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W.N. Brockway, W.N. Brockway Carriage Works, W.N. Brockway Estate Wagon Co., Brockway Motor Truck Co., Brockway Motor Truck Corp., Brockway Motor Co., Brockway Motor Trucks div. of Mack Trucks, Inc.
W.N. Brockway, 1851-1875; W.N. Brockway Carriage Works, 1875-1889; W.N. Brockway Estate Wagon Co., 1889-1913; Homer, New York; Brockway Motor Truck Co., 1912-1922; Brockway Motor Fire Apparatus Co., 1916-1930; Brockway Motor Truck Corp., 1922-1932; Cortland, New York; Indiana Truck Corp. Div of Brockway Motor Truck Corp., 1928-1932; Marion, Indiana; Brockway Motor Co., 1932-1937; Brockway Motor Co., Inc., 1937-1956; Brockway Motor Trucks div. of Mack Trucks, Inc. 1956-1977; Cortland, New York
Associated Firms
Chase Truck, Mack Truck, Indiana Truck, Champion Sheet Metal Co.

The Right Way, a History of Brockway  Trucks

For 65 years Cortland, New York was the home of Brockway, one of the 20th Century's best known manufacturers of heavy duty class 3, 4 and 5 motor trucks. If you grew up in New York State, chances are your town or municipality owned a number of Brockways, which were the chassis of choice for snow removal and road maintenance work. Many town's fleets were exclusively Brockway, and the brand continues to enjoy a rabid fan base a good 40 years after the last Brockway rolled out of its Central Ave. factory.

Although municipalities were their biggest customers Brockways were also popular with breweries, dairies, meat packers and oil companies and for many years enjoyed a brisk business with large fleet operators that transported cargo up and down the Atlantic seaboard.

Brockway’s conservatism and reluctance to change specs appealed to the sort of customer who bought these units. Consistent and unchanging specs vastly simplified parts and servicing. Fleet operators with big shops and parts departments of their own knew that new models wouldn't make their inventories obsolete. Similarly, mechanics found the latest Brockways not much different from the old.

Brockway enjoyed a first-rate reputation in the industry and their customer loyalty shown by repeat buyers was the best in the industry, despite being an 'assembled' truck. The term refers to a vehicle constructed using components sourced from third parties - as opposed to one 'manufactured' completely in-house, such as GMC, Mack, White and International trucks. Only a handful of their 'assembled' competitors - Kenworth and Peterbilt - enjoyed the same reputation, albeit on the Pacific coast.

With their idiosyncratic  'backwards' fenders and hood-top vents, Brockways couldn't be called beautiful, however their handsome cabs and front ends, which changed only a handful of times during their 60-year history, made them instantly identifiable on the road, further endearing them to their conservative clientele. 

Throughout their entire history, the firm specialized in custom-built jobs, which in its pre-war days were often delivered with truck bodies that were built-in house, by their team of former carriage and wagon builders. Brockway was also one of the first firms to offer sleeper and quad cabs and its stampings were supplied by Cortland's *Champion Sheet Metal Co.

(*Founded in 1892 to make milk coolers and dairy equipment, the Champion Sheet Metal Co., 1 Squires St., Cortland, supplied Brockway with most of its stamped sheet metal, eg: cab stampings, hoods, fenders, cowls, doors etc.)

Brockway's products were distributed by small network of factory branches that were scattered throughout the eastern states, primarily in New York, New Jersey and Pennsylvania. From the 1930s into the 1970 Brockway's export division enjoyed a brisk business, finding willing customers in such disparate environments as South America and the Middle East.

The firm traces its roots to William Northrup Brockway (b.1829-d.1889), a successful cabinet and carriage builder who enjoyed great success in the latter 19th Century in a small village located 3 miles north of Cortland and about 35 miles south of downtown Syracuse, called Homer, New York.

William N. Brockway's first paternal American ancestor, Wolston Brockway, settled in Connecticut after leaving his native England in 1650. From him and his wife, Hannah Briggs, the lineage follows their son Wolston (#2) and Margaret Ann Brockway; then through Samuel and Lydia (Johnson) Brockway; Wolston (#3) and Dorcas (Wheden) Brockway; Joseph and Jane (Doty) Brockway; Rueben and Catherine (Delamater) Brockway, then finally Smith Payne and Minerva (Northrup) Brockway, his parents.

William Northrup Brockway was born in Cortland County, New York on June 6, 1829 to Smith Payne (b.Apr. 22, 1805 in Homer, Cortland County, NY – d. Mar. 16, 1872) and Minerva Northrup (b.1804 – d. 1889) Brockway. [FYI Minerva was Smith Payne Brockway’s second wife, his first, Ruth Rockwell Brockway (b.1803 – d.1828), died giving birth in 1828.]

William Northrup Brockway’s siblings included:  un-named infant (b.1828-d.1828 - half sibling); Jeanette Angeline (b.1835-d.1878 married C.E. Shopbell of Williamsport, Penn.); Henry Smith (b.1839-d.1920); and Thomas Rockwell (b.1841-d.1842) Brockway.

Six-month-old William contracted a grave case of croup - at one point being  pronounced dead - but luckily a persistent family friend nursed him back to good health. He spent his early life in the Cortland County village of Cincinnatus and the Tompkins County village of Groton where the 1840 US Census lists Smith P. Brockway with  a family of 1 adult male, 2 male children, 1 adult female and 3 female children, which were the only details provided.

In 1841 12-yo William accompanied his family to the growing village of Homer where his father established a wood works and engaged in the manufacture of cabinets and home furnishings. Both William N. and his sister Mary H. Brockway are listed as students in the 1844 and 1845 Cortland Academy yearbooks. The academy offered a general education in the arts, business and sciences and offered a specialized course in student teaching.

Concurrent with his higher education William learned the trade of cabinetmaking at his father’s side and by the time he reached his majority he became acting manager of the enterprise.

The 1850 US Census for the Town of Homer, Cortland County, New York lists Smith P. Brockway (50-yo carpenter, b. in NY) as head of household; Minerva (45-yo, b. in Conn.) his spouse; and 5 children; W.N. (20-yo cabinet maker); Mary H. (19-yo); Angeline J. (14-yo); Emma J. (12-yo); and Henry S. (10-yo) Brockway. Also included in the household were: Oscar Smith (19-yo cabinet maker), John Dunham (16-yo chair maker), and Zacheus Maltry (21-yo chair maker). The census also states that W.N. Brockway owned $1,500 worth of real estate– curious as he was the only member of the family listed as owning any property.

William N. Brockway began furniture manufacture on his own accord in 1851 with a shop located on the corner of Cayuga and Main streets, Homer. Advertisements in the  Cortland County Gazette mentioned a wareroom located 1 door west of Murray’s Hardware Store, which was located one block away on James Street, close to Main.

As was common at the time, he also served as the local undertaker, his advertisements offering coffins of rosewood, butternut, cherry and pine of all sizes and prices, all trimmed in the best materials in an hour’s notice.  His furniture wareroom contained  black walnut and mahogany furniture made in-house and procured from factories located out of town. In 1855 he removed into a larger wareroom that was later occupied by Tripp & Williams.

The 1855 New York State Census for the Town of Homer, Cortland County, lists Smith P. Brockway (50-yo ‘mecanic’, b. in NY) as head of household; Minerva (50-yo, b. in Conn.) his spouse; and 5 children; W.N. (26-yo ‘cabinet maker’); Mary H. (24-yo); Jenette A. (20-yo); Emeline J. (17-yo); and Henry S. (15-yo) Brockway. Also included in the household was Walter Hook (24-yo ‘painter’ b. in England).

The 1860 US Census for the Town of Homer, Cortland County, New York lists Smith P. Brockway (60-yo, b. in NY) as head of household; Minerva (54-yo, b. in Conn.) his spouse; and 5 children; William N. (31-yo cabinet maker); Mary H. (28-yo); Angeline J. (24-yo); and Henry S. (20-yo) Brockway – Emma is no longer included. Also included in the household was Charles N. Southooth, a teamster. The 1860 census lists the value of William N. Brockway’s real estate at $4,000, his personal estate at $3,000. Again he was the only member of the family listed as owning any property and by that time he employed 10 hands, the 1860 US Census of Industry (taken June 1, 1860) reporting:

“Name of individual: W.N. Brockway; Name of product: Cabinet; Capital invested: $6,000

“Raw material used: 20,000 bd. ft. of cherry $800; 40,000 bd. ft. of basswood $400; 10,000 bf. ft. of pine $150; 10,000 bd. ft. ‘other kinds’ $500; other stock $3,150

“Employees – 10 males avg. monthly cost of male labor $300

“Manufactured - 400 bed steads, $1500 retail; 300 tables, $1,000 retail; 2,500 chairs, $5,000; sofas and other work $6,500 – total sales, $15,000”

In October 1860 Brockway married Edith Hine of Preble, Cortland County, New York, a direct descendant of Revolutionary War hero Jared Hine, (b.1734-d.1877) who was fatally wounded in the Battle of White Plains. To the blessed union was born two sons, George Albert (b.March 26, 1863) and Willie Hine (b.1867 - d.1868) , and three daughters; Florence I. (b. 1862), Josephine A. (b.1865) and Fannie M. (b.1868) Brockway.

Brockway was a regular advertisier in the Cortland Gazette & Banner which detailed his current furniture inventory and undertaking business which served the citizens of the town of Homer whose 1865 populationwas 3,856 persons ( the 2010 US Census lists its current population at 6,405).

His listing in the 1869 Gazetteer and Business Directory of Cortland County, N.Y., follows:

“Brockway, W. N., (Homer) undertaker and furniture dealer.”

Although his name was not yet among them, the 1869 directory also listed the following Homer carriage builders: Alexander Bates (Bates Carriage Manufactory), Charles E. Bigsby, E. Harvey Coon, W.T. Smith & Co. (William T. Smith & Newell Jones).

Very few pieces of Brockway’s finely-crafted furniture remain today - the Central New York Living History Center has a beautiful sideboard with W. N. Brockway labels and the Cortland County Historical Society has two Brockway-tagged cane chairs.

Brockway's services were also listed in the 1871 Syracuse directory under the Homer heading, which also listed Homer’s four carriage builders: A. Bates, James St.; C.E. Bigsby, Main St.; S.B. Card, Mill St.: Sticker, Hobert & Jones, (John Sticker, A. W. Hobert and Newell Jones) Main St.

Sticker, Hobert & Jones were successors to W.T. Smith & Co. which operated out of a wareroom and manufactory located at 121 South Main St. The firm was briefly mentioned in an 1872 issue of the Hub:

“Sticker, Hobert & Jones, of Homer, N.Y., employ thirteen men”

Newell Jones, a partner in both firms, also served as Homer’s Postmaster during the Grant and Hayes administrations.

In 1873 Brockway rented a small shop in Homer’s Mechanics’ Hall, a communal structure located at the corner of Cayuga and Main streets where individuals pursued their hobbies and vocations. William learned the nuts and bolts of vehicle construction, which culminated in his 1874 purchase of the Sticker, Hobert & Jones carriage works whose 2-story wooden manufactory at 121 South Main St. was  located across the street from the village foundry.

Brockway’s initial interest in acquiring the recently defunct carriage works was to acquire its woodworking equipment but several months later he began the manufacture of platform spring wagons, constructing a reported 50 spring wagons and 50 buggies during 1875, its first full year of operation. (Coincidentally John Sticker later served as Brockway’s southern sale representative until his death in 1911). Although none of Brockway’s subsequent warerooms, manufactories or factory buildings remain standing, his original 121 South Main Street manufactory still stands – albeit in a rather unflattering condition (the building with the UNROOM sign pictured to the right).

Brockway found the vehicle-building enterprise profitable and decided to enter the business in a large way, purchasing 3 acres of undeveloped land that ran behind his 31 James Street to the main line of the Delaware, Lackawanna & Western Railroad,  commencing construction a factory complex which grew to include a total of 13 structures of from one to three stories tall. Power for the 160 by 30 foot main building that was consturcted alongside the railway was supplied by a 50 horsepower stationary engine and the stand-alone blacksmith shop boasted 12 separate fires. During the 1880s the Brockway Co. was cited as being the 'largest carriage company owned by a single person' and at its peak 160 men turned out 2,500 vehicles per annum.

Brockway continued his furniture and undertaking business into 1882 when it was taken over by Edward Tripp & F. Eugene Williams in the style of Tripp & Williams, the January 27, 1882 issue of the Cortland County Democrat reporting on the change:

“W. N. Brockway has fitted up a very neat office in the old shop formerly used for cabinet manufacture. They removed from the old office on Tuesday, leaving Tripp & Williams in full possession of the cabinet warehouse. The new firm have a large and handsome stock of goods of the latest patterns, and we notice some fine chamber sets among the stock. Their first job of undertaking occurred on Tuesday, it being the funeral of Mrs. Williams who lived on Brewery Hill and who died on Sunday last.”

In January, 1884, Tripp withdrew from the partnership, leaving Williams sole proprietor of the furniture store and undertaking parlor. By that time William N. Brockway’s eldest son, George A. Brockway, had completed his studies at the Union School and Homer Academy and had begun work at his father’s wagon and carriage works.

A display ad placed by H. Friendly in the March 9, 1883 Cuba Patriot (Cuba, NY) follows:

“We have the agency for Rushford, Friendship and Cuba for the most elegantly finished platform wagon in the market. Also the easiest riding, well balanced five spring Brockway wagon, so well liked by farmers, and made at Homer, N. Y. A full line of one and two horse Conklin lumber wagons. We guarantee both wagons and price. One word to our customers, you can, you will and you must do just as well here as it is possible for similar articles elsewhere. That is and has been the motor of H. Friendly.”

Andrews & Johnson, the Brockway distributor in Greenville, Pennsylvania, placed the following item in the October 3, 1883 issue of the Record Argus:

“Homer, N.Y. Oct. 3, 1883


“Please insert the following notice: I am pleased to state to the public that I have, during the present season, sold and shipped Andrews & Johnson, of Atlantic, Crawford county, Pa., sixty buggies and spring wagons. Any one wishing a fine carriage will do well to call on Andrews & Johnson and look their stock over and place an order for one of my standard buggies.

“Very truly, W.N. Brockway.”

In March of 1886 the Knights of Labor, at its time the nation's largest labor union, ordered a boycott against the wagons and sleighs made by Gage, Hitchcock & Co, W.N. Brockway and the Homer Wagon Company, all of Homer, N. Y. They accused all three firms of discharging workers because they were members of the Knights of Labor.

Homer's manufacturers refused to negotiate the Knights of Labor members, electing instead to shutter their factories during the summer in hopes of forcing union members to abandon their cause and return to work in the fall, when local opportunities for employment were few and far between.

As expected, the majority of Homer’s carriage and wagon workers returned to their jobs by year’s end, in spite of the fact the Knights of Labor had given local organizers a $2,000 endowment to set up their own cooperative works, which ultimately proved unsuccessful.

William N. Brockway was also a director of the Cortland and Homer Horse Railroad Company, a small street railroad that operated a single 4-mile line between Homer and Cortland which was chartered in 1880. The firm owned four open cars, four box cars and eighteen horses and carried 134,894 passengers in 1889.

The Brockway family's listing in the 1887 Homer directory follows:

“George A. Brockway, cashier for W.N. Brockway; H.S. Brockway, supt. for W.N. Brockway; W.N. Brockway, manuf. of carriages”

George A. Brockway was married in Cortland, June 15, 1888 to Mary Leffingwell Dunbar (b. May 30, 1868 – d. Jul. 12, 1947), the daughter of Harlan Page Dunbar of that city. They had two sons, William Northrup (b. March 17, 1890) and George Russell (b. August 1893) Brockway.

In 1888 William N. Brockway purchased a large plot of land at 25 S. Main St., Homer where he constructed a handsome brick, three-story, commercial block which was christened the Brockway Building. While the block was under construction the senior Brockway was stricken with an as-yet-unknown debilitating illness and his son, George  A. Brockway, took charge of the business affairs of the carriage works while William's younger brother Henry S. Brockway (George's uncle) remained superintendent.

On October 24, 1889 William N. Brockway passed from this mortal coil, his funeral services being held at the Homer Congregational Church with the assistance of clergy from Homer's Methodist-Episcopal Church. It was reported that his employees led the procession to Glenwood Cemetery and the plant's foremen lowered his body into it final resting place. His obituary appeared in the November 1, 1889 issue of the Cortland County Democrat:

“Died. Brockway - In Homer, N.Y., October 24, 1889, Mr. W.N. Brockway, aged 60 years.

“Death of William N. Brockway.

“William N. Brockway, one of the best known and most highly respected citizens of Homer died at his home in that village October 24, 1889. He was born in Cortland June 6, 1819 but passed his early years in Groton and Cincinnatus. When he was twelve years old the family moved to Homer where his father engaged in business as a cabinet maker. Before he was of age he became the manager of the business and very soon was at the head of a large and lucrative establishment. In October 1860 he married Miss Edith Hine of Preble.

“In 1875 Mr. Brockway commenced the manufacture of wagons and to this business he brought the same rare tact and business sagacity that he had exhibited in the furniture trade and it was a success from the start. With only moderate means to start with, he soon overcame every obstacle and for some years past had been making money rapidly. His wagons found a ready sale everywhere and they stood high in the estimation of dealers.

“Something over a year ago his health failed him, but his courage and energy stood by him and kept him about his business when many other men would have been in bed. He had a kindly disposition and made many friends who were sincerely attached to him. He had undoubtedly done more for Homer than any other of her citizens and his loss will be keenly felt. The business had been so thoroughly systemized, however, and the several members of his family are so thoroughly familiar with every department of it, that it will go on as usual.

“The funeral services were held at the family home on the 27th ult., and were conducted by Rev. W.A. Rrobinson, assisted by Rev. A.N. Damon. Mr. Brockway leaves a widow and four children to mourn his loss.

“That on or about the 24th day of October 1889, William N. Brockway, who was then a resident of the County of Cortland, departed this life leaving a last will and testament wherein and whereby the above named George A. Brockway and Edith N. Brockway are named as executor and executrix thereof. That said will was duly admitted to probate by the Surrogate of said County of Cortland and letters testamentary thereunder issued to George A. Brockway and Edith N. Brockway as executor and executrix thereof. That thereafter and at all times the said George A. Brockway and Edith N. Brockway were copartners in business under the firm name of W.N. Brockway.”

The following resolutions of respect were adopted by the citizens of Homer on October 25, 1889:

“First. That in the death of Mr. Brockway, our village has lost one of its most enterprising business men, whose abilities and tact have builded in our midst a large, successful and permanent manufacturing establishment, giving employment to hundreds of laboring men, and benefiting and enriching our whole community.

“Second. That we recognize in Mr. Brockway's remarkable career those splendid qualities of pluck, nerve, determination, practical sagacity, and sterling honor, which won the confidence of business men in all parts of the United States, triumphed over all obstacles and layed deeply and firmly the foundations and builded high the superstructure of a great business establishment in our midst, which has blessed thousands of our people, and promises much good in the future.

“Third. That our sorrow is intensified by the fact that death has removed him at the very time when his indomitable energy had triumphed over all obstacles; wealth had been accumulated, and the enjoyment thereof seemed at hand.

“Fourth. That we extend to his family our sympathy in their deep affliction.

“Fifth. That as a mark of our respect and admiration for Mr. Brockway, and as a token of the gratitude which the people of this village justly feel toward him, we cause these resolutions to be printed in the newspapers of our county, and that the president of this village cause the same to be engrossed, and that he present them to the family of the deceased.”

On June 15, 1888, during the early stages of his father's illness, George A. Brockway had married Mary Leffingwell Dunbar (b. May 30, 1868 – d. Jul. 12, 1947), the daughter of Harlan Page Dunbar of Cortland, N.Y. They had two sons, William Northrup (b. March 17, 1890) and George Russell (b. August 1893) Brockway.

William N. Brockway's will, written in August 1889, stipulated that his widow, Edith H., son George A., and three daughters; Florence I., Josephine A. and Fannie M. Brockway, would share equally in all investments, property, etc. Edith and George were given complete control of the carriage works, which operated from then on as the W.N. Brockway Estate Carriage Co. (some sources list it asW.N. Brockway Estate Wagon Co.) When the estate was finally settled in 1891 George A. Brockway assumed the presidency of the carriage works at an annual salary of $6,000 (as stipulated by his father's will - one source says $3,000).

The 1899 edition of the Annual Report of the Factory Inspectors of the State of New York states W.N. Brockway employed 160 males and 1 female in the manufacture of carriages and that each employee put in a 60 hour work week.

On March 18, 1894 a large fire destroyed a large number of the firm's finished wagons and carriages, the March 19, 1894 issue of the Boston Globe reporting:

“Suffering Homer

“Syracuse, N.Y., March 19 – At Homer, Cortland county, fire yesterday destroyed the Gage company’s cutter factory, together with Maxson & Starlin’s engine works and two dwellings. The Brockway wagon company had many wagons stored in the Gage factory. The loss is about $80,000; partially insured.”

Upon his election as Vice President of the  New York state branch of the C.B.N.A. (Carriage Builders National Association), George A. Brockway was profiled in the
August, 1898 issue of The Hub:

“George A. Brockway,

“Vice President for New York State, is at the head of one of the largest wholesale carriage manufacturers in the State. The business is located at Homer, N. Y. It was started by his father, the late William N. Brockway, in 1875, and the son who was associated with him up to the time of his death in 1889, continued the business under the old name, William N. Brockway, in accordance with an arrangement made prior to the death of the senior. Employment is given to about two hundred men the year round, turning out about three thousand five hundred high grade vehicles annually. George A. was born in 1863, and since he has been managing the business it has been prosperous even through the seasons of depression, and an enviable reputation has been established for the vehicles produced.”

The 1900 US Census lists George A. Brockway, occupation 'carriage mfr.' at 82 South Main St., Homer, with his wife Mary Leffingwell (Dunbar) and two sons, William Northrup (b. March 17, 1890) and George Russell (b. August 1893) Brockway. Also included were two servants, Anna S. Carver (b.1857) and Mary L. Gorman (b.1878). The Brockway mansion, which was constructed for George soon after his marriage, remains standing at the same address, 82 South Main St., Homer, N.Y., today.

The Club Notes column of the June 24, 1903 issue of The Horseless Age reveals George A. Brockway had recently joined the Syracuse Automobile Club:

“The Automobile Club of Syracuse, N.Y., at its last meeting determined to hold an automobile race on the afternoon of July 4, either on the State Fair Ground mile track of the half mile track at Kirk Park. A committee, consisting of C. Arthur Benjamin, W.S. Brown and Hurlburt W. Smith, was appointed to make the arrangements. Harry C. Pierce, Carl L. Amos, George A. Brockway, of Homer; J.S. Leggett and C.S. Kennedy, Syracuse, were elected members. The next club run will probably be to Utica.”

The firm's capacity was mentioned in the April 1904 issue of Carriage Monthly:

“The William N. Brockway Estate.

“The William N. Brockway Estate, Homer, NY, were established in 1851. Their capacity is 5,000 vehicles annually. Of the present output, carriages represent 95 per cent, wagons 5 per cent. Geo. A. Brockway is the general manager.”

In December, 1906, William N. Brockway’s five survivors - his widow, Edith H., son George A., and three daughters; Florence I., Josephine A. and Fannie M. Brockway - signed over their rights to estate of William N. Brockway to George A., who now assumed complete ownership of the carriage works.

The Brockway family's listing in Manning’s 1908 Homer Village Directory follows:

“Brockway Edith, widow William N, h 27 James [S Main]
Brockway George A, pres 25 S Main and 25 James, h 84
Brockway Harry S, reporter, h 20 James
Brockway Henry S, supt 25 James, h 20 James
Brockway W N Estate Wagon Co, 25 James
Brockway William N, clerk 25 James, res 84 S Main”

In September 1909, George A. Brockway embarked upon a pilot program to see if current Brockway wagon customers would be interested in purchasing a Brockway-badged motor truck. Realizing his engineering staff was ill-equipped to design a truck from scratch, he enlisted the assitance of Syracuse, New York's Chase Motor Truck Co., which was founded by ex-Franklin engineer, Aurin M. Chase, a fellow member of the Automobile Club of Syracuse.

Born on September 29, 1874, Aurin M. Chase was the son of Austin C. Chase (b.1835), vice-president of the Syracuse Savings Bank, and a director and officer of the Syracuse Chilled Plow Co.  After his 1900 graduation from Boston Tech (now M.I.T.) with a degree in mechanical engineering he took a job with the Syracuse Chilled Plow Company as engineer. In 1904 he the firm to take a position with the recently-formed Franklin Automobile Co. as assistant superintendent. (In 1910 his father, Austin, helped orchestrate John Deere Co.'s takeover of Syracuse Chilled Plow.)

In 1907 Aurin M. Chase left Franklin to found his own air-cooled automobile manufacturing operation, the Chase Motor Truck Co. The firm's first products were professional-grade 1/4- to 1-ton high-wheeled motor trucks powered by both two and three-cylinder, two-cycle, air-cooled engines of his own design. It is assumed that the engines were manufactured for Chase by the Brennan Motor Manufacturing Co., a well-known builder of early automobile engines that were based in Syracuse.

In late 1909 Chase expanded their manufacturing operations at which time George A. Brockway became interested in the firm as an investor and director, the September 1910 issue of Telephony recording:

“The New Officers of the Chase Motor Truck Company

“At the meeting of the stockholders of the Chase Motor Truck Company, Syracuse, N.Y., the following were elected for the ensuing year: A.M. Chase, A.C. Chase, H.P. Bellinger, all of Syracuse; L.O. Bucklin, Little Falls and Geo. A. Brockway, Homer. At a meeting of the directors immediately following the stockholders meeting, the following officers were elected: A.M. Chase, president; H.P. Bellinger, vice president; E.A. Kingsbury, secretary treasurer.”

In September of 1909 Chase began supplying Brockway with knocked down chassis which were shipped to Cortland where they were fitted with Brockway commercial bodies and shipped off to key Brockway distributors.  Brockway Carriage Works did little to advertise the approximately 30  Chase-based light delivery trucks constructed from 1910 to 1912, the only mention I could find being the following item which was included in the June 29, 1910 issue of The Horseless Age:

“Furniture dealers have taken up the motor truck and delivery wagon extensively during the last few months. The Los Angeles Furniture Company three months ago bought a 2 ton Reliance truck, using it for both city and suburban delivery, and for hauling from warehouse to store. The Pease Brothers Company, a furniture concern, has a 2 ton Frayer-Miller truck in service, having bought the machine four months ago. Parker Brothers have had a 20 ton Reliance truck in service for a period of about equal length, and R. W. Pierce is using a light Brockway delivery wagon with open body and solid tires for city deliveries.”

The truck mentioned was one of six vehicles that Brockway shipped to their Golden State distributor during January of 1910. One dealer in Los Angeles was the Pioneer Auto Company, who sold Reliance Motor Trucks (later GMC) and Brockway Delivery Wagons. Brockway would build three styles of trucks, but with different cab styles such as an open wagon, a duck top, and a panel top. The Mack Truck Museum in Allentown, Pennsylvania owns the only original Brockway truck known to exist from this era.

The 1910 US Census lists George A. Brockway, occupation “carriage mfr.” at 82 South Main St., Homer with his wife Mary Leffingwell (Dunbar) and youngest son, George Russell (b. August 1893) Brockway. His two servants, Anna S. Carver (b.1857 in Ireland) and Mary L. Gorman (b.1878 in Ireland) were also included. William N. Brockway was away at college at the time of the Census.

In August of 1912, George A. Brockway and Fred. R. Thompson leased a building that was previously owned by the Ellis Omnibus and Cab Company in Cortland, New York, the  'Factory Miscellany' column of the August 1, 1912 issue of the Automobile announcing the acquisition:

“Lease Cortland Factory Building - Frederick R. Thompson and George A. Brockway, both of Homer, N.Y., have leased the plant of the Ellis Omnibus and Cab Company, Cortland, N.Y. for their factory where they will manufacture motor trucks. The plant was leased with an option for purchase, if later desired.”

According to the 1899 publication, 'Grips; Historical Souvenir of Cortland':

“The Ellis Omnibus and Cab Co. are located on the northeast corner of Railroad and Pendleton streets, and are the successors of the Cortland Omnibus and Cab Co. The Cortland Omnibus and Cab Co. were established in 1850, and were first incorporated in 1890, but were re-incorporated with an increased capital stock in July 1892, and were run as the Cortland Omnibus and Cab Co. until Jan., 1896, when the entire business and real estate were purchased by E.E. Ellis, who at that time was the president and treasurer of the Cortland Omnibus and Cab Co. The name of the business was changed to Ellis Omnibus and Cab Co. While this is the title of the business, Mr. Ellis is the sole owner and manager of the same. This business has gradually increased until it is one of the largest exclusive builders of omnibuses, wagonettes, cabs and hotel coaches in the United States. This company built the first open and closed street cars that were used by the Cortland and Homer Traction Co. Their work can be found in most every state in the Union, and they are also shipping their large carettes, omnibuses and modern transfer coaches to different parts of Mexico and Bermuda. Mr. Ellis has a the head of each department men of large experience as superintendents, men that have been many years connected with this factory.

“E.E. Ellis was the only child of Mr. and Mrs. W.M. Ellis, and was born at Peruville, Tompkins County, N.Y. on May 27, 1850. His boyhood days were spent at his birthplace and at Watkins Glen, N.Y. With the exception of the past eight years, which have been devoted to his present business, he devoted his time principally to the mercantile business at Allentown, Pa, Wilmington, Del., McLean, N.Y., and Etna, N.Y. He was married April 1, 1890 to Miss Alice Blinn, daughter of Mr. and Mrs. Alexander C. Blinn of McLean, N.Y. They have two children, Leo Eugene and Errol Blinn, and all live at their residence, 106 North Main street.”

E. Eugene Ellis' Omnibus company had been building small numbers of motor bus bodies since 1904, although not in sufficient numbers to keep the business going past 1909. Coincidently, Ellis Omnibus & Cab Co. constructed at least one bus body on a Franklin chassis, the March 6, 1909 issue of the Automobile reporting:

“Replacing Horse-Drawn Herdics in Washington.

“A motor omnibus, the product of the H. H. Franklin Manufacturing Company, has been put in service in Sixteenth street in Washington, the plan being to replace with such vehicles the horse-drawn herdics which have been in use in that street despite long complaint on the part of Washington people. The omnibus is specially built to accommodate fourteen or sixteen people, seated along the side. It is for operation without a conductor, the door, at the rear, being controlled by the driver by means of a strap. Fares are deposited in a cash box of which he is in charge. The car is electrically lighted and weighs 3,180 pounds. lt is built on a chassis that is practically that of one of the Franklin trucks, with a lengthened wheel base, 120 inches. It has a worm drive rear axle. The engine is air-cooled and has 18-horsepower. The cylinders are 3 1-8 x 4 inches. The vehicle is geared to run about fifteen miles an hour, and is to be in service 17 1-2 hours daily, running in that time 120 miles. It is provided with three speeds forward and a reverse; the transmission is of the progressive type, sliding gear. The body was built by the Ellis Omnibus & Cab Company of Cortland, N.Y., and negotiations for placing the car in service were made by the Cook & Stoddard Company, Franklin dealer in Washington. The omnibus is operated by the Metropolitan Coach Company.”

Frederick R. Thompson, George A. Brockway’s brother-in-law, was born at Trumansburg, Tompkins County, September 9, 1867, to Henry McLallen and Mary S. (Bower) Thompson.  After a public education at the Trumansburg schools he attended the Philadelphia Dental College (now Temple University), graduating in 1889 with a degree of Doctor of Dental Surgery, and during the next fifteen years was engaged in practice at Homer, N.Y. On September 19, 1894, he married Fanny May Brockway, the daughter of William N. and Edith (Hine) Brockway. In 1904 he moved to New York City where he joined his cousin in the real estate firm of G.S. and F.R. Thompson. In 1912 Thompson returned to Homer to assist his brother-in-law with the organization of the Brockway Motor Truck Company, serving as secretary and treasurer of the company until his retirement in 1929, after which he became president of the Homer National Bank. In 1932 he successfully campaigned to be the mayor of Cortland, serving from 1933-1934.

Brockway's other partner, Charles Sherman Pomeroy, was born September 4, 1865 in Brooklyn, Kings County, New York to Julius Rowley and Elvenah (Sherman) Pomeroy. After his father’s death in 1877 his mother relocated the family to her hometown of Homer, New York. After completing his education Charles rose through the ranks of the Homer National Bank which was located in the Brockway Block at 25 S. Main St., Homer. As head cashier of the bank he oversaw the financial business of the Carriage Company and was instrumental in attending to the financial requirements involved in the organization of the Brockway Motor Truck Company, of which he served as vice-president until his retirement in 1917. He passed away on March 2, 1920.

The formation of the Brockway Motor Truck Co. was first announced to the trade in the 'Automobile Incorporations' column of the August 29, 1912 issue of The Automobile:

“Cortland, N.Y. - Brockway Motor Truck Company: Capital, $100,000; to manufacture motor trucks. Incorporators: George A. Brockway, Charles S. Pomeroy and Frederick R. Thompson.”

Further details were included in the September 1, 1912 issue of The Power Wagon:

“Homer, N.Y. — William N. Brockway, who has been engaged in the carriage building industry since 1851 and who claims to operate one of the largest carriage plants in the world, has organized the Brockway Motor Truck Co., capitalized at $250,000. Three types of motor trucks will be produced, of the following capacities: 1,000 to 1,500 pounds, 2,000 to 2,500 pounds, and 3,000 to 3,500 pounds. An air-cooled, two-cycle motor will be used.”

The September 7, 1912 issue of Automobile Topics announced that Brockway had secured the services of Chase Motor Truck Co.'s chief engineer Rodman S. Reed:

“Brockway Completes Organization

“The Brockway Motor Truck Co., which recently was incorporated at Cortland, N.Y., with 100,000 capital stock, has completed its factory and sales organization and elected officers for the ensuing year. George A. Brockway and F. R. Thompson are president and general manager, respectively, while R.S. Reed will be the chief engineer, in which capacity he has been connected with the Chase Motor Truck C0., of Syracuse, for four years. The stock is owned by seven stockholders, and about fifty men are to be employed at the start.”

According to Reed's 1932 SAE biography:

“In 1900 Reed left the Straight Line Engine Co. to become draftsman for the H.H. Franklin Mfg. Co. where he served for eight years. He then entered the Chase Motor Truck Co. as machine shop foreman, advancing to superintendent in charge of plant and design. This led to the post of chief engineer with the Brockway Motor Truck Co. which he took in 1912 and has held ever since. Mr. Reed has been chairman and vice chairman of the Society's Syracuse Section, and active on several SAE technical committees.”

Born September 19, 1880, Reed served as vice president of the SAE’s Technical Committee on Truck, Bus and Railcar Activity.

The September 25, 1912 issue of The Automobile Journal provided some additional details on the new Brockway organization:

“Another Truck Concern

“Brockway Company to Produce Three-Cylinder, Two-Cycle, Air-Cooled Models.

“The Brockway Motor Truck Company, Cortland, N.Y., has recently been incorporated with a capital of $100,000 for the purpose of manufacturing a line of popular priced, high grade commercial motor trucks, of which three models will be made with load carrying capacity of 1000-1500 pounds, 2000-2500 pounds and 3000-4000 pounds, respectively. The officers of the company are President, George A. Brockway; vice president C.S. Pomeroy; treasurer and general manager, F.R. Thompson.

“George A. Brockway, president of the concern is well and favorably known throughout the United States as a successful manufacturer of high grade carriages and wagons, at present being also president of the W.N. Brockway Company, Homer, N.Y., a company known in this country for over 60 years. The Brockway trucks will also be a high grade product, manufactured to rival the quality of the horse drawn vehicles made in the past.

“Rodman S. Reed is chief engineer and superintendent of the company, in which capacity he was formerly connected with the Chase Motor Truck Company, Syracuse, N.Y., for six years. Every part of the Brockway vehicle, including the motor, which is a three-cylinder, two-cycle, air-cooled unit, is built in the new plant under the supervision of widely experienced engineers.”

The first and all subsequent Brockways were 'assembled' trucks, built using major components sourced from third parties as opposed to 'manufactured' trucks, which were constructed using components - eg: engines, transmissions, axles etc. - made from raw materials by the manufacturer. During its early years Brennan and Continental engines, Bosch electrics, Rome-Turney and Bush radiators,  Brown-Lipe and Fuller transmissions, Timken axles and Parish frames were Brockway's favored suppliers. Sheet metal stampings for the hood, cabs and fenders were supplied by the Champion Sheet Metal Company of Cortland, New York.

The December 12, 1912 issue of The Automobile announced that:

“Brockway Building:

“The Brockway Motor Company, Cortland, N.Y., is taking bids for the construction of a manufacturing plant 40 feet by 268 feet, one story, of concrete block construction. A considerable amount of machinery equipment will be installed.”

As is the custom today, truck manufacturers got municipal contracts by submitting bids, and Brockway beat their cousin's by $20, the December 27, 1912 issue of the Syracuse Herald reporting:

“Brockway Co. Gets Award Of Truck

“The Board of Contract and Supply at its yesterday afternoon meeting awarded the contract for an auto truck for the Water Bureau to the Brockway Motor Truck Company of Homer for $923. The only other proposal was submitted by the Chase Motor Truck company, which put in a bid of $943.”

The first true Brockways - as opposed to the re-badged Chase trucks the Brockway Carriage Works sold between 1910-1912 - appeared late in the year. Although they looked similar to the Chase trucks upon which they were based, Brockway's Renault style hood distinguished it from its Syracuse, New York-built  cousin. Both marques shared the same 2- and 3-cylinder two-cycle air-cooled engines,  as well as the then-common chain drive and 36- to 38-in. wheels. Offered in capacities from 1,000 to 3,500 lbs., they were introduced to the national motoring press in the January 10, 1913 issue of The Automobile Journal:

“Three Brockway Models:

“Two Cycle Three Port Air Cooled Motors Utilized by This Concern

“The Brockway Motor Truck Company, Cortland, N.Y., announces three new Brockway models which are said to be the result of five years of experimentation. These are rated as follows: Model A, 1000-1500 pounds; B, 2000-2500; C, 3000-3500. The motor in each is of the two-cycle, three-port, air-cooled type, and it is maintained that it is of extremely simple construction with but seven moving parts.

“The engine in model A has bore of four inches and stroke of five, and is rated at 20 horsepower. This is placed under a Renault type hood, through openings in which the draft of air is drawn about a shield that protects the lower section of the engine case. Ignition is by Bosch magneto with fixed spark.

“The drive is through a cone clutch and a planetary reduction gearset, giving two forward speeds and reverse, the entire assembly running in a bath of lubricant, a jackshaft and double side chains to the rear wheels. The frame is of wood reinforced with steel angles and the springs are full elliptic front and rear. The axles are steel forgings. Brakes are internal expanding on the rear wheels. Wheels are 36 inches in diameter in front and 38 inches in diameter in the rear. The wheelbase is 100 inches.

“The motor of model B is the same but the transmission is selective, giving three forward speeds and reverse. The axle sizes are increased and the wheelbase is extended to 106 inches. The service brake is internal expanding on the jack shaft and the emergency, of the same type, on the rear wheels. Model C has a motor with bore of 4.5 inches and stroke of five, rated at 30 horsepower, and a wheelbase of 112. In all other respects it resembles model B.”

The March 1913 annual truck issue of the Automobile Trade Journal lists a fourth model, the 4,000 lb. capacity Model D:

“Brockway Gasoline Commercial Cars.

“Made by the Brockway Motor Truck Co., Cortland, N.Y.

“Model A, 1500 LB. CAR.

“Carrying space 174 x 46 in.; weight of chassis 1800 lbs.; platform 36 in. high; maximum speed 15 m.p.h.; motor 31.68 h.p., 3 cylinders, 4 in. bore, 5 in. stroke, cast singly, air cooled, 2 cycle, mounted on main frame, 3 point suspended; Holley carburetor; ignition by Bosch magneto, 1 set of spark plugs, ˝ in.; lubrication oil in fuel; shaft and chain drive; planetary transmission, located on jackshaft, operated by hand and foot, 2 speeds forward and reverse, direct on 2nd; dead rear axle; brakes expanding, located on rear wheels; solid tires 36 x 2 in. front and 38 x 2 ˝ in. rear mounted on clincher rims; left side steering, control levers at center; springs full elliptic front and rear; wheelbase  100 in.; road clearance 12 in.; frame armored wood; 10 gal. gasoline tank located under seat; total weight on rear wheels 60 per cent.; equipment; horn, lamps and tools.

“Model B, 1500 LB. CAR, $1450.

“Carrying space 90 in. x 46 in.; weight at chassis 2500 lbs.; maximum speed 12 m.p.h.; solid tires, 36 x 2 ˝ in. front and 38 x 3 in. rear, mounted on flange rims; springs full elliptic front, platform rear; wheelbase 106 in. All other specifications same as Model A.

“Model C, 2500 LB. CAR. $1400.

“Cone clutch, faced with leather; selective sliding transmission, 3 speeds forward and reverse, direct on 3rd; brakes located on rear wheels and transmission, lined with Raybestos. All other specifications same as Model B.

“Model D, 4000 LB. CAR. $1925.

“Carrying space 102 in. x 50 in.; weight of chassis 3000 lbs.; maximum speed 10 m.p.h.; motor 40.08 h.p.,  4 ˝ in. bore; brakes expanding and contracting, located on rear wheels, solid tires. 36 x 3 in. front and 38 x 4 in. rear; wheelbase 112 in. All other specifications same as Model C.”

A reported 95 first series Brockways were constructed during 1912-1913. The 'Motor Men In New Roles' column of the September 25, 1913 issue of The Automobile reported Brockway had lured away another Chase Motor Truck executive, sales manager William H. Durphy, who had started his sales career with Syracuse's Premier Smith Typerwriter Co.:

“Durphy Brockway Sales Manager - W.H. Durphy, formerly sales manager of the Chase Motor Truck Co., Syracuse, N.Y., has become sales manager for the Brockway Motor Truck Co., Cortland, N.Y.”

In late 1913 Brockway established a dedicates sales brnach in Manhattan, the New Incorporations column of the October 13, 1913 issue of Industrial World reporting:

“Brockway Motor Truck Sales Corporation of Manhattan: motor vehicles and supplies, $15,000. William N. Brockway, John F. Soby, Richard S. Sack, 71 Elmwood St., Woodhaven.”

The firm’s address was in the heart of Manhattan's Automobile Row at 250 West Fifty-fourth Street - its listing in the 1914 edition of Trow’s New York Copartnership and Corporation Directory follows:

“Brockway Motor Truck Sales Corporation, NY. Richard C. Sack, Pres.; John F. Soby, Sec.; Capital $15.000. Directors: Richard C. Sack, John F. Soby, William N. Brockway. 250 W. 54th St.”

One downside of 2-cycle air-cooled engines was the need to add lubricating oil to the gasoline in a ratio 1 to 5 (one quart of oil to every five gallons of gasoline). After passing through the carburetor the gasoline in the mixture was vaporized, leaving a split second for the particles of oil to be deposited inside the cylinders, before what remained was ignitied by the spark plug and passed out the exhaust manifold. As displacement increased, more oil was required and 2-cycle engines proved inadequate to handle the demands posed by a large commercial vehicle. During 1914 both Brockway and Chase abandoned them in favor of water-cooled 4-cycle engines that had their own dedicated lubrication systems, the January 22, 1914 issue of The Automobile introducing Brockway's new Continental-sourced powerplants:

“Continuation of its four models practically without change has been made for 1914 by the Brockway Motor Truck Co., Cortland, N. Y. These trucks are characterized by their three-cylinder two-cycle, air-cooled motors, their high wheels, wood frames, French hoods, left drive, and elliptic springs in front. All four models fallow practically the same lines.

“The complete line consists of Model A, rated at from 1,000 to 1,500 pounds; Model B, rated at from 2,000 to 2,500 pounds; Model C, rated at from 2,000 to 2,500 pounds; and Model D, rated at from 3,000 to 3,500 pounds. The principal difference between Models B and C is in the gearset, that on Model B being of the planetary type, and that on Model C of the selective sliding gear pattern.

“For the first time, the Brockway is offering four-cycle motors of Continental manufacture on its models as optional equipment instead of the Brockway two-cycle engine.

“Left steer and center control are used on all models. On Models A and B a two-speed planetary gearset is employed, while on the others, three-speed selective gearsets and cone clutches are features.”

1915 Brockways featured Continental engines, conventional hoods, cast-case, finned-tubed radiators supplied by Rome-Turney and sturdy stamped-steel frames supplied by the Parish Mfg. Co. of Reading, Pennsylvania. An ad placed by the local distributor in the March 21, 1915 issue of the Harrisburg Courier announced that David Brown-style worm drive was also standard:

“Brockway Truck Famous Among Power Vehicles

“The Brockway truck attracted much attention last week at the auto shows. Brockway trucks are of a famous make. They are constructed of highest standardized units throughout. The makers are specializing in motor truck construction. It has the Continental engine, Brown Lipe transmission, Bosch magneto, David Brown English worm drive, vertical finned tube radiator, Sheldon axles and springs and the body and varnish of it of the very high Brockway standard, famous for a half century and more."

The April 8, 1915 issue of the Automobile announced that chain drive had been abandoned on two of their largest chasses:

“Two More Worm-Driven Brockways, 2,500 and 4,000 Pounds

“Since January, when the change in Brockway models from the air-cooled line with elliptic springs and wood frames was first announced, the Brockway Motor Truck Co., Cortland, N. Y., has introduced two more models in which the chain drive is superseded by worm. These models, however, do not replace the 1,500-, 2,500-, and 4,000-pound watercooled chain-driven models, but constitute alternatives to these types in 2,500 pounds and 4,000 pounds capacity.

“Similar in all respects but the size and weight of parts affecting load capacity, the new models are chiefly characterized by their general conformance with the present trends in standard design. Their motors are no longer under French hoods, but are housed beneath rectangular hoods with cast-case finned-tube radiators. All springs are semi-elliptic, left steer and center control are employed, the motor, clutch and gearset are incorporated in one unit and drive is by a single shaft to the worm-driven axle.

“They are built upon rolled channel steel frames, from which the motors are suspended directly from three points. Continental motors are used, cast in block, with centrifugal pump cooling assisted by both a radiator fan and a vaned flywheel. A Schebler carbureter and a Kramer governor are used on each of these motors, and a Bosch single magneto with fixed spark furnishes the ignition current.

“Gear Reduction 8 3/4 to 1

“From the motor the drive is taken by a dry-disk clutch and three-speed selective gearset of Brown-Lipe make, through a single shaft with two universals to the Sheldon rear axle. Torque and propulsion are, taken by the springs onboth models.

“The motor of the 2,500-pound model is 3 3-4 by 5 1-4 inches. Maximum speed by governor is 15 miles per hour. This model has 124-inch wheelbase and uses 36 by 3 1-2-inch tires in front and 36 by 4 1-2 in the rear. It sells for $1,900.

“On the 4,000-pounder the motor is 4 1-8 by 5 1-4. Wheelbase is 132 inches and tires are 36 by 4 front and 36 by 3 1-2 dual or option of 36 by 5 in the rear. The price of this vehicle is $2,200.”

The November 25, 1915 issue of The Automobile announced a forthcoming expansion of the Brockway plant:

“Cortland, N.Y., Nov. 18 - The Brockway Motor Truck Company, this city, has purchased nearly an acre of land east of its present plant and has begun work on the foundations of a new building 186 ft. long and 40 ft. wide. The second building will be added in the spring. The buildings are of concrete block.”

A similar release included in the December 1915 issue of The Iron Age added that the second building:

“would be used for the manufacture of motor fire trucks.”

Once complete, the new structure would house the Brockway Motor Fire Aparatus Co., which had commenced operations during 1915. 1916 marked the departure of Aurin M. Chase from the firm bearing his name in order to take a position with the U.S. Army's Ordnance Department as chief of its Truck and Trailer division. During his tenure with the military Chase designed and supervised the construction of field-artillery tractors, scout cars, mobile machine shops, and trucks with special bodies for carrying munitions, guns, and range-finding instruments. At War's end Chase returned to Syracuse where he continued to design military vehicles, one of which featured a novel light-weight track-laying system that could be adapted to an existing motor car, which was featured in the May 5, 1921 issue of Automobile Industries, the April issue of Popular Mechanics, the May issue of Illustrated World.

For the next three decades Brockway would offer Continental power as standard equipment across most of their lineup which in 1916 consisted of four models, the 1-ton Model O, the 1 1/2-ton  J-2, and the 2 1/2-ton K-2, the May 4, 1916 issue of The Automobile reporting:

“New Worm-Driven Brockway

“New York City, April 29. - The Brockway Motor Truck Co., Cortland, N.Y., is making deliveries on its new Model O, which is a worm-driven 1-tonner, the chain-driven Model G, of 3-4-ton capacity, being dropped. The new model resembles other Brockways, having a motor under the hood, a cast-case finned-tube radiator and a unit mounting of engine, clutch and gearbox, final worm drive being on the Hotchkiss principle.”

Brockway's new San Francisco distributor placed the following article/advertisement in the Sunday May 14, 1916 issue of the San Francisco Chronicle:

“Brockway Truck Now In Local Field

“Rivers-Andrews Motor Company Representing New Power Wagon Here.

“The Brockway truck, new in Coast territory, but having a splendid record for service in the East, is now represented in the local field.

“The distributer is the Rivers-Andrews Motor Company, a newly organized corporation, of which W.J. Andrews is the general manager, the Rivers Brothers, prominent in local real estate circles, are the principal stockholders. Andrews is well known as one of the pioneer motor truck men in this section of the State. For many years he was connected with the truck departments of the J.W. Leavitt and the White Company organizations, and was instrumental in building the first hotel busses on truck chassis used in Northern California.

“The Brockway truck is the product of the Brockway Truck Company of New York, and is built in various sizes from two to five tons, and so designed as to be easily utilized in any sort of hauling or transportation work.

“The Brockway Company for many years was one of the leading carriage and buggy manufacturers in this country, and its line of vehicles was known for their high quality and sturdy construction. The company is using the same energy and is endeavoring to carry out the same principles in its building of motor trucks. It has some splendid testimonials from users of its power wagons.

“The Rivers-Andrews Company has not invaded motor car row to introduce its line but has entered the center of the business district in establishing its headquarters, opening a splendid showroom and service station on Second street, below Mission. The officials of the local company are enthusiastic over the line and have lost no time in getting into action.

“In addition to carrying the Brockway line the firm is to represent the Rush light delivery wagon.”

For 1917 numerous improvements helped increase Brockway's reliability maximum carrying capacity, the August 1916 issue of the Automobile Trade Journal reporting:

“The Brockway Motor Truck Co., Cortland, N. Y., has a line of models for 1917 comprising: Model O, 1500-2000 lbs, capacity; Model J-2, 2500·3000 lbs. capacity, and Model K-2, 4000-5000 lbs. capacity.

“The Model O was brought out this spring and the Models J-2 and K-2 have been changed over from unit power plant, which they had used for one and one-half years, to sub-frame transmission amidship, in order that the long propeller shaft might be constructed in two sections, preventing all whipping when used with long wheelbase construction. In the Model O the unit power plant has been retained with dry disc clutch, using tubular propeller shaft with two universal joints, three-speed transmission, and other specifications.

“On the Model O is the three-point suspension, as are also the engines used in Models J·2 and K-2. The Continental Model N Independent, 3 3-4 in. bore and 5 in. stroke, and the Continental Model C Independent, 4 1-8 in. bore and 5 1-4 in. stroke, engines are used. Bosch magneto with fixed spark is used exclusively, and also Schebler Model R carburetor with dash adjustment.

“The radiator is the Rome-Turney separate, seamless, finned tube core, covered by insurance policy guaranteeing it not to leak for the life of the truck on which it is installed. These tubes may be easily replaced by even an amateur. In connection with this core is used a cast upper and lower tank, the upper tank being flanged. The radiator hangs on coil springs to relieve it from all jar and shock. All models are equipped with 2 in. tubular bumpers. Steering post is stronglybraced to dashboard.

“Fenders and Axles.

“The fenders are rigidly braced and running boards supported by three pressed steel hangers, which make an exceedingly strong, yet light, construction.

“On the Models O and J-2 Sheldon axles are employed, while on the Model K-2 Sheldon or Timken is optional.

“Clutch and Transmission.

“The clutch on Model O is multiple dry disc, whereas on the Models J·2 and K-2 the clutch is a pressed steel, leather-face cone, with auxiliary springs underneath the leather to give easy engagement. A disc brake is provided on the clutch, so there is no wear on the roller, except when the clutch is actually held out. Owing to the design of the clutch pedal it will be found to work exceedingly easy. The shaft between the clutch and sub-frame transmission is provided with two universal joints in grease and dust tight casings. From the transmission gear set final drive is by the double universal jointed propeller shaft to the worm gear rear axle. The worm gear is mounted with the differential as a unit, in Sheldon construction it being semi-floating with ball bearing end thrust, whereas with the Timken construction it is full floating with roller bearing end thrust. The entire rear axle is of exceptionally rugged construction. The gear reduction is 8 2-3:1 on Models J-2 and K-2 and 6th: 1 on Model O.

“Wheels and Springs.

“Wheels on Model O are 34 in., artillery type, S. A. E. standard, with solid 3 1-2 in. front tires, and solid 4 in. rear tires, or 35 x 5 in. pneumatics optional. The Models J-2 and K-2 have 36 in. wheels, with 3 1-2 in. solid front tires and 5 in. solid rear tires on Model J-2, and 4 in. solid front, and 6 in. solid single, or 3 1-2 in. dual rear tires on Model K-2. The tread on Model 0 and J-2 is 58 in. all around, and on Model K-2 62 in.

“Front semi-elliptic springs on Model O are 43 in. long, 2 1-4 in. wide with eight leaves, while rear semi-elliptic springs are 52 in. long, 3 in. wide, with nine leaves. Model J·2 has front semi-elliptic springs 44 in. long, 2 1-2 in. wide with nine leaves; rear, semi eliptic, 52 in. long, 3 in. wide, with twelve leaves. Model K-2 has front semi-elliptic springs 44 in. long, 2th in. wide, with nine leaves; rear, semi-elliptic, 52 in. long, 3 in. wide and thirteen leaves.

“Frame and Wheelbase.

“Hotchkiss type of drive is employed on all models. The frame is of heavy pressed steel channel, suitably cross-braced. all hot riveted, and with strong gussets Insures plenty of strength.

“Model O is made in 124 in. and 140 in. wheelbase, providing loading space of 8 ft. 6 in. long, or 10. ft. 6 in. long, respectively. Model J-2 is made in 124 in; and 140 in. wheelbase, with the same loading space. Model K-2 is made in 140 in. and 156 in. wheelbase, providing 10 ft. 6 in. and 12 ft. 6 in. loading space, respectively. The chasses are all furnished painted with standard equipment.”

Subsequent to the 1915 closure of Brockway's 90,000 sq. ft. carriage works, Manhattan realtor Joseph P. Day (31 Nassau St. NYC) offered it for sale in the real estate section of the Sunday, October 22, 1916 New York Times:

“W.N. Brockway Carriage Co.

“Homer, Cortland County, N.Y.

“90,000 sq. ft.; 4 acres. D. L. & W.R.R. Siding opposite the freight and passenger stations. Large two and three story frame buildings; electric light, steam heat and sprinkler system; equipped with 280 h.p. boiler and 125 h.p. engine. Homer had a good supply of American labor and cheap coal.”

Many of the carriage work's employees had taken positions with the truck company, which in the years prior to the Second World War maintained its own body building department, and a large number of Brockway trucks were shipped with commercial bodies constructed by the very same craftsmen who had built Brockway's carriages and wagons.

Between 1915 and 1917 the Brockway Motor Fire Apparatus Co. supplied Elmira, New York's American-LaFrance Fire Engine Co. with purpose-built combination chemical and hose cars. The February 8, 1917 issue of Muncipal Journal reported on the sale of a number of the Brockway-chassised apparatus:

“The American-LaFrance Fire Engine Co., Inc., Elmira, N.Y., has recently received the following orders:

“Angelesea, N.J., one Type D Brockway combination chemical engine and hose car; Bethlehem, Pa., two Type D Brockway combination chemical engine and hose car and one Type D Brockway tractor; East Lansdowne, Pa., one Type D Brockwaycombination chemical engine and hose car.”

Additional sales were included in the March 8, 1917 issue of Muncipal Journal:

“The American-LaFrance Fire Engine Co., Inc., Elmira, N.Y., has recently received the following orders:

“Fulton, N.Y., Brockway combination chemical engine and hose car; Leechburg, Pa.,  Type A Brockway combination chemical engine and hose car.”

The June 7, 1917 issue of Muncipal Journal reported on the sale of four Brockway chasses:

“The American-LaFrance Fire Engine Co., Inc., Elmira, N.Y., has recently received the following orders:

“East Syracuse, N.Y., 1 Type B Brockway comb. chem. eng. & hose car; Phoenixville, Pa., 1 Type D Brockway comb. chem. eng. & hose car; Three Rivers, Mass., 1 Type B Brockway comb. chem. eng. & hose car; Waynesboro, Pa., 1 Type B Brockway tractor.”

The August 16, 1917 issue of Muncipal Journal annoucned that BRockway apparatus sales were better than ever:

“The American-LaFrance Fire Engine Co., Inc., Elmira, N.Y., annoucned the receipts of the following orders:

“Atlantic Highlands, N. J., Type B Brockway combination chemical engine and hose car; Atlantic Highlands, N. J., Type A Brockway combination chemical engine and hose car; Burlington, la., 2 Type B Brockway combination chemical engine and hose car; Etna, Pa., Type B Brockway combination chemical engine and hose car; Hanover, Pa., Type B Brockway combination chemical engine and hose car; Pulaski, N. Y., Type D Brockway combination chemical engine and hose car; Stillwater, Minn., Type 12 combination and Brockway Type D combination; Alamosa, Col., Brockway Type D chasses; Savanns, Ill., Brockway Type D combination; Bethlehem, Pa., Brockway Type D combination.”

On June 5, 1917 George A. Brockway’s eldest son, William Northrup (b. March 17, 1890) Brockway registered for the draft. He listed his home address as 32 Tompkins St, Cortland, NY and his employer as Brockway Motor Truck Co., his position being “assistant engineer and service manager.” He enlisted as a Second Lieutenant and reported for training at Atlanta, Georgia on February 19, 1918. He was assigned to Washington, DC and was promoted to First Lieutenant in August of 1918. The Armistice was signed on November 11, 1918 and Brockway was honorably discharged on December 31, 1918.

George R. Brockway, George A’s youngest son, enlisted in the Quartermaster Corps. He reported for training at Fort Dix, N.J. on December 15, 1917 and was appointed a Second Lieutenant on May 13, 1918 and was honorably discharged on December 23, 1918.

The Cook family first became involved in the trucking industry in 1918 when Everett D. Cook and George A. Brockway decided to establish the first Brockway truck dealership in Binghamton, New York. Everett ran the business and worked on firmly entrenching the Cook name in the Binghamton market. In 1935, his son, Henry, joined the company.

When the United States entered World War I in 1917, Brockway became a full-time builder of trucks for the U.S. military. Class B Liberty trucks for the Army totaled 587, and there were a number of fire trucks built as well. At war's end in 1918, Brockway claimed to be exporting trucks to 65 countries.

Starting in late 1917 the Brockway Motor Fire Apparatus Co. supplied a new Type B 'Torpedo' chassis to Elmira, New York's American-LaFrance Fire Engine Co. who marketed them to smaller fire companies as a combination chemical and hose car and service truck. The Torpedo was typically equipped with a 35 gal chemical tank and 200 ft of hose and could carry up to four firefighters.  The Torpedo proved popular with budget-minded volunteer fire departments who couldn’t afford American-LaFrance equipment which was priced significantly higher. The January 13, 1918 issue of Fire & Water Engineering reported on the recent sale of a number of Brockway-chassised American-LaFrance apparatus:

“The following shipments have recently been made by the American-LaFrance Fire Engine Company, Inc., Elmira, N.Y.:

“Red Bank, N.J., 1 Type A Brockway combination; Ticonderoga, N.Y., 1 Type B Brockway combination; American International Shipbuilding Corporation, Type B service truck.”

January 30, 1918 issue of Fire & Water Engineering revelas the Logan City, Utah Fire Department had:

“ American-LaFrance triple-combination, one Brockway combination and a small car with a 40-gallon cehmical tank.”

The same issue also reported:

“The following shipments have recently been made by the American-LaFrance Fire Engine Company, Inc., Elmira, N.Y.:

“Hanover, P.A., Brockway combination; East Las Vegas, N.M., Brockway type B  combination; Bogota, N.J., Brockway service truck.”

The March 1918 issue of the Automobile Trade Journal reported an East coast freight operators had put a fleet of Brockways into service:

“Truck Route Between Baltimore and Washington

“A company has been incorporated under the name of Maryland Motor Fast Freight Co., Inc., for the purpose of transporting freight between Baltimore and Washington. This company has installed four Brockway 3 1-2-ton trucks with bodies and enclosed cabs. In connection with these trucks the company operates 3-ton trailers equipped with similar bodies. A truck of 1 1-2 tons capacity has been installed in both Baltimore and Washington for intra-city distribution.”

The April 10, 1918 issue of Fire & Water Engineering reported on the sale of another Type B Brockway Chemical Engine and Hose Car:

“The following shipments have recently been made by the American-LaFrance Fire Engine Company, Inc., Elmira, N.Y.:

“Pulaski, N.Y., Brockway type B comb. Chem. eng. and hose car.”

The following issue (April 17, 1918) annoucned the sale of a Brockway Fire Engine to an Indiana municipality:

“The Brockway Motor Fire Apparatus Co., Cortland, N.Y., has sent one of their trucks to Elwood, Ind., where it has been placed in the service of the fire department.”

The June 19, 1918 issue of Fire & Water Engineering recorded two more Brockway Fire Apparatus deliveries:

“The following shipments have recently been made by the American-LaFrance Fire Engine Company, Inc., Elmira, N.Y.:

“Glenwood Springs, Colo., Brockway type B combination; Waynesboro, Pa., Brockway type B combination; Amityville, N.Y., one type A service truck.”

During the build-up to the First World War, Brockway was enlisted by the U.S. Government to construct small numbers of combination fire engines and service trucks for use in the defense of ammunition factories, military camps, ports and supply depots. After the War Brockway's Fire Apparatus division continued to supply Elmira, New York's American-LaFrance with small numbers of budget-priced 'LaFrance Brockway Torpedo' chasses into 1927.  Aimed at small volunteer companies, the 'Torpedo' utilized Brockway's Model E 3,000 lb chassis which could be equipped as a 350-gpm triple pumper, a combination chemical and hose wagon, a light duty hook and ladder or as a dedicated cab or service truck.

The November 1, 1918 issue of the Automobile Trade Journal announced that Brockway was one of 24 manufacturers selected to produce 24,950 class B Liberty trucks included in a $130 million order of motor equipment. Brockway would receive $1,137 for each of the 1,000 chassis delivered:

“Government to Spend $130,000,000 for Motor Equipment

“The great expansion of the Motor Transport Corps of the army, indicated recently when the corps was formally launched, is daily being emphasized in the development of plans for a ctivity, the most recent of these being authorization for the purchase of $130,000,000 worth of motor equipment.

“The Motors and Vehicle Division, Quartermaster Corps, authorizes the announcement that awards have been made for B trucks, in all instances the Government furnishing the eleven major units, in quantities and at prices as follows:

“Brockway Motor Truck Co., Cortland, N. Y., 1,000  @ $1,137.00 each.”

Unfortunately the War ended literally days later (the Armistice was signed November 11, 1918) and the contract was cancelled after Brockway had constructed 587 of the 1,000 chassis contracted for. With plenty of spare Liberty truck parts on hand, Brockway turned their 'lemons' into 'lemonade', by introducing the Model T, a modified 5-ton Liberty, which proved popular with heavy haulers, construction companies and municipalities. 

Post World War I Brockway Motor Co. maintained official factory branches in the following cities:

Albany, N.Y.; Baltimore, MD.; Boston, Mass.; Brooklyn, N.Y.; Bronx, N.Y.; Buffalo, N.Y.; East Hartford, Conn.; Harrisburg, PA.; Long Island City, N.Y.; Mineola, L.I.,N.Y.; Newark, N.Y.; New Haven, Conn.; New York, N.Y.; Philadephia, PA; Pittsburgh, PA; Providence, R.I.; Reading, PA.; Rochester, N.Y.; Schnectady, N.Y.; Syracuse, N.Y.; Utica, N.Y. and Watertown, N.Y.

In 1921, Brockway introduced a new Model E 3/4-ton Highway Express. This came complete with driver's cab and windshield, electric starting and lighting, and pneumatic tires. A Buda engine was used in this model along with many other well-known components. Even though it only had a 135- in. wheelbase, the driveline was through a two-piece propeller shaft, using three universal joints and a supporting self-aligning bearing in the center.

Like many truck manufacturers, Brockway experience a post-war drop in sales, which can be directly attributed to the fact that large numbers of ex-military Liberty trucks  had entere the used truck market. Sales started to  look up in early 1921, the February 24, 1921 issue of Automotive Industries reporting a group of furloughed employees were returning to work:

“Brockway Starts Full Force

“Cortland, N.Y., Feb. 21 - The Brockway Motor Truck Co. has resumed operatons with its full force of 200 employees. Preparations are being made for the enlargement of the plant.”

Clark’s Truck Garage, the local Brockway distributor, placed the following paid article in the February 7, 1922 issue of the Scranton (Penn.) Republican:

“Brockway Trucks has stood Hardest Tests: Company Enjoys Reputation for Giving Real Value

“For more than seventy years the name Brockway has been synonymous with quality in the building of high grade vehicles.

“The Brockway Motor Truck Company is one of the oldest in the business, and its remarkable success has been the logical outcome of the Brockway policy, which stands for honest dealing and fair prices, and which precludes the building of anything but the best.

“Like a house builded on the rock. Brockway has withstood the test of time and the vicissitudes of the motor truck industry. Since the early days of the motor truck industry the Brockway company has grown steadily in size and reputation and it is today a permanent and responsible organization, with a larger percentage of satisfied users than any other truck manufacturer.

“Behind the Brockway truck is a record of successful motor truck engineering and construction, by a reputable company recognized as progressive, reliable and financially sound. Years after you buy a Brockway truck, you will find the company in business, making trucks of the highest quality, and always able to supply parts for any model.

“Brockway always has been the pioneer in motor truck progress. Among the improvements brought forth by Brockway was the idea of properly balancing the motor over the front axle instead of adhering to passenger car methods of chassis suspension. This reduces the turning radius of the truck and assures a uniformly distributed weight when the truck is loaded. This is but one of the Brockway ideas later adopted by other manufacturers.

“The Brockway line is complete – comprising five different models: the ľ to 1-ton Model “E” Highway Express; the 1 ˝ to 2-ton Model S-5; the 2 ˝ to 3-ton Model K-5; the 3 ˝ to 4-ton Model R-4, and the 5-6 ton Model T-4.

“In addition to these there has been developed three special Heavy Duty Speed Models, S-K, K-R and R-T.

“With a size and type of truck available for any service, Brockway transportation engineers can always recommend the particular unit best suited to the purchaser’s needs.

“Clark’s Truck Garage, of 417 Sixth street, handles the Brockway truck.”

By mid-1922, Brockway had eight models in its lineup. The Highway Express was now rated at 1-ton capacity and could be purchased with any of six standard bodies, including a simple 12-passenger bus body.

The September 10, 1922 issue of the Syracuse Herald announced the upcoming debut of a redesigned Highway Express, the Model E-2:

“Model E-2 Brockway Highway Express to Have Initial Introduction at State Fair

“The big attraction at the exhibit of the Brockway Motor Truck company will be the new Model E-2 Highway Express. This truck is to have its initial introduction at the Fair and it is expected that it will be a big feature.

“The new model is the latest product of the Brockwya Motor Truck company at Cortland and possesses many superior qualities. Its new overhead valve motor contains a world of power, both for speed and hard pulling. The body is durable and equipped with a fully-enclosed vestibule cab with drop sash in doors and side quarters.”

The Syracuse Brockway distributor placed the following paid article in the October 29, 1922 issue of the Syracuse Herald that announced the availabiltyof a high-lift coal body:

“Brockway Trucks Elevating Device Aids Delivery, Coal Dealers Claim

“The hoist, put into use on the motor truck, has proven a great help to the coal drivers and one of the best labor-saving devices those men have found.

“At the Brockway Motor Truck company there is an unusual demand for these trucks not only from the Syracuse branch but from branches in all sections of the country. Mounted on a Brockway chassis, coal dealers use great numbers of these trucks and with the coal situation as it is, with the demand for an unusual amount of delivery work,the Brockway has become a great favorite.

“Through the Syracuse branch Mr. Kelley reports that a large business is being realized from the coal dealers and they are pleased with the performance of their Brockways. Brockway has had an unusually successful year in Syracuse as in its other branches and points of distribution. The truck, which is made a few miles from Syracuse, is gaining a national reputation and is selling from coast to coast.”

In 1923 Brockway got into the motor bus business, and by 1924 offered four chassis which could accomodate from 16 to 30 passengers. In 1923 Brockway constructed a small series of 185" wheelbase trackless trolley chassis for The New York State Railways, the May 24,1923 issue of Automotive Industries reporting:

“New York Railways Orders Motor Buses

“Brockway to Build Gasoline and Trolley Vehicles for Rochester and Utica

“Rochester, N.Y., May 21 - The New York State Railways has placed an order with the Brockway Motor Truck Co. of Cortland, N. Y., for seven gasoline propelled motor buses and five electrically driven trackless trolley buses to be used on crosstown lines in this city and Utica, it was announced at the general offices here today.

“Both the gasoline buses and the trolley buses will have practically the same dimensions and capacity, the only difference being in outward appearance and source of power.

“The buses will have a seating capacity of twenty-five, with two rows of seats facing forward, with an aisle between and side seats in front. The bodies will be constructed by the G.C. Kuhlman Car Co.

“Sewell cushion wheels and Overman cushion tires will be uspd on both types of bus.

“The gasoline buses will be driven by four-cylinder Buda engines. Two 25-hp. General Electric motors will furnish the power for each trolley bus. General Electric will also furnish all other electrical equipment used on the trackless trolley.”

The November 15, 1923 issue of Automotive Industries reported that the aforementioned vehicles (one of which is pictured to the right) had been delivered and placed into service:

“Rochester Railways Buy Buses as Line Feeders

“Rochester, N.Y., Nov. 13 - Three gasoline and five electrically operated buses have been put in operation here by the New York State Railways as feeders to the regular trolley system of the company in this city. The Rochester Railways Co-ordinated Bus Lines, Inc., has been organized as a subsidiary of the New York State Railways to operate the buses.

“The electric buses, or 'trackless trolleys,' are used as crosstown lines to feed the main trunk lines of the street car system. The gasoline buses are used as feeders in the outlying districts, connecting the city street car system with the outlying districts beyond the city limits.

“Both the gasoline and electric buses are identical in construction. The chassis were built by the Brockway Motor Co., Cortland, N.Y., and the bodies by the Kuhlman Car Co., Cleveland. They have a seating capacity of 25, with standing room for 10. Entrance and exit is through a door at the front.”

The Brockway family traveled to Europe during the summer of 1923, departing Manhattan on July 7, 1923 on board the White Star Liner Homeric. William N. Brockway gave his home address as 200 Culver Rd., Rochester, New York, and gave his profession as “Mgr.” and it assumed he was in charge of that city's factory branch.

A circa 1922 catalog issued to Brockway dealers included pictures of recently delivered Brockways, many of which were sold to well-known users such as Armour & Co., Jacob Dold (Buffalo, NY meat packer), Bordens, Coca-Cola , SOCONY (Standard Oil) and the New York State Highway Dept.

For many years Brockway bus chassis were exported to the Caribbean (especially Cuba), and Central and South America, where they enjoyed a repututation for reliability and long life. The same features endeared them to domestic customers, and the March 1925 issue of Engineering and Contracting reported that Brockway had won a bid to supply the Capital District Transportation Co. of Albany, New York with four trackless trolley chassis:

“The United Traction Co. of Albany, N. Y., commenced operation on Nov. 3, 1924, in Cohoes, N. Y., through its subsidiary the Capital District Transportation Co. The route covered is 2 1/2 miles long on which four Brockway ‘Street Car Type’ trolley buses are operated at a 7-cent fare.”

The conventional two-axle Brockway bus chassis incorporated bodies built by G.C. Kuhlman Car Co. of Cleveland, Ohio. As previously mentioned similar vehicles had already been delivered to New York State Railways Inc. for use in Rochester and Utica, New York and its bus chassis were offered in standard or drop-framed configurations.

The May 7, 1924 issue of the Harrisburg Evening News quoted George A. Brockway on the occasion of the firm's 50th anniversary:

“Truck Co. Has 50th Birthday

“‘Fifty years is not so long, when you look at it,’ said George A. Brockway, president and general manager of the Brockway Motor Truck Corporation of Cortland, speaking of the fiftieth anniversary to be observed at the plant this week. ‘It is not so much time that is consumed, but the accomplishments made during that period.’”

Brockway's standard models through the late 1920s included the E, K, R, S and T series, ranging from 1˝ to 7˝ tons, with prices from roughly $2,000 to $5,000. Most utilizied Continetnal engines, although some Wisconsin and Budas were offered prior to 1928.

As production increased the firm found it neccessary to increase its capitalization, the 'Financial Notes' column of the July 2, 1925 issue of Automotive Industries announced a recent stock offering that was offered through the well-known Manhattan brokerage house of Prince & Whitely:

“Brockway Motor Truck Corp., 25,000 shares of class A no par common stock have been admitted to unlisted trading priveleges on the New York Curb Market.”

An additional offering was detailed in the 'Financial Notes' column of the July 23, 1925 issue of Automotive Industries:

“Brockway Motor Truck Corp., 15,000 authorized shares of 7 per cent cumulative preferred stock, par value $100, has been admitted to unlisted trading privileges on the New York Curb Market.”

They also established an official factory branch, Brockway Motors Ltd., in Sydney, NSW, Australia. Located at 56-58 Parramatta Rd., Brockway’s first Australian factory branch, was an outgrowth of a distributorship operated by Hoskins Bros. Pty Ltd. Brockways were also distributed in Victoria by Ronaldson Bros. & Tippett Pty., Ltd., of Ballarat, who were better known as the manufacturer of the Austral Oil Engine. The April 21, 1926 issue of the New York Times reported that Brockway's export sales accounted for one third of its overall sales during 1925:

“Brockway Net is $703,834 - Motor Truck Company's Foreign Business Gained in 1925

“The Brockway Motor Truck Corporation of Cortland, N.Y. reports net income for 1925 of $703,834 after Federal Taxes, which equals approximately $5 per share on the outstanding common stock. Gross profits from sales during the year were $1,990,634.

“G.A. Brockway, President, said that the company's foreign business last year amounted to one-third od the total volume, representing a substantial increase in these sales. Anticipated increases in sales this year will probably neccetate further enlargement of the plant at Cortland, as well as an addition to the branch at Albany, he added.”

The 'Financial Notes' column of the July 22, 1926 issue of Automotive Industries announced shareholders were getting a $.50 dividend:

“Brockway Motor Truck Corp. directors have declared a cash dividend of  50 cents per share. This is an increase of 12 1-2 cents over thepreviously quaterly rate which placed the stock on an annual cash basis of $2 a share. A new quarterly stock dividend of 2 per cent was also declared, this together with the cash dividend payable to stock of record July 23. Earnings for the first half of 1926 were estimated as equal to $4 a share, against %5.16 per share for all of 1925.”

In an article titled '1927: Profitable Truck Year' printed in the January 29, 1927 issue of Automotive Industries, George A. Brockway gave his forecast for 1927:

“I cannot see a cloud in sight for first six months of the coming year. The writer is of the opinion that the truck business is getting on a better basis so far as wild deals are concerned, and there is no reason why the manufacturers that are well-financed and well-managed should not show substantial profit and progress in the future.”

During 1927 pictures of Brockway Trucks were featured in advertisements from the Van Wheel Corp. (steel wheels), Parish Pressed Steel Co. (frames) and the New Departure Mfg. Co. (ball bearings).

In late 1927 Brockway entered into merger/purchase negotiations with Marion, Indiana's Indiana Truck Corp., a similar firm that had a dedicated mid-west clientel. Indiana's sales outlets would help expand Brockway's share of the truck market. Like  Brockway, Indiana produced medium and heavy duty trucks assembled using  high-quality components sourced from third parties. Discussions continued into early 1928 with Brockway emerging as the dominant partner. The merger was announced to the national press on February 25, 1928, that day's Brooklyn Daily Eagle reported:

“Truck Companies Merge

“A merger of the Brockway Motor Truck Corporation of New York and Indiana Truck Company of Marion, Ind., whose combined assets exceed $9,000,000, is announced by George A. Brockway, president of the Brockway company, who will head the consolidated corporation. Based on total sales exceeding $15,000,000 made by the two companies last year, the combination, which will retain the name of the Brockway Motor Truck Corporation, will be one of the three largest concerns in the country exclusively manufacturing motor trucks.

“The banking firm of Prince & Whitely heads a syndicate which has underwritten the transaction involving the recapitalization of the Brockway Company and the sale of such securities as are not exchanged by the stockholders and the merging companies. The authorized preferred stock of the Brockway corporation will be increased from $1,500,000 to $3,000,000 and made convertible to stock on the basis of one convertible preferred for two shares of common. The authorized common of the company will be increased from 150,000 to 500,000 shares of no par value.”

The March 3, 1928 issue of Automotive Industries presented the news to the automotive trade:

“Truck Merger Joins Brockway-Indiana

“G.A.Brockway to Head Consolidation Which Retains Brockway Name

“New York, Feb. 25 - Brockway Motor Truck Corp., Cortland, N.Y., and the Indiana Truck Co., Marion, Ind. will be merged into a single company retaining the Brockway name, it has been announced by George A. Brockway, president of the former company. Combined assets of the two companies exceeded $9,000,000 and total sales are in excess of $15,000,000. Mr. Brockway will be president of the new company.

“Authorized preferred stock of the Brockway corpora tion will be increased from $1,550,000 t.o $3,000,000, convertible into common stock on the basis of
one preferred for two common stock shares. Common stock will be increased from $150,000 to $500.000 no par shares.

“According to the announcement both lines of trucks will continue in production, but economies in buying, production and distribution will be effected by the merger. All of the 38 direct factory branches of the two companies will be maintained and business will be extended in both foreign and domestic fields.”

The same issue (March 3, 1928 Automotive Industries) announced the hiring of Martin A. O'Mara as head of Brockway's new Indiana Truck division:

“O'Mara With Brockway

“New York, Feb.29 - Martin A. O'Mara, has resigned as vice-president in charge of Eastern sales for the White Co., and has been elected president of the Indiana Truck Division of the recently enlarged Brockway Motor Truck Corp. He later will be elected an officer and director of the Brockway company.”

The Indiana Truck Co. was an outgrowth of the Marion Iron and Brass Bed Co., a partnership formed by George C. Harwood (b.1850-d.1925) and Charles G. Barley (b.1874-d.1922) in 1898. The firm manufactured the Sanitaire Bed, whose advertisements in the national monthlies made it the nation's most popular metal-framed bed.  Starting in 1905 the firm began experimenting with gasoline-powered conveyances, the first being a furniture delivery truck constructed for Ollin Gordon, a Gas City, Indiana furniture dealer. 

Harwood and Barley continued to experiment with vehicles on a limited basis, and in 1911 formed the Harwood-Barley Mfg. Co. and entered the commercial vehicle market with the  Indiana 1 to 1-1/2 ton motor truck. Early models included 4-cylinder Rutenber engines, four-speed transmissions, and double-chain-drive rear axles.

During the coming years, Harwood-Barley and Brockway followed remarkably similar paths, both firms constructed increasingly larger capacity assembled trucks which were sold through their own factory branches.

In 1917 the Harwood-Barley Mfg. Co. was recapitalized and reorganized as the Indiana Truck Corp. at that time their offerings included the 1-ton Model S ($1,385), 2-ton Model D ($2,000), 3˝-ton Model R ($2,750), and the 5-ton Model L ($3,500).

Indiana sold a reported 600 truck to the US Government in 1917 and in early 1918 was awarded a contract to produce 1,000 Class B Liberty trucks, producing 475 examples before the contract was cancelled.

In 1918 Indiana replaced the 1-ton Model S with the Model T, a revised 1-ton truck priced at $1,925. The 1 1/2-ton Model Q was added to the lineup at $2,475, and prices for the model D, R, and L experienced substantial increases.

In 1919, only the big 5-ton Indiana L was carried over from previous years, as the company introduced a new line of Indiana trucks with numerical designations -1 1/4-ton Model 12, two-ton Model 20, 2 1/2-ton Model 25, and a 3 1/2-ton Model 35.

A specially-outiftted Indiana Model 25  dubbed the 'Helomido' was used by Indiana Truck president Charles G. Barley on a cross-country promotional tour that highlighted the need for improved roadways, in addition to the capabilities of the new Indiana Model 25. The 'Indiana Truck Corporation Good Roads Booster' tour commenced in August of 1919 with Barley, his wife May (Harwood), friends Harry and Kitty Goldthwaite, and driver Al Spranger, an employee of the truck company.  The 'Helomido' moniker being derived fromthe first two letters of the four daughters of J. W. Stephenson, a major stockholder in the Indiana Truck Corp. An article on the Barley and Goldwaithe's journey was included in the August 20, 1919 issue of Good Roads:

“Cross-Country Business and Pleasure Trip by Motor Truck

“President G.C. Barley, of Indiana Truck Corporation, Making Camping Trip in the ‘Helomido’ Indiana Good Roads Booster

“A combined business and pleasure trip is being made in an especially equipped Indiana truck by C. G. Barley, President of the Indiana Truck Corporation. Mrs. Barley, Mr. and Mrs. Harry Goldthwaite, and a driver. The party left Marion, Ind., on Aug. 10 and will go to the Pacific Coast, taking about two months for the trip, which, Mr. Barley writes, was undertaken 'largely for the purpose of creating an interest in good roads.'

“The truck, the 'Helomido,' is shown in one of the accompanying illustrations. It consists of an Indiana 2 ˝ -ton chassis, standard except for the wheel-base which is 186 in., and a special body. It is 30 ft. long, 6 ft. wide and 9 ft. 6 in. high, and weighs slightly over 7 tons, including driver, passengers, gasoline, water and supplies. The body has two compartments, each accommodating two persons, and a third compartment for the lavatory and toilet. The front seat is so built that the driver can sleep on it in a sleeping bag. The machine is driven by a 55 hp. Rutenber motor and is equipped with a Westinghouse starting and lighting system. In addition, it has a separate Delco 20-watt lighting system for the inside of the car and the camp, and a Delco pumping system to furnish water under pressure for various purposes and to pump water from springs and other outside sources up to 50 ft. distant. The truck is equipped with Firestone pneumatic cord tires, those on the rear wheels being 42x9 in.

“The car is furnished with every convenience for camping. There is a built-in ice chest having a capacity of 100 lb. of ice and enough food for five people for a week. A 15-ft. balloon silk fly is carried for use either as a fly or a tent. It can be attached to the side of the car and is used as a cook tent. The car is also furnished with a complete camping outfit which includes a wood and a gasoline stove and a set of aluminum utensils. Wearing apparel and other supplies are carried in lockers under the seats and boxes fastened under the car contain tools and other supplies.”

Indiana's lineup remained the same into 1920, marked only by the addition of the Model 50 and Model 51, two all-new 5-ton heavy duty haulers. A reported 4,000 Indianas were sold during the year, necessitating the need to included an additional engine supplier, Waukesha, who supplied the firm with one of their new 4-cylinder engines.  The 5-cylinder Model 50 was a poor seller and was dropped from the Indiana lineup in1922, the 6-cylinder Model 51 remaining the firm's sole heavy hauler. The 1-ton Model 10 joined the Indiana lineup in 1923, and in 1924, Indiana revamped it's lineup somewhat offerering eight models; the 1-ton Model 11, 1 1/2-ton Model 15, 2-ton Model 20, 2 1/2-ton Model 25, 3-ton Model 26, 3 1/2-ton Model 35, 4-ton Model 40, and 5- ton Model 51.

In 1925 Indiana expanded to 12 regular models and four dedicated dump trucks which were sold using the 'Roadbuilder' moniker and rated according to the number of cubic yards of earth or stone they could hold as opposed to how much weight they could carry. Models 11 and 15 were available in two Roadbuilder configurations, designated 'A' or 'AX.' The 1 1/2-yard 1-ton Model 11A Roadbuilder used a 25.6 h.p. Hercules engine, Muncie T-23 transmission, and Clark rear axle; the 1 1/2-yard Model 11AX 'Roadbuilder' added a seven-speed Brown-Lipe transmission and 2-speed Sheldon rear axle. The Model 15A and Model 15AX were similarly configured, albeit with a 2- yard dump body. Also introduced was a new 7-ton heavy-duty chassis, the Model 52, which was priced out the door at $5,400.

For 1926 the Indiana lineup remained the same save for the addition of two new Roadbuilders, the Model 14A/14AX, a  1 1/2-ton truck powered by a 25.6 h.p. 4-cylinder Waukesha and priced from $1,495 - $2,080. Another notable addition for the year was the Model 41 (aka Big Steve), a 5-ton chassis which included quick-release front fenders and sheetmetal, allowing its 4-cylinder Waukesha Model DU engine to be replaced as a one-piece unit (radiator, engine) in under 30 minutes.  The feature created a very distinctive front end appearance for the 'Big Steve', reminiscent of Mack's AC series, which were still being produced at time. The US Army purchased a number of 'Big Steves' for use as heavy haulers during 1927 and 1928.

In 1927 the Indiana lineup grew to 16 offerings, only the 1 1/4-ton Model 11 ($1,395) and 5-ton Model 41  'Big Steve' ($5,350), were retained from the previous year. Wisconsin 6-cylinders powered the following: the 1 1/4-ton Model 611 ($1,465), the 1 1/2-ton Model 611A ($1,765), the 2-ton Model 615 ($2,680), the 2 1/2-ton Model 615A ($2,960) and 3-ton 'Speed' trucks, Models 626, 627, and 628 (priced from $3,850–$4,000). The 'Speed' models included a full electrical system, pneumatic tires, and spiral-bevel drive axles. and the 5-ton Model 638 ($4,955), which continued to use significantly stronger worm-drive rear axles.

In 1928 Indiana offerings expanded to 23 offerings, brand new were the 1-ton Model 200 ($1,195), the 1 1/2 -ton Model 300 ($1,475), the two ton Model 400 ($2,495) and and the 5-ton Model 638 ($4,955). Indiana reduced its offerings for 1929, but introduced an all-new 4-cylinder 36 h.p. Hercules-powered 4-ton truck called the Model 138 and a heavy-duty Roadbuilder, the 627 AW, which was introduced in the May 4, 1929 issue of Automotive Industries:

“Indiana Truck Adds Roadbuilder Model

“New Vehicle Has Six-Cylinder Engine; Gross Weight is 20,000 lb.

“Marion, Ind., April 30 - An additional Roadbuilder model of truck, the Indiana Model 627AW, has been announced by the Indiana Truck Corp., a division of the Brockway Motor Truck Corp. of Cortland, N. Y. It is equipped with a six-cylinder 4 by 5-in. Wisconsin engine and has a rating of a maximum permissible gross weight of 20,000 lb. The wheelbase is 156 1-4 in. The engine develops 72 hp. at 2000 r.p.m.

“A full-floating type rear axle with double-reduction gear drive is used. Internal brakes act on gunite drums on the rear wheels and are applied by a vacuum booster. These brakes are 18 in. in diameter and have linings 4 in. wide. A 14-in. disk brake mounted on the propeller shaft is lever-operated and serves as the emergency and parking brake. The transmission is of the unit-powerplant type and gives five forward speeds and two reverse. Normally the fifth forward speed is the direct drive, but if desired, the fourth can be made the direct drive and the fifth an over-drive.

“The frame is made of heat-treated pressed steel members, the material having a tensile strength of 90,000 lb. per sq. in. As on other Indiana trucks, a three-point mounting is used for the engine, radiator and cab. The dump body equipment recommended for this model is an 81 cu. ft. steel dump body with straight sides and round bottom with double-acting tail gate and center partition for batch work. It is 72 in. wide, 102 in. long and 19 in. high.”

By mid-1930 the Marion, Indiana plant was little more than a satellite Brockway plant that constructed Cortland-designed trucks - albeit with Indiana badges and model numbers - for sales through Indiana's distribution network. In 1931 engineer Chessie Cummins installed one of his Diesel-cycle engines into an Indiana truck chassis for an experimental cross-country test run, giving Indiana the distinction of being the first American truck to be fitted with a Diesel.

In April of 1928 George A. Brockway officially resigned as president of the firm, his position being filled by Indiana president, Martin A O'Mara, the April 26, 1928 issue of Motor Age reporting:

“O'Mara Heads Brockway

“Cortland, N.Y., April 21 - Martin A. O'Mara of New York City was elected president of the Brockway Motor Truck Corp. at a recent meeting of  the concern's directors, held in this city. George A. Brockway, former president, was elected chairman of the board of directors and will continue as manager of the Cortland factory.

“Messrs. O'Mara, C. Moen of New York, and J.W. Stephenson were elected new directors of the corporation. “Mr. Stephenson, former president of the Indiana Motor Truck Co., which recently merged with Brockway, was chosen as chairman of the executive committee. He will continue as manager of the factory in Indiana. Other directors are Mr. Brockway, Paul B. Kelly, Dr. F.R. Thompson, William N. Brockway and A.J. Buck.”

Centralized procurement was one of the advantages touted by the merger as was a shared engineering department, however the firm's biggest asset was its 38 factory branches, the combined assets totalling $9 million with a projected annual sales of $15 million. The stockholders of both firms were rewarded with a good earnings report for the first six months of 1928, the August 1, 1928 issue of the Brooklyn Daily Eagle reporting:

“Brockway Motors Up

“Consolidation of the Brockway Motor Truck Corporation and the Indiana Truck Corporation earlier this year has been followed by a substantial increase in earnings, according to a report to stockholders by President Martin A. O’Mara. Gross profit from sales for the six months ended June 30 was $1,950,604, as compared with $1,656,990 for the corresponding period in 1927. New earnings, after depreciation, were $882,188, as compared with $609,254. After expenses, taxes and preferred dividends, $3.73 per share was earned for the common stock, as against $2.40 for the first half of last year before the two companies were combined.

“Although sales increased more than 20 percent, the selling, administration and general expenses were virtually the same, being $1,139,001 for the first six months of 1928, as compared with $1,137,319 during the first half of 1927.”

The December 22, 1928 edition of Automotive Industries announced the appointment of Ray F. Townsend as manager of corporation sales:

“Brockway Appoints Townsend - Ray F. Townsend has been appointed manager of corporation sales of Brockway Motor Truck Corp. For five years he was connected with the general sales office of the Willys-Overland Co. and subsequently was a special representative for five years with Federal Motor Truck Co. Later he became assistant to the president of Indiana Motor Truck Corp., in charge of branch operations.”

The 1928 edition of Moodys Industrials Manual (published 1929) included the following information regarding Brockway's purchase of the Indiana Truck Corp:

“Brockway Motor Truck Corp.: Incorporated in New York, Nov. 24, 1922, and purchased the business and Plants of Brockway Motor Truck Co., which was incorporated in New York in 1912 to succeed to the business of W.N. Brockway, Inc. Controls through ownership of entire capital stock the Indiana Truck Corp. (See Below). Corporation produces by assembling of units manufactured by individual specialists, a complete line of trucks from the light “Highway Express” to a seven-ton heavy duty truck, all marketed under the trade name “Brockway”. Also manufactures a line of buses and chassis for fire apparatus. Operated a plant at Cortland, N.Y. covering an area of about 7 ˝ acres, and containing a total floor space of 271,616 sq. ft., and maintains branches located in New England States, New York, Pennsylvania and Ohio. More than 40% of the total business handled is for export trade, for which purpose company maintains an export office in New York City. Number of trucks produced: 1925, 3,002; 1926, 3,519; 1927, 3,820. Employs about 822.

“Indiana Truck Corp.; Incorporated under Indiana laws in 1928 for the purpose of acquiring and holding the assets, subject to the liabilities, of the old Indiana Truck Corp. (incorporated in Indiana, Dec., 22, 1916 and dissolved in 1928) purchased in Feb. 1928 for $375,000 convertible preferred stock and 50,000 shares of common stock of Brockway Motor Truck Corp. and $540,103 in cash. Corporation produces by assembling of units manufactured by individual specialists, a general line of trucks for foreign and domestic commercial purposes, marketed under the trade name 'Indiana. Plant located at Marion, Ind., contains a total floor space of over 173,000 sq. ft. Sales, service distrivbution and financing functions are conducted by subsidiary companies. Charters under the laws of Indiana, California, Kentucky, Missouri, Pennsylvania, Massachusetts, New York, Illinois, Georgia and Texas. Number of Trucks produced: 1925, 1,491; 1926, 1,514; 1927, 1,604 . Employs about 433. Entire capital stock consisting of 1,000 no par common shares held by Brockway Motor Truck Corp.

“ Management (Brockway Motor Truck Corp.) Officers: G.A. Brockway, Chairman, Cortland, N.Y.; M.A. O'Mara, Pres., New York; P.B. Kelly, 1st Vice-Pres., Cortland,N.Y.; J.W. Stephenson, Vice-Pres., Marion, Ind.; J. Gossner, Vice-Pres., New York; W. N. Brockway, Vice-Pres., White Plains, N.Y.; F.R. Thompson, Sec. & Treas., Cortland, N.Y.; E.L. Moxie, Asst. Sec. Homer, N. Y.; J. A. Rhue, Asst. Treas., Marion, Ind. Directors: G. A. Brockway, P. B. Kelly, F. R. Thompson, A. J. Buck, Cortland, N. Y; W. N. Brockway, White Plains, N. Y.; M. A. O'Mara, L. Moen, New York; J. W. Stephenson, Marion, Ind.”

Between 1929 and 1932 nearly every model in the Brockway-Indiana lineup was restyled and carrying capacities increased, the firm now boasting a product range of 1 to 7 1/2 tons. In the June 15, 1929 'News of the Industry' column of Automotive Industries, Martin O'Mara stated sales during the first four months of 1929 exceeded thos of 1928 by 40%:

“Brockway Motor Truck Adds Three Directors

“New York, June 12 - Brockway Motor Truck Corp. at its annual meeting yesterday voted to increase the number of directors from seven to 10 and elected J. Mitchell Hoyt, C.K. Woodbridge, C.M. Finney, Ernest Stauffen, Jr., and P.J. Ebbott to the directorate. A. J . Buck and W.N. Brockway retired from the board.

“Martin A. O'Mara, president, said; 'Our sales during the first four months of 1929 have shown a gain of 40 per cent in units over the corresponding period of 1928.”

Little more than a year after the Indiana acquisition Brockway began exploring a similar merger with Ardmore, Pennsylvania's Autocar Co. In preparation for a takeover bid the Manhattan brokerage house of Prince & Whitely began purchasing large blocks of stock from Louis Semple Clarke, one of Autocar's founders, on Brockway's behalf. The June 24, 1929 Brooklyn Daily Eagle announced that negotiations were nearing completion:

“Autocar-Brockway Merger Is Pending

“Philadelphia, June 24 – Negotiations for the acquisition of the Autocar Company by the Brockway Motor Truck Corporation, which have been pending for some time, may be concluded at a conference being held between officials of both companies. Present plans contemplate an exchange of Autocar stock which is closely held by Philadelphians for the stock of Brockway Motor Truck.”

Further details of the proposed merger were included in the The July 12, 1929 issue of the Brooklyn Daily Eagle:

“Brockway Exchange Terms Undecided

“Asked concerning reports that the merger of Brockway Motor Truck Corporation and Auto Car Company would involve splitting of Auto Car stock 3 for 1 and exchanging share for share for Brockway, Martin A. O’Mara, president of the Brockway Motor Truck Company said:

“Negotiations between Brockway and Auto Car are still pending, but no definite plan for bringing the two companies together has yet been agreed upon. There have been numerous plans suggested involving an exchange of stock but nothing definite has been decided.”

The July 20, 1929 issue of Automotive Industries reported that although talks between Autocar and Brockway were ongoing, no definite decisions would be made during 1929:

“Negotiations for Merger Are Deferred by Autocar

“Ardmore, PA., July 18 - Merger negotiations between the Autocar Co. and the Brockway Motor Truck Co. are still in the discussion stage, and it is probable that no definite action will be taken by either company until next year, according to a high official of the Autocar Co.

“The earnings report of the Autocar Co. is in preparation, and until it is completed any further action on the merger is virtually impossible it was said. Completion of the earnings statement for the first half of this year is expected within two weeks.”

The brokerage houses - Prince & Whitely, Janney & Co., and Battles & Co. - that had purchased a controlling interest in Autocar are named in the following article taken from the August 17, 1929 edition of the Chester (Penn.) Times, which describes the merger as 'problematic':

“New Finance Plan For Autocar Company

“New financing to provide additional capital that has been made necessary by the recent expansion of the company's business will be announced on behalf of the Autocar Company, of Ardmore, in the near future. It was learned yesterday. It was also officially stated that it is not the present Intention to merge the company with the Brockway Motor Corporation, although what may be done along these lines in the future is problematical.

“Prince & Whitely, who, together with Janney & Co., and Battles & Co., have purchased a controlling interest in the common stock of Autocar Company, made the no-merger statement. It had been reported that because of that banking firm's association with the Brockway interests that a merger of the two automobile truck builders would be effected.

“The banking interests, it is understood, are studying plans to further enlarge the output of the Autocar Company, which in the last two years has made a rapid recovery in that field.”

Unfortunately the Depression intervened and the proposed Brockway-Autocar union was shelved permanently.

The August 10, 1929 issue of Automotive Industries announced that Brockway had recently developed a super heavy-duty 6-wheeled chassis:

“Brockway Adds Two New Trucks to Line

“Cortland, N.Y., Aug. 6 - One six-wheeled and a companion four-wheeled truck chassis have been added to the line of the Brockway-Indiana Motor Truck Corp. The six-wheeler is rated at 40,000 lb. gross weight capacity as a truck and 70,000 lb. gross weight capacity for a truck-trailer combination. The corresponding ratings for the four-wheel unit are 30,000 and 65,000 lb.

“Both models are equipped with the Continental 16-H six-cylinder 4 3-4 by 5 3-4 in. engine, Brown-Lipe multiple disk clutch and Brown-Lipe seven-speed transmission. In the six-wheeler a Timken tandem worm-drive axle unit is used, and in the four-wheeler a single worm-driveaxle of the same make.”

The 'Men of Industry' column of the January 18, 1930 issue of Automotive Industries announced that Brockway had completed its reorganization of Brockway's officers with the election of John D. Lannon as vice-president and general manager:

“Lannon is Advanced

“President Martin A. O'Mara of the Brockway-Indiana Motor Truck Corporation has announced the election of John D. Lannon as vice president and general manager, a director and member of the executive committee.

“The election of Mr. Lannon, with that of C.M. Finney as the new treasurer of the corporation, will complete the organization of Brockway as originally planned when that company merged with the Indiana Truck Corporation.

“Mr. Lannon will bring to the Brockway-Indiana organization an automotive experience so exceptional that it actually antedates the birth of the gasoline-driven motor vehicle. He was with the Locomobile company when that organization launched the first steamer. Since those early days of the industry Mr. Lannon has either directly or indirectly designed and built every component part that goes into a motor truck, and has held practically every position in the industry from foreman to general manager.”

The July 2, 1930 edition of the 'Standard Stock Statistics' syndicated column reveals how the early stages of the Depression and the 1928 acquisition of Indiana had led to a $4 loss in earning for Brockways shareholders:

“Net income of Brockway Motor Truck for 1929 was the lowest in the company's history, being equal to only $0.54 a common share, against $4.53 in 1928. Sales have shown regular expansion, the figure for 1929 being 9 per cent better than the previous peak established in 1928. The decline in the net is laid to reorganization of sales facilities, extraordinary expenses caused by conslidation of Indiana Truck Corp., and by unprofitable operations of the fire fighting apparatus division, large inventory write-offs, and collection difficulties.

“The fire equipment division has been discontinued, more rigid sales terms are in effect, cost of new developments have been charged off, with none deferred to future operations, and current operations are reported to be at good volume. Company manufactures a complete line of motor trucks. Export trade is large. Balance sheet of December 31, 1929 showed current assets of $2,307,534 against current liabilities of $3,858,387.”

The 'Men of Industry' column of the November 8, 1930 issue of Automotive Industries, announced that M.L. Kerr, Indiana's chief engineer, had relocated to Cortland to take a similar position with Brockway, indicating that the firm's engineering activies had been consolidated at its Cortland facility:

“Brockway Appoints Kerr

“M.L. Kerr has been appointed chief engineer of Brockway Motor Truck Corp., and will make his headquarters in Cortland, N.Y., where engineering activities of Brockway and Indiana are being concentrated.”

The announcement immediately followed startling news that Brockway president, Martin A. O'Mara, had been indicted by New York State Attorney General Hamilton Ward Jr. in a stock munipulation scheme involving David Lamar, the original 'Wolf of Wall Street'. The  November 4, 1930 edition of the Brooklyn Daily Eagle reporting:

“Lamar, Wall Street ‘Wolf’ Is Named In Truck Stock Plot

“Scheme to Wash Sales Laid to Him and Two Others – Plan Failed

“On order of Supreme Court Justice Fawcett in Brooklyn, David Lamar, so-called ‘Wolf of Wall Street’ must show cause Nov. 12 why he should not be enjoined from alleged fraudulent stock dealings and from participation in pools for the manipulation of stock prices.

“Similar show-cause orders were issued by Justice Fawcett against George C. Van Tuyl Jr., band director and former State Superintendent of Banks, and Martin A. O’Mara, until recently president of the Brockway Motor Truck Corporation. An Action to enjoin them permanently has been brought by Attorney General Hamilton Ward.

“Lamar, in an affidavit by Deputy Attorney General Abraham Davis, is charged with being the leader in a scheme to ‘wash’ sales of Brockway Motors stock, raising it from 14 to 19 7/8 on, the Stock Exchange.

“While Davis, at Lamar’s direction was buying the stock, giving the impression that there was a large demand for it, Van Tuyl, according to the charge, was selling equal amounts of it short. The scheme eventually fell through and the stock receded to 10.”

Brockway's shareholders, not to mention its management, employees, and even the residents of Cortland, were shocked by the news. O'Mara's association with Lamar, the most notorious swindler of his day, inferred immediate guilt, and Brockway's board assembled for an immediate meeting to try and mitigate the damge that had already been done. Unsurprisingly O'Mara was forced out, his resignation announced to the trade - without explanation - in the November 8, 1930 issue of Automotive Industries:

“O'Mara Leaves Brockway

“New York - Nov. 6 - Martin A. O'Mara has resigned as president of the Brockway Motor Truck Corp.”

Also implicated was Brockway's Manhattan brokerage house, Prince & Whitely, which became the subject of an investigation by U.S. Attorney for the Southern District of New York,  Robert E. Manley; the November 9, 1930, Brooklyn Daily Eagle reporting:

“Manley gets New Angle on Prince Deals

“Receives Affidavits Charging ‘Wolf’ Lamar ‘Rigged’ Same Stock

“While acting Federal Attorney Robert E. Manley in Manhattan yesterday was pushing his investigation of charges of manipulation of Brockway Motors stock by the suspended Stock Exchange house of Prince & Whitely, new charges of manipulating this stock were filed at his office.

“The charges, as in the case of Prince & Whitely, were made in an affidavit sent from the office of Assistant State Attorney General Watson Washburn. Although Prince & Whitely are not involved in the new charges, they stood to benefit handsomely by the transaction of they still held the 40,000 shares their statement showed was in their possession or control on June 30.

“Stock Again Forced Up

“The charges also emphasized the fact that Brockway Motors, driven up from $14 to $20 share on June by Prince & Whitely buying up all the shares offered on that day, had declined to $14 when the new market manipulation was begun in August or October.

“The affidavit from Washburn’s office, signed by Assistant State Attorney General Abraham N. Davis, alleges that a pool was formed to advance the price of the shares from $14 to $20. Manley’s inquiry will delve into the activities of David Lamar, known as the ‘Wolf of Wall Street’, George Tuyle Jr., former state superintendent of Banks, and Martin A. O’Mara, former president of Brockway Motors.

“Another purpose of the pool, it is alleged in the affidavit, was to enable the promoters to sell to the public common stock held under option by O’Mara and to sell additional common stock to the extent of more than 50,00 shares.”

On November 9, 1930 Brockway chairman, George A. Brockway, appointed the former vice-president of Mack International Motor Truck Corp., Robert F. Black, as O'Mara's replacement, the November 11, 1930 edition of the Syracuse Herald reporting:

“Brockway to Take Active Part in Firm - Cortland Optimistic Over Early Return of Good Business

“Cortland, Nov. 10. — A spirit of optimism prevails in this city today, and in the villages of the county, following announcement Saturday that George A. Brockway, founder of Brockway Motor Truck Corporation, was again to take active interest in the corporation.

“The Brockway organization, with 18 years of truck manufacture behind, has the distinction of being the only one of many wagon firms here to follow the progress of the times and go into the construction of motor vehicles.

“The organization was founded in 1875 by the late W.N. Brockway in Homer. The senior Brockway died in 1889 and George A. Brockway, his son, succeeded in control of the business.

“Changing times in the 20th century made it evident that the organization could not endure indefinitely in the manufacture of wagons and carriages. In 1912 a plant in Cortland at Central Avenue and Pendleton Street was purchased. The plant had been used in the manufacture of carriages.

“During the first 15 months the factory turned out 91 trucks. The plants in that first year established a reputation for fine truck building which has endured. Now the plant comprises approximately 30 buildings and covers an area of six acres.

“The plant, Mr. Brockway insists, still is potentially as strong a moneymaker for its backers as in its heyday. Rumors of changes in the factory personnel were dismissed by Mr. Brockway as of little concern in the chief effort of re-establishing the corporation again among leading truck factories.

“Robert P. Black, former vice president of the Mack Truck Corporation, who was chosen Friday night as president of Brockway to succeed Martin A. O'Mara, is expected to begin his duties here a week from today, according to Mr. Brockway.

“Mr. Brockway's appointment as chairman of the board of directors is interpreted by observers of the corporation to mean that the former head will become aggressive in the corporation’s rehabilitation.”

The November 15, 1930 issue of Automotive Industries reported Black's election to the automotive trade, and stated that Brockway's October, 1930 sales had shown improvement over the previous month:

“Brockway elects Black

“New York - Nov. 12 - Brockway Motor Truck Corp., at a recent meeting of the board of directors, elected Robert F. Black president and director, and George A. Brockway, chairman of the board.

“Mr. Black has been associated with the truck industry about 18 years, as vice-president of Mack International Motor Truck Corp., until about a year and a half ago.

“In a statment issued by the board of directors, it was pointed out that October sales of the corporation showed a considerable increase over sales of the preceding month.”

Brockway's sales were certainly effected by October 30th's stock market crash, however more pressing news occupied the headlines of the December 3, 1930 issue of the Brooklyn Daily Eagle, which provided details on the damning evidence that led to the investigation of Prince & Whitely:

“5-Inch Tape Reveals Prince, Whitely ‘Rig’

“June 30 Ticker Notation Shows How Bankrupt Firm Boosted Stock in Two Minutes for Exchange Report, Says Prosecutor’s Aide.

“A little strip of tape, not more than five inches long, that passed through the stock tickers on June 30 last, reveals the whole story of how the bankrupt stock brokerage firm of Prince & Whitely, by buying only 2,000 shares of Brockway Motors stock, was able to drive up the price from 14 ľ to 20 7/8.

“The purpose of the transaction, it has been charged by Assistant Attorney General William H. Milholland, was to ‘rig’ the market price to give an artificially high value to the 40,000 shares of Brockway Motors held by the firm for the purpose of a report to be made to the Stock Exchange of the firm’s condition as of June 30.

“Preserved by Broker

“The five inches of tape encompass the whole story. It was shown to the Eagle today by a broker who was so amazed at the story it was unfolding as he stood by his ticker on June 30 that he snipped it off and preserved it.

“The transactions were started only about two minutes before the Stock Exchange closed for the day and were completed within that time.

“The beginning of the drive just two minutes before closing time was vital to the success of the coup. This broker explained. Had the drive been earlier in the day it would have required transactions in at least 50,000 shared to have achieved the more than 6-point advance.

“Here is the whole story of the momentous two minutes told in the five –inch strip in figures which speak a language every broker understands:

“4.14 ľ. 2.7/8. 15. Ľ 3/8. 2 5/8. 2.16 3/8. 2.17 Ľ.”

“Thus the tape recorded the purchase by Prince & Whitely of 400 shares of Brockway Motors at 14 ľ, 200 at 14 7/8, 100 at 15, 100 at 15 Ľ, 100 at 15 3/8, 200 at 15 5/8, 100 at 15 ľ, 200 at 16 3/8, 200 at 17 Ľ, 200 at 19, 100 at 20 and 100 at 20 7/8.”

“By a similar expedient on the same day, it has been charged by Milholland, the firm drove Atlas Stores tock from 27 Ľ to 31, Hahn common from 16 to 19, Prince & Whitely Trading Corporation preferred from 35 to 40 and L.A. Young Steel & Wire Products Company from 33 to 37.

“This was done, said Milholland in his complaint in his court action to restrain Prince & Whitely partners from further stock dealings, ‘for the purpose of showing the market for these securities had greatly increased, for the fact that the defendants held large blocks of these securities. In fact, this increase in price increased the assets of the defendants by $1,200,000.

“The firm’s holdings, according to Milholland, were reported to the Stock Exchange at the fictitious values. All of the issues declined within about two weeks to their former levels.”

By 1931 sales of Brockway-Indiana motor trucks had dipped to a combined 1,500, from a high of 5,500 in 1929.  The January 16, 1931 issue of the Syracuse Herald confirmed that Brockway, like much of its competition, was in severe financial straits:

“Submit Plan For Brockway Financial Aid - Creditors Asked To Allow Cortland Plant to Continue Operations

“Exclusive Dispatch to The Herald - New York, Jan. 16.—Provision for $500,000 to furnish working capital to enable the Brockway Motor Truck Corporation to continue its operations at Cortland, is made in a plan just submitted to the creditors of the corporation by the creditors' committee.

“The creditors have been asked by the committee to sign an agreement to refrain from acting on the debits over a three-year period, subject to further extension if approved by a majority in amount of creditors.

“The creditors, in turn, will receive 6 per cent non-negotiable notes for the face value of their accounts. The $500,000 needed for working capital would be provided in the form of advances from banks under the proposed agreement.”

The February 9, 1931 issue of the Syracuse Herald provided some additional details on the O'Mara scandal, and the personal tragedy that resulted:

“Mrs. O'Mara Dies In Fall From Window - Wife of Ex-Brockway Head, Hard Hit In Crash, Killed

“New York, Feb. 9.—Mrs. Catherine C. O'Mara, 37, wife of Martin A. O'Mara. former president of the Brockway Motor Truck Corporation, of Cortland, last night jumped or fell to her death from the bathroom window of an apartment house in East 68th Street.

“Mr. and Mrs. O'Mara were attending a party at the home of Mr. and Mrs. William McDaniels. Mrs. O'Mara suddenly left the party and locked herself in a bathroom, according to the police. The superintendent of the building found the body when he investigated a crash.

“O'Mara recently suffered severe financial reverses and police consider this fact might have led the wife to end her life. The couple's daughter, 17, is away at school.

“O'Mara was ousted last November from the presidency of the Brockway Motor Truck Corporation when the State Bureau of Securities filed charges against him and David Lamara, the 'Wolf of Wall Street,' and George C. Van Tuyl, Jr., former State Banking Superintendent and a director of the defunct Bank of the United States.

“It was alleged that the three men had formed a syndicate to boost the price of Brockway shares on which O'Mara had an option. The Attorney General's office charged wash sales
and other acts forbidden by law. O'Mara, it was shown, had become heavily involved financially through the alleged transactions.

“Robert F. Black, of Chicago, at one time vice president of the Mack International Truck Corporation, succeeded O'Mara as president of the Brockway concern. At that time George A. Brockway, of Cortland, founder of the truck corporation, returned to active duty in the business, accepting the post of chairman of the board.”

The fact that Brockway was in fact an ‘assembled’ truck served as the basis of a lawsuit the firm filed against the City of New York in mid-1931. The suit was covered in great detail by by E.K. Titus in the December 12, 1931 issue of Automotive Industries:

“Litigation Tangles New York Truck Market by E.K. Titus

“Matter of ‘Assemblers’ vs. ‘Manufacturers’ involves huge fleet order

“One of the liveliest and most significant specification debates in recent years is being staged in New York City. "Manufacturers" and "assemblers" of trucks, on opposite sides of the rostrum, have been using affidavits for ammunition.

“Affidavits, representing the experience of some of the most distinguished figures in the automotive industry, probably make the best encyclopedia of opinions on the relative merits of the two methods of production ever collected.

“The prizes being contested for are millions of dollars New York City is expected to spend on trucks during the next few years. The immediate issue was award of contract for nine motor-driven brooms. Brockway Motor Truck Corp., as a taxpayer, was suing the City of New York, and members of the Sanitary Commission, in an effort to secure modification of the specifications for this equipment, to admit assembled trucks.”

Allthough interesting, the rest of the article does not pertain to Brockway exclusively, so I've included it as an Appendix (Appendix 3), at the conclusion of the Brockway story.

The September 5, 1931 issue of Automotive Industries reported that during the first six months of 1931 Brockway had continued to operate at a loss:

“Brockway Reports Loss

“New York – Aug. 31 – Brockway Motor Truck Corp. shows net loss for the six months ended June 30 of $550,475. This compares with net profit for the first half of 1930 of $212,335, or 60 cents a share on common stock after payment of preferred dividends.”

And Brockway wasn’t the only truck manufacturer losing money, in the same issue, Automotive Industries reported that White Motor Co. lost $1,048,710 over the same period.

In late 1931 Brockway made a decision to pull back from a multi-regional sales strategy and concentrate on the nine Northeastern states. The Marion, Indiana plant was closed down and put up for sale. A group of local Marion businessmen headed by H.K. York, the former Indiana plant manager, expressed an interest in purchasing the facility, the January 12, 1932 edition of the Logansport Pharos reporting:

“Marion Men Take Over Truck Plant

“Marion, Ind. – Jan. 12 – Control of the Marion plant of the Indiana Truck Corporation today passed to H.K. York and a group of other MArion business men. The Indiana Truck Corporation had previously had been a subsidiary of the Brockway Motors Corporation of New York.

“The new company will be known as the Indiana Motors Corporation.

“York is president of the board of trustees of the Indiana State Reformatory. Highwya trucks are the main product of the plant.”

The January 23, 1932 issue of Automotive Industries included additional details of the transaction:

“Indiana Sells Marion Plant

“Buying Group Headed by H.K. York, Who Has Been Manager

“Cortland, N.Y., Jan. 19 - R.F. Black, president of Indiana Truck Corp., wholly owned subsidiary of the Brockway Motor Truck Corp., announced today that the Indiana company has sold its plant and equipment at Marion, Ind., to a group of Marion capitalists which will continue the manufacture of Indiana trucks. The Marion group is headed by H.K. York, who has been the general manager of the Indiana Truck Corporation's business for the past 15 months. Mr. York will be president of the new company, which has been incorporated in Indiana, and will be known as Indiana Motors Corp.

“Mr. Black announced that the Brockway company will confine their sales activity to the Eastern and Pacific Coast territory, where they have 15 branches and some 300 dealers. Brockway will also continue active in the export business, where they have always enjoyed a substantial business. It is understood that the Indiana company will confine their activity to the Middle West.

“It was also announced that the Brockway company would maintain close working arrangements with the new Indiana Motors Corp., which will permit an exchange of engineering facilities, and by reason of similarity of design, would enable the two companies to continue to offer nation-wide service to the owners of Brockway and Indiana trucks.”

The February 6, 1932 issue of Automotive Industries reported on the details of that agreement:

“White to Sell An Indiana Line

“Assembled Trucks Will Supplement Its Own Models

“Cleveland, Feb. 1 -A contract agreement has been entered into by which the White Co. will market through its factory branch and dealer organization Indiana assembled trucks.

“A.G. Bean, president of the White Co., in making the announcement, said that the agreement was solely a merchandising program and does not alter the engineering or manufacturing policies of either company.

“Effective immediately through this contractual agreement, the Indiana 95 truck series, of one to two-and one-half-ton trucks, assembled in three models, will be merchandised through the White sales organization.

“These models are the Model 95, 12,000 lb. gross, $1,095; Model 95 DR, 15,000 lb. gross, $1,275; Model 95 SW, a six-wheel unit, 20,000 lb. gross, $1,450.

“‘For some time the White Co. has been planning to utilize its sales branches to market a low priced assembled truck of good make,’ Mr. Bean said. ‘A long and careful investigation of the various low priced assembled trucks was made for the purpose of finding a vehicle suitable to meet certain operating conditions. This resulted in the selection of the assembled trucks produced by the Indiana Motors Corp., of Marion, Ind., as the product best qualified to be sold in conjunction with the White line. This procedure will permit the White Co. to offer a low priced assembled truck where such a vehicle is adaptable.’”

Soon after the White Motor Co. merged with Studebaker in September of 1932, the December 14, 1932 issue of the New York Times announced that White was relocating the manufacturing, engineering and sales departments of the Indiana Motors Corporation to Cleveland:

“Shift by Indiana Motors

“Activites Will Be Conducted at Cleveland Instead of Marion

“The manufacturing, engineering and sales departments of the Indiana Motors Corporation will be moved immediately to Cleveland from Marion, Ind., A.G. Bean, president of White Motor Co. announced yesterday. Manufacture and assembly of White, Pierce-Arrow and Indiana trucks will then be at the White factory in Cleveland. Removal of the Pierce-Arrow  truck plant from Buffalo is about completed. Studebaker trucks will continue to be built in South Bend, and Rockne commercial cars at Detroit.

“The Pierce-Arrow removal resulted from the merger of Studebaker and White, as Pierce-Arrow is a subsidiary of Studebaker. The Indiana Motors Corporation was purchased by White several months before the merger with Studebaker.”

To the suprise of no-one, earlier that summer Brockway had filed for bankruptcy protection under the provisions of Section 77B of the National Bankruptcy Act. The August 2, 1932 issue of the Syracuse Herald announced that shareholders had approved a financial and operational reorganization of the Brockway Motor Truck Corporation into the Brockway Motor Company, Inc., the latter firm assuming all current debts, contingent liabilities and policy obligations of the former:

“Truck Firm At Cortland Reorganized - Brockway Motor Company, Inc., Selected as New Operations Unit

“Special Dispatch to The Herald - Cortland, Aug. 2. — Financial reorganizatlon of the operating activities of Brockway Motor Truck Corporation under a new operating company; known as Brockway Motor Company, Inc., yesterday received the approval of more than two-thirds of the preferred and common stockholders at an adjourned annual meeting.

“Robert F. Black, president of the concern, said the plan also has received approval of the committee representing the deferred creditors. The plan will be put into operation immediately.

“Officers elected yesterday afternoon are: George A. Brockway of Cortland, chairman of the board; Robert F. Black of Cortland, president; Homer J. Gossner of New York City, vice president in charge of exports; George Piroumoff, vice president in charge of engineering: M.J. Kelly of Cortland, treasurer, Frank C. Odell of Cortland, secretary.

“Directors of the company are: George A. Brockway, Dr. Fred K. Thompson, E.A. Brewer, Walter A. Ford, Asa J. Buck and Robert A. Black, all of Cortland; William H. Webster of Bronxvllle, Homer J. Gossnser of New York City and Homer L. Fuess of Waterville.”

The August 6, 1932 issue of Automotive Industries announced the reorganization to the trade:

“Stockholders OK New Brockway Plan

“Cortland, N.Y., Aug. 4 - Brockway Motor Co., Inc., a new operating company, will be formed to take over all current operations of the Brockway Motor Truck Corp. under the financial reorganization plan approved by more than two-thirds of the stockholders.

“The new company will acquire all operating assets of the old corporation, will assume all current debts and contingent liabilities and will assume contractual and policy obligations to customers. R.F. Black, president, states that there will be uninterrupted service to Brockway users and prospective customers in both production and sales.”

Shortly thereafter Brockway announced a new line of school buses in the August 27, 1932 issue of Automotive Industries:

“Brockway Brings Forth New School Buses

“Brockway Motor Truck Corp., Cortland, N.Y., has just announced a new line of school buses including five different chassis designs. Each of these ch assis models can be provided with a body hay ing one or an other of three seating arrangements.

“In the first type of body there are four longitudinal benches, one along each side of the body and two back to back in the center.

“In the second there are two benches along the sides and a row of seats down the middle, while in the third there are the customary two rows of seats on the sides, with a center aisle between.

“Each body, in addition to the seating arrangements mentioned, has a full-width cross seat at the rear and a seat along the wall in front, at the side of the entrance.

“The first arrangement gives the greatest seating capacity for a body of given length. For instance, in the case of the longest chassis, which has a wheelbase of 240 in., 73 passengers can be ca rried with the first arrangement of seats, 57 with the second, and 54 with the third. The accommodations evidently are not quite as comfortable with the first arrangement as with the third, but in view of the fact that the average ride in a school bus is relatively short, this would seem to be not a matter of great moment.

“Principal dimensions of the four bus chassis are combined in the following table:”

model capacity wheelbase cyl-bore-stroke displacement weight
A-SB 30-38 pass.
168" 6 - 3 3-8" X 4 5-8"
248 4,240 lbs.
B-SB 36-50 pass.
186" 6 - 3 3-8" X 4 5-8"
248 4,760 lbs.
C-SB 36-50 pass.
188" 6 - 4" x 4 1-8"
311 6,200 lbs.
D-SB 48-62 pass.
212" 6 - 4" x 4 1-8"
311 6,790 lbs.
E-SB 54-73 pass.
240" 6 - 4 1-8" X 4 3-4"
381 7,950 lbs.

By 1933 the Depression had pared Brockway's annual sales to 875 vehicles although it did not curtail the introduction of new models, the most unusual being the  $10,500 Model V-1200, a heavy-duty tractor powered by a 240 hp American-LaFrance 12-cylinder gas engine that could haul a 60,000-lb payload at a sustained 45 mph. Advertised as the 'Locomotive of the Highway,' the V-1200 featured a special grill and was offered into 1937; although very few of the costly trucks are thought to have been built.

The July 1933 issue of the Commercial Car Journal announced another new line of Brockways, the Model 100, 150 and160, all equipped with 5-speed transmissions:

“Brockway’s Trio of Models Has Five Forward Speeds

“High-compression engines and full-floating rear also features of jobs

“The Brockway plant at Cortland, N.Y., is in active production of three new models which embody six-cylinder high compression engines, five speed transmissions, bevel gear drive full-floating rear axles an dhydraulic brakes.

“Model 100, rated at 15,000 lbs. gross, is powered by a Continental 28B engine with six-cylinders 3 3-8 x 4 3-8 in. providing piston displacement of 248 cu. in. Maximum h.p. is 80 at 3,200 r.p.m. and maximum torque 170 ft. lbs. at 1,200 r.p.m. This model is furnished in standard wheelbase of 168 in. and specials ranging from 137 to 186 in.

“Model 150, like Model 160, is driven by a Continental 32B engine developing maximum h.p. of 90 at 2,500 r.p.m. and torque of 240 ft. lb. at 1,000 r.p.m. Cylinders measure 4 3-8 by 4 1-2 in. Wheelbases are 138, 156, 170 and 188 (Standard) and 200 in. Gross weight rating is 18,500 lbs.

“With wheelbases and engines the same as Model 150, the new Model 160 carries a gross weight rating of 21,000 lb.

“Although all the rear axles are of full-floating bevel gear type and of Timken make a different model is used on each truck model. Model 100 uses a 54300 axles with drive and torque through the springs. Model 150 a 56200 axles with torque through the springs and drive by radius rods and Model 160 embodies a 85205 axles also with torque taken by the springs and radius rods. Front axle of Model 100 is a Shuler 15582 B-13, of model 150 a Columbia 5550-A-7, of Model 160 a Columbia 5500-A-9.

“All three models incorporate Air Maze air cleaners, Spicer propeller shafts, G & O radiators, Ross steering gears and Budd disk wheels.

“Frame side rails measure 7 7-16 x 2 1-2 x 7-32 in. on Model 100, 7 1-2 x 3 x 1-4 on Model 150 and 8 x 3 x 1-4 in. on Model 160. Two stage semi-elliptic springs carry rear loads; lengths and widths are: Model 100, 52 x 2 1-2, Models 150 and 160, 5 1-4 x 3 in., the former having fifteen leaves and the latter seventeen.

“Service brakes are four-wheel hydraulic on the three models. Models 150 and 160 having master cylinders actuated by vacuum power cylinders. Front brakes of the three models measure 16 x 2 3-4 in. Rear brakes of Model 100 and 150 are 16 x 3 1-2 in. and those on Model 160 are 17 1-4 x 4 in. Hand brakes are ventilated disk type operating on the propeller shaft.

“The deluxe cab which is offered as extra equipment is equipped with safety glass throughout, automatic windshield wiper and air-bound cushions. Major specifications follow:

model G.V.W. wheelbase tires engine cyl-bore-stroke displ.
100 15,000 lbs.
168" 7.50/20
6 - 3 3-8" X 4 1-8" 248
150 18,500 lbs.
188" 8.25/20
6 - 4 1-8" X 4 1-2"
160 21,500 lbs.
188" 9.00/20
6 - 4 1-8 x 4 1-2"

“All models include six-cylinder engines, five speed unit mount transmissions, full floating bevel gear drive rear axles, hydraulic four wheel braked, single front and dual rear tires.”

Another new series introduced that year was a line of uniquely-styled cab-forward electric delivery trucks, which were sold out of a specially outfitted Manhattan sales and service center located on 46th Street at 12th Avenue. Although the firm had manufactured a small number of electric buses one decade earlier, the November 22, 1933 issue of the New York Times stated the new vehicles were the company's first 'electric' trucks:

“Brockway Makes Electric Trucks

“The Brockway Motor Company, for more than twenty years producer of gasoline trucks, announced last week its entry into the field of electric trucks. Production of these trucks, which will have part interchangeable with corresponding series of the firm's gasoline vehicles, will center in the plant at Cortland, N.Y. The Brockway electric models will be built in three series, one for loads ranging from 500 to 3,000 pounds, another for loads of from two to three tons and a heavy-duty type for loads from three to six tons.”

The electric range eventually grew to include 6 models ranging from 1-1 1/2 ton ($1,380) to 6-7 ton ($4,200) capacity. Lightweight models featured General Electric motors with heavy-duty models equipped with Westinghouse units. Between 1933 and 1937 (when the  line was discontinued) less than 100 electrics are thought to have been constructed, most all delivered to metro New York City customers.

During early 1934 Brockway launched a massive marketing campaign, highlighted by a 10-week, 1,700 mile, 11-city tour of the Northeast. The 'Brockway Motorcade' featured  21 examples of the firm's diverse offerings and was annoucned in the December 31, 1933 issue of the New York Times:

“Brockway Starts Truck Demonstration

“A campaign 'to dramatize the importance of the motor truck' as a distribution medium opened in Cortland, N.Y., last Friday with a meeting of the executive, sales and engineering staffs of the Brockway Motor Company. The campaign, to be known as a crusade for economic districution through planned transportation, will extend over a period of ten weeks and include motor truck shows in ten Eastern cities.

“Problems of motor truck operation, including those of obsolescence, will be among the points stressed in the campaign.

“The Cortland meeting was conducted under the leadership of R.F. Black, presidnet of Brockway, and, when it was concluded twenty-five truck units, which will form the equipment to be shown in the forthcoming shows, left for New York, where the first of the shows will open next Wednesday in the Adirondack Log Cabin Building, 448 Lexington Avenue, and remain open until Jan. 16.

“The show units, in their progress over the highways from one show city to another, will form a procession to be known as a 'Planned Transportation Motorcade,' which will cover more than 1,701 route miles and 45,000 truck miles.”

During its 10-week run ‘Brockway Motorcade’ attracted a reported 150,000 onlookers, the  March 8, 1934 issue of the Syracuse Herald reporting on the tour's final stop:

“Brockway Business is Up 200 PC

“More Employees Taken On, Cortland Firm Head Reveals - 'Not a Boom,' He Says - 'Upturn Represents Restoration of Buying Power, Should Continue'

“The Brockway Company is now doing a business 200 per cent better than a year ago and hiring 70 per cent more employes, said Robert F. Black, president of the Brockway Motor Company of Cortland, at the opening of a four-day exhibit, last night at the Best Garage, 324 Erie Boulevard, West.

“Mr. Black denied that the marked business improvement he referred to is in any sense a boom. 'It represents a restoration of buying power and should continue indefinitely - at least until replacements are made of 365,000 trucks shown by a survey to be obsolete, but still traveling the highways of five states through which our motorcade of 1934 trucks passed this winter,' he said.

“Hundreds last night attending the show heard addresses by acting Mayor Willis H. Sargent, George H. Scragg, manager of the Brockway company's national sales division,
and Mr. Black.

“Saturday will be 'Cortland Day' at the show, and several thousand persons from the Brockway home city are expected to be on hand at the Best Garage to welcome the motorcade back to Central New York. The Cortland County American Legion drum corps will parade through the Syracuse downtown sections Saturday night as a tribute to the Industry and to the iniative that sent the 25 Brockway models on a demonstration, trip of 1,700 miles and 11 showings.

“Much of the color and glamour, the power and brilliance of new automotive design, and the beauty of line that distinguished the recent Auto Show at the State Armory is apparent in the Brockway show. The trucks on display range all the way from a three-cylinder, air-cooled vehicle built in 1910 by the Brockway Company, to the giant v-1200, the largest motor truck unit produced in the United States today. This tractor can haul loads up to 60,000 pounds at sustained speeds of 45 miles an hour.

“Others models include large aluminum tank trucks for the movement of milk and gasoline; a vehicle with sleeper cab for long distance hauls where driver reliefs are necessary, and a great highway van, built of aluminum. There are electric models, intended for local delivery service for milk and dairy companies; brewery trucks, a modern telephone maintenance of way truck and many other vehicles. The advantages of modern engineering design in the creation of special truck bodies for special jobs are stressed in the show.

“Ten locally-owned vehicles supplement the original 25 models which have been shown in all the exhibitions of the 'modernization motorcade.'

“Aims and purposes underlying the Brockway show, which is, the first of its kind ever held in Syracuse, were outlined today by R. J. Purcell, manager of the Syracuse branch of the Brockway organization. After stressing the fact that the general public as well as business and transportation executives are urged to attend the show, Mr. Purcell said:

“'The pocketbook of the average citizen is taken into consideration at the show along with the latest developments in truck design and operation. This pocketbook interest lies in the fact that the average citizen today pays a high price for the distribution of the  clothing and food and other items which he and his family need every day. One purpose underlying the show is demonstration of the active part modern 'motor trucks play in the  reduction of distribution costs.'

“'Objectives of the Syracuse show and of the economic distribution crusade of which it is a part are fourfold. They are:

“'1. To encourage modernization of motor truck equipment and to enlarge the present market of the motor truck industry as a whole;
“'2.' To point out the value of the motor truck as a self-liquidating capital goods investment and as a favorable factor in increased employment;
“'3. To gain for the motor truck encouragement from the general public, governmental officials and business and industrial leaders;
“'4. To prove conclusively the place of the motor truck in modern distribution and its value in the reduction of costs of industrial and consumer products.

“'The exhibition offers an exceptional opportunity for everyone to study the modern  truck and to note how different it is to the trucks of yesterday — even to trucks of three years ago. All types of models for all types of local and long distance highway transport are featured.'”

Apparently the 'Motorcade' was a success as Brockway enjoyed a 39% sales gain over the previous year with 1213 units being registered during 1934.

In early May of 1935 Brockway's chief engineer, George Sergei Piroumoff (b.1886-d.1969), was elected president of the Brockway Motor Co., replacing Robert F. Black who had accepted a position as president of the White Motor Co. of Cleveland, Ohio. A 1921 graduate of the Masschusetts Institute of Technology (MIT), Pimroumoff would head Brockway for most of the next two decades, the change in management was covered in the April 30, 1935 issue of Automotive Industries:

“Black Elected President of White Co., Report Piroumoff Will Head Brockway

“At the first meeting of the reorganized board of directors of The White Co., in Cleveland, Robert F. Black was named president and A. G. Bean, chairman of the hoard. Mr. Black will assume the office on May 1.

“The Brockway Motor Truck Corp., of which Mr. Black has been president since late in 1930, is scheduled to hold a board meeting on Friday of this week, and it is reported that George S. Piroumoff will be elected president. Mr. Piroumoff, as vice-president in charge of engineering, was Mr. Black's right-hand man.

“Mr. Black has been associated with the truck industry almost a quarter century. He was vice-president of the Mack company before becoming president of Brockway. There Mr. Black found Mr. Piroumoff, who had left the White Co. in 1927 to become chief engineer of Brockway, and who designed a new line of Brockway and Indiana trucks which has enjoyed marked success.

“The White board was elected last March when the company was separated from the Studebaker Corporation, but organization was delayed until this week. W. King White, Cleveland Tractor Co., president, and a son of one of the founders of the White Co., also was mentioned as a possible president. He is a member of the directorate.”

Piroumoff's election coincided with the release of Brockway's streamlined 1935 lineup, which was announced in the April 27, 1935 issue of Automotive Industries:

“Front End Standardization Features New Brockway Trucks

“Increased standardization of front-end construction is the feature of 10 new truck models recently announced by Brockway Motor Co., Inc., Cortland, N. Y. Such parts as fenders, running boards, gas tanks, hood, radiator shell, headlights, bumper and cab, in fact all parts which do not affect the actual load-carrying and operating ability of the truck, have been standardized for the whole line, which not only makes for unified, characteristic appearance but results in production economies. The new models have a gross-weight range of 10,500 to 18,500 lb., as compared with six models last year. The principal specifications of the various models are given in the table herewith.

“All models are equipped with hydraulic brakes, and axles, springs and frames are heavier than in corresponding last year's models. Powerplants have been moved farther forward. A wide range of wheelbases is being offered, Models 78, 87 90X and 96 are being each furnished in wheelbase lengths of 126, 138, 144, 150, 164, 170 and 176 in., while the heavier models are also furnished in 182, 188, 200 and 206-in. wheelbases.

“The standard cab, which is built in the Brockway body plant, is of 'streamline' design with integral cowl, one-piece pressed-steel roof, full ventilating windshield with cowl ventilator, and safety glass throughout. Seats are of a new adjustable design. There is a storage shelf above the windshield which is illuminated by a dome light. Space for a kit of tools is provided in the corner of the cab, while the hydraulic jack is stowed away under the seat. The cab is weatherproofed and all of its metal parts, as well as metal accessories, are chromium-plated.

“The engines furnished in this new line of Brockways are all L-head type Continentals ranging from 71 to 90 hp, Oil-bath air cleaners are standard equipment, and H-W oil filtrators are furnished on all models from 96 up.

“Each model has a Timken heavy-duty full-floating rear axle with drive by spiral bevel gears. Springs are heavier than on earlier corresponding models. Radius rods of tubular section are furnished on Models 130 and up. Single dry-plate clutches are standard throughout the line, and the transmissions are of the four-speed type, except on the 150 X-5, which comes regularly with a five-speed transmission. Spicer needle-bearing universals and propeller shafts are standard on all models.”

New Brockway Truck Line:

model gross capacity
wheelbase displacement tire size weight
10,500 lbs.
3,800-4,200 lbs.
12,000 lbs. 144"
248 6.50/20 4,000-4,300 lbs.
14,000 lbs. 150"
248 7.00/20 4,200-4,500 lbs.
14,000 lbs. 156"
288 7.00/20 4,575-5,000 lbs.
16,000 lbs. 156"
288 7.50/20 5,100-5,650 lbs.
16,000 lbs. 164"
318 7.50/20 5,100-5,650 lbs.
18,500 lbs. 164"
288 8.25/20 5,750-6,400 lbs.
18,500 lbs. 176"
318 8.25/20 5,750-6,400 lbs.
150 X-4
18,500 lbs. 176"
360 8.25/20 5,750-6,400 lbs.
150 X-5
18,500 lbs. 176"
360 8.25/20 5,770-6,450 lbs.

Not including the electrics, the 1935 Brockway lineup consisted of 36 basic models, all powered by Continental engines, (save the ALF-sourced V-1200 12-cylinder) and priced between $1,000 and $6,000. In addition to their streamlined front ends, larger capacity Brockways now featured a set-back front axle, for better weight distribution. These models were easily identified by their distinctive 'backwards' front fenders and hood-top louvers. Although Brockway's cabs were 'all-new' they continued to be constructed using a composite metal-clad wood frame which now included a once-piece stamped steel roof. Another innovative feature on many models was the inclusion of a small toolbox built into the running board that doubled as a step up into the cab.

Streamlining certainly helped increase Brockway sales from 1,213 units in 1934 to 1,695 in 1936, however it was still a fraction of the 5,000 units sold in 1929, Brockway's most profitable year. Although mergers and the Depression had elminated many of its competitors, increased competition from the industry's big players - GMC, Mack and White - kept transaction prices low, which resulted in the Brockway Motor Truck Corp. filing for bankruptcy protection once again, the December 29, 1936 issue of the Syracuse Herald reporting:

“Court Approves Reorganization of Brockway Motor

“Utica, Dec. 29, - The Brockway Motor Corporation of Cortland today received permission from Federal Judge Frederick H. Bryant to reorganize.

“An order filed in U.S. District Court here approves a petition by the company for permission to reorganize under Section 77B of the Bankruptcy Act.

“Officers of the corporation, included G.H. Piroumoff, the president, are continued in possession of the business, which is a holding company, according to provisions of the Federal order.

“Indebtedness of the corporation is placed at $6,000,000. The firm entered into an agreement in 1930 with creditors whose assets were transferred to Brockway Motor Company, Inc.”

The filing was essentially a re-establishment of the 77B status the Brockway Motor Truck Corp. firm had originally instituted back in 1932 when the Brockway Motor Co., a corporately seperate firm, was formed to operate the business of the the Brockway Motor Truck Corp. for the benefit of its creditors and stockholders in bankruptcy.  The  January 2, 1937 issue of Automotive Industries procied a few more details of the new filing:

“Brockway Truck Corp. Asks Reorganization Under 77B

“Proceedings for the reorganization of Brockway Motor Truck Corp. under the provisions of Section 77B of the National Bankruptcy Act have been instituted by the filing of a petition by that corporation in the United States District Court for the Northern District of New York. The Court approved the petition Dec. 28 and continued the corporation in possession of its properties, pending a hearing of creditors and stockholders to be held at a later date. A plan of reorganization is being developed which is expected to be filed in the near future.

“Prior to Sept. 1, 1932, Brockway Motor Truck Corp. manufactured at its plant at Cortland, N.Y., the line of trucks known as 'Brockway.' On that date substantiaIly all of its assets employed in the manufacture and sale of its products were either sold or leased to Brockway Motor Co., Inc., a new company organized to acquire such assets and to carryon the business formerly conducted by Brockway Motor Truck Corp. Since that time the new company has exclusively conducted the 'Brockway' operations, all of its capital stock being held by voting trustees for the benefit of Brockway Motor Truck Corp.

“In connection with the filing of the petition by Brockway Motor Truck Corp. George S. Piroumoff, president of Brockway Motor Co., Inc., stated that his company was in a strong financial condition, was not a party to the reorganization proceedings, and that therefore its operations should not in any way be affected.”

The proceedings dragged into the summer, the June 12, 1937 issue of Automotive Industries reporting that a group of Motor Truck Corp. preferred stockholders had formed a committee to protect their interests:

“Form Brockway Committee:

“A committee has been formed to represent the preferred stockholders of the Brockway Motor Truck Corp. It consists of J.J. Livingston as chairman, Joseph G. White and Charles H. Andrews. Secretaries of the committee are Gerland I. McCarthy, 60 Broad St., New York, and Edward J. Bullock, 308 State Tower Bldg., Syracuse, N.Y.”

The solution finally agreed upon was to combine the operating company (Brockway Motor Company, Inc.) with the debtor in bankruptcy (Brockway Motor Truck Corp.). In November 1937 United States Judge Bryant authorized the preferred stockholders to submit a new plan of reorganization of the Brockway Motor Truck Corporation and also to elect a new board of directors. The resulting company, the Brockway Motor Corp. would take possession of all assets of both the debtor and the operating company. All debentures and inter-corporate obligations between the debtor and the operating company would be eliminated and cancelled pending stockholders approval of the scheme, which wouldn't take place until late 1938.

The Brockway lineup remained basically the same from 1935 into the Second World War, save for the appearance of a line of COE (cab-over-engine) chassis with  self-cancelling front and rear direction indicators (the front ones were built into the sheet metal) which debuted at the Newark, New Jersey Truck Show which opened on November 6, 1937, the November 13, 1937 issue of Automotive Industries reporting:

“Brockway Motor Co. made the first showing of its cab-over-engine model, which is made in different sizes corresponding to the Models 83 to 150 of its regular line. On the stand were shown vehicles with both a standard three-man cab and with a five-man cab. The latter is built specially for public service corporations for use in moving men to a job. It has an extra seat back of the driver's seat, with a folding table in front of it attached to the back of the front seat and a light centrally located  above the table, on the roof of the cab. The doors are hinged in front, which is held to be a safety feature. In front of the steering post there is a small bench for the driver to put his record books on. On the rear edge of this bench are mounted the controls: starter, choke, throttle and ignition etc.). Underneath the floor on opposite sides of the frame there are two compartments, the one on the right serving as a battery chamber and that on the left as the tool box. Both are accessible through hinged doors from the outside. The cab is three-point mounted and is provided with a bottom slot centrally at the back, which permits of removing the transmission from the chassis without disturbing the cab. In the five-passenger cab the cushion of the front seat is curved in front so  as to be adequately wide where the driver and front-seat passenger are actually seated and still enable them to get by the centrally-mounted control levers. This public-service or utility truck also is equipped with what is referred to as a periscope, in the roof of the cab. This is of advantage when raising poles witha derrick. The derrick is operated from the front seat and in certain positions the pole cannot be seen through the rear window of the cab but may then be observed through the 'periscope.' A feature of equipment of these trucks is a direction indicator which gives a signal at both front and rear when the driver is about to change his course. This device is operated by a control lever mounted underneath the steering wheel, and the signal is automatically switched off by the steering wheel as soon as that is returned to the straight-ahead position.

“Excellent driver's vision is assured by providing triangular glasses at the front corners of the cab, which can be opened for vetilation, as desired. In front of the inclined windshield there is a short, transversely-hinged hood which can be raised for such service operations as adding water to the cooling system and checking the oil in the crankcase.”

The Metropolitan was technically a cab forward design, with the engine contained between the seats, rather than a C.O.E. whose engine was located underneath them. The layout allowed Brockway to offer increased carrying capacity withn a short wheelbase, without the hassle of re-engineering the controls necessary with a true high-mounted C.O.E. design. The Metropolitan could be ordered with a crew (or 6-man) cab, which was targeted at utilities who often required a crew of 4-6  persons. Brockway was able to accomodate low production custom-bodied cabs due to the fact that they were all constructed in-house.

Also introduced at about the same time was the Traffi-Cab, a Metropolitan outfitted for multi-stop route delivery duty. The Traffi-Cab had free-swinging, folding doors that could be held open flush against the sides of the cab instead of conventional front-hinged doors, allowing the driver to exit and enter the cab in complete freedom. Traffic-Cab users of note included both Dairylea (Dairymen's League) and Bordens while Shell and Standard Oil were known users of Brockway's more conventional truck chassis.

Also growing in popularity was Brockway's sleeper cab, a cab-and-a-half which allowed fleet operators to give their tired drivers a break on the road, without the added expnse of having to pay for a road house or motel. Brockway’s extensive network of night and day factory branches was another attraction to the firm's fleet customers, as was the firm's willingness to fabricate small runs of custom jobs that were outfittedto their specific needs or preferences, albeit special axles, brakes, engines, transmissions or coachwork.

In the late hours of June 15, 1938 a building  used for testing and storage of new Brockway trucks caught fire and burned to the ground, destroying approximately 40 completed truck and bus chassis, the June 16, 1938 edition of the Syracuse Herald reporting:

“$250,000 Fire Sweeps Plant In Cortland

“5,000 Watch Spectacular Blaze Raze Brockway Storage Unit - One Worker Burned - Calm Air Helps Firemen Prevent Spread as Gasoline Explodes

“Special Dispatch to The Herald - Cortland, June 16 — Fire caused a loss estimated at $250,000 early today when it destroyed the building used for testing and storage of new trucks built by the Brockway Motor Truck Company. Between 35 and 40 trucks, valued at $2,500 to $5,000 each were included in the loss.

“As each truck burned, its gasoline tank exploded and the number of vehicles destroyed was estimated in that way, nearly 40 explosions having been heard.

“Cause of the fire had not been determined hours afterward. It was discovered at 11:50 P.M. last night by John Collins, night watchman. All apparatus in Cortland responded to an alarm he turned in and the Homer Fire Department sent one truck.

“The dead calm of the air gave the firemen an advantage in their fight to keep the flames from spreading to other units of the Brockway plant and in adjacent factories, including the Con-O-Lite plant, and that of the Cortland Line Company, a little further away in East Court Street.

“Numbers of residences also would have been in peril had there been any wind.

“The firemen took considerable personal risk in efforts to salvage trucks, but the only person injured was Donald H. Johnston, of Homer, a Brockway Company employee. He suffered burns, which were treated at the Cortland City Hospital, after which he was  removed to his home in Homer and placed under the care of Dr. Donald Gibbs.

“Several firemen were reported to have been singed, but their hurts were not severe enough to require medical attention.

“Fully 5,000 persons watched the firemen at work. Numbers used the tops of Delaware, Lackawanna & Western freight cars for bleachers.

“One of the three 4,800-volt power lines supplying Cortland with electricity was put out of commission by the fire. For almost three-quarters of an hour the main sections of the city were in darkness.

“A. Floyd Wray, Cortland superintendent of the Central New York Power Company, sent out a force of men immediately. Through a hookup with all power sources, the cutoff of the main section of the city was quickly repaired.

“However, it was 4 A.M. before the power supply was flowing again in the vicinity of the  Brockway plant. Two poles had to be set up and wires strung before the service was restored.

“Numbers of telephones were also put our of commission by the fire, and repair crews worked for several hours to restore that service. The crews started work while the fire was still burning.

“Brockway employees brought out a new fire fighting truck just completed on orders from a Pennsylvania city. This apparatus was equipped with its own generator and four 1,000-watt lights, which aided the firemen greatly after the power line was put out of business.

“The Cortland Line Company's night shift was unable to work until the power was restored.

“The burned building was erected during the World War. It was of steel frame construction, 200 by 400 feet in dimensions. The steel girders were so twisted and damaged by heat and flame that, it was said, the entire wreckage will have to be scrapped.

“Plans of the company were not revealed, but it was understood that the entire loss was covered by insurance and it was expected that a new building would quickly be erected.”

The Brockway Story is continued - click here for page 2

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<previous click here for more pics

H. P. Smith - History of Cortland Co., pub.1885

Francis E. Brockway - The Brockway family: some records of Wolston Brockway and his descendants, pub. 1890

Thomas E. Warth - Brockway Trucks 1948-1961 Photo Archive, pub. 1996

Walter M.P. McCall - 100 Years of American LaFrance, pub. 2005

Hailley Miller - A Living Legend: A Pictorial History of Brockway Trucks, pub. 2012

Roland Jerry – Brockway’s Possible Closing Would Mark the Final Chapter Of A Proud 65- Year History, Best of Old Cars Vol. II, pub. 1979

Ben P. Branham – Branham Automobile Reference Book: 1921 edition, pub. 1920

Ben P. Branham - Branham Automobile Reference Book: 1943 edition, pub. 1942

Grips; Historical Souvenir of Cortland, pub. 1899

George Derby & ‎James Terry White - The National Cyclopćdia of American Biography, pub. 1946

The Most Rugged Truck in the World, Overdrive, May 1971 issue

John B. Montville - Mack, pub. 1973

Brockway Class 8 Trucks, Diesel Power, October 01, 2007 issue

Brockway Marks 50th Year As Truck Builder, The Red Seal, Vol 15., No. 1, Summer-Fall, 1962

CMC-Powered Brockways are Missile Haulers, The Red Seal, Vol. 13, No. 4, Fall-Winter, 1960

D. Joseph Thomas - History of Brockway Motor Truck Company, Wheels of Time, vol. 15, no.1; January- February 1994 issue

Kristie Miller - Isabella Greenway; An Enterprising Woman, pub. 2005

Harry R. Melone - History of Central New York, Vol. III, pub. 1932

Herman Saas – Brockway Trucks 1912-1977, pub. 1992

American Stock Exchange Listing Application; Issues 2717-2731, pub. 1957

Dick Callaway -The Brockway Story, Wheels of Time, vol. 33, no.6; November-December 2012 issue

Michael Franz - Tankograd Technical Manual Series No. 6025: U S WW II White, Brockway & Corbitt 6-Ton 6x6 Trucks, pub. 2012

John W. Leonard - Who's Who in New York City and State, Vol. 4; pub. 1909

Tom Warren – Going Home: 1916 Brockway/American LaFrance fire truck returns to Bastrop, Texas after 50 year absence, Wheels of Time, vol. 23, no.6; November-December 2002 issue

Heavy Duty: David Bousfield’s 1956 Brockway Pickup - This Old Truck, Vol. 4, No.1, March-April 1996 issue

John Gunnell – Hoosier Daddy? Indiana Truck Models, 1911-1940, Vintage Truck, Vol. 17, No. 1, March-April 2009 issue

Hailley Alyssa Miller - A Pictorial History of Brockway Trucks, pub. 2012

Albert Mroz - American Cars, Trucks and Motorcycles of World War I, pub. 2010

George E. Orwig II - Brockway Motor Trucks (George’s Truck Stop, Part 17), Antique Automobile, Vol. 51, No. 5, September-October 1987 issue

George E. Orwig II - Indiana Trucks (Roadside Reflections, Part 3), Antique Automobile, Vol. 55, No. 4, July-August 1991 issue

Fred T. Buffington - The Indiana Truck, Wheels of Time, vol. 15, no.2; March-April 1994 issue

Mary Ann Kane - Cortland County, pub 1999

Mary Ann Kane - William N. Brockway, The Homer News, Vol. 2, No. 29; May 17, 2012 issue

Mary Ann Kane - Cortland, pub. 2012

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