Once the center of Brighton Village*, the intersection of East Avenue and Winton Avenue was originally known as Caley Corners. Its namesake, Thomas Caley (b.1821-d. October 18, 1884) founded a business that flourished at the crossing for over a century. (*The village was annexed by the City of Rochester in 1905.)

Thomas Caley was born on the Isle of Man* in 1821 to a clergyman of the Church of England.

Although no other information is included in Caley’s official biographies, I found a record of a Thomas Caley being baptized on September 29, 1822 in Ballaugh Parish, Isle of Man, his parents being Thomas and Margaret (Cavine) Caley. The only Anglican Church located in the Parish is that of St Mary de Ballaugh & Ballaugh, which was constructed in 1832. The church it replaced (Old St. Mary’s) remains standing, being originally constructed in 1717, and after abandonment in the 1830s was subsequently restored in 1849, 1877 and 1955. However no Caley’s are to be found in the official record of St. Mary’s rectors, published in 1925. Arthur Caley (b.1824-d.1994), the 7’ 11” tall Manx Giant, was born in Sulby, Isle of Man in 1824. Upon being discovered by P.T. Barnum in the mid-1850s, he moved to Manhattan where he became Colonel Routh Goshen, the Arabian Giant, a longtime star of P.T. Barnum’s various museums and traveling exhibitions.   

(*The Isle of Man is a self-governing British Crown dependency located in the Irish Sea between the islands of Great Britain and Ireland.)

Although the Caley children were brought up in a scholarly household, both sons elected to pursue mechanical trades, His older brother John became apprenticed to a mason, while Thomas took up blacksmithing. In 1842 the two brothers (John being 24 and Thomas 22) and John’s wife Catherine, took a boat to Liverpool where they booked passage on the steamship Kensington for a two week voyage to the United States.

The brothers arrived at the Port of New York on May 30, 1842, the US Customs House log noting the brothers arrival, along with that of John’s 21-yo wife, Catherine Caley. The trio arranged for a smaller vessel to take them up the Hudson River to the port of Albany where they got aboard a canal packet boat headed west to Rochester, where plenty of work was available for an enterprising blacksmith and a skilled mason.

They settled in Brighton Center, purchasing a small shop located on the East side of North Street (later Winton Rd.) from Justus Yale, who established a store at that location in 1823, 5 years after moving to Brighton from his hometown of Lenox, Mass. In 1837 Yale and his son, Thomas B. Yale, founded the Brighton Nurseries  (T.B. Yale & Co.), which grew to be one of the principal nurseries in western New York. Caley’s Corner, as the intersection become known as, was located just south of the main line of the Auburn & Rochester railroad (later Rochester & Syracuse RR; then New York Central RR).

Rochester historian Arch Merrill wrote in 1945:

‘Back in 1842, Thomas Caley opened a blacksmith and wagon shop at East Avenue and Winton Road. They called it ‘Caley's Corner.’ For 103 years the Caleys have been there, three generations of them, switching to automobiles when the horse and buggy days passed.’

At that time a blacksmith was a jack of all trades, spending his days making hand tools and horseshoes, shoeing horses and repairing carriages and wagons. Caley soon began constructing his own wagons, adding sleighs and carriages as demand for his handiwork increased.

In 1843 Thomas married Mary G. Hickok (b. Sep. 2,1829 – d. Dec. 2, 1915), the daughter of an old Vermont family, and whose father was one of the first settlers of Irondequoit. Their four children are dead. Francis Herschel, the elder, was a member of the 21st New York Cavalry, and was unable to endure the horrors of prison life at Andersonville. He was a young man of especial promise. Thomas Irving, Charles Howard, and an infant daughter, did not survive childhood.

Rochester was one of upstate New York’s carriage-making centers, and by 1870, Monroe County’s approximately 65 vehicle constructors employing 356 people. At that time James Cunningham, Son & Co. was the city’s largest maker, employing well over half of the 356 craftsmen. By comparison, the Caley works were mid-sized, employing from 8 to 12 hands, depending on the season.

Thomas Caley retired in 1879 at the age of 58, and having no direct heirs, relinquished control of the business to his nephew, John T. Caley, the son of his older brother John, a well-known Brighton contractor and stone mason. The 1860 US Census lists his brother John’s family as follows:

John (b. 1816 – d. Jan. 13, 1891); Catherine (aka Cate, b. Aug. 20, 1824 – d. Apr. 2, 1888); Anne Jane (b. 1845); Eliza (b. 1848); John Thomas (b. 1849-d.1916); William H. (b. 1852-d. 1941); Louis N. (b. 1856); Alexander (b. 1859); George (b. 1861); Alice M. (b.1865 – d. 1928); and Ida (b.1873 – d. 1878) Caley. The family lived in a home located on Granger Street (now Granger Place), two blocks west of the intersection of East Ave. and Culver Rd., the latter being the border between the City of Rochester’s 5th Ward and Brighton.

After completing his public education in the Rochester city schools John Thomas Caley joined his uncle’s carriage works as an apprentice, journeyman and eventually manager of the works. The 1870 US Census lists him as a border in his uncle’s home. Also listed in the Caley household was Elisabeth Vancuron*, 20-yo, who was listed as their ‘domestic.’

Confusion arises as to whether Elisabeth Vancuron (his uncle’s domestic) and Elizebeth A. Morrill (John T. Caley’s wife) are the same person. Despite the fact that numerous Caley family histories give John Thomas Caley’s wife’s maiden name as Vancuron (the same as his brother’s maid), his gravestone lists her name as Elizebeth A. Morrill, so I’ll refer to her by that name.

In 1875 he married Elizebeth A. Morrill (b. Sep. 1852 – d. 1931) and to the blessed union were born 7 children: Morrill John (b. 1876-d.1952); Frank Thomas (b.1879. – d. 1961); Arthur Edward (b. 1881-d.1940); Elizabeth A. (b. 1883 - d. 1967); William Henry (b. 1886 – d. 1965); Ruth Alice (b. 1889-d.1978) and George A. (b. 1891 – d. 1931) Caley. The 1880 US Census lists John T. Caley’s two younger brothers Lewis (b. 1856) and George (b.1861) Caley as boarders in his Brighton home, their profession, blacksmiths.

In 1880 John T. Caley took in a partner, Brighton native, J. Sidney Nash (b. May 30, 1853 - d. Jan. 7, 1931), and the two men set about constructing a new 3-story manufactory with a fashionable Mansard roof at the northwest corner of East Avenue and North Street (now Winton Rd.) , approximately 1000 feet north of the Erie Canal where it passed underneath the North St. bridge.

John Sidney Nash was born at Allen Creek, Monroe County, New York on May 30, 1853 to John B. (a carpenter, b. 1819) and Ann R. (b. 1830) Nash. Siblings included: Francis M. (b. 1849); Aurora Isabell (b. 1852); and Willie G.(b. 1864) Nash. After an education in the public schools of Brighton Sidney went to work for his father, who had started his own nursery, but soon after became interested in the original trade of his father, taking a position as an apprentice in a carriage maker’s shop. The 1880 US Census lists the family in Brighton, his occupation, carriage maker.

In 1875 Nash married Lillian Adamson (b. 1854) of Fairport, New York and to the blessed union were born six children: Minnie Belle (b. 1876); George Henry (b. Dec. 18, 1880); Lillian Beatrice (b. 1886); Wayland P.(b. 1889); Pauline (b. 1893); and John Sidney jr. Nash. Unfortunately Minnie and John Sidney Jr. failed to reach adulthood. The 1880 US Census lists the family in Brighton, J. Sidney’s occupation, carriage maker. The two surviving boys, George H. and Wayland P. Nash went to work for their father at the turn of the century; George H. Nash eventually left to work in the freight business, his younger brother Wayland P. Nash worked in the upholstery shop, later taken a job with a Manhattan coachbuilder.

Thomas Caley, the firm’s founder, passed away on October 18, 1884, aged 65. His passing was noted in the October 19, 1884 edition of the Rochester Democrat & Chronicle:

“Died While Moving Stove

“Thomas Caley, an old resident of Brighton, dropped dead at his home yesterday afternoon while engaged in moving a stove. A neighboring physician was summoned and pronounced heart disease the cause of death. Mr. Caley was a blacksmith by trade and well known in Brighton. He was 65 years of age and leaves a wife. The funeral will take place at Brighton Church, at 2:30 o’clock Monday afternoon.”

A slightly longer obituary appeared in the following day’s (October 20, 1884) edition of the Rochester Democrat & Chronicle:

“Death of Thomas Caley

“Last Saturday afternoon Thomas Caley, one of the honored and respected citizens of Brighton, suddenly died of paralysis of the heart. Mr. Caley was born in the Isle of Man in 1923. He came to this country and settled in this city in 1841. A few years later he removed to East Brighton, where he was very generally known. He had for many years held the official position as deacon in the Presbyterian Church of that place. For many years he had been an active and faithful member of the Royal Templars of Temperance, a beneficiary order composed of total abstainers only. The funeral services will be held this afternoon at 2:30 o’clock at the Presbyterian Church in East Brighton. Rev. Dr. Hibbard, of Clifton Springs, N.Y., and Rev. Dr. Paige, of this city, will officiate.”

In 1885 they enlarged their East Avenue headquarters, the 1888-1889 Rochester directory listing the firm as follows:

“Caley & Nash (J.T. Caley & J. S. Nash) carriage and express wagon makers, East avenue at Brighton.”

The State of NY inspected the firm in 1899 at which time it employed 12 persons, who each worked a 60-hour work week. Also inspected was the firm of Sullivan Bros., a substantially larger firm which employed 51 hands in its carriage manufactory.

Caley & Nash were located just down the street from the Sullivan Bros.’ Rochester Carriage Co., 1701 East Ave. Other Rochester body builders included James Cunningham, Son & Co., 13 Canal St.; Deusing & Zieres, 128 W. Main St. (Edward Deusing & Geo. Zieres); Ira W. Betts, 121 Reynolds St.; G.R. McCord, 206 Smith St.; George V. Popp, 19 Smith St.; F.C. Rehtz, 8 Mortimer St.; Rochester Vehicle Co., 362 E. Main St.; R.J. Smith Carriage Co., 17 Lake Ave.; James Tinney, 71 Ravine Ave.; Anthony J. Weltzer, 25 Chili Ave.; Faber Co., 951 E. Main St. (A. Faber, pres.; J.P. Faber, treas. & sec.);, Gabel Co., 530 Monroe Ave., (A.H. Gabel, pres. & treas.; A.M. Gabel, sec. & gen’l. mgr.); George Higgins, 38-40 S. Fitzhugh St.; George A. Lane, 466 North St.; Rowerdink & Son, 78-82 North St. (W.H. Rowerdink, pres., treas., & gen’l. mgr., H.J. Rowerdink, sec. & pur. agt.); C. Schnackel, Sons 458 Joseph Ave.; A.F. Stewart, 166 Front St.; Hoffman Wagon & Carriage Co., 499 St. Paul St.; and the Trimble Mfg. Co., 466 Central Ave.

In the late 1880s Caley and Nash constructed a 50-passenger stage/charabanc which at the time was dubbed 'the largest horsedrawn vehicle in the world', drawn by six draft horses, the massive coach was used to transport visitors around the 1893 Columbian Exposition in Chicago, Illinois.

In 1905 Caley and Nash consturcted an even larger vehicle, dubbed the 'Twentieth Century Tally Ho.' Pictured to the right, the eight-horse carriage carried up to 65 passengers in and around Rochester's Durand Eastman Park - it too was referred to as the 'largest horse-drawn vehicle in the world.'

At about the same time, the Park's main benefactor, George Eastman, abandoned his carriage in favor of a horseless contraption, presenting the outdated conveyance to John T. Caley, who presented it to his daughter, Elizabeth A. Caley.

The January 1, 1912 issue of the Cycle and Automobile Trade Journal announced that Caley & Nash were now constructing coachwork for motor-driven vehicles:

“A Commercial Car Convert

Caley & Nash, of Rochester, N. Y., formerly engaged in the carriage building business, have joined the ever-increasing ranks of the truck manufacturers. The company recently erected an addition to its plant to take care of its new product.”

John T. Caley passed away on May 3, 1916, his obituary - which appeared in the May 4, 1916 edition of the Democrat & Chronicle - follows:

“Death of John T. Caley

“For Many Years in Business In Brighton and Rochester

“John T. Caley, for many years a carriage builder and blacksmith, died yesterday morning after a short illness at his home, No. 17 Winton Road, aged 65 years. He was in his shop up to closing time on Saturday and appeared to be in good health.

“Mr. Caley was the son of John and Catherine Caley. For more than forty years he was active in business in Brighton and Rochester. He was a member of the Monroe Commandery, Knights Templar; Damascus Temple, Mystic Shrine; Hamilton Chapter and Valley Lodge, of the lodge, he was a life member. He was a Republican.

“He is survived by his wife, Elizebeth A. Morrill Caley; five sons, Morrill J., supervisor of the Twenty-first ward; Frank T.; Arthur P.; William H. and George A. Caley; two daughters, Mrs. Thomas ??? of Rochester and Mrs. Arthur Whitecraft of Pittsburgh;; two brothers, William Caley of Kansas City and Lewis Caley; three sisters, Mrs. Jane Allen of Port Dover, Ont., Mrs. Ezra Carswell and Mrs. Allen Wright Schutter, of Henrietta and seven grandchildren.”

Shortly before John Thomas Caley’s passing his sons and junior partner had incorporated the firm as a stock company, the ‘New Incorporations’ column of the January 1916 issue of the Accessory and Garage Journal reporting:

“Rochester NY - Caley & Nash, Inc., $15,000, to deal in autos carriages. M.J. Caley; J.S. Nash; F. T. Caley.”

John Sidney Nash was elected president with Frank T. Caley, vice president and Morrill J. Caley, secretary-treasurer. The Rochester City directories give J. Sidney Nash’s home address as 1894 East Ave., one block east of the Caley & Nash factory.

Very few images of the firm’s craftsmanship remain; one photo exists of a circa 1920 Rochester Packing Co. chain drive truck with a ‘Blue Ribbon Ham’ advertisement on its side bearing a sign stating it was [No. 15 Caley and Nash body builders] - the back of the picture has a date of October 24, 1920. Although it’s unidentified, the truck is most likely a Selden, whose plant was located literally one block due West of the Caley & Nash plant.

Caley & Nash is known to have produced much of Selden's factory coachwork, serving more-or-less as the firm’s in-house bus and truck body builder. Caley & Nash also served as the City of Rochester’s coachbuilder of record, transcripts of the City of Rochester’s Board of Estimate and Apportionment include multiple payments made out to the firm in varying amounts – most were for repairs although an occasional order for a municipal body can be found.

For example; during the December 28, 1921 meeting of the City of Rochester’s Board of Estimate and Apportionment, they voted to award the contract for 1 Police Patrol Wagon Body to Caley & Nash (the only bidders) who would be paid a $725 lump sum.

Some of the bus bodies Caley & Nash constructed for Selden caught the attention of the Goodyear Tire & Rubber Co., of Akron, Ohio, who in early 1920 ordered a 31 ft. long center-entrance bus body for the firm’s experimental six-wheeled autobus chassis.

The chassis included under-mounted worm-drive single-tired rear axles whose universal joints were interconnected by a rotating tubular member, which helped absorb braking and driving thrusts. During the late teens Goodyear engineer Ellis W. Templin (1886-1966) had developed the system in collaboration with Chester M. McCreery while working on Goodyear's six-wheel truck / pneumatic-tire program.

In order to increase the load-carrying capacity of 5-to 6-ton trucks without increasing the load height of the truck bed, Goodyear engineers proposed to distribute the load across a pair of tandem axles with correspondingly smaller pneumatic tires. In 1920 they introduced their own vehicle, the Goodyear Six-Wheel Truck, and promptly set about staging a coast-to-coast run to advertise the cost-effectiveness of the concept.

Templin’s earliest design used a combination worm and chain drive unit, but by 1923, he had developed a new, improved version with two worm drive axles. After working for Goodyear, Templin joined Six-Wheel as chief engineer to oversee production of the bogies, after which he went to work for Timken-Detroit Axle, served as chief automotive engineer for the City of Los Angeles Department of Water & Power and later founded his own firm, Micro-Nut Co. The licensing arrangement with Goodyear was simple, users of the Goodyear-Templin Bogie were required to install Goodyear rubber on whatever they built.

Although Goodyear didn't put the vehicle into production, the American Body Corp. of Philadelphia did, announcing in 1924 that they had received a license from Goodyear to build six wheel chassis for buses. Financier Charles J. Schwab owned American Body and in 1924 formed the Six Wheel Co., to handle the manufacture and distribution of the chassis which were marketed as 'Safeway Six-Wheel' coaches and trucks. Former Goodyear engineers Templin and McCreery joined the firm as vice-president and chief engineer respectively, its officers being: Rodney D. Day, president; Ellis W. Templin, vice-president; Chester M. McCreery, chassis engineer; and Charles Eustace Dwyer, sales manager.

The streetcar-style body that Caley & Nash built for the original 1921 Goodyear prototype was 7 ft. 6 in. wide, 31 ft. long, and offered 6 ft. 8 in. of head room. The wood-framed vehicle was sided with ‘Vehisote,’ and the interior walls and roof lined with ‘Haskelite’ brand porcelain coated bonded metal plywood. The seating for 44 passengers was upholstered in black nitrite-coated imitation leather which covered overstuffed cushions constructed using sturdy DeArcy springs. The driver’s compartment was totally separate from the passengers, the latter being equipped with a Peter Witt-style entrance consisting of a conductor seated between two doors – one for entering, and one for exiting.

Numerous pictures of the 6-wheeled Goodyear motor coach appeared in the motoring press at the time, several of which included articles describing the firm’s unique suspension. Although some of the articles state that a second body was built for the 8-wheeled coach that appeared in 1922, close examination revels it bears the same Caley & Nash-built body of its 6-wheeled predecessor. The September 1920 issue of Electric Traction described the Goodyear-developed 6-wheeled prototype in great detail:

“New Six-Wheel Center Entrance Bus

“Bus with Body Resembling Street Car Body Constructed and Used In Akron, Ohio

“The first six wheel passenger bus in America has been built by The Goodyear Tire & Rubber Company for use around its Akron factories. The bus made its initial trip hauling passengers during the recent street car strike which paralyzed traffic in Akron immediately following the fourth of July holidays.

“The new bus resembles a street car in size and shape and when it was driven from Rochester, where the body was built, a ruralite near Buffalo exclaimed on seeing it, 'Look at the trolley car on rubber tires.'

“It is 31 ft. long and seats forty-four passengers, while it can accommodate a load of over eighty people. A six-cylinder Wisconsin engine furnishes the power. Enter and exit doors are in the middle of the car after the style of the latest street cars. A shell housing covers the engine in the forward part of the car, and does not in any way interfere with the seating arrangement.

“The passenger bus, like the first motor trucks designed by Goodyear for pneumatic tires, is a successful experiment with six-wheel equipment. It can develop a speed of ten or twelve miles an hour and astonishes all passengers by its easy and comfortable riding qualities over the most lumpy pavements.

“Designed For Six or Eight Wheels

“At first glance one would think the bus was rather high from the ground but the impression is gained from the wheel boxes in the body which are cut high to permit experiments with the largest pneumatic truck tires made The bus was designed to be operated either on six or eight wheels with double trucks at both front and rear The ultimate tire equipment for heavy payloads on motor trucks is believed have been solved by the recent development of the multiple wheel truck by engineers of The Goodyear Tire & Rubber Company Akron Ohio.

“Tandem Axle Truck

“Actual demonstration and close tabulation of results indicate clearly that this six-wheeler, or tandem-axle construction truck, with four pneumatic-equipped rear wheels, has steadier riding qualities, better traction, is less destructive to roads, decreases tire weight and costs, reduces axle weight, has greater braking capacity, and permits greater operating radius.

“At a recent meeting of the Cleveland and Detroit sections of the Society of Automotive Engineers, P.W. Litchfield, factory manager of the company in question, expressed the belief that the heavy tonnage truck of the future would be some form of the multiple wheel vehicle, just as the multiple wheel freight car succeeded the single-truck type in the transportation of heavy loads.

“Eight Inch Pneumatic Tires Used

“The new six wheel truck is equipped with 40 x 8 pneumatic tires (each weighing 119 pounds) in the rear instead of the giant 48 x 12 (weighing about 398 pounds each) used on the 5 ton trucks. This means a reduction of some 279 pounds in weight which the driver on tire changes has to lift; and in addition, the smaller tires cost almost one third less than the larger ones. The cost of tire investment is further reduced since the eight-inch tire can be used all around on the six-wheel truck and the extra tire can be used as the front wheel spare. Another objection to the 48 x 12 tire, which is entirely overcome by the four smaller tires, is the extremely high center of gravity - the truck load being raised too high off the ground. The new six-wheel construction gives not only a reduction in total tire weight, but a material reduction in axle weight as well. Moreover, greater braking capacity is attained in the use of four brakes instead of two.

“Traction Increased

“In spite of the fact that the four eight-inch tires have a road contact area which is twenty-seven percent greater than that of the two twelve-inch pneumatics, the new truck shows very much better traction qualities. In the tests this was especially noticeable in comparison with dual solids or pneumatics on highly crowned roads and in soft going where additional traction surface kept the wheels from sinking in deeply and the truck from stalling. Increased ease in handling seems to be one of the chief features. With pneumatics on the tandem axle the six wheeler seems to cling to the road.

“Experiments With Six and Eight-Wheel Trucks

“Is the motor truck of the future, to be built with six and even eight wheels?

“The multiple wheel truck with tandem axle drive is now declared to be practical after two years of experiment conducted by The Goodyear Tire & Rubber Company of Akron, Ohio. E.W. Templin, designing engineer of the highway transportation department of Goodyear declares that the principle of the six-wheel truck can no longer be questioned, and that the type he has been working on for the past two years is practical in every way and needs only a few minor changes before it is ready to be manufactured and placed on the market.

“The big idea behind the six-wheel truck is to carry a heavier load on smaller tires; reduce materially the weight of the truck, and lessen expense and cost of operation. It is said in favor of the tandem wheels that they will sustain tremendous loads without overloading the tires and with five inch clearance between the wheels the combined weight of truck and load is distributed in such a manner as to insure easy going on any highway without damaging the road.

“The type used by Mr. Templin was built with a 5 x 6 Hercules motor and 1 1/2-ton axles, solid tire rating of standard construction. Goodyear demountable rims are used with 21-in. brake drums. The truck weighs 800 pounds less than the average 5-ton solid tire job.

“The ‘six-wheeler,’ as it is commonly called around Akron where experiments have been going on, has a ground clearance one and one-half times greater than the average motor truck of 5 tons. The speed is governed to thirty miles an hour at 1,400 r.p.m. of engine. It is equipped with seven speed transmission.

“There is also talk in engineering circles that an eight wheel truck will shortly make its appearance there being experiments at the present time with this type of truck for the purpose of hauling passengers in cities that have outgrown their street car service.

“The new truck emphasizes the necessity of carrying equipment to inflate tires. Back of the seat where it will not interfere with the power under the hood is carried a two cylinder Kellogg pump with capacity to inflate a 10-in. tire to 150 lbs. in nine minutes.

“Only a few years ago the idea that pneumatic tires could be used on trucks of any kind was ridiculed. Now that the use of the pneumatic tire for trucks has been universally accepted, experiments conducted show that the larger the weight placed upon a single axle truck, the larger must be the tires, and now as a final culmination of the experiment it is proven beyond a doubt that the tandem axle drive with four wheels is a logical successor of the single axle drive, and that four wheels with smaller tires will carry a greater pay load than two wheels with the very largest tires manufactured. While it might be a year or two before the tandem axle drive or six-wheel truck is placed on the market by some truck manufacturers, still engineers regard the new type as a step nearer in the hope of future domination of the world's transportation by the motor truck.

“While Goodyear does not contemplate manufacturing trucks it does propose to carry on experiments for the benefit of the truck user and manufacturers in the hope that it can contribute valuable developments to improve transportation by highways.”

The September 18, 1920 issue of the American Lumberman further details of Goodyear's six-wheel program were revealed:

“Experiments with 6 Wheel Trucks

“Lumbermen who, thru experience, have come to value the 8-wheel log wagon so highly will unquestionably be interested by some experiments conducted by the Goodyear Tire & Rubber Co. with 6-wheel trucks. So far as is known none have been tried out in the lumber industry but it would seem that such a truck following in the lead of the 8-wheel log wagon might find a very fitting place in the logging end of the business.

“In the early part of July a 6-wheel passenger bus was received in Akron which was used to haul people during the street car strike in that city. The Goodyear Tire & Co has another 6-wheel covered truck hauling freight from Akron to Cleveland and Boston. Describing this truck, shown in the accompanying illustration, the Goodyear News Service has the following to say:

“‘The ultimate tire equipment for heavy payloads on motor trucks is believed to have been found by the recent development of the multiple wheel truck by engineers of the Goodyear Tire & Rubber Co.

“Actual demonstration and close tabulation of indicate clearly that this 6-wheeler or tandem axle construction truck, with four pneumatic equipped rear wheels, has steadier riding qualities, better traction, is less destructive to roads, decreases tire weight and costs, reduces axle weight, has greater braking capacity, and permits greater operating radius.

“At a recent meeting of the Cleveland and Detroit sections of the Society of Automotive Engineers, P. W. Litchfield, factory manager of the company in question, expressed the belief that the heavy tonnage truck of the future would be some form of the multiple-wheel vehicle, just as the multiple-wheel freight car succeeded the single-truck type in the transportation of heavy loads.

“The new 6-wheel truck is equipped with 40 x 8 pneumatic tires (each weighing 1 pounds) in the rear instead of the giant 48 x 12 (weighing about 898 pounds each) used on the 5-ton trucks. This means a reduction of some 279 pounds in the weight the driver has to lift to make tire change; and in addition, the smaller tires cost almost one-third less than the larger ones. The cost of tire investment is further reduced since the 8-inch tire can be used all around on the 6-wheel truck and the extra tire can be used as the front wheel spare.

“Another objection to the 48 x 12 tire – which is entirely overcome by the four smaller tires – is the extremely high center of gravity – the truck load being raised too high off the ground when the larger tire is used. The new 6-wheel construction gives not only a reduction in total tire weight but a material reduction in axle weight as well. Moreover greater braking power is attained in the use of four brakes instead of two.

“In spite of the fact that the four 8-inch tires have a road contract area that is 27 percent greater than that of the two 12-inch pneumatics, the new truck shows very much better traction qualities. In the tests this was especially noticeable in comparison with dual solids or pneumatics on highly crowned roads and in soft going where additional traction surface kept the wheels from sinking in too deeply and the truck from stalling. Increased ease in handling seems to be one of the chief features. With pneumatics on the tandem axle, the 6-wheeler seems to cling to the road.”

The March 1921 issue of Road-Maker, Excavator and Grader provided detilas specifications of the Caley & Nash-bodied six-wheeler:

“Six-Wheel Bus Operating Again In Ohio

“On the Goodyear Heights Bus Line a 6-wheel bus is being operated satisfactorily. The service given by the vehicle indicates that this type of bus can be used successfully in cities or between cities for interurban traffic.

“Recently this bus made a trip to Toledo, O., a distance of about 200 miles, with an average speed of between 15 and 20 miles per hour. In the regular service on the Goodyear Heights line the 6-wheel bus makes the same schedule as another truck with but one-half the capacity. The bus is easily and quickly loaded and unloaded. This may be easily realized on studying the arrangement of doorways shown in the accompanying illustration (Fig. 2).

“On a recent trip the bus carried 86 passengers although the maximum capacity standing and seated is 90, the seating capacity being 44 persons. Cost of operation does not equal twice that of another bus on the same line. Data regarding cost is not now available but it is hoped that soon this information may be published in a later issue.

“A feature appreciated by passengers is the heating equipment which through the use of the exhaust heat radiators makes the interior of the bus as comfortable as a home. A 2-man crew operates the bus. Following is an abstract of specifications covering this bus:

“Specifications of X4 Goodyear 44-Passenger Bus:

Wheel base - 180 ins. (center of front wheel to center between rears)
Tires - 40 by 8 ins., pneumatic all around
Motor - 6 cylinder, 4 ¾ by 5 ½ ins., Wisconsin 70 hp.
Radiator - Modine ‘Spirex’
Ignition – ‘Philbrin’
Transmission - Cotta model T
Clutch – Hile-Shaw
Speeds - 4 forward, 1 reverse
Gear ratios - Low 50.2 to 1, second 35.6 to 1, third 17.9 to 1, high 92.3 to 1, reverse 45 to 1, rear axle, 7.8 to 1.
Rear Axles — Standard parts model 603 worm drive arranged in tandem. Ratio 92-3 to l. Equipped with four 1l-in. diameter brakes, 5%-in. width, in pairs 2% ins. wide.
Gasoline capacity - 50 gals.
Turning radius - 35 ft.
Weight, chassis and body complete - 15,400 lbs.
Maximum speed - 25 miles per hour

Body - Built by Caley & Nash Co., Rochester, N. Y.; 6 ft. 8 ins. head room, 7 ft. 6 ins. wide, 31 ft. long. Siding ‘Vehisote,’ inside lining ‘Haskelite’ plywood. Upholstering black imitation leather. DeArcy springs. Seats 44 passengers. Has driver’s compartment separate from passengers. Has two doors for entrance and exit located at middle of bus. Conductor's seat located between the doors.

Designing engineer - E.W. Templin.

“The driver gives his entire attention to the operation of the bus while a conductor collects fares and safeguards passengers. Adequate lighting is provided by the latest improved method. Windows are equipped with positive anti-rattlers and are felt lined. Route signs are shown at both front and rear of the bus. Ample space is provided for hand baggage. Brakes are set for all six wheels.”

The March 1, 1922 issue of Motor West announced that Goodyear was developing an eight-wheeled bus:

“Goodyear Building 8-Wheel Bus

“Goodyear is constructing an 8-wheel bus the first in the country - four wheels in front - four in rear all equipped with 34 x 7 pneumatic tires.”

The June 8, 1922 issue of Automotive Industries announced the debut of Goodyear's eight-wheel bus, which bore the same Caley & Nash coachwork as the six-wheeled coach:

“Goodyear Makes Bus With Eight Wheels

“Is Development of Present Six-Wheeled Vehicle — Same Chassis Used

“Akron, June 5 — An eight wheel passenger bus—an entirely new departure in motor vehicle design—is being developed by the Goodyear Tire & Rubber Co. of Akron, which two years ago pioneered in the successful development and practical demonstration of the six wheel chassis for both truck and passenger buses.

“The first six wheel passenger bus perfected by Goodyear engineers is being remodeled and made into an eight-wheeled bus, with four wheels in the rear and four in front. It will carry a street car body of the Peter Witt type, with pay-enter folding doors and collapsible steps, and seats and standing room for 55 passengers.

“The new eight-wheeler will have practically the same chassis and wheelbase as the six wheeled vehicle, with a wheelbase of 180 in. from the center between the front wheels to the center between the rear wheels.

“Goodyear engineers have perfected a system whereby the big bus can be steered by all four front wheels operated with a single steering wheel. The front and rear wheels of the front truck have been arranged with different radius lengths so as to permit proper tracking when the vehicle is turned and the wheels are at an angle to the chassis.

“Litchfield Worked Out Plan

“His conviction that the ultimate motor vehicle would be multiple wheeled, taking the same evolution as the freight car, led to P.W. Litchfield's working out plans for the first six wheeled motor vehicles ever put into practical use in America several years ago. Litchfield is vice-president and factory manager of the Goodyear company.

“Six wheeled trucks and buses now are being used regularly in Akron. They have proved to have easier riding qualities, a lower center of gravity and better traction, while tire equipment is less expensive than for a conventional four-wheeled truck with larger wheels. The new eight-wheeler is expected to make its debut within a month or so.”

The June 1922 issue of India Rubber Review porvided another take on Goodyear's 8-wheeled coach:

“Goodyear Perfects 8-Wheel Bus

“Power in Four Rear Wheels Steers on Front Four and has Air Brakes

“Having successfully pioneered in the development and perfection of the first six-wheeled motor vehicle ever operated in America, engineers of The Goodyear Tire & Rubber Co. of Akron, have gone a step farther and have given the automotive world another invaluable contribution, in the perfection of an eight-wheeled passenger bus - said to be the first of its kind in existence.

“One of the outstanding features of the new bus is the fact that for the first time in the history of the automotive industry an air brake system, almost identical to that used on street cars and railroad trains, has been successfully applied for motor vehicular use.

“The new bus has four wheels in rear and four in front and is steered by all four front wheels, while the bus is driven by power in all four rear wheels.

“In working out the steering system so that the big vehicle could he steered by all four front wheels with one steering wheel, Goodyear engineers found it necessary to develop a new steering system, permitting the front and rear wheels of the forward truck to swing on different radii, to permit the wheels tracking at an angle.

“The new air braking system is applied to all eight wheels, giving maximum braking capacity. The ordinary motor bus brakes are used for emergency. The air brakes are operated by a small lever on the dashboard in front of the bus driver. The system was developed by taking part of the compression from the top of the motor cylinders by means of a special attachment, and concentrating it in a small tank suspended to the chassis. The system permits a 75-pound pressure in the tank, affording ample compression for the braking of all eight wheels.

“The new eight-wheeler is equipped with a street car body patterned closely after the Peter Witt type of pay-enter street cars. The body has upholstered seats, adjustable windows, electric lights and stopping signals for the driver. By means of a special arrangement the big bus, which seats 44 passengers and which will carry 60 including standing room, has been made into a one-man type of bus.

“Passengers enter the car from a door in the front, next to the driver's seat, and pass a fare box as they enter, paying their fare then. Two doors in the right center of the car, almost flush with the sidewalk, and operated from the driver's seat, are used as exits. The tire equipment of the new bus is considered another important feature. The original six-wheel trucks and buses developed by Goodyear were equipped with 40 x 8 pneumatics. But the equalization of the load on eight wheels instead of six, according to the designing engineers, permits the use of smaller tires, effecting a significant saving in cost of tire equipment and in tire depreciation. The eight-wheeler has been equipped with a new size of pneumatic truck tire, with 34 x 7 tires on all eight wheels.

“The first multiple-wheeled truck built by Goodyear was developed as a result of the conviction held by Vice President and Factory Manager Paul V. Litchfield that the ultimate heavy tonnage truck or bus would be a multiple-wheeled vehicle, just as the multiple-wheeled freight car succeeded the single-truck type for hauling heavier loads.

“The main thought back of the experiments, however, was to reduce tire expense for truck and bus operators. With the conventional four-wheel truck using 48 x 12 pneumatic tires weighing 398 pounds each, the use of eight wheels instead of four and of tandem axles, permits use of 34 x 7 tires with a reduction in weight of tire equipment of over 300 pounds. In addition, the eight smaller tires cost considerably less than the four larger pneumatics.

“The multiple-wheel vehicle possesses easier riding qualities and better traction, and, in addition proves to be less destructive to roads. In operation it has also been demonstrated that a six- or eight-wheel vehicle can be operated more economically than a four-wheel truck, has a greater operating radius, greater load capacity, and greater speed with less tire depreciation.

“With motor buses replacing street cars in many cities, and being used in others in lieu of permanent street car extensions, as feeders to existing car lines, the advent of a successful eight-wheeled bus capable of carrying sixty passengers, is considered a significant factor in the further development and use of the motor bus. With the weight of the load distributed on eight wheels instead of four, road and truck engineers have estimated that the average road will withstand a load of more than seven tons under the newly developed construction, with no more destructive effect than that resulting from a three and a half ton load on the ordinary truck equipped with solid tires.

“And as road saving has a tremendous appeal right now, particularly in cities where buses are being used extensively, Goodyear engineers believe the new type of eight-wheel vehicle ushers in a new era for motor bus transportation development, and will prove a great stimulus to motor bus use throughout the country.

“The new eight-wheeled bus has a 75-horsepower motor and has a normal speed of 35 miles an hour.

“The new bus probably will be operated in Akron in conjunction with a six-wheeled bus Goodyear now is operating in Goodyear Heights, and in all probability will be followed by the development of other eight-wheel trucks and buses.”

The June 15, 1922 issue of The Commercial Vehicle contained a similar article to the previous:

“Goodyear 8-Wheeled Bus Developed

“Chassis Design Will Be Practically Same as That Used on 6-Wheeled Bus

“Akron, June 5 — An eight wheel passenger bus — an entirely new departure in motor vehicle design—is being developed by the Goodyear Tire & Rubber Co. of Akron which two years ago pioneered in the successful development and practical demonstration of the six wheel chassis for both trucks and passenger buses.

“The first six wheel passenger bus perfected by Goodyear engineers is being remodeled and made into an eight wheeled bus, with four wheels in the rear and four in front. It will carry a street car body of the Peter Witt type, with pay-enter folding doors and collapsible steps, and seats and standing room for fifty-five passengers.

“The new eight-wheeler will have practically the same chassis and wheel base as the six wheeled vehicle, with a wheel base of 180 inches from the center between the front wheels to the center between the rear wheels.

“Goodyear engineers have perfected a system whereby the big bus can be steered by all four front wheels operated with a single steering wheel. The front and rear wheels of the front truck have been arranged with different radius lengths so as to permit proper tracking when the vehicle is turned and the wheels are at an angle to the chassis.

“His conviction that the ultimate motor vehicle would be multiple wheeled, taking the same evolution as the freightcar, led to P.W. Litchfield's working out plans for the first six wheeled motor vehicle ever put into practical use in America several years ago. Litchfield is vice president and factory manager of the Goodyear company. Six wheeled trucks and buses now are being used regularly in Akron. They have proved to have easier riding qualities, a lower center of gravity, and better traction.”

The June 24, 1922 issue of Automobile Topics included a third article on the eight-wheel Goodyear bus:

“Goodyear Perfects Eight-Wheel Truck

“Is Development of Six-Wheel Design

“Has Air Brakes on All Eight Wheels — Four-Wheel Steer in Front - Tires Reduced to 34 x 7 All Around.

“An eight-wheel passenger bus has been completed by the Goodyear Tire & Rubber Co., Akron. This is a development of the six-wheel five-ton truck, experimented with by the Goodyear company during the past two years. Compared with the earlier type, the eight-wheel bus is of prime interest because of three important developments. These include the perfection of an airbrake system, operating on all eight wheels; a new steering mechanism, operating on all four front wheels; and finally, a reduction in the size of pneumatic tires used. It is largely to obtain the maxi-mum saving in tire weight and tire costs that the Goodyear company has been making these experiments.

“Goodyear engineers have succeeded in applying to the new bus an air brake system similar to that used on street cars and railroad trains. While the use of air brakes on motor vehicles has been attempted in the past, the Company’s engineers claim that theirs is the first successful application.

“The air brake system, as adapted to this bus was developed by taking part of the compression from the top of the engine cylinders by means of special plugs and confining the pressure thus obtained in a small tank mounted on the chassis. The system, it is said, affords a 75-pound air pressure for this use. The brakes are operated by a small lever mounted on the dash in front of the driver.

“The second new development is the steering by all four front wheels with a single steering-wheel, In order to make possible this control, it was necessary to devise a hook-up which would permit the front and rear wheels of the forward truck to swing each at a different radius so that the wheels would track at an angle.

“In addition to those advantages obtained in the previous multi-wheel designs—namely, easier riding qualities, better traction and a greater operating radius—the company has with the eight-wheel design effected a further saving in tire weight and tire costs. The distribution of the weight of the vehicle and load over a greater number of tires is a big factor in reducing damage to roads, too.

“On a conventional four-wheel truck carrying a five-ton load, it would be necessary to use 48 x 12 giant pneumatics, the Company points out. On the first six-wheel trucks developed, the original tire equipment used consisted of 40 x 8 pneumatics. Now on the new eight-wheel bus, 34 x 7 tires are used all around.

“The eight-wheel bus has a large streetcar type body. It is a one-man-operated design, equipped with adjustable windows, electric lights and upholstered seats. The body seats 44 passengers and has standing room for nearly 20 more. The entrance door is alongside the driver's seat with a pay-as-you-enter arrangement. Two exit doors in the middle of the body are operated from the driver's seat.”

The July 1922 issue of Power Wagon included a fourth article on the 8-wheeler:

“Goodyear Working on 8-Wheeler

“The Goodyear Tire & Rubber Company, which created so much interest in the development of 6-wheeler vehicles two years ago, is working on a new design which employs eight wheels. The original 6-wheeler is being remodeled and will carry a street-car type of body of Peter Witt design, with pay-as-you-enter folding doors and collapsible steps, and seats and standing space for 55 passengers. The chassis and wheel-base of the new vehicle are practically the same as in the old one, the eight wheels being mounted in two trucks of four each.

“The distance between the center-line of the trucks is 190 inches. The four front wheels will be used for steering through the operation of a single steering wheel, the front and rear wheels of the steering truck being provided with different turning radii so that the rear ones will track with the front ones.”

Caley & Nash's listing in the 1922 Motor Vehicle Yearbook follows:

Caley & Nash, Inc., 1828 East Ave. J.S. Nash, pres.; M.C. Caley, sec-treas., gen’l. mgr., pur. agt.

The following half-page advertisement was carried in a number of regional papers during 1929:

“Caley & Nash Auto Body Builders - Auto Painting and Trimming

“Manufacturers of special bodies for all types of hauling and transportation equipment – under experience direction located in Rochester at 1828 East Avenue – are large builders of truck bodies being equipped to build any size or style of truck you may want – also, experts on auto repairing, painting and refinishing and making a special feature of rebuilding wrecked cars – known far and wide as leading truck body builders of closed and open cars – phone Monroe 5126, Rochester.

“The transportation conditions of the present day demand many styles and sizes in truck bodies. This firm has made a specialty of building truck bodies. They are prepared to build you a truck body of any size or style. No matter upon what chassis you wish to mount the body, they can take care of you in the most expert manner. This is a very important service and one which adds to the community’s reputation for complete industrial organization.

“For 85 years Caley and Nash, Inc., have been in business, serving the residents of Rochester and vicinity. Years of experience have taught them how to do the finest coach work, painting, trimming and blacksmithing.

“If you have a car that has been in accident and appears a total wreck, take it to them and they will make it look like new.

“With Vitralite lacquer they can give you the most durable finish on the market at a reasonable price. Their service includes top enclosures, slip covers, sheet metal and fender repairs, springs service and welding.

“Farmers will find that this firm can build truck bodies which will not only prove entirely satisfactory but will save them money. Every farmer should have at least one truck. When you deal with this firm and have a body built to meet your individual needs you will find that I will meet with your complete approval and commendation in every respect. Anyone needing truck bodies of any size or style will find it. They are always pleased to give you any information you may wish and will advise you as to just how truck bodies can be built to meet your needs. No job is too big for them, yet they give the most palatalizing attention to the smallest order.

“In their repair department they have won an enviable reputation as experts in auto repairing, painting and refinishing. This is because they not only have the proper equipment but they have men of long experience in repairing automobiles.

“Not only in the city but in all of the surrounding territory this well-known firm is famous for the expert work they execute in rebuilding wrecked cars and in repairing damaged cars. Even though many individuals and organizations are carrying on campaigns for more careful driving, the steady and rapid increase in the number of vehicles on the streets and highways makes the total elimination of ‘smashups’ impossible. For many miles around, experienced motorists have learned to call upon this concern for service on wrecked cars. In many cases they have completely restored wrecked cars which owners had thought were beyond the aid of expert service.

“In making this review we wish to refer all our readers to this firm when it comes to the matter of truck bodies and repairing.”

John Sidney Nash passed away on January 7, 1931 after a lengthy illness, the January 8, 1931 edition of the Rochester Democrat & Chronicle reporting:

“John S. Nash, Business Man, Dies, Aged 77

“John Sidney Nash, 77, of 1894 East Avenue, President of Caley & Nash, Inc. automobile body builders, and a member of one of the pioneer families of Brighton, died yesterday afternoon at his home after an illness of ten weeks.

“Mr. Nash was born in Allen’s Creek, now in the Town of Brighton, May 30, 1853, and attended Allen’s Creek School. His ancestors came to Brighton as early settlers before the advent of canal or railroad.

“Fifty years ago he became associated with the late John T. Caley in the carriage and coach business. The business was founded in 1842 by an uncle of Mr. Caley. On the death of his partner, Mr. Nash formed the present corporation with himself as president and Mr. Caley’s son, Frank T. Caley as vice-president.

“Mr. Nash leaves his wife; two daughters, Miss Pauline Nash and Mrs. Fred Gannett; a son, Wayland Nash, and a brother, Guy Nash. He was a member of Brighton Presbyterian Church, Fairport Lodge of Masons, Rochester Lodge of Elks and Rochester Lodge of Moose.

“Funeral services will be conducted Saturday afternoon at 3:30 o’clock at his home by Rev. Dean B. Bedford, minister of Brighton Community Church with burial in Brighton Cemetery.”

1934 classified ad:

“CALEY & NASH, Inc. AUTOMOBILE PAINTING AND TRIMMING. BODIES OF SPECIAL DESIGNS. Manufacturers of VANS AND SCHOOL BUSSES. 1828 EAST AVE.”

The following paid article / advertisement was included in the April 28, 1937 edition of the Daily Messenger, Canandaigua, NY:

“Noted Concern in Rochester and Vicinity:

“Caley & Nash, Inc. — Truck Bodies Built, Re-Modeled and Repaired

“Caley & Nash, Inc., 1828 East Ave., Rochester, manufacturers commercial bodies of every description for all makes of trucks. In fact there is nothing in the line of commercial bodies this company does not fabricate. Here may be had closed and open bodies for all kinds of work. Refrigerator bodies of every style are built and repaired. Special bodies are constructed in all sizes and capacities. Wagons for all kinds of retail deliveries are also fabricated, such as milk wagons, bakery bodies, etc. Third axles are constructed, as well as hoists, frame extensions. Etc. Axles straightening is also done, as well as chassis straightening and extending. Springs of all types are installed, repaired and replaced.

“Truck bodies are also remodeled into any type or designs, as well as converting to trailers. Bodies made here are noted for their substantial construction that will withstand hard service. Repairs are made to bodies that have been wrecked, damaged or worn. Trailers of all sorts are built, repaired or serviced. This company has always been known for reliability, having served the trade for a great many years, the priced will be found reasonable. Concerns in the market for commercial bodies or trailers or repair work will do well to get in touch with Caley & Nash, Inc. Business firms are requested to clip this article for reference when ready for estimates. Telephone Monroe 5126.”

The Caley family's listing in the 1940 Rochester directory follow:

Caley & Nash, Inc. – inc. NY ’16. Frank T. Caley, pres.; Arthur E. Caley, v-pres; Morrill J. Caley, sec-treas. Auto body builders, automobile painting and trimming, 1828 East Av. tel Monroe 5126

Arthur E. Caley (Cora S.) v-pres Caley & Nash, Inc., 1828 East Ave., h. 274 Breck

Frank T. Caley (Eliza J.) pres Caley & Nash Inc 1828 East av h 1341 Park av.

Frank Wilbur Caley (Thelma J.) trimmer, Caley & Nash Inc. 1828. East av. h. 2123 Titus Ave.

John T. Caley woodwkr Caley & Nash Inc. 1828. East av. b Blossom rd. Br.

Morrill J. Caley (Arrethea E.) sec-treas, Caley & Nash Inc. 1828 East av. h.127 Landing rd Br.

William M. Caley (Anna B.) woodwkr Caley & Nash Inc. 1828 East av. h. 74 Middlesex rd.

By the end of the Second World War, Caley & Nash’s executives were nearing retirement age, and with no offspring interested in keeping the firm going, they withdrew from business at the end of 1947. Their reals estate was sold to the Wolk Brothers in 1948, who used the property as a used car lot for several years, and in 1952 much of the original structure was torn down and the corner repurposed as a full service gas station.

In the late 1960s the station was razed to make room for a new bank for the Central Trust Co., which was numbered 1820 East Ave. (Central Trust was originally located a few doors west at 1806 East Ave.) In 1992 Central Trust was acquired by M&T Bank at which time the upper floors became the home of Harris, Chesworth & Obrien, attorneys. In 2009 the circa-1970 structure was razed to make way for the brand-new East Ave. Wegmans that graces the corner today.

© 2014 Mark Theobald for Coachbuilt.com

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