Tidaholms bruk
| Tidaholms bruk
|
|
|---|---|
 |
|
| legal form | Aktiebolag |
| founding | 1799 |
| resolution | 1934 |
| Reason for dissolution | insolvency |
| Seat | Tidaholm , Västra Götalands län , Sweden |
| management |
Fredrik Ulrik from Essen Hans Henrik from Essen Alfred von Essen |
| Number of employees | 200 (1917/1920) 340 (around 1934) |
| Branch | Agricultural technology , furniture , horse-drawn wagons , commercial vehicles , buses , automobiles |
Tidaholms bruk ("Tidaholm-Werk" or "Tidaholm-Mühle"), since 1890 Tidaholms Bruk AB was a Swedish industrial group with roots that go back to the late Middle Ages . It was an ironworks and also produced agricultural equipment , furniture and furnishings, horse-drawn carts and finally also commercial vehicles and omnibuses , which were mainly marketed under the brand name Tidaholm and more rarely as Castor .
Company history
In the 19th century
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The Tidaholms Bruks arose on Vulcanön , one of two islands in the Tidan River , around a farm that has existed since at least the 16th century. Later a forge was built there and gradually other businesses followed. The estate has belonged to the noble von Essen family since the first half of the 18th century . and also included a saw and a mill . She lived in the Kavlås manor near Tidaholm from 1723 and owned extensive estates. The right to roll iron has existed since 1799 , which is why this is considered the official founding date of the Tidaholms bruks . The ownership structure before 1846 is unclear. In that year, the professional officer Fredrik Ulrik von Essen (1788-1855) , most recently inspector of the cavalry with the rank of major general , and one of his sons, Hans Henrik von Essen (1820-1894), acquired the ironworks. Fredrik Ulrik von Essen is also the father of the future finance minister and Reichsmarschall Fredrik von Essen (1831–1921).
A military career was also planned for Hans Henrik. He left the army with the rank of Rittmeister . Since 1843 he had leased the Annefors ironworks, which was only a mile north of what is now Tidaholm, and which he was later able to acquire. On June 27, 1853, he took over the entire operation in Tidaholm. He replaced the unprofitable blacksmith's shop with a carpentry shop that built wagons. Tidaholms bruk now also made windows, furniture and carriages.
Other business areas
The von Essen family had wide-ranging interests in industry and agriculture. This also included the Vulcan match factory, which was co-founded by Hans Henrik von Essen in 1869 . With his British business partner James Blackwood , von Essen organized the Sphinz AB cellulose and paper mill in Tidaholm in 1874 , which was managed by Blackwood. In 1876 von Essen was involved in the construction of the Svensbro – Tidaholm railway line . The Vulcan factory took over Sphinz AB in 1882 and was the largest match manufacturer in the world by 1900, with well over 1000 mostly female employees.
Alfred von Essen
In 1890 the company was organized as Tidaholms bruk Aktiebolag . Hans Henrik von Essen died in 1894 on his Helliden country estate in Tidaholm, which he had built in 1854. His son Alfred von Essen (1869-1837) succeeded him. He also invested not only in the company, but also in the local infrastructure and in particular the better connection between Tidaholm and the railroad. Of course, his most important companies Vulcan and Tidaholms bruk also benefited from this . Alfred von Essen was one of the initiators of the Tidaholm – Vartofta railway line, which opened in 1906, and became the chairman of the operating company Tidaholms Järnvägsaktiebolag . Already in 1895 Tidaholm received the status of a minor town (Köping) , which was probably related to the economic success of the various companies. In 1910 Tidaholm received the city recognition.
Automobiles and commercial vehicles
From around 1902 Tidaholms bruk experimented with motor vehicles. According to one source, test vehicles were initially built, which were built for the plant's own needs and apparently without marketing intentions. A mechanic employed by the company, Gottfrid Lindström , is named as the designer . In the 1890s he ran a bicycle factory with his brothers David and Aron near Tidaholm before Gottfrid went to the United States in 1895 , where he came into contact with automobiles and their manufacture. When he returned to Tidaholm in 1902, he brought many ideas with him. It is unclear whether the plant hired him because of these ideas or whether he convinced his superiors to use the motor vehicle.
The construction of the first truck, called Tor or Tor I, was completed after six months, even though the engine and the carburetor were their own designs. In 1903 the vehicle was tested and according to a source it was delivered to a glass factory. This gave the vehicle back because it was not suitable for the bad roads. Another truck, called Tor II , followed in 1905 . In 1906 a smaller vehicle was created that was suitable for both passenger and goods transport. Side benches were attached to the former. A few other automobiles were built up until 1913, one of them with a Bugatti engine. It seems that they were built to order and according to the customer's wishes, so each must have been unique.
Apparently the trials with motor vehicles were so encouraging that Tidaholms bruk was now thinking of regular small-scale production of commercial vehicles. It started in 1907. The brand name was Tidaholm from the start . At this time, however, mass production cannot be assumed, but rather the manufacture of a specific model by hand and with high processing quality. Mention is made of the exchangeability of components and engine test systems, which were introduced at an early stage - both of which were not a matter of course at the time - and efficient production control. Tidahomls bruk granted a 6-month guarantee on its vehicles and, as a special service, offered an experienced driver to instruct the customer for an agreed period of time. In 1910 the factory asked for 10 kroner a day.
From 1915 the brand name Castor was occasionally used. The reasons for this are unclear. Among these models there was a truck that could be converted into an open bus and offered the passengers minimal weather protection. Fire service vehicles were also offered at this time.
In 1917 the company had a high of 200 employees. In the difficult years after the First World War , according to one source, the number of employees decreased to 10, but recovered again and reached 200 employees again around 1920. In 1912 seven commercial vehicles were imported into Sweden; In 1920 there were already 2,437. The Jönköping fire service organization ordered five vehicles in 1922. At that time, three-way tippers were offered on the chassis of the Tidaholm T4 , and the TSL express truck - today it would be called "Transporter" - was an uncomplicated and reliable light commercial vehicle that became a great success. The output of the four-cylinder is given quite differently with 26, 40 or 45 hp, although more powerful engines may have been used later. An electric starter was part of the equipment.
The innovations from 1923 included a 15-meter-long extension ladder and an automatic rear release for the tipper. Furthermore, Tidaholm vehicles were delivered in large numbers to the Swedish army, the post office and other government agencies. The output was 150 vehicles that year, and the number of employees in 1917 has been reached again. The management repeatedly explored other market segments. An engine powered by generator gas and mainly wood-fired was available from 1924, but did not achieve any significant numbers, an experience that others, such as the British commercial vehicle manufacturers Gilford and later Sentinel , had to make. Around 1925 to 1926, three prototypes were made as reconnaissance tanks on a probably reinforced Tidaholm chassis. They were armored and carried a tower on the roof. In 1926 five buses were delivered to one of the Stockholm transport companies. In 1929 hydraulic dual-circuit brakes , multi-fuel engines and a heavy six-cylinder row were introduced, the latter with a sleeping compartment and payloads of up to 9 t on request. This truck was available with three axles, with driven rear axles. The designer was Allan Lindström , a nephew of Gottfrid Lindström , who developed the first Tidaholm motor vehicles.
In 1931 one of Stockholm's public transport companies bought very elegant buses with bodies from the Swedish railway workshop "Svenska Järnvägsverkstädera" on three-axle Tidaholm chassis. The company last attracted attention in 1932 when it offered a huge omnibus, possibly known as the "Bulldog", with two powered rear axles and space for 72 passengers. With a length of 10.5 meters, the vehicle was the largest bus manufactured in Scandinavia. Only a few were made.
Decline
High development costs and the slump in sales as a result of the global economic crisis had led to control by the house bank. However, this got into trouble itself and was eventually taken over by the Stockholms Enskilda Bank , behind which the Wallenberg family stood. This already checked Tidaholm's fiercest competitor, Scania-VABIS . In Tidaholm it was already speculated in October 1933 that this constellation could lead to problems, because Scania was also ailing , and the new competition from Volvo made itself felt. The worst scenario for Tidaholm eventually occurred; Tidaholms bruk was given up in favor of Scania-VABIS . The plant was closed in December 1933, affecting around 340 workers. Most of the properties were acquired from the city of Tidaholm, with Scania-VABIS taking over the machines. Tidaholm was hit particularly hard because Ivar Kreuger's matchstick empire had collapsed shortly before.
Alfred von Essen died in 1937. The main house of Helliden Castle could be kept from the huge estate with funds from his widow Ella von Essen (1869–1950). She spent her old age here.
Horse-drawn vehicles
The horse carts were of good quality. The company also had particular success in exports with a single-axle wagon based on the British model with ball-bearing wheels - at that time a quality feature , very good suspension and good workmanship. It became internationally known as Tidaholm Karren and was an export success to Africa.
While the production of commercially usable wagons ended in 1921, the Tidaholm cart remained in the range until 1928. There does not seem to be any reference to the manufacturer Tidaholmsvagnar Sverige , which is active in the town today .
Motor vehicles
commercial vehicles
In 1903 the first truck was produced. The Tor I had a water-cooled motor with an output of 26 bhp at 800 rpm. Depending on the source, it had two or four cylinders . The vehicle weighed 2.7 tn empty . sh. and carried a payload of 5 tn. sh.
It was not until two years later that another prototype followed, the Tor II , which is occupied as a four-cylinder.
Even the Tidaholm management was positively surprised by the results of the motor vehicle tests. In 1907, the production of commercial vehicles began rather cautiously. For capacity reasons, engines from German manufacturers were initially purchased. After initially using 12 and 16 HP engines from Fafnir and later from Argus , Tidaholm soon produced its own, based on the Argus four-cylinder. The company always attached great importance to manufacturing as many components and parts as possible itself. The aforementioned business relationship with the army began in 1909 when they tested a Tidaholm ambulance. In 1911 an order was placed for Tidaholm trucks, making them the first Swedish military trucks. The post had placed its first order in 1910. Tidaholm was always in competition with Scania-Vabis and later also Volvo , which also successfully tried to win government contracts.
A progressive manufacturer
Tidaholms bruk was considered quality-conscious and innovative. As early as 1910, the first bus with a hand-made steel body was delivered to a customer in Norway. This vehicle had a four-cylinder engine with 30 hp and a four-speed gearbox. Shortly afterwards, the production of the aforementioned fire service vehicles began and in 1915 the first truck with a shaft drive appeared . In 1919 the last Tidaholm with drive chains was delivered. In 1917 fire trucks with a shaft drive , an electric starter and a pump with an output of 600 liters / minute were available. An extension ladder was also available that was attached to two large wheels and attached to or pulled by the rear of the vehicle.
Despite stiffer competition from Scania-VABIS , the plant was able to record a striking success with the lightweight and versatile Tidaholm TSL . Exact technical data are not available, but the TSL had a significantly lower list price of SKR 9,500 compared to the competition model from Scania compared to SKR 11,400 (1925). The customer had to accept a weaker performance of 26 bhp (Scania: 36 bhp), but received a chassis already equipped with four-wheel brakes. Tidaholms bruk also supplied complete superstructures from its own production and with the TSLO there was also a chassis for buses with 19 and later 21 seats. The larger T4O was designed for 33 passengers from 1927. Larger buses were already available with a lowered platform.
After the moderate success of the wood gas engine , the plant looked for alternatives and found them in the Hesselman engine , which is technically somewhere between gasoline and diesel engines . It can be operated with various fuels, including diesel, other light oils and heavy oil . The engine, introduced in 1925, served its purpose until the appearance of more powerful diesel engines and lost its importance in the 1930s due to its complex design. The sources are not clear as to whether Tidaholm bought this engine or built it under license; the latter appears more likely. From 1929 it was optionally available in the new Tidaholm T6 with a gasoline six-cylinder engine. There are no reliable performance figures here either; these vary from 75 to 95 hp and 100 hp for the petrol version. The payload is 7-10 tn. sh. (6.3–9 t), with 10 tn. sh. are documented from several sources.
Trucks with Hesselman engines are said to have transported up to 14 t. In 1930 a three-axle chassis followed with two driven rear axles ( wheel formula 6 × 4). Such a vehicle T6L3 has been reconstructed by the Tidaholmer Museum from preserved fragments and components as an overland truck from 1933. It has a driver's position that is shifted to the front next to the engine, as it was often used in buses, the Hesselman engine, a four-speed gearbox, hydraulically operated dual-circuit brakes and one of the first sleeping cabins on a Swedish commercial vehicle. The payload is specified as 6.5 t.
The hydraulic braking system mentioned was also available on smaller Tidaholm trucks from 1929 . These were available with payloads between 1.5 and 3 t and four-cylinder engines with 35 to 60 hp and for buses in five versions from 45 hp up to the T6O with 90 hp six-cylinder engine.
Road train for passenger transport
In 1931 an innovative system for regular bus services was presented. The bus took up to 60 passengers, but it is not known whether Tidaholm used an omnibus as a towing vehicle, which also carried passengers, or whether all passengers were seated in the trailer. This trailer had towing devices at both the front and the rear, so that the towing vehicle could be unplugged at the end station and reconnected at the other end of the trailer. In addition, all wheels of the trailer were steered so that it drove in the lane of the tractor. The idea of a guided trailer composition was not in itself new and patents were already issued at the beginning of the 20th century, the most famous of which was probably the French Train Renard , which the brothers Charles and Paul Renard presented in 1904 and marketed with moderate success for a few years could.
Recent developments
Tidaholm brought out other variants of its series, including a garbage truck with a low chassis and a tractor with a periscope instead of the rearview mirror.
In 1932 an improved version of the Hesselman engine appeared, which now developed 100 hp. A 115 hp engine was provided for the 72-seater bus mentioned, the largest manufactured in Scandinavia.
Tractors
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In 1919 a small series of 20 tractors was launched. Two of the vehicles were tested on farms in Skåne County . For unknown reasons, the project was not pursued and none of the tractors went on sale. All were canceled in 1923. The usable components were sent to commercial vehicle production. Technical data are not available.
Automobiles
Automobiles were not a division of Tidaholms Bruk AB. There is conflicting information about the few that have emerged. They were created on truck chassis. From 1909, was four-cylinder engine from Bugatti used. According to another source, only four passenger cars were made, all between 1911 and 1916. The first of these cars was built in 1911 or 1912 for the company's own management. It was delivered with a Fafnir engine, which was later exchanged for a more powerful one from our own production. The second car from 1912 was also a management vehicle, but it also served as a test vehicle for a planned but never realized series production of passenger cars. The third car was apparently a one-off production for a Russian nobleman in St. Petersburg . Tidaholm guaranteed a top speed of 60 km / h. The vehicle was delivered with silver fittings and lettering in Cyrillic on the radiator. It is unclear whether there is a connection with an open bus with six rows of seats, which was also delivered to St. Petersburg in the same year and was apparently intended for tourist purposes. The buyer for the last automobile was the Uppsala fire department .
None of these automobiles has survived, but the light truck from 1907 owned by the Tidaholmer Museum is at least very similar to the vehicles used by the factory itself.
production
The available information about the motor vehicles built by Tidaholm differ considerably. The standard work by George Nick Georgano and G. Marshall Naul , Complete Encyclopedia of Commercial Vehicles , names around 5,000 vehicles built in its 1979 edition, a Swedish only 1,050 between 1915 and 1934. The production was probably not from the start of sales in 1907 to 1915 very high, and apparently this also includes some vehicles that were assembled after the closure at the end of 1933. Only four passenger cars and 20 tractors are occupied, which were later recalled and dismantled.
Vehicles of the Tidaholms Bruk today
Few vehicles have survived, around a dozen of them in the Tidaholm Local History and Industry Museum, which was set up on the island of Vulcanon in an extensively renovated and adapted former workshop of the Vulcan match factory. The museum owns the oldest surviving Tidaholm truck, several TSL high-speed trucks, one of which has been subsequently fitted as a bus, and one T6L and one T6L3 each . Both the bus and the Tidaholm T6L3 were extensively restored and reconstructed from fragments; the latter has a Hesselman engine.
Appreciation
Tidaholms bruk and the commercial vehicles seem to be deeply rooted in the collective consciousness of the region to this day. It is noticeable that there are an extraordinary number of anecdotes about commercial vehicles, so that it is more difficult to collect hard facts about the vehicles than stories about them. It is not surprising that Swedish sources highlight the quality of the products and their reputation.
Remarks
- ↑ Unfortunately, there is hardly any information available on this. A British source leaves the possibility open that a Bugatti Type 12 was designed by this designer for Tidaholms bruk. So far Bugatti Type 11 (for Deutz?) And 12 could not be assigned.
- ↑ according to museum information from Tidaholm and according to the magazine "Prisma" the engine developed 45 to 50 HP
literature
- Harald H. Linz, Halwart Schrader : The great automobile encyclopedia. BLV, Munich 1986, ISBN 3-405-12974-5
- George Nick Georgano : Cars. Encyclopédie complète. 1885 à nos jours. Courtille, 1975 (French)
- George Nick Georgano (Ed.), G. Marshall Naul: Complete Encyclopedia of Commercial Vehicles. MBI Motor Books International, Osceola WI, 1979, ISBN 0-87341-024-6 . (English)
Web links
- Tidaholm - Cars made in Sweden, info from Konditori 100 ( Memento from January 7, 2011 in the Internet Archive ) (English)
- Ann-Britt Boman: Tidaholm - en tidig industriort. Published in Västgöta Bygden, Tidskrift för hembygdsarbete, natur- och Kulturminnesvård utgiven av Västergötlands Hembygdsförbund , 67th year, No. 2/2012. (Swedish; magazine for homework, nature protection and heritage conservation, published by Västergötland Hembygdsförbund)
- Ann-Britt Boman: ”Tidaholmarn” -ett begrepp i svensk bilhistoria. Published in Västgöta Bygden, Tidskrift för hembygdsarbete, natur- och Kulturminnesvård utgiven av Västergötlands Hembygdsförbund , 67th year, No. 2/2012. (Swedish; magazine for homework, nature protection and heritage conservation, published by Västergötland Hembygdsförbund)
- Snabbfakta om Tidaholms Järnväg (Facts about TJ). (Swedish)
Individual evidence
- ↑ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao konditori100.se: Tidaholm - Cars made in Sweden.
- ↑ a b c d e f g h Boman: Tidaholm - en tidig industriort. Västgöta Bygden 2/2012, p. 5.
- ↑ a b c d e f g h i j k l m n Georgano, Naul: Complete Encyclopedia of Commercial Vehicles. 1979, p. 618.
- ↑ a b Riksarkivet / Svenskt biografiskt lexikon (SBL): Hans Henrik von Essen (1820−1894). (Swedish)
- ↑ Web archive: Tidaholm Tourism: Helliden Castle. (Swedish)
- ↑ a b c Boman: Tidaholm - en tidig industriort. Västgöta Bygden 2/2012, p. 6.
- ↑ a b c Boman: Tidaholm - en tidig industriort. Västgöta Bygden 2/2012, p. 7.
- ^ Website Tidaholmsvagnar Sverige. (Swedish)
- ↑ a b c Prisma Västra Götaland: Tidaholms Bruk - pionjär inom biltillverkning (Swedish)
- ↑ encyclopedie-bourges.com, Bernard Epailly: Le Train Renard à Bourges.
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