir Herbert Austin jointly by an Agreement
dated 18th May 1929 an option exercisable on or before 15th
September 1932 of buying a further 50,000 Shares of the Company at
the price of $9 per share, such Shares not to be sold for one year
from the date of issue.
The Company has allotted to
Harry H Stockfield, New York, 25,000 Shares of the Company
non-assessable and fully paid and has paid to him in cash $3,200 on
or before the 15th September 1931 over a further 25, 000 Shares of
the Company at the price of $10.50 per share in consideration of
services rendered by the said Harry H Stock in procuring the grant
to the Company of the Licence from the English Company above
mentioned.
The Company has entered into a Contract with Standard Steel Car
Company, a Pennsylvania Corporation, dated 4th June 1929 for the
purchase of a factory, the price payable being $250,000 in
cash.
24 July 1929 New York
American, Austin Motor Company
Between 250 and 300
thousand shares in the American Austin Motor Company will be
offered next week at about $12 per share. The new company, which
will have a capital of one million shares of no par value, will
acquire the American rights of the Austin Motor Co. Ltd. England.
About 63% of the stock will be sold here and the balance in
England. Sir Herbert Austin will be a director of the American
company.
August 1929
British Cars
Abroad
Post-War Progress
Sir Herbert Austin's Hopes
Sir Herbert Austin,
chairman of theAustin Motor Company, made a statement to The Times
yesterday on the difficulties and prospects of British motor car
manufacturers in the export markets.
We have continuously fostered the export markets (he said) since
the commencement of our, company's operations in 1950, and now that
our production is getting into big figures,we have found that this
pioneer work in foreign markets is helping us quite a lot. Since
the Armistice our efforts in this direction have considerably
increased, and to-day our turn-over in those foreign markets
amounts to 17% of our total output. One of the favourable points in
connexion with the export trade is the fact that the busy season in
the Southern Hemisphere comes at a period when our home "markets
are usually slack, and therefore, trade in centres like South
Africa, Australia and New Zealand help to keep the factory more
fully employed during the months of August, September, October,
November, and December.
In those countries where the British manufacturer has no
preference, such as India, the Federated Malay States and South
Africa, competition with American and Continental cars is extremely
keen. In Australia and NewZealand, where we have a small
preferences, conditions are more favourable, and we should view
with considerable alarm the removal of any reduction of these
preference in our Dominions. One of the difficulties we have to
contend against, in the Dominions is the fact that a large number
of American cars are exported via Canada as British Empire
productions, and receive a portion at any rate, of the preferential
tariff. They also come into this country on a reduced import duty.
If these cars were in reality manufactured in Canada we should have
no reason to complain, but most of them are only partially made
there, the bulk of the work and expense of manufacture being
carried out in the United States. As a matter of fact, the present
understanding only calls for 25 per cent of the cost to be
Canadian, and the other 75 per cent may be all American.
Considerable efforts have been made by manufacturers in this
country to have the percentage raised to at least 50, although we
think it should be 75. Some hopes have been held out that the
matter will receive favourable consideration, but meanwhile the
British manufacturer is working at a disadvantage in this
respect.
Knowing the value of an export trade in a business such as that of
motor car manufacture, which is very largely of a seasonal
character, we feel sure the industry in this country would be
considerably benefited if more attention was paid by other
manufacturers to, export markets. We have no special plans for the
future in the export directions, except that the progress in the
percentage of export trade that we have made since the Armistice
will continue.
05 June 1930
New Austin Cars
There is a now 16 h.p.
6-cylinder Austin with a six-window fabric saloon body the roof of
which folds right back and gives the passengers a view as from an
open car.
Each of the front seats is adjustable and all six windows are
worked mechanically. The equipment includes leather furniture, hide
or moquette upholstery, dip. and switch headlamps, roof',
ventilator, an improved lug gage carrier, shock absorbers, radiator
cowl, a radiator motometer, chromium plating, petrol gauge, wire
wheels. The chassis costs £240, and the folding-head saloon £400.
The wheel-base and track are 9ft. 4in. and 4ft. 8in., the six
cylinder have a capacity, of 2,249 cc. and the brake horse-power at
2,400 rpm. is. stated to be 36. 'The valves are at the side,
the-crankshaft runs in eight bearings, there is coil and battery
ignition, and water and oil circulation are forced. A single-plate
clutch passes the power to a four-speed centrally controlled
gearbox, and from there to a three-quarter floating axle with
helical bevel gear and a ratio of 5.12 to 1. There are five brakes,
with simple adjustment, the steering has a roller worm wheel, and
the half-elliptical chassis spring have Silentbloc shackles,
zinc-lined leaves, and shock-absorbers. On the 12 hp. 4-cylinder
chassis is a Watford four-window fabric saloon; this costs complete
as a five-seater £275, the chassis being £187 10s. Here the engine
capacity is 1,861 cc., the stated brake horse-power at 2,000 rpm.
is 27, the crankshaft runs in five bearings, the back axle ratio is
5.12 also, ignition is by magneto, the wheelbase and track are on
the Sixteen. A sports Seven is also made by the Austin Motor
Company.
1931
--------
Sir Herbert Austin Designs the seats for Shakespeare Memorial
Theatre.
The first theatre was opened in April 1879, but was destroyed by
fire on 6th March 1926. It was decided that it should be rebuilt,
and a lady architect, Elisabeth Scott was given the job.
How Sir Herbert became involved in designing the seats is unknown.
But typical of the inventiveness and design skills of the man, the
seats were unusual in that both the seat and arms were mechanically
linked so that both tipped up, when the occupant stood up.
The main seat frame was made from cast iron, from which was
supported the seat and arm rest. By means of a simple
counter-weight both the seat and the armrest would fold against the
back, this gave a very wide and free gangway. Compared to the
normal construction of seats at the time, these seats contained no
springs or hairs. Instead the mohair upholstery was stretched over
a moulded block of cellular air cushion rubber, a new form of
seating material made direct from rubber latex, the natural milk of
the rubber tree. The mouldings were specially made for the job, and
differing from ordinary sponge rubber, in that being completely
aerated it does not induce perspiration.
A total of 239 seats were in fitted in the stalls in rows 2ft 10ins
apart. Of the total, 24 were 21ins wide and the rest 22ins wide. In
the Dress Circle the rows were 3ft apart with 232 at 20ins wide and
a further 262 at 22ins making a total of 494. If a Royal visits was
planned, then fourteen seats at the rear of the Dress Circle would
be removed to give more room.
In the Gallery there was seating for 267 on benches in rows 3ft
apart but still upholstered using the cellular rubber, this gave a
grand total number of 1,000 seats in the theatre.
In 1961 the theatre was renamed "The
Royal Shakespeare Memorial Theatre"
_________________________________________
5
October 1932
18 July 1933
Possible
rise in car prices, and the 20,000th Austin Ten
produced.
It is possible that motor-car prices may rise in the near future,
and Sir Herbert. Austin recently stated that already certain
essential materials used in the manufacture of Austin cars have
increased in price by from 5 per cent. to 15 per cent, and knowing
to a penny what each car costs the firm to make, they, in common
with other manufacturers, may be faced with the alternatives of
reducing the quality of their products or raising the
prices.
No
firm like the Austin Company has really any alternative for the
sound British manufacturer has quality of production too near his
heart to sacrifice his standard to any appreciable extent for a cut
price. There is therefore definitely a possibility of the company's
models costing more in the near future, and Sir Herbert Austin says
that it is no exaggeration to say that Austin cars have always been
real value, though not necessarily the cheapest of their kind, and
public demand has fully endorsed the view that mere cheapness is
not enough. After all. it is the service a commodity gives that
counts in the end. particularly with cars. The motor-buying public
has benefited from a remarkable series of price reductions during
the past decide, and, for instance, Austin cars to-day, though
greatly superior in nearly every respect, cost only half the price
asked for them 10 years ago.
The popularity of the 10
horse-power car is evident to all who uses the roads, and an
example is the fact that the twenty-thousands Austin Ten Four
recently left the factory at Longbridge just 15 months since this
model was first introduced to the public. The Austin concern also
reports a total sales record for last June with a 22 per cent.
increase over June, 1932, in spite of the fact that this year the
Whitsuntide holiday was included in the period in
question.
7 February 1933
12
October 1933
19 November 1933
Competition From Japan
To
The Editor
Sir,--On various occasions
I have referred to the difficulties British industry may have to
face in the future from Japanese competition in world markets, and
the enclosed extracts taken from a letter I have received from a
friend at present in Japan, who has had some 30 years' experience
of the country, do nothing to dispel my apprehensions of the
situation.I have seen a good deal recently in the English Press of
unfair Japanese competition, and much has been written of the low
standard of living of the Japanese working classes, and of
conditions in factories and mills. for the most part it is without
foundation. True, the standard of living is below that of Britain,
you cannot change a nation in a decade front the frugal standards
of centuries of living, but all the Japanese live well according to
their own standards. They are well fed, they are well clothed, they
are strong and healthy, and they are multiplying at the rate of
more than 1,000,000 year.
The stamina of the people is very high because nearly every school
child of both sexes engages in athletics of some kind or other.
They excel in many sports. This year several world's records have
been beaten by the Japanese in swimming and running. At tennis they
have champions. At Rugby they beat the crack team from Canada. At
boxing recently the best fighters of 17 ships of the British Fleet
failed to register a win against the Jap boxers, though the latter
are shorter and fitter. In fact, there were half a dozen British
boxers " knocked out " by the Japs.
The real reason for the success of the Japs is the fact that they
are thorough in all they undertake. They investigate everything.
They are taught to dig and delve into every subject until they have
mastered it. In school, college, university, and in commerce they
are constantly inquiring and never giving up until they know. Their
investigations are continued throughout their lives. Abroad, in all
countries you will find the Japanese student always a student,
never posing as knowing anything, but always seeking to increase
knowledge.
It is, however, in the commercial world where theJapanese are a
present-power and a possible greater menace. Lancashire is crying
out to-day and Yorkshire will be crying put tomorrow. I have seen
woollen goods here, manufactured goods sold at a cost below what we
pay for the spun wool in England. Its new to see wool in Japan. It
has only developed these last few years, but Japan was Australia's
biggest buyer last year and her exports are already assuming size.
Every village now has wools for sale for knitting and many shops
display knitted goods. I saw some worsted cloth some days ago which
I could not distinguish from West of England weaving. This is the
product of one weaving centre only as yet, but it will develop, and
Yorkshire will feel the effect of the competition.
In cotton spinning there is a mill, true it is a demonstration
mill, run by the maker of the looms, where one girl tends 38 looms!
This, is an absolute fact.There are thousands of looms running
where the girls tend over 20 each. The operatives are young. at
their, very brightest from, say, 14 to 23, and then they leave to
get married. The cotton mills always have new fresh vigour to run
their machinery, not, as in many English mills, with operatives who
have worked on the same looms and frames, in cases I know quite 50
years.
You read of the awful conditions of the Japanese workpeople, but it
is mostly false. The cotton operatives have fine living quarters,
artistic garden surrounding, and recreation centres with concert
rooms and theatre all free. Each month an excursion is given to
them to some historic point of interest, and they are taught
concerning those places, thus providing education in an attractive
form.
In heavy engineering we may soon see Japan as a power to be
reckoned with. There is a project for a steel works near Kobe where
the pig iron to be exported from Manchuria will be refined and
converted.A harbour is to be dredged, giving a channel at any state
of the tide, and the furnace will occupy some500 acres. The land
has been acquired and already the foreshore is being reclaimed.
There was infinite wisdom if nothing else in Japan’s "Assistance to
Manchuria to control her future destiny." Some of the finest coal
and iron ore in the world, and also gold, in Manchuria.
It has become suddenly cold in Japan, and I entered a department
store yesterday to buy a pair of gloves.I selected a dark brown
pair of deerskin, very well made and quite up to the standard of a
7s. 6d. Pair inBirmingham, though perhaps not, as flaring as the
lemon-coloured guinea pairs we sometimes see. They are good quality
and most serviceable. and the price was 95 sen, At to-day's rate of
exchange 1s. 1d!
The sooner we realize that Japan is going to come into our markets
even in face of heavy duties the sooner we find some means of
improving our own methods of production.
Aesthetically, perhaps, Japan may be deteriorating.Her superb
craftsmanship in many of the arts is dying.I see this in the old
galleries where art can sometimes be purchased. She is becoming
modernized. Speaking with old acquaintances in art curio circles,
they deplored the lack of pride in art craftsmanship, the desire of
youth to become commercially successful.
Yours faithfully.
H. AUSTIN.
Longbridge Works. Northfield, Birmingham,
9
April 1934
To
The Editor
Sir, l have received an
interesting letter from a correspondent in Pondoland, South Africa,
in which he brings to my notice the harm that is being done to
British exports, trade by people at home who still consider that
the British motorcar is not designed for service overseas. He cites
an incident of a doctor who recently arrived in Pondoland straight
from England and took with him a car of a well-known American make.
The doctor stated that he had previously owned two British cars,
but before leaving home had been advised by friends to sell these
and take with him an American car. as British cars were not
suitable for African conditions.
My correspondent points out that British cars are considered highly
dependable and most suitable for the work they have to perform in
that part of Africa, and goes on to say that it seems ironical that
while those on the spot are doing all they can to further British
business some people at home, through lack of knowledge, are taking
such an opposite course.
The Austin Motor Company are doing a big export trade with the
Colonies, and our experience bas proved that British cars under
difficult conditions are just as satisfactory as cars from any
other part of the world.
Yours faithfully,
H. AUSTIN.
Longbridge Works, Northfield, Birmingham. April
5-1934
11
October 1934
April 1937
Austin progress over the years
Every year competition in the British motor industry becomes more
severe, and every year more efficient machinery, better factory
equipment and organization, and more rapidly productive methods of
manufacture are devised to help those taking part in the
enterprise. A survey of some outstanding motor works and of the
activities of some manufacturers made with these facts in mind has
produced the substance of this article, attention being focused
generally upon production rather than upon the product.
The original Austin factory at Longbridge occupied two and a half
acres, and when work was in full swing could produce 120 cars a
year. There were about 270 workers. The first Austin car appeared
early in 1906 and was a 4-cylinder tourer of 25/30 horse-power.
This model showed a great improvement over the first Austin design
of 1895 a three-wheeler with a horizontal single-cylinder engine or
even that of 1900. To-day the normal output at Longbridge
approaches 2,000 cars a week, in the manufacture of which nearly
20,000 workers are directly employed and about 130,000 indirectly.
The factory has a road frontage of over a mile and occupies 100
acres: To arrive at this standard it has been necessary to spend
over £2,500,000 on extensions and new plant.
Since 1922 prices of Austin cars have been halved, although quality
and performance have been improved out of all recognition. There
'are many highly efficient and ingenious testing methods used in
the factory, but here I propose to illustrate briefly the
thoroughness of trying out new models before big production is
started. Each of the new models for 1937 was tested over a
strenuous route in the Swiss Alps by the Austin designers. The cars
concerned were the new Seven, Ten, Twelve, and Fourteen saloons;
and the Austin Eighteen. Particular attention was paid to power
development at high altitudes, cooling and induction efficiency on
prolonged climbs, and, the general stability of the new chassis
designed with long springs of low periodicity, new steering gear,
Girling brakes, and low-pressure tyres. The route, taken covered
approximately 3,000 miles and include many famous Alpine passes,
such as the Klausen, St. Gotthsard, Furka, Oderalp, and Grimsel, on
which the designers made care test of all aspects of the
performance of the new models.
These trials were made at a time of year when maximum temperatures
might be expected and consequently proved the suitability of the
new Austin for Alpine touring at high altitudes. Motorist who are
familiar with the passes and know the hairpin bends and long
gradients on them will be able to appreciate the strenuous nature
of the trials, in which the cars were never spared. Altogether
apart from many climbs en route, the tests involved an aggregate
ascent for the five cars of approximately 250,000. The outward and
return journeys through France and Switzerland also provided an
opportunity to study the behaviour of the cars when used for fast
long distance touring. Incidentally, before the cars left
Switzerland a number of order for the mew models were received from
the Austin distributors in Berne, Zurich, and LucerneIt is stated
that the demand for Austin cars is five times as great as that of a
year ago, and that a big speed-up in production at the Longbridge
factory has begun.
17
October 1935
14
February 1936
Austin Motor Factory Extension
The Austin Motor Company
announced a big extension - scheme and centralisation of all
departments in one factory. The directors a few days. ago
authorized the expenditure of £399,000 in the creation of
additional buildings and, the purchase of plant and equipment. This
expenditure will give the Longbridge Works a big increase in
productive capacity, and should result in lower manufacturing
costs.
15
October 1936
23 April 1936
Aircraft Factory
It is estimated that the
new aircraft factory to be erected by the Austin Motor Company at
Longbridge will cost some £300,000 to complete. The works will
employ between 5,000 and 6,000 persons. Plans for the structure
have now been provisionally approved by Bromsrove Rural District
Council, and a considerable area of land is to be acquired.
Actually the site is in Cofton Hackett parish, and since this forms
part of a residential zoning area, the plans are subject to
rezoning. The Bromsgrove Rural Council were informed that the site,
in a valley, would render the buildings unobtrusive, and national
needs and employment were considered of prime importance.
31
August 1936
Plans for the Austin Aircraft Factory
It is expected that
production will begin next July at the new aircraft factory
undertaken by the Austin Motor Company, Limited, on behalf of the
Air Ministry. From now onwards the work of preparing the site will
be carried on by night as well as by day. Some 25 acres have been
acquired at Cofton Hackett, East of Longbridge Motor Works, and it
is estimated that 180,000 cubic feet of soil will have to be
excavated. High ground will be removed and taken to a low-lying
area which is adjacent. This levering alone will take several
weeks. Both Lowhill Lane and Groveley Lane, approaches to the site,
are to be converted into first-class roads with separate tracks for
cyclists, and a special siding will connect the works with the main
Birmingham to Bristol line. Plans for the factory provide for a
single-storey building, 15,000ft. long and 450ft. wide, with a
floor space of 20 acres. The offices and canteen will form a
three-storey block. There will be ample window space and the whole
factory will be air-conditioned.
14 October 1937
13
October 1938
19 May 1938
Lord Austin views on the roads.
Delegates from every
glass-making centre in the country were present at Droitwich Spa
to-day for the fifth British Glass Convention, which will continue
until Saturday. Lord Austin, who was the guest of honour at the
official luncheon, said that the roads to-day were quite inadequate
for the fast-developing motor traffic. We were using roads made for
horse traffic. Successive Governments have betrayed the motoring
interests. taxed them heavily, and diverted the money into other
channels. We were approaching the time when arterial roads, aerial
or under-ground, would be needed as much as great highways running
through and round the suburbs. Lord Austin described the
staggering, of hours at Longbridge and said staggering holidays
were bound to come.
01 December 1939
17 April 1942
4
February 1947
Mr
Wilmors Promise at Westminster
Mr
John Wilmot, the Minister of Supply, was asked in the House of
Commons this afternoon what steps he was taking to avert a
protracted shut-down of the Austin Motor Works. He said that
available supplies of fuel were being distributed on the basisIs of
a general allocation system to industrial concern. He regretted
that it was not possible to give a preferential allocation to the
Austin Motor Company.
In the course of the brisk cross-examination which followed he
assured Mr Blackburn, who had asked the original question, that if
it could be shown that the whole basis of the allocation of coal to
Austin under the Cripps plan was unworkable he would consider
revising the allocation.
The following was issued later from the Ministry of
Supply:-
Mr Raymond Blackburn, MP.,
and some representatives from the Austin Motor Company called upon
Mr John Wilmot, the Minister of Supply today to produced some
figures designed to show that the fuel allocation to the company
was not sufficient to enable them to carry on. The Minister
promised to consider these figures.
Because of the fuel
shortage work will cease at the Longbridge factory when the night
shift leaves at 5.30 am to-morrow. Notice to this effect were
posted at the works to-day.
A statement signed by the chairman, Mr. LP Lord, empresses regret
at the necessity for the step taken. No indication is given as to
the probable duration of the stoppage.
Referring to the question of the guaranteed week of 34 hours, the
statement says: “In our case, if every one engaged on production
were suspended the guaranteed week would cost about £1,100 per
hour, or £37,400 per week. Obviously heavy payments of this kind
cannot continue for more than one or at the most two weeks.”
“We trust that somewhere arrangements will be made for us to start
up again before you feel that you must seek employment elsewhere or
before we are obliged to give you notice that we must stop payment
of the guaranteed week.”
The statement added that the office and administrative workers
would not be affected.
February 1947
Austin to Reopen
This was because of the big freeze 1947
The Austin Motor Company,
who four weeks ago closed their factory at Longbridge, Birmingham,
because of shortage of fuel, announced yesterday that they will
reopen on Tuesday 4 March.
Mr L P Lord chairman of the company, said they had been informed
that their allocation of coal had been rectified, which brought
them in line with other manufactures. They could not gauge exactly
how many days they would be able to work, so for next week they
proposed to open Tuesday Wednesday and Thursdays only.
18 June 1948
100,000 Austin's for Export
The 100,000th Austin
vehicle made for export since the war came off the assemble line at
Longbridge yesterday The value of Austin cars, commercial vehicles,
and parts exported in the three years since the factory was
converted from war service to peace-time manufacture has now
reached £30m. Austin are making vehicles for export at the rate of
75,00 to 80,00 a year, and the output is still rising.
9
August 1948
Austin's Paint Finishing Line
The Austin Motor Company
plans to enlarge its synthetic paint-finishing plant at Longbridge
in view of the success of the plant now operating. This process at
present used for the A40 model, is largely replacing cellulose
paint finishing because subsequent polishing is not required.
The paint is sprayed on the car bodies in a room, where the air is
filtered and kept at a temperature of 80deg. F. and a relative
humidity of 65 per cent. After spraying the bodies are passed twice
through a 200ft tunnel, in which the paint is dried by indirect air
heated by gas to 260deg.
13
January 1949
British Taxi-Cabs in USA.
The manoeuvrability and
compactness of small British cars, already appreciated by private
motorists in the United States, is now being recognized by
taxi-cabs operators. The Public Utilities Commission has approved
the use of the Austin A40 devon saloon as a taxi-cab in Washington,
DC.
A final analysis of the production figures of the Longbridge
factory at Birmingham shows that 285 Austin vehicles of all types
were exported every working day during
1948.
23
February 1949
Obituary
Capt. Neville Stack
Captain T Neville Stack, AFC., who in the period between the wars
was one of the leading British pioneers in long distance aviation,
was, killed yesterday, in a, road accident near Karachi, according
to Reuter. He was 52.
Thomas Neville Stack was born on April 1, 1896, and was educated at
St. Edmund's; College. He joined the Army in 1914 and three Years
later transferred to the RFC. and served with 212 Squadron. After
demobilization he worked as an instructor at the London and
Provincial Aviation Company until 1921 when
he rejoined the RAF. and served in Iraq and elsewhere until 1925,
when he returned to civilian life and joined the Lancashire Aero
Club as chief instructor. In company with Mr. D. S. Leete he made
the first light aircraft flight from England to India from.
November 15, 1926, to January 8, 1927, and afterwards made a number
of flights between European capitals.
A little later be became air superintendent and chief pilot of
National Flying Services and in 1938 chief test pilot at the Austin
Aircraft Works at Longbridge near Birmingham. For some time during
the 1939-45 war he was air adviser at the War Office and later in
the war was commissioned in the Fleet Air Arm. After Commanding
squadrons, he was appointed Staff. Air Transport Officer to the
Flag Officer (Air), East Indies. After the war he was general
manager of Hunting Air Travel Limited and last May was appointed
manager of the new Pakistan Airways.
19
July 1951
New Car Assemble Plant (CAB 1)
A
new building for assembling Austin cars was opened to-day at
Longbridge by Mr. Strauss, Minister of Supply. It is said to
contain the most advanced motor assembly layout in the world, and
is an important step in the reorganization of the Austin factory.
Components such as engines. axles, and completely trimmed bodies
are not touched by hand from the time they leave their respective
manufacturing buildings on conveyors until they are placed in
position on the chassis as these move along the assembly line. The
chassis itself operates a switch and calls forward the requisite
component, which is dropped into place automatically. The
components reach the new assembly hall from the manufacturing shops
by way of a new 1,000ft. tunnel, at the end of which they are
sorted automatically into the proper channels for the various
assembly lines. They emerge from underground at the required points
in the new building, which has a capacity of 4,000 vehicles a
week.
10
July 1955
2,320,000 Austin Vehicles made in 50 years
The Austin Motor Company to-day employed more than 20,000 people,
who produced more than 120 vehicles every working hour, said Sir
Leonard Lord, chairman and managing director, when he started the
jubilee celebrations of the firm at Longbridge, Birmingham,
yesterday. He said that 50 years ago, when me Longbridge factory
was started by Herbert Austin, it employed fewer than 250 people
and in the first year produced 120 vehicles. More than 2,320,000
cars and commercial vehicles had been produced in the 50
years.
Mr. Harry Austin, aged 78, brother of the founder, unveiled a
plaque. 30ft. high in memory of his brother.
Austin distributors from the Commonwealth countries and from the
Continent, and most of the 20,000 employees with their families
attended the celebrations.
The final event, a cavalcade of Austin cars from 1908 to the
present day, contained the gas turbine-engined Austin Sheerline,
which was announced last August but has not previously been shown
to the public. A spokesman for the company decided they were not
yet ready to market a gas turbine car.
07
April 1965
Commercial Showroom (Elephant House)
Having chalked up a record earning of nearly £330m. in foreign
exchange by their exports of commercial vehicles since the war, the
British Motor Corporation today opened what they have named a "
Showcase for export " at their headquarters here.
A massive, multi-faceted, circular, glass and concrete building,
38ft. high and standing 30ft. above road level, it is crowned by a
dome 100ft. in diameter, and is sited near the corporation's
multi-storey car park, which has a capacity of 3,300 vehicles. The
new hall will provide the first permanent display of the full BMC.
range of Austin and Morris vans and lorries. Designed by Harry W.
Weedon and Partners, the corporation's architects, it embodies a
vast, well-lit floor space, with a capacity of between 30 and 40
vehicles, the whole exhibition area having minimum obstruction by
columns.
Since 1945 BMC. have produced well over 1,900,000 Austin and Morris
commercial vehicles and during 1964 they accounted for more than 52
per cent of the main British manufacturers' light commercial
vehicle production and 22 per cent of truck production. In Western
Europe nearly 220.000 BMC. vans, pick-ups and trucks have been sold
since 1945, increasing the corporation's share of total commercial
vehicle exports to some 30 per cent. Current BMC. commercial
vehicle output is running at 3,100 units a week.
In 1961 a new £11,250,000 factory was opened at Bathgate, Scotland,
to take over the corporation's heavy commercial vehicle and tractor
production. and today the 5,100 workers at this plant produce all
BMC.'s heavy vehicles, from 1.5 to 8ton lorries and 12 and 18-ton
prime movers. Current Austin and Morris commercial vehicles range
between payload capacities of 5cwt. and 13 tons, in engine
capacities from 848 c.c. to 5,657 c.c., and prices from £380 to
£l,900.
Today's opening ceremony of the new commercial vehicle exhibition
hall was performed by Sir Richard Powell, Permanent Secretary,
Board of Trade.