The English Electric Company Limited (EE) was a British industrial manufacturer formed afterWorld War I by amalgamating five businesses which, during the war, made munitions, armaments and aeroplanes.[1]
Two English Electric aircraft designs became landmarks in British aeronautical engineering; theCanberra and theLightning. In 1960, English Electric Aircraft (40%) merged withVickers (40%) andBristol (20%) to formBritish Aircraft Corporation.
In 1968 English Electric's operations were merged withGEC's,[2] the combined business employing more than 250,000 people.[3]
Aiming to turn their employees and other assets to peaceful productive purposes, the owners of a series of businesses decided to merge them forming The English Electric Company Limited in December 1918.[1]
John Pybus was appointed managing director in March 1921[4] and chairman in April 1926.[5] Initially J H Mansell of Coventry Ordnance Works, John Pybus of Phoenix Dynamo Manufacturing and W Rutherford of Dick, Kerr were joint managing directors.[6] The five previously independent major operations under their control had these principal capabilities:
Coventry Ordnance Works: the plant was built for the production of heavy armaments but was suitable for the manufacture of large generating units[6]
Phoenix Dynamo Works: during the war production was shells and aeroplanes but by July 1919 had been returned to electric motors[6]
Dick, Kerr and United Electric Car: special war work[6] munitions, aeroplanes and metallic filament lamps, prior to the war locomotives and tram cars
Willans & Robinson: made steam turbines, condensers and diesel motors, there was a foundry[6]
Together these businesses covered the whole field of electrical machinery from the smallest fan motor to the largest turbo-generator.[6]
However, there was no post-war boom in electrical generation. Though English Electric products were indeed in heavy demand, potential buyers were unable to raise the necessary capital funds. In 1922, a drastic reorganisation of the works was carried through and that managed to halve overheads. The Coventry Ordnance Works was practically closed down. Cables, lamps and wireless equipment were then in buoyant demand, but that would have been a new field for the company to enter. English Electric's business was in heavy electrical and mechanical plant.[9] Both the1926 general strike and theminers strike caused heavy losses.[10] In 1929 part of the Coventry Ordnance Works was sold and the pattern shop at Preston, neither of which was required.[11]
By the end of 1929, it was clear the only solution to English Electric's financial difficulties was a financial restructure. The restructure acknowledged the loss of much of the shareholders' capital and brought in new capital to re-equip with new plant and machinery. In the event, an American syndicate fronted byLazard Brothers and Co. bankers came up with the new capital, but left control in the hands of the previous shareholders.[12]
In June 1930, four fresh directors were appointed, filling four new vacancies.[13]
Ten days later, there was a formal announcement of an American arrangement. "English Electric, with works at Preston, Stafford, Rugby, Bradford and Coventry, had entered into a comprehensive arrangement" withWestinghouse Electric International Company of New York andWestinghouse Electric & Manufacturing Company of East Pittsburgh, Pennsylvania US, whereby there would be an exchange of technical information between the two organisations on steam turbines and electrical apparatus. It was made clear that this technical and manufacturing link did not carry with it any control from America. In recognition of the exchange arrangement, Westinghouse had offered to provide further capital, which would be less than 10% of the total, including that new capital organised earlier by Lazard Brothers.[14]
Seven weeks later the chairman,Lionel Hichens, who had temporarily replaced John Pybus in 1927, retired at the end of July 1930 and was replaced bySir Holberry Mensforth as a director and as chairman.[15] It was then announced thatGeorge H. Nelson had been appointed to the board and would take up the position of managing director early in October.[16] Mensforth had been taken away from his position as general manager of American Westinghouse Trafford Park Manchester, where George Nelson had been his apprentice, in 1919 by the Minister of Transport. The minister had given Mensforth the responsibility of easing the transition of the nation's munitions businesses back into peacetime industry. It was Mensforth who had arranged the technical exchange agreement and extra capital with Westinghouse.[17] They began to reorganise.
The main base of the company's operation was moved from London to Stafford including the sales departments, general and factory accounts and the principal executives previously in London. The managing director was to divide his time between the various works but would be mainly in Stafford or in London[8]
On 30 December 1930 the engineering shops at Preston closed leaving the following distribution:[8]
Preston: specialists in high-tension direct-current railway electrification, rolling stock and trolley busesDick, Kerr
Stafford: medium-sized electrical plant, transformers and switchgear and (from Preston) large turbo-alternator workSiemens
Rugby: prime movers, steam turbines and condensing plant, Fullagar and Diesel engines and (from Preston) water turbine plantWillans & Robinson
Bradford: small motors and control gear and (from Preston) traction motor and traction control workPhoenix
Coventry: engineers small tools (stopped in 1931), zed fuse (cartridge type) transferred to Stafford in 1931C.O.W.
Manufacture of domestic apparatus got underway at both Stafford and Bradford during 1931.[18] They were followed in 1934 by a range of household meters of various kinds. In the same report to shareholders, the chairman pointed out that every day 330 more homes adopted electricity for heating cooking and lighting and between 1929 and 1935 the production of electricity in Britain had increased by 70 per cent.[19]
1933 proved to be the first of four years of real achievement. At the beginning of July 1933, Mensforth stepped down and George Nelson took up the post of chairman. Nelson remained managing director.[20] Mensforth kept a seat on the board from which he later retired at the end of 1936.[21]
English Electric's recovery was noted by commentators as remarkable. During 1936, past preference dividends had been brought up to date: they were English Electric's first dividend since a 1924 dividend on ordinary shares. The balance sheet at the end of 1936 showed liquidity was in a strong position[22] and the chairman told shareholders that the rate of production in the factories for the last three months of the year was double the rate of production in the first three months.[23]
During 1938, the first dividend was paid on ordinary shares since 1924.[24]
In the summer of 1938, a large display advertisement confidently declared:
ENGLISH ELECTRIC PLANT AND EQUIPMENT in operation throughout the world. With its historical achievements and the wealth of experience of its several Associated Companies the English Electric Company continues to maintain its reputation as Manufacturers and Suppliers of electrical and allied products for Home and Overseas markets:
Three English Electric 7SRL Diesel alternator sets being installed the Saateni Power Station,Zanzibar 1955
The first steps to strengthen the Royal Air Force had been taken in May 1935 and English Electric was brought into the scheme for making airframes[26] working in conjunction withHandley Page.[27] The chairman reported to shareholders that though both Dick, Kerr and Phoenix were involved in the aircraft business during and shortly after the previous war the problems had so changed they were now completely new to the company. He also noted as he ended his address that the demand for domestic appliances including cookers, breakfast cookers, washing machines and water heaters was growing progressively.[28]
The Preston works without subcontracting made more than 3,000Hampden andHalifax aircraft.[29][30]
Napier Deltic engine, cut away for displayde Havilland Vampire T11
In December 1942, English Electric bought the ordinary shares ofD. Napier & Son Limited. Mr H G Nelson, son of English Electric chairman George H Nelson, was appointed managing director.[31]
The Stafford works made thousands ofCovenanter,Centaur andCromwell tanks as well as precision instruments for aircraft, electric propulsion and electrical equipment. The Rugby works made Diesel engines for ships, submarines and locomotives, steam turbines for ships and turbo-alternator sets for power stations. Bradford made electric generators for ships' auxiliaries and a wide variety of other naval and aviation material.[29][30]
In April 1945, English Electric employed 25,000 persons in its four main works.[30] Subsequently the chairman revealed that the peak employment number during wartime had been 45,000 when including Napier's people.[32]C. P. Snow was appointed director of scientific personnel in 1944. Later he was physicist-director, a position he held until 1964.[33]
In September 1945, details were released of theVampire jet, the fastest British aircraft with a top speed of 548 mph. The aircraft was built by English Electric at its Preston works, theFrank Halford designedGoblin jet engine, the world's most powerful, byde Havilland in London.[34]
From 1912 to 1924, United Electric and English Electric (with assistance fromHong Kong and Whampoa Dock) supplied second- and third-series tramcars forHong Kong Tramways. These cars were eventually retired from 1924 to 1930 as the fourth Generation cars were being introduced.[citation needed]
Preserved 1927 EN80 English Electric tram, the last example of a fleet of 20 once used by theWarsaw Commuter Railway
In 1923, English Electric supplied theEO electric locomotives for theNew Zealand Railways for use betweenArthurs Pass and Otira, in theSouthern Alps. Between 1924 and 1926, they deliverednine box-cab electric (B+B) locomotives to the Harbour Commissioners of Montreal (later the National Harbours Board); later they were transferred toCanadian National Railways, where four of them ran until 1995. In 1927, English Electric delivered 20 electric motor cars for Warsaw'sWarszawska Kolej Dojazdowa. During the 1930s, equipment was supplied for the electrification of theSouthern Railway system, reinforcing EE's position in the traction market, and it continued to provide traction motors to them for many years.
In 1936, production ofdiesel locomotives began in the former tramworks in Preston. Between the late 1930s and the 1950s, English Electric suppliedelectric multiple unit trains for the electrified network in and aroundWellington, New Zealand. In 1951 English Electric supplied 3 & 5 car articulated Diesel Electric multiple units to the Egyptian State RailwaysEgyptian-thumpers. Between 1951 and 1959, English Electric supplied theNational Coal Board with five 51-ton, 400 hp electric shunting locomotives for use on the former Harton Coal Company System atSouth Shields (which had been electrified by Siemens in 1908) to supplement the existing fleet of ten ageing Siemens andAEG locomotives. English Electric took overVulcan Foundry andRobert Stephenson and Hawthorns,[35] both with substantial railway engineering pedigrees, in 1955.
English Electric produced nearly 1000 diesel and electric locomotives, of nine different classes, forBritish Rail as part of theModernisation Plan in the 1950s and 1960s. Most of these classes of locomotive gave long service to British Rail and its successor train operating companies, some still being active well into the 21st century.
WithWar in Europe looming, English Electric was instructed by theAir Ministry to construct a "shadow factory" atSamlesbury Aerodrome in Lancashire to buildHandley Page Hampden bombers. Starting with Flight Shed Number 1, the first Hampden built by English Electric made its maiden flight on 22 February 1940 and, by 1942, 770 Hampdens had been delivered – more than half of all the Hampdens produced. In 1940, a second factory was built on the site and the runway was extended to allow for construction of theHandley Page Halifax four-engined heavy bomber to begin. By 1945, five main hangars and three runways had been built at the site, which was also home toNo. 9 Group RAF. By the end of the war, over 2,000 Halifaxes had been built and flown from Samlesbury.
In 1942, English Electric took overD. Napier & Son, an aero-engine manufacturer. Along with the shadow factory, this helped to re-establish the company's aeronautical engineering division. Post-war, English Electric invested heavily in this sector, moving design and experimental facilities to the formerRAF Warton near Preston in 1947. This investment led to major successes with theLightning andCanberra, the latter serving in a multitude of roles from 1951 until mid-2006 with theRoyal Air Force.
At the end of the war, English Electric started production under licence of the second British jet fighter, thede Havilland Vampire, with 1,300 plus built atSamlesbury. Their own design work took off after the Second World War underW. E. W. Petter, formerly ofWestland Aircraft. Although English Electric produced only two aircraft designs before their activities became part of BAC, the design team put forward suggestions for many Air Ministry projects.
The aircraft division was formed into the subsidiaryEnglish Electric Aviation Ltd. in 1958, becoming a founding constituent of the newBritish Aircraft Corporation (BAC) in 1960; English Electric having a 40% stake in the latter company. The guided weapons division was added to BAC in 1963.
TheIndustrial Electronics Division was established at Stafford. One of the products produced at this branch was theIgniscope, a revolutionary design ofignition tester for petrol engines. This was invented by Napiers and supplied as Type UED for military use during World War 2. After the war, it was marketed commercially as type ZWA.[36]
In 1946, English Electric took over theMarconi Company, a foray into the domestic consumer electronic market. English Electric tried to take over one of the other major British electrical companies, the General Electric Company (GEC), in 1960 and, in 1963, English Electric andJ. Lyons and Co. formed a jointly owned company –English Electric LEO Company – to manufacture theLEO computer developed by Lyons.
English Electric System 4 (1965) – the System 4–50 and System 4–70 were based on theRCA Spectra 70 series, built under licence. The latter were almost the same as IBM System /360 range, differing only in their real-time facilities, with four processor states and multiple sets of general-purpose registers.
"English Electric Traction Ads",www.flikr.com, 29 January 2018, English Electric Traction advertisements and corporate brochures
"English Electric Archive",englishelectric.zenfolio.com, archived fromthe original on 3 July 2014, retrieved15 January 2010, English Electric locomotive images
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