Morris Commercial Cars Ltd A Short History of the Adderley Park Factory Introduction: The Adderley Park plant entered the British Leyland Group by way of the Nuffield Group and British Motor Corporation. It had been the original home of the Wolseley Motor Company from 1901 until the late 1920s when, following William Morris’s purchase of Wolseley and the transfer of Wolseley production to Drews Lane. Morris Commercial started building larger commercial vehicles there. Later the company then transferred production of all other commercial vehicles from the original plant in Foundry Lane, Soho. Location Junction of Bordesley Green Road and Arden Road, Adderley Park, Birmingham 8.

As can be seen, the location is alongside the London and North Western Railway main line from Birmingham to Coventry. Bordesley Green Road is part of Birmingham’s Inner Circle, the No. 8 bus route. Arden Road runs downhill, the length of what was West Works and the West Works Extension, eventually merging into Landor Street. The entrance to Adderley Park station is by the south side of what was East Works. The station itself is in a cutting.

A potted history Wolseley’s factory at Arden Road was originally the premises of a company called Starley Bros & Westwood Manufacturing Co. Limited, which went into liquidation in 1895. The following year, Vickers, the engineering company took a 99-year lease on the site (then standing at around 3½ acres), with a view to entering the car production business. It was around this time that Herbert Austin, while working for the Wolseley Sheep Shearing Machine Co. Limited, had begun to experiment with car building in a private capacity. Although Wolseley failed to take an interest in Austin’s work, Vickers recognised its potential and, following considerable development of the Adderley Park site, they formed the separate company, Wolseley Tool and Motor Car Co. Limited, in 1901. Herbert Austin managed the car production for a few years until he moved away to start his own business at Longbridge, southwest of Birmingham. The story starts in 1914

Production of Wolseley cars started there later that same year. By 1914, the site had grown to some 21 acres, with new factory and office buildings reflecting the company’s growing status. The Adderley Park factory was at one point the largest plant devoted to motor vehicle production in Europe. Indeed, between the wars, Wolseley became Britain’s largest motor manufacturer, turning out some 3000 cars and commercial vehicles per year. However, by the mid-1920s, Wolseley had begun to operate at loss, largely because of inefficiencies in the management of its business, not to mention its concentration on the more luxurious part of the motor car market. When the company went bankrupt in February 1927, there was some competition for its ownership between Herbert Austin and William Morris. To Austin’s dismay, the acquisitive Morris bought out the company, and gained both the Adderley Park plant and Wolseley’s other factory at Drews Lane.

The Adderley Park factory following its expansion around the beginning of World War One. Bordesley Green Road can be seen separating the two main areas, with the Birmingham-to-London railway line running east-west in the foreground Meanwhile, on the other side of Birmingham William Morris wanted to develop a British light commercial vehicle, slightly heavier than a car derived van that he was already producing. One of his main axle suppliers, E G Wrigley & Co Ltd, went into liquidation in 1922, so Morris purchased the business that provided a factory complex in Foundry Lane, Soho, Birmingham. This became the original site of the Morris Commercial Cars Ltd works from 1923, and from here the first model, the Morris-Commercial T type ‘Tonner’ was produced. Gradually, production expanded to cover vehicles with capacities both smaller and larger than the original Tonner, which remained in production in various forms almost until the end of the company’s existence. Morris relaunches Wolseley Back to Adderley Park, Morris relaunched the company as Wolseley Motors (1927) Limited, and thereafter production of Wolseley cars was concentrated at the Drews Lane site, for he had it in mind to use Adderley Park for his Morris Commercial Cars operation (which had been based in the Soho area of Birmingham since its formation in 1924). The company was still building smaller vehicles at Soho whilst it was building larger vehicles at the newly acquired factory in Adderley Park. Apart from obvious management problems, production in Adderley Park was apparently less than expected, probably due to the economic climate of the day, and some of the West Works had been leased to Durex Rubber Products (Later Minnesota Mining and Manufacturing Company, or 3Ms). Nevertheless, it was decided to move the whole operation

into Adderley Park, even though there was much less space available than the combined space of Soho and Adderley Park.

Thus, by 1933, Adderley Park had become established as the home of Morris Commercial Cars, which – as the name implied – mainly produced taxicabs, vans and trucks, although there had been a short-lived venture into passenger vehicle production in the early 1930s. Production of smaller car-derived vans, generally with payloads of up to 1 ton, continued to take place at Cowley.

Adderley Park Works

However, after the Second World War, Morris started building its long-running J-series vans at Adderley Park, starting with the J-Type in 1949. This was succeeded by the JB in 1957, which in turn gave way to the more familiar J4 in 1960. Meanwhile, in 1956, the larger J2 had entered production there, and remained so for some 11 years before being replaced by the 250JU in 1967. Part of the Adderley Park East Works site housed the SU Carburettor Company, another of Morris’s acquisitions. Eventually this business was set up in its own premises in Wood Lane, off the Tyburn Road. The vacated space allowed for the production of the J2 van. East Works was also the location of the carpentry shop, wooden bodybuilding and LD/J Type van body production area, the main vehicle production lines, CKD export packing area (later the J4 production line with the trim shop over), associated stores and offices. West Works contained development, engine reconditioning (until relocated to Coventry when it was replaced by FX4 taxi and Austin Gipsy production), axle machining and assembly, various machine

shops and tool sharpening. There were also the main offices including production, design and development, sales, accounts, etc. Later, there was also a fibreglass shop manufacturing body parts for the Gipsy 4x4 vehicles. On the top floor of the building alongside the railway line was the Apprentices’ Training School, consisting of most of the common machine tools used in the works, as well as welding facilities. This is where I joined the company in 1958. Later, see below, much of the East Works production was moved into West Works, together with production of the Morris Minor Traveller, van and pick up. The West Works Extension contained cylinder block and head machining, crankshaft and camshaft machining and engine component assembly, engine assembly, testing and rectification, crown wheel and pinion machining, grinding and testing, and the black arts of metal hardening, as well as stores and associated activities. Initially, most engines used in Morris Commercial vehicles were built here, but latterly only diesel engines were produced. These were used in the heavier vehicles produced at Longbridge and the Nuffield Tractor manufactured in the old Wolseley Works in Drews Lane. This production was later transferred to the new factory in Bathgate, Scotland. The smaller diesel engines used in the lighter vehicles were always produced elsewhere in the company. Vehicle despatch was located on the other side of the railway line in an area known as The Dock, approached under the railway bridge and Adderley Road South. Here, any vehicle rectification work was completed before despatch. Morris after the formation of BMC In 1960, production of the chassis for the FX4 taxicab and FL2 hire car was transferred from Longbridge to Adderley Park, which was also building chassis and diesel engines for the heavier commercial vehicles at Longbridge. In 1962, assembly of the FGK30 truck (with its distinctive “threepenny-bit” cab) was moved out to BMC’s new purpose-built truck plant at Bathgate, together with Longbridge produced larger commercial vehicle and Drews Lane produced Nuffield Tractors. The factory had been financed with Government backing to help regenerate a depressed area of Scotland. That same year, some of the spare capacity at Adderley Park was taken up when supplementary production of the Morris Minor van and pick-up derivatives was transferred from the Abingdon plant, where they had been built (along with the Traveller) since 1960, although primary production of these models continued at Cowley, alongside the saloon and tourer versions. Two years later, in 1964, Adderley Park became the sole producer of the van and pick-up, and in July 1969, production of the Traveller was also transferred there. Incidentally, sometime after the 1952 Austin-Morris merger, the Morris Commercial badge was eventually laid to rest as BMC decided to sell its commercial vehicles under both the Austin and Morris brands, although Morris Commercial Cars Limited continued to exist as a legal entity into the 1960s. The issue was that the two distribution families of the old Austin and Nuffield companies were still actively marketing their own brands against one another in spite of the considerable similarities between many of the models on sale. Adderley Park was making identical vehicles under both Morris and Austin names; for example: JB/101, J2/152, LC5/301, even the Morris Minor ¼ ton van/Austin ¼ ton van. The only differences were cosmetic, often only the grille panels in such cases as the JB, LD and LCFO vehicles. The business became part of BMC’s Light Commercial Vehicles Division building vehicles under the joint name of Austin-Morris and, in 1968, the marketing policy changed again, as the BMC brand was applied to many of the light commercial vehicles.

FIRE! On Saturday, 5th May 1962, a fire broke out in the East Works sawmill area. It was said to have been the largest and most damaging fire in Birmingham since the blitz. This spread to the whole of the front part of the east works building, aided by the construction of the roof of the major part. This was a ‘Belfast’ timber construction. Huge stocks of dry timber, paint, tyre stores, soft furnishings and fuel storage tanks rapidly spread over the LD, FG and J4 production lines. As a result, production was switched to the Gipsy 4x4 and FX4 Taxi lines in West Works. Fortunately, the J2 production areas on the far eastern side of the site were unaffected by the fire. Over 900 men were temporarily out of work, but by a massive co-operative effort, the LD and J4 production was back in operation within three weeks, albeit in West Works. Coincidentally, 3Ms vacated their leased part of the West Works buildings and LD body production was moved there. According to reports, losses of production from 40,620 units to 29,967 were wholly attributable to the results of the fire.

East Works Area affected by the fire Other departments were re-located around the factory, except the Service Department, which was re-located to Longbridge, where it was combined a similar department at Austins, where I joined soon after the move. Shortly after, these combined service departments were again re-located to the BMC Service headquarters at Cowley. Unfortunately, much of the historical archive went with the fire. Adderley Park on borrowed time However, with the formation of the mighty British Leyland Motor Corporation in 1968, the Adderley Park plant’s days were numbered. In his new role as chief of the Austin-Morris division, George Turnbull was on a mission to rationalise the glut of closely grouped factories inherited by the

company, and Adderley Park – which, at that time, employed almost 3000 people – was one of the first to be earmarked for closure. In 1970, production of the remaining light trucks was moved to the Bathgate plant (which was by then known as Leyland Motors (Scotland) Limited). That same year, Turnbull negotiated a deal with Bill Lucas of Carbodies to take over the production of the FX4/FL2 chassis; Carbodies had always built the bodies for these models and, from Spring 1971, they began to produce the complete vehicles at their Holyhead Road premises in Coventry. Around the same time, the final UK-built Morris Minor Traveller also left Adderley Park, in April 1971. That just left the commercial varieties, which were kept going until the end of the year – chiefly due to the continued loyalty of the Post Office, which took delivery of the very last examples built and then stockpiled them to be commissioned into service the following year. End of an era Thus it was that, with the production of the final Morris Minor van at the end of 1971, the Adderley Park factory closed its doors for the last time. The J4 and 250JU vans continued to be built there until the closure; production of these models was then suspended at the beginning of 1972 while the plant was moved to nearby Washwood Heath. Today, over forty-five years after the closure, there is little left of the former Adderley Park site, which is now home to an industrial estate. Apparently, all that remains is a memory, and a nearby road has been named Wolseley Street at some point in recognition of the site’s former occupants. Looking at Google Maps, it seems that a part of the West Works Extension wall remains on the corner of Adderley Road South that passes under the railway where access used to go to the Dispatch area known as the Dock. However, this may not be the case at all. The low wall that had survived along Bordesley Green Road and had been part of the main building frontage was removed some years ago.

A large batch of J4s and just-launched 250JUs are seen here in the Adderley Park dispatch yard, known as the Dock, in 1967, waiting to enter service with the GPO’s Telephones division Morris Commercial and other models produced at Adderley Park (1930-1971)

Model Dates

Notes Introduced Withdrawn

Y Type ‘Viceroy’ Passenger chassis

1930 1932 14ft wheelbase for 20 seater body; 15ft 6in wheelbase for 24 seater body

Model Dates

Notes Introduced Withdrawn

H Type ‘Dictator’ Passenger chassis

1930 1933

Single-deck bus chassis: Normal control classified as H type pre-1931, then HBS Type, Forward control classified as HF type pre-1931, then HFS Type.

J Type ‘Courier’ 1931 1934 JB4 & JF4 Type Courier 4/5 ton

P Type ‘Leader’ 1931 1934 PB4 Type 50 cwt; PB4 & PF4 Type 60 cwt; PB4 & PF4 Type 70 cwt.

R11/30 Type 30 cwt Middleweight Champion. Includes R11/40 & R13/40 Type 2 ton Economy

1931 1933 Replaced R Type 30 cwt Middleweight Champion. R11/40 & R13/40 with twin rear wheels.

L2 Type 10/15 cwt Includes L2.8 GPO version & DCTM Mark I military version

1931 1938 Replaced the L Type 15cwt.

T2 Type One Tonner - includes T2F Forward control version

1931 1938 Replaced the T Type Tonner

HD Type ‘Imperial’ Passenger chassis

1932 1933 Double-deck bus chassis: forward control only. Birmingham buses had smaller ‘Dictator’ engine.

TX2S & TX2L Type 40/50 cwt

1932 1933 Replaced TX Type 35/40 cwt.

RP Type 20 seat bus & RDS & RDL Type 50 cwt bulk load carrier.

1932 1933 50 cwt bulk load carriers fitted with six wheels (RDS & RDL – swb & lwb respectively)

G2 Type Junior Taxicab 1932 1936 Replaced G Type International Taxicab & Private Hire Landaulet

C Type Range 30 cwt – 60 cwt

1933 1937

Forward control – 4-cylinder engine: C11/30F, C11/40F, C12/60F, C13/60F. Normal control – 4-cylinder engine: C11/30, C11/40, C13/40, C9/60, C9/80 (1/36 on), C10/80 (11/37 on). Normal control – 6-cylinder engine: CS11/30, CS11/40*, CS13/40*, CS9/60, CS9/80, CS10/80. Forward control – 6-cylinder engine: CS11/30F, CS11/40F, CS12/60F, CS13/60F. * Left-hand-drive model available with L suffix(10/33 on).

CD, CDS, CDF & CDFW Types

1933 1940 6x4 military vehicles (“W” suffix denoted special winch). Production switched to Wolseley Motors, Drews Lane.

G2S Junior Six Taxi, ¾ Landaulet & Single Landaulet

1934 1938 4-cylinder engine

CS8 Type 15 cwts 1934 1945 5x2 military vehicle for several formats: Office, general service; wireless; compressor; fuel or water tankers; portees; etc.

C2 & CS2 Type 4 tonners 1935 1937 Normal control – 4-cylinder engine: C2.13/80, C2.13/5. Normal control – 6-cylinder engine: CS2.13/80, CS2.14/80, CS2.10/5, CS2.13/5.

PU Type 8 cwts 1936 1945 4x2 military vehicle personnel or wireless

G2SW Super-six Taxi, Landaulet

1937 1939 6-cylinder engine

LC Type 25/30 cwt 1937 1948 Normal control – 4 cylinder petrol engine.

CV ‘Equiload’ Types 1937 1949 Forward control – 4-cylinder petrol engine: CVF.13/5. Normal control – 4 cylinder petrol engine: CV.9/30, CV.9/40, CV.10/5, CV.11/30, CV.11/40, CV.13/3, CV.13/5.

CV ‘Equiload’ Types 1937 1949 Normal control – 6-cylinder petrol engine

(To 1939): CVS.9/30,

CVS.9/40, CVS.9/3-4, CVS.10/4, CVS.10/4-5, CVS.10/5,

Model Dates

Notes Introduced Withdrawn

CVS.11/30, CVS.11/40, CVS.13/3-4, CVS.13/4-5, CVS.13/5. Normal control (1948 – 1950) – 6-cylinder diesel engine: ECVO.13/5, NCVO.13/5.

Q Type 4x4 1937 ? Mainly development

L3 Type 15 cwt - Includes L2.8 GPO version & DCTM Mark II military version

1938 1941 Replaced the L2 Type

T3 Type One Tonner - includes T3F forward control version

1938 1943 Replaced the T2 & T2F Type Tonner

C8 & C9 4x4 Types 1939 1945 C8 - General service and gun tractor. C9 - Bofors gun platform.

PV Type 15/20 cwt van 1939 1953 Replaced by LD Type series

‘Terrapin’ 8x8 Amphibious 1942 1944 Designed by Thorneycroft with 2 x Ford V8 engines

‘Neptune, amphibious vehicle

1942 ? Experimental. Production transferred to Nufffield Mechanisations, Castle Bromwich

LC3 Type 1948 1952 Replaced LC Type

FV/FVO Type 5 tonners 1948 1954? Forward control, fitted with 6-cylinder petrol engines or 6-cylinder diesel (Saurer) engines. FVS models received uprated petrol engines

OP, PP & PPS Type Passenger chassis

1948 1954? For up to 32 seat bodies. OP (diesel) and PP (4-cylinder petrol engine). PPS received 6-cylinder petrol engine.

Morris J-Type 1949 1957 Superseded by JB-Type

NVS & NVO Types 1950 1954? Replaced CV type

LC4 Type 1952 1953 Replaced LC3 Type

MRA.1 Type 4x4 1952 1954?

Morris LC4 Type 25/30 cwt

1952 1960 Replaced by FG series

Morris LD1 & LDO1/Morris LD2 & LDO2 1-ton & 1½-ton

1952 1968

Replaced PV Type van. Later LD4/LDO4/LD5 & LDO5, then LD.M20 & LD.M30. LD5W Ambulance chassis. Morris LD5T & LDO5T Type 2 tonners. As LD5 with twin rear wheels. Replaced by EA

Morris LC5/LCO5 Type / Austin 301 Type 25/30 cwt

1953 1960 Replaced LC4 Type.

Morris LCFO5 2 tonner 1954 1960 Forward control – 4 cylinder diesel engine

Morris J2/Austin 152 15 cwt

1956 1967 Later J2.M16 Type 16/18 cwt. Replaced by 250JU

Morris JB-Type / Austin 101 Type 10 cwt

1957 1960 Replaced by J4

Morris / Austin FG/FM series

1960 1962 Production transferred to Bathgate

Austin FX4/FL2 chassis 1960 1971 Production transferred to Carbodies in Coventry.

Austin Gipsy Series II 4x4 1960 1968

SWB and LWB models. Became Series IV in 1962, designated G4.M10. Withdrawn by Leyland due to in-house competition with Land Rover.

Morris/Austin/ J4 type 10 cwt

1960 1971 Later J4.M10 15/18 cwt. Production transferred to Washwood Heath.

Morris Minor van/pick-up 1962 1971 Production transferred from Abingdon (and from Cowley in

Model Dates

Notes Introduced Withdrawn

1964), and ceased with closure of Adderley Park.

BMC/Austin Morris JU Type 250JU 18/20 cwt

1967 1971 Later to become 250JU. Production transferred to Washwood Heath.

BMC/Leyland EA350 Type & EA420/440 Type

1968 1971 Production transferred to Bathgate.

Morris Minor Traveller 1969 1971 Production transferred from Cowley, and ceased in April 1971

PLEASE NOTE: The writer has consulted various publications by among others, the late Harry Edwards and Norman Painting, together with information available on line, as well as his own memory. Any inaccuracies are his responsibility. David Pusey © morriscommercialremembered.uk