Aveling & Porter
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Thomas Aveling was born at Elm, Cambridgeshire, in 1824 and was apprenticed to a farmer where he had the opportunity to familiarise himself with the new steam-powered farm machinery of the time. In 1851, Aveling's interest in engineering led him to set up a business in Edward's Yard, Rochester, with his father-in-law producing and repairing agricultural machinery. In 1856 they produced the first steam plough. In 1860, the business moved to Strood, on a site adjacent to Rochester Bridge.
In partnership with Porter, the steam roller they produced in 1865 proved a huge success. Aveling and Porter steam rollers were exported to Europe and as far afield as India and North America. In 1919 Aveling and Porter joined the Agricultural & General Engineers (AGE) combine. In 1932 AGE went into receivership, bringing down Aveling and Porter with it. In 1933, Aveling and Porter combined with Barford & Perkins to form Aveling-Barford, which continued to make steam and motor rollers. The rescue was part-funded by Ruston & Hornsby of Lincoln. After World War 2 the company continued to make motor and steam rollers as well as expanding into other construction equipment. Aveling Barford is now part of the Wordsworth Holdings Group. The company is based in Grantham, and still trades under the name 'Barford' which uses a modern version of the Aveling-Barford 'prancing horse' logo.
Inside the covered slips (built by Aveling & Porter) at Chatham Historic Dockyard Aveling & Porter built more steam rollers than all the other manufacturers combined. The docks covered slips are leviathans of steel and pre-date the great London train sheds of St Pancras, Kings Cross, and Paddington (traditionally understood to be the oldest and largest steel framed structures of the time). Two Aveling and Porter products are found in The Railway Series books by the Rev W. Awdry and the TV Series based on the books: George the Steamroller and Fergus the Railway Traction Engine.
Thomas Aveling was born at Elm, Cambridgeshire, in 1824 and was apprenticed to a farmer where he had the opportunity to familiarise himself with the new steam-powered farm machinery of the time. In 1851, Aveling's interest in engineering led him to set up a business in Edward's Yard, Rochester, with his father-in-law producing and repairing agricultural machinery. In 1856 they produced the first steam plough. In 1860, the business moved to Strood, on a site adjacent to Rochester Bridge.
In partnership with Porter, the steam roller they produced in 1865 proved a huge success. Aveling and Porter steam rollers were exported to Europe and as far afield as India and North America. In 1919 Aveling and Porter joined the Agricultural & General Engineers (AGE) combine. In 1932 AGE went into receivership, bringing down Aveling and Porter with it. In 1933, Aveling and Porter combined with Barford & Perkins to form Aveling-Barford, which continued to make steam and motor rollers. The rescue was part-funded by Ruston & Hornsby of Lincoln. After World War 2 the company continued to make motor and steam rollers as well as expanding into other construction equipment. Aveling Barford is now part of the Wordsworth Holdings Group. The company is based in Grantham, and still trades under the name 'Barford' which uses a modern version of the Aveling-Barford 'prancing horse' logo.
Inside the covered slips (built by Aveling & Porter) at Chatham Historic Dockyard Aveling & Porter built more steam rollers than all the other manufacturers combined. The docks covered slips are leviathans of steel and pre-date the great London train sheds of St Pancras, Kings Cross, and Paddington (traditionally understood to be the oldest and largest steel framed structures of the time). Two Aveling and Porter products are found in The Railway Series books by the Rev W. Awdry and the TV Series based on the books: George the Steamroller and Fergus the Railway Traction Engine.
Burrell
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Joseph Burrell, a master smith, established a small forge in Thetford in 1770, for the manufacture and repair of agricultural implements. In 1801 a Joseph Burrell was found to be advertising "Chaff Engines, Drill Rolls and Drill Machines", items of agricultural equipment, from his foundry on Kings Street Thetford. By 1805 Joseph had joined with his two brothers James and William and were advertising threshing machines for sale. In 1817 Charles Burrell was born. Charles was James Burrell's third child. William Burrell died in 1822 and Joesph died in 1831. The sole surviving brother James inherited the business; five years later he died, and control of the business passed to his son and Joseph's nephew, Charles, in 1836 when he was only 19 years old.
Charles Burrell built the company's first steam engine in 1848. Initially like most other manufacturers they built portable engines but they gradually moved into self-moving agricultural engines and later engines built specifically for road transport. In 1856 they built the first road haulage engine in conjunction with James Boydell. Boydell had invented a system where flat boards were attached to a wheel loosely at their centers, as the wheels revolved they were capable of spreading the weight of an engine over the surface of the board. This continuous track is still used in tanks today.
Production grew gradually throughout the early 20th century; this culminated in 1913, the company's most successful year, with over 104 engines completed in 12 months. Construction of portable engines ended in 1908. By this time the company was focusing on the production of traction engines for agricultural use and engines built for the needs of traveling showmen. Like many engineering companies at the time, production was turned over during the First World War to the construction of various munitions, some of which survive to this day. Engine production continued, however, and a large number of engines left the factory despite the war effort.
Sales declined after the war had ended, and these were difficult years for the company. In 1919 Burrell joined the formation of the Agricultural & General Engineers (AGE). Like many of the companies who joined, this proved to be a disastrous move. 1923 and 1924 showed an improvement in sales but by this time the writing was on the wall with other technologies coming to the fore. On 4 June 1928 the company closed its doors at Thetford for good, with the final engines being built at Leiston by Richard Garrett & Sons.
Joseph Burrell, a master smith, established a small forge in Thetford in 1770, for the manufacture and repair of agricultural implements. In 1801 a Joseph Burrell was found to be advertising "Chaff Engines, Drill Rolls and Drill Machines", items of agricultural equipment, from his foundry on Kings Street Thetford. By 1805 Joseph had joined with his two brothers James and William and were advertising threshing machines for sale. In 1817 Charles Burrell was born. Charles was James Burrell's third child. William Burrell died in 1822 and Joesph died in 1831. The sole surviving brother James inherited the business; five years later he died, and control of the business passed to his son and Joseph's nephew, Charles, in 1836 when he was only 19 years old.
Charles Burrell built the company's first steam engine in 1848. Initially like most other manufacturers they built portable engines but they gradually moved into self-moving agricultural engines and later engines built specifically for road transport. In 1856 they built the first road haulage engine in conjunction with James Boydell. Boydell had invented a system where flat boards were attached to a wheel loosely at their centers, as the wheels revolved they were capable of spreading the weight of an engine over the surface of the board. This continuous track is still used in tanks today.
Production grew gradually throughout the early 20th century; this culminated in 1913, the company's most successful year, with over 104 engines completed in 12 months. Construction of portable engines ended in 1908. By this time the company was focusing on the production of traction engines for agricultural use and engines built for the needs of traveling showmen. Like many engineering companies at the time, production was turned over during the First World War to the construction of various munitions, some of which survive to this day. Engine production continued, however, and a large number of engines left the factory despite the war effort.
Sales declined after the war had ended, and these were difficult years for the company. In 1919 Burrell joined the formation of the Agricultural & General Engineers (AGE). Like many of the companies who joined, this proved to be a disastrous move. 1923 and 1924 showed an improvement in sales but by this time the writing was on the wall with other technologies coming to the fore. On 4 June 1928 the company closed its doors at Thetford for good, with the final engines being built at Leiston by Richard Garrett & Sons.
Clayton & Shuttleworth
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Clayton & Shuttleworth was an engineering company located at Stamp End Works, Lincoln. The company was established in 1842 when Nathaniel Clayton (1811-1890) formed a partnership with his brother-in-law, Joseph Shuttleworth (1819-1883).
In 1845 they built their first portable steam engine, and in 1849 their first threshing machine. These products became the mainstay of the firm’s business. Clayton & Shuttleworth became one of the leading manufacturers in the country at the time. They supplied steam engines and threshing machines to other manufacturers, as well as selling under their own name. In 1851 they sold more than 200 steam engines, boosted by the Great Exhibition. By 1857 they had produced a total of 2,400 steam engines, and by 1890 total output had reached 26,000 steam engines and 24,000 threshing machines.
In 1870 their workforce in Lincoln was 1,200. The export trade was important to the firm. A branch in Vienna (Austria) was established early on, and other branches followed at Pest (Hungary), Prague (now Czech republic), Cracow (Poland) and Lembura (now Ukraine). The firm became a limited company in 1901, and Alfred Shuttleworth (1843-1925), son of the founder, became chairman.
In the twentieth century Clayton & Shuttleworth for a short time manufactured tractors. In 1911 they built a 4-cylinder oil engine, with car-type radiator, sheet metal bonnet, and a cab roof. This was followed in 1916 by a 4-cylinder gas-kerosene engine crawler tractor ("Chain Rail"). This machine lasted till 1929. They also built a 100 hp (75 kW) gun tractor similar to a Holt machine. They were the first British firm to make a combine harvester. They failed in the depression of the 1930s, and were taken over by Marshall & Sons of Gainsborough for the combine harvester technology.
Clayton & Shuttleworth was an engineering company located at Stamp End Works, Lincoln. The company was established in 1842 when Nathaniel Clayton (1811-1890) formed a partnership with his brother-in-law, Joseph Shuttleworth (1819-1883).
In 1845 they built their first portable steam engine, and in 1849 their first threshing machine. These products became the mainstay of the firm’s business. Clayton & Shuttleworth became one of the leading manufacturers in the country at the time. They supplied steam engines and threshing machines to other manufacturers, as well as selling under their own name. In 1851 they sold more than 200 steam engines, boosted by the Great Exhibition. By 1857 they had produced a total of 2,400 steam engines, and by 1890 total output had reached 26,000 steam engines and 24,000 threshing machines.
In 1870 their workforce in Lincoln was 1,200. The export trade was important to the firm. A branch in Vienna (Austria) was established early on, and other branches followed at Pest (Hungary), Prague (now Czech republic), Cracow (Poland) and Lembura (now Ukraine). The firm became a limited company in 1901, and Alfred Shuttleworth (1843-1925), son of the founder, became chairman.
In the twentieth century Clayton & Shuttleworth for a short time manufactured tractors. In 1911 they built a 4-cylinder oil engine, with car-type radiator, sheet metal bonnet, and a cab roof. This was followed in 1916 by a 4-cylinder gas-kerosene engine crawler tractor ("Chain Rail"). This machine lasted till 1929. They also built a 100 hp (75 kW) gun tractor similar to a Holt machine. They were the first British firm to make a combine harvester. They failed in the depression of the 1930s, and were taken over by Marshall & Sons of Gainsborough for the combine harvester technology.
Fowler
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John Fowler & Co Engineers of Leathley Road, Hunslet, Leeds, West Yorkshire produced traction engines and ploughing implements and equipment, as well as railway equipment. Fowler also produced the Track Marshall tractor, which was a tracked version of the Field Marshall. British Railways' Engineering Department locomotives ED1 to ED7 were built by Fowler.
John Fowler was an agricultural engineer and inventor who was born in Wiltshire in 1826. He worked on the mechanisation of agriculture and was based in Leeds. He is credited with the invention of steam-driven ploughing engines. He died 4 December 1864, following a hunting accident. After his death, John Fowler & Co., was then continued by Robert Fowler and Robert Eddison. In 1886 the limited company of John Fowler & Co. (Leeds) Ltd., was formed, merging with Marshall & Sons Ltd., of Gainsborough in 1947 to form Marshall-Fowler Ltd. Production finally ceased in early 1974.
John Fowler & Co Engineers of Leathley Road, Hunslet, Leeds, West Yorkshire produced traction engines and ploughing implements and equipment, as well as railway equipment. Fowler also produced the Track Marshall tractor, which was a tracked version of the Field Marshall. British Railways' Engineering Department locomotives ED1 to ED7 were built by Fowler.
John Fowler was an agricultural engineer and inventor who was born in Wiltshire in 1826. He worked on the mechanisation of agriculture and was based in Leeds. He is credited with the invention of steam-driven ploughing engines. He died 4 December 1864, following a hunting accident. After his death, John Fowler & Co., was then continued by Robert Fowler and Robert Eddison. In 1886 the limited company of John Fowler & Co. (Leeds) Ltd., was formed, merging with Marshall & Sons Ltd., of Gainsborough in 1947 to form Marshall-Fowler Ltd. Production finally ceased in early 1974.
Garrett
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Established in 1778 at Leiston in Suffolk by Richard Garrett, a bladesmith and gunsmith, Garretts grew to become one of the most famous engineering works in the country, and throughout the world where many of their products were exported.His grandson, Richard Garrett III was in charge of the business by 1836 and promoted a rapid expansion, especially of the manufacture of agricultural machinery for export. The firm became a limited company in 1897. At its peak, there was a workforce of over 2,000 and in 1913 a new works adjoining Leiston railway station was built to increase capacity. Despite a serious fire in 1913, the old Town Works site continued in use. Infact it was Garretts who actually produced the last few Burrell engines as part of the A.G.E. empire. The first Garrett traction engines emerged from Leiston in 1857, and over the years they were to build innumerable 7 nhp single cylinder traction engines, 4 nhp road rollers, portables, road haulage tractors, steam wagons and some splendid showman's engines. The last Garrett traction engine was built in 1931, and although the company enjoyed a new lease of life manufacturing box making machines, lathes, foundry castings and even washing machines, it finally closed its works in 1980 after two hundred years in existence.
Established in 1778 at Leiston in Suffolk by Richard Garrett, a bladesmith and gunsmith, Garretts grew to become one of the most famous engineering works in the country, and throughout the world where many of their products were exported.His grandson, Richard Garrett III was in charge of the business by 1836 and promoted a rapid expansion, especially of the manufacture of agricultural machinery for export. The firm became a limited company in 1897. At its peak, there was a workforce of over 2,000 and in 1913 a new works adjoining Leiston railway station was built to increase capacity. Despite a serious fire in 1913, the old Town Works site continued in use. Infact it was Garretts who actually produced the last few Burrell engines as part of the A.G.E. empire. The first Garrett traction engines emerged from Leiston in 1857, and over the years they were to build innumerable 7 nhp single cylinder traction engines, 4 nhp road rollers, portables, road haulage tractors, steam wagons and some splendid showman's engines. The last Garrett traction engine was built in 1931, and although the company enjoyed a new lease of life manufacturing box making machines, lathes, foundry castings and even washing machines, it finally closed its works in 1980 after two hundred years in existence.
Marshall
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Marshall's produced large numbers of steam traction engines, steam rollers, portable engines and agricultural machinery of all types. Later production included diesel tractors such as the Field Marshall, Track Marshall and former Leyland wheeled tractors. In 1900 they started designing internal combustion-engined tractors to be called the Colonials, with a power of 16 to 32 hp (not comparable to modern hp) for the export market to replace steam engines, selling 300+ by 1914.
In 1928 they started to develop a tractor similar to the Lanz Bulldog from Germany. They launched the 15/30 (Model E) in 1930, followed by the 12/20 which became the Model M in 1938; this then developed into the Field Marshall in 1944.
Marshall, Sons & Co. Ltd. merged with John Fowler & Co in 1947 to form Marshall-Fowler Ltd, which eventually became part of the Bentall Simplex industrial group. The Marshall name was revived in the 1980s, initially with the 'Track Marshall' name building large tracked tractors and bulldozers. In 1982 the company bought the production rights to the Leyland Tractors range, moving production to Gainsborough and selling them under the Marshall name. Initially successful, the venture failed to generate enough capital to fund the successful development of new models and the company began to lose its market share. A few new, technologically advanced, models were launched but failed to find favour and Marshall was eventually forced to stop production in 1992. The name was then used as a badge engineering excerise on imported Steyr tractors from Austria, before the marque finally vanished in the mid 1990s. There is now a supermarket standing on (part of) the former Britannia Iron Works site.
Marshall, Sons and Co. built the boiler for the Fairbairn Steam Crane, which stands on the dockside in Bristol. The maker's plate reads "Marshall Sons & Co. Ltd., Engineers, Gainsboro, England, No.92766".
Marshall's produced large numbers of steam traction engines, steam rollers, portable engines and agricultural machinery of all types. Later production included diesel tractors such as the Field Marshall, Track Marshall and former Leyland wheeled tractors. In 1900 they started designing internal combustion-engined tractors to be called the Colonials, with a power of 16 to 32 hp (not comparable to modern hp) for the export market to replace steam engines, selling 300+ by 1914.
In 1928 they started to develop a tractor similar to the Lanz Bulldog from Germany. They launched the 15/30 (Model E) in 1930, followed by the 12/20 which became the Model M in 1938; this then developed into the Field Marshall in 1944.
Marshall, Sons & Co. Ltd. merged with John Fowler & Co in 1947 to form Marshall-Fowler Ltd, which eventually became part of the Bentall Simplex industrial group. The Marshall name was revived in the 1980s, initially with the 'Track Marshall' name building large tracked tractors and bulldozers. In 1982 the company bought the production rights to the Leyland Tractors range, moving production to Gainsborough and selling them under the Marshall name. Initially successful, the venture failed to generate enough capital to fund the successful development of new models and the company began to lose its market share. A few new, technologically advanced, models were launched but failed to find favour and Marshall was eventually forced to stop production in 1992. The name was then used as a badge engineering excerise on imported Steyr tractors from Austria, before the marque finally vanished in the mid 1990s. There is now a supermarket standing on (part of) the former Britannia Iron Works site.
Marshall, Sons and Co. built the boiler for the Fairbairn Steam Crane, which stands on the dockside in Bristol. The maker's plate reads "Marshall Sons & Co. Ltd., Engineers, Gainsboro, England, No.92766".
McLaren
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J&H McLaren was a British engineering company in Hunslet, Leeds, that manufactured traction engines, stationary engines and later, diesel engines. The company was founded in 1876 by John and Henry McLaren. They had both been apprenticed to Black, Hawthorne & Co of Gateshead, builders of railway locomotive and marine engines. The new Midland Engine Works was situated on Jack Lane in Hunslet, Leeds within sight of many of the great engineering companies of Leeds.
The company rapidly developed a range of traction engines, steam rollers, ploughing engines, agricultural implements and stationary engines. One of their forgotten achievements is the invention (see British Patent 763 of 1880) of the traction-centre engine, for driving steam-powered fairground roundabouts. This is often wrongly attributed to Savage of King's Lynn. In the 1890s McLaren developed a range of vertical triple-expansion engines for the new industry of electricity generation. The zenith of this effort was a pair of 3000 ihp engines for Leeds Corporation’s Whitehall Road Power Station. After the turn of the century the company introduced a tractor for direct haulage and a range of powerful direct-ploughing engines. The largest of these, rated 125 ihp, was fitted with superheater, feedwater heater and fully-lagged cylinders. This provided a very efficient engine, which won many awards both at home and abroad. Other minor products were, showmens' engines, crane engines, portable engines, railway locomotives and Darby steam diggers.
McLaren had a good overseas market with over 50% of goods exported. They had local offices in New Zealand, Australia, South Africa, and South America with smaller representation in Hungary, Germany and Italy. The last of the traction engines was exported to South Africa in 1938 and is preserved in Johannesburg.
J&H McLaren was a British engineering company in Hunslet, Leeds, that manufactured traction engines, stationary engines and later, diesel engines. The company was founded in 1876 by John and Henry McLaren. They had both been apprenticed to Black, Hawthorne & Co of Gateshead, builders of railway locomotive and marine engines. The new Midland Engine Works was situated on Jack Lane in Hunslet, Leeds within sight of many of the great engineering companies of Leeds.
The company rapidly developed a range of traction engines, steam rollers, ploughing engines, agricultural implements and stationary engines. One of their forgotten achievements is the invention (see British Patent 763 of 1880) of the traction-centre engine, for driving steam-powered fairground roundabouts. This is often wrongly attributed to Savage of King's Lynn. In the 1890s McLaren developed a range of vertical triple-expansion engines for the new industry of electricity generation. The zenith of this effort was a pair of 3000 ihp engines for Leeds Corporation’s Whitehall Road Power Station. After the turn of the century the company introduced a tractor for direct haulage and a range of powerful direct-ploughing engines. The largest of these, rated 125 ihp, was fitted with superheater, feedwater heater and fully-lagged cylinders. This provided a very efficient engine, which won many awards both at home and abroad. Other minor products were, showmens' engines, crane engines, portable engines, railway locomotives and Darby steam diggers.
McLaren had a good overseas market with over 50% of goods exported. They had local offices in New Zealand, Australia, South Africa, and South America with smaller representation in Hungary, Germany and Italy. The last of the traction engines was exported to South Africa in 1938 and is preserved in Johannesburg.
Ransomes, Sims & Jefferies
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Ransomes was founded in 1789 by Robert Ransome, an ironfounder in Norwich before moving to Ipswich where he started casting ploughshares in a disused malting at St Margaret's Ditches in Ipswich, with capital of £200 and one employee. As a result of a mishap in his foundry, a broken mould caused molten metal to come into contact with cold metal, making the metal surface extremely hard - chilled casting - which he advertised as 'self sharpening' ploughs, and received patents for his discovery. Ransomes produced the 'Automaton' hand-powered lawn mower in 1867.
In 1869 four engineers, J.A. Ransome, R.J. Ransome, R.C. Rapier and A.A. Bennett, left the company (by then Ransomes, Sims & Head) by agreement, to establish a new company, Ransomes & Rapier, on a site on the River Orwell, to continue the business of railway equipment and other heavy works. Ransomes and Rapier Merged with Newton, Chambers & Co of Sheffield NCK excavator division to form NCK Rapier who built walking draglines used in opencast mining. Ransomes and Rapier built the model W1400 walking dragline called Sundew for Stewarts & Lloyds Iron Ore Mine in Rutland. At the time it was built in 1951, it was the largest in the world, weighing in at 1880 tons. Ransomes & Rapier sold the right to their walking dragline technology and patents to Bucyrus International in 1988. The turntable used to turn the revolving restaurant on the BT Tower was also built by Ransomes & Rapier.
Ransomes was founded in 1789 by Robert Ransome, an ironfounder in Norwich before moving to Ipswich where he started casting ploughshares in a disused malting at St Margaret's Ditches in Ipswich, with capital of £200 and one employee. As a result of a mishap in his foundry, a broken mould caused molten metal to come into contact with cold metal, making the metal surface extremely hard - chilled casting - which he advertised as 'self sharpening' ploughs, and received patents for his discovery. Ransomes produced the 'Automaton' hand-powered lawn mower in 1867.
In 1869 four engineers, J.A. Ransome, R.J. Ransome, R.C. Rapier and A.A. Bennett, left the company (by then Ransomes, Sims & Head) by agreement, to establish a new company, Ransomes & Rapier, on a site on the River Orwell, to continue the business of railway equipment and other heavy works. Ransomes and Rapier Merged with Newton, Chambers & Co of Sheffield NCK excavator division to form NCK Rapier who built walking draglines used in opencast mining. Ransomes and Rapier built the model W1400 walking dragline called Sundew for Stewarts & Lloyds Iron Ore Mine in Rutland. At the time it was built in 1951, it was the largest in the world, weighing in at 1880 tons. Ransomes & Rapier sold the right to their walking dragline technology and patents to Bucyrus International in 1988. The turntable used to turn the revolving restaurant on the BT Tower was also built by Ransomes & Rapier.
Robey
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Robert Robey started business in 1854, manufacturing portable steam engines and threshing machines. His range of agricultural equipment rapidly expanded; in the Great Exhibition of 1862 "fixed engines, traction engines, ploughing tackle, corn mills, saw benches etc" were on display and soon a complete range of mining equipment was on offer from winding and pumping engines to locomotives, cages and kibbles.
By the turn of the century the firm had been incorporated into a limited company, the works had expanded to cover 15 acres and 20 000 engines and plant had been built. Stationary engines of many types were added to the range, such as the 'Quick Revolution' vertical, for electrical generation. Indeed Robey's 'Globe works' was said to be the first factory in the U.K. lit by electricity. A new range of traction engines was introduced and the steam wagon made its appearance in 1906, various models of which remained in production until 1934. Road rollers were made from 1914 and steam tractors enjoyed a ready sale. Road locomotives became popular, especially in overseas markets; a few still exist in Australia.
Robey's contribution to the war effort was considerable; in 1916 Sopwith aircraft and Short Seaplanes were built in large numbers; from 1939 production centred on gun mountings, frigate engines and other heavy items. After the war the capacity and expertise of the company was used to fabricate everything from converters for steelworks to parts for the Jodrell Bank radio telescope. In the firm's later years, however, package boilers in oil, gas or solid fuel fired versions were made in larger numbers: a new boiler barrel and tubeplate for the Trust's Tandem roller was the last boiler made and tested at the works before closure in February 1988.
Robert Robey started business in 1854, manufacturing portable steam engines and threshing machines. His range of agricultural equipment rapidly expanded; in the Great Exhibition of 1862 "fixed engines, traction engines, ploughing tackle, corn mills, saw benches etc" were on display and soon a complete range of mining equipment was on offer from winding and pumping engines to locomotives, cages and kibbles.
By the turn of the century the firm had been incorporated into a limited company, the works had expanded to cover 15 acres and 20 000 engines and plant had been built. Stationary engines of many types were added to the range, such as the 'Quick Revolution' vertical, for electrical generation. Indeed Robey's 'Globe works' was said to be the first factory in the U.K. lit by electricity. A new range of traction engines was introduced and the steam wagon made its appearance in 1906, various models of which remained in production until 1934. Road rollers were made from 1914 and steam tractors enjoyed a ready sale. Road locomotives became popular, especially in overseas markets; a few still exist in Australia.
Robey's contribution to the war effort was considerable; in 1916 Sopwith aircraft and Short Seaplanes were built in large numbers; from 1939 production centred on gun mountings, frigate engines and other heavy items. After the war the capacity and expertise of the company was used to fabricate everything from converters for steelworks to parts for the Jodrell Bank radio telescope. In the firm's later years, however, package boilers in oil, gas or solid fuel fired versions were made in larger numbers: a new boiler barrel and tubeplate for the Trust's Tandem roller was the last boiler made and tested at the works before closure in February 1988.
Wallis & Steevens
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The company was founded in 1856 by Arthur Wallis and Charles Haslam in newly-built premises that they named The North Hants Ironworks. The works were sited on Station Hill in Basingstoke and the company began trading as Wallis & Haslam. Shortly afterwards the company were highly commended for their hand worked bench drilling machine at the 1857 Royal Agricultural Show in Salisbury. Even at this early stage, the company were producing a wide variety of agricultural equipment, and alongside the bench drill were corn drills, turnip drills, four types of horse hoe, drag harrows, a 3hp threshing machine, a barley hummeller and sundry other devices. In 1862, a third partner, Charles James Steevens joined the company and when Charles Haslam retired in 1869, the company became Wallis & Steevens. The date of production for the company's first portable steam engine is not known although the earliest surviving drawing is dated 1866. The first traction engine, an 8hp single was built in 1877 from drawings by Arthur Herbert Wallis (son of the company founder) and this vehicle made its trial run on the 21st of June that year. The vehicle was named "Success" on the strength of its performance during the test and given the works number T250.
Manufacture of steam vehicles gradually gave way to petrol from the 1930s and production continued at the Station Hill premises until its enforced closure with the redevelopment of Basingstoke town centre during 1966 and 1967. Production then transferred to a site at Daneshill where the company enjoyed a brief resurgence before the general trading recession of 1980-81. In May 1981, agreement was reached with B.S.P International Foundations Ltd of Ipswich to "take over the designs and copyrights of the current production models, together with spares, components and goodwill and for the business to be transferred to the BSP works at Claydon." The transfer was completed by July 1981 and at that point Wallis & Steevens ceased to trade.
The company was founded in 1856 by Arthur Wallis and Charles Haslam in newly-built premises that they named The North Hants Ironworks. The works were sited on Station Hill in Basingstoke and the company began trading as Wallis & Haslam. Shortly afterwards the company were highly commended for their hand worked bench drilling machine at the 1857 Royal Agricultural Show in Salisbury. Even at this early stage, the company were producing a wide variety of agricultural equipment, and alongside the bench drill were corn drills, turnip drills, four types of horse hoe, drag harrows, a 3hp threshing machine, a barley hummeller and sundry other devices. In 1862, a third partner, Charles James Steevens joined the company and when Charles Haslam retired in 1869, the company became Wallis & Steevens. The date of production for the company's first portable steam engine is not known although the earliest surviving drawing is dated 1866. The first traction engine, an 8hp single was built in 1877 from drawings by Arthur Herbert Wallis (son of the company founder) and this vehicle made its trial run on the 21st of June that year. The vehicle was named "Success" on the strength of its performance during the test and given the works number T250.
Manufacture of steam vehicles gradually gave way to petrol from the 1930s and production continued at the Station Hill premises until its enforced closure with the redevelopment of Basingstoke town centre during 1966 and 1967. Production then transferred to a site at Daneshill where the company enjoyed a brief resurgence before the general trading recession of 1980-81. In May 1981, agreement was reached with B.S.P International Foundations Ltd of Ipswich to "take over the designs and copyrights of the current production models, together with spares, components and goodwill and for the business to be transferred to the BSP works at Claydon." The transfer was completed by July 1981 and at that point Wallis & Steevens ceased to trade.
Miscellaneous
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Foden
In 1856 Edwin Foden became apprenticed to the agricultural equipment manufacturing company of Plant & Hancock. He left the company for an apprenticeship at Crewe Railway Works, but returned to Plant & Hancock at the age of 19. Shortly afterwards he became a partner in the company. On the retirement of George Hancock in 1887 the company was renamed Edwin Foden Sons & Co. Ltd. The company produced massive industrial engines, as well as small stationary steam engines and, from 1880, agricultural traction engines.
Experimental steam lorries were first produced shortly after the turn of the 20th century. In 1878, the legislation affecting agricultural use was eased and as a result, Foden produced a successful range of agricultural traction engines. The perfecting of the compound traction engine in 1887 gave a significant marketing advantage and later proved invaluable to the development of the steam lorry.
1896 saw the restrictions affecting road transport ease, which permitted vehicles under 3 tons to travel at up to 12mph without a red flag. The time was right and Foden produced a series of four prototype wagons. In 1932, however, Foden's finally realised that the future was diesel, and changed their production almost immediately, though the production of steam vehicles continued in diminishing numbers until 1934. In 1980, Foden was acquired by the American firm PACCAR, and is now a division of that company.
Fowell
The Company was started in 1976 by George John of the Fowell family that had worked for many years at Charles Burrell & Sons of Thetford. George John had been senior Draftsman and his Farther was Burrells works foreman. George John set up as an Iron Founder in St. Ives, Cambridgeshire, a Rural farming area some distance from Thetford, in Norfolk. The company's records show 109 engines built between 1877 and 1922. The records were passed to the Road Locomotive Society.
The First machine was to the designs that George John had worked on at Burrells, with the second engine to the Designs of William Box a haulage contractor contractor & manufacturer. Other firms were also built to this Box patent design by other firms including Burrell and Robey. The engine featured a rudimentary form of springing to come with the rough roads, that were damaging William Box's loads of clayware from his pottery and brick works. The company changed its name several times as partners came and went, but most were some variation of Fowell & Co.
Sentinel
The company began life about 1875 as Alley & MacLellan based in Polmadie, Glasgow. They moved from Polmadie Road to the nearby Jessie Street where they continued in operation until the 1950s. Alley & MacLellan began producing steam road vehicles in 1906 when they introduced a 5-ton vertical-boiler wagon, which featured a 2-cylinder undertype engine and chain drive. Around 1915 Alley & McLellan moved the steam wagon production to a new factory in England and it continued under a separate company (Sentinel Waggon Works). However, Alley & MacLellan continued to operate in the original Sentinel Works in Jessie Street, Glasgow until the 1950s. They produced a wide range of engineering products including compressors, valves, etc. The 'Sentinel' name continued to be used for the products of the original Glasgow works until the mid 20th Century. The original Sentinel Works in Jessie Street, Glasgow is still in existence in 2009 though now in a very derelict condition. The design offices and pattern shop is listed category A as a building of significant national importance. It was the first steel-reinforced concrete building in Scotland.
In 1934 Sentinel launched a new and advanced steamer - the S type which had a single-acting 4-cylinder underfloor engine with longitudinal crankshaft and an overhead worm-drive axle. Their Sentinel Waggon Works' design of 1935 led to the production of 3,750 Sentinel 'Standards’ in the seventeen years that followed, the biggest selling steam lorry ever. It was lighter and featured a modernized driver's cab with a set-back boiler and was available in four, six and eight-wheel form, designated S4, S6 and S8. In spite of its sophisticated design, however, it could not compete with contemporary diesel trucks for all-round convenience and payload capacity, and was phased out in the late 1930s. It was not the end of Sentinel's involvement with steam, however; the company built about 100 "S" type vehicles for export to Argentina as late as 1950, for use by the Rio Turbio coal mine. It has been stated that Sentinel were never paid for the last batch of the Rio Turbio production run. At least two of the Rio Turbio Waggons survive in Argentina to this day. In 1947 the company became Sentinel (Shrewsbury) Ltd, and had developed a new range of diesel lorries. Despite Sentinel's superbly engineered vehicles, sales diminished throughout the 1950s, and by 1956 the company was forced to cease lorry production. The factory was acquired by Rolls Royce for diesel engine production.
Foden
In 1856 Edwin Foden became apprenticed to the agricultural equipment manufacturing company of Plant & Hancock. He left the company for an apprenticeship at Crewe Railway Works, but returned to Plant & Hancock at the age of 19. Shortly afterwards he became a partner in the company. On the retirement of George Hancock in 1887 the company was renamed Edwin Foden Sons & Co. Ltd. The company produced massive industrial engines, as well as small stationary steam engines and, from 1880, agricultural traction engines.
Experimental steam lorries were first produced shortly after the turn of the 20th century. In 1878, the legislation affecting agricultural use was eased and as a result, Foden produced a successful range of agricultural traction engines. The perfecting of the compound traction engine in 1887 gave a significant marketing advantage and later proved invaluable to the development of the steam lorry.
1896 saw the restrictions affecting road transport ease, which permitted vehicles under 3 tons to travel at up to 12mph without a red flag. The time was right and Foden produced a series of four prototype wagons. In 1932, however, Foden's finally realised that the future was diesel, and changed their production almost immediately, though the production of steam vehicles continued in diminishing numbers until 1934. In 1980, Foden was acquired by the American firm PACCAR, and is now a division of that company.
Fowell
The Company was started in 1976 by George John of the Fowell family that had worked for many years at Charles Burrell & Sons of Thetford. George John had been senior Draftsman and his Farther was Burrells works foreman. George John set up as an Iron Founder in St. Ives, Cambridgeshire, a Rural farming area some distance from Thetford, in Norfolk. The company's records show 109 engines built between 1877 and 1922. The records were passed to the Road Locomotive Society.
The First machine was to the designs that George John had worked on at Burrells, with the second engine to the Designs of William Box a haulage contractor contractor & manufacturer. Other firms were also built to this Box patent design by other firms including Burrell and Robey. The engine featured a rudimentary form of springing to come with the rough roads, that were damaging William Box's loads of clayware from his pottery and brick works. The company changed its name several times as partners came and went, but most were some variation of Fowell & Co.
Sentinel
The company began life about 1875 as Alley & MacLellan based in Polmadie, Glasgow. They moved from Polmadie Road to the nearby Jessie Street where they continued in operation until the 1950s. Alley & MacLellan began producing steam road vehicles in 1906 when they introduced a 5-ton vertical-boiler wagon, which featured a 2-cylinder undertype engine and chain drive. Around 1915 Alley & McLellan moved the steam wagon production to a new factory in England and it continued under a separate company (Sentinel Waggon Works). However, Alley & MacLellan continued to operate in the original Sentinel Works in Jessie Street, Glasgow until the 1950s. They produced a wide range of engineering products including compressors, valves, etc. The 'Sentinel' name continued to be used for the products of the original Glasgow works until the mid 20th Century. The original Sentinel Works in Jessie Street, Glasgow is still in existence in 2009 though now in a very derelict condition. The design offices and pattern shop is listed category A as a building of significant national importance. It was the first steel-reinforced concrete building in Scotland.
In 1934 Sentinel launched a new and advanced steamer - the S type which had a single-acting 4-cylinder underfloor engine with longitudinal crankshaft and an overhead worm-drive axle. Their Sentinel Waggon Works' design of 1935 led to the production of 3,750 Sentinel 'Standards’ in the seventeen years that followed, the biggest selling steam lorry ever. It was lighter and featured a modernized driver's cab with a set-back boiler and was available in four, six and eight-wheel form, designated S4, S6 and S8. In spite of its sophisticated design, however, it could not compete with contemporary diesel trucks for all-round convenience and payload capacity, and was phased out in the late 1930s. It was not the end of Sentinel's involvement with steam, however; the company built about 100 "S" type vehicles for export to Argentina as late as 1950, for use by the Rio Turbio coal mine. It has been stated that Sentinel were never paid for the last batch of the Rio Turbio production run. At least two of the Rio Turbio Waggons survive in Argentina to this day. In 1947 the company became Sentinel (Shrewsbury) Ltd, and had developed a new range of diesel lorries. Despite Sentinel's superbly engineered vehicles, sales diminished throughout the 1950s, and by 1956 the company was forced to cease lorry production. The factory was acquired by Rolls Royce for diesel engine production.