War Office Subsidy Scheme

[1] However considerably less took part, and just prior to the trial it was announced that 11 had applied, and for 8 the type was specified (7 steam, and 1 internal combustion).

In particular the requirement for hauling a load for 40 miles without pausing for fuel or water (while remaining under the 13 ton weight limit) eliminated steam traction.

A tractor devised by R. Hornsby & Sons Ltd with a twin cylinder Hornsby-Akroyd oil engine was the only vehicle to enter the trial.

[10] Second trial, January 1913 (originally scheduled for March it was brought forward as all vehicles were ready).

Subsidy certificates were awarded to class A vehicles by J. and E. Hall Ltd (Hallford trademark), and J. I. Thornycroft & Co Ltd.[10] Third trial, October 1913.

A Dorman engine was entered for evaluation (the Lacre chassis in which it was installed not being assessed) and was awarded a subsidy certificate.

In the case of Dorman, this included the adoption of the engines in the War Department Light Railway tractors built in large numbers by The Motor Rail & Tramcar Co Ltd.

[18] Soon after war was declared it was realised that a particular aspect of the French scheme (whereby every component had to be made in France and of French materials) was of vital importance due to the dominance of Robert Bosch GmbH in the supply of magnetos used by aircraft, motor cycles, cars and trucks.

The French subsidy system had led to Bosch building a factory in France, and this enabled some magneto supply in the early stages of WW1 while allied alternatives were rapidly put into production.