The historic Robey artefacts owned by the Trust are listed below in serial number order (and thus age), together with a few lines on each. Eventually each entry will have a photograph associated with it. Non-Robey artefacts will be listed at a later date.

(number unknown) Portable, single cyl. c1875

This is the oldest Robey portable known to exist in the UK. Acquired in 1996 from a farm near Leicestershire, it had lain derelict for about 50 years. The wrought iron boiler has been repaired, a new front fore carriage made and new wooden cartwheels have been made by a wheelwright. The motion is currently being repaired and rebuilt by Dave Davies.

3331 Thrashing Machine c1880

A machine for separating the ears of wheat from the chaff, powered by belt from a Portable or Traction engine. Cut wheat is fed in manually at the top by pitchfork; various beaters, movers and shakers perform the separation process. The wheat is fed into sacks and the straw is ejected at the rear. Also called a drum or mill.

Although made by Robeys from the later 1850s, the thrasher market was dominated by rival firms Foster and Marshall. Even so, they enjoyed a ready sale, especially when sold with a traction engine: indeed, our Traction 33348 was sold with thrasher 6018, but at the end of it's thrashing life the thrasher was converted to a bonfire.

This is the oldest Robey thrashing machine to survive, by far, yet discovered anywhere.

The Robey thrasher was considered to be a superior machine because the whole frame is made of iron, rather better than other makes, such as Foster and Marshalls, which were made only from wood.

Purchased from Aberdeen, unseen (too far to go!). Chap phoned me up, "Would you like a Robey Thrasher?". Arranged transport as a return load; delivered to Dingles as our Works had at the time, not yet been built.

Generally, in fair condition but new wheels have had to be made by Gavin Graham who started in late 2004 and delivered them in 2008. Restoration proper has to wait till we find a competent woodworker to make a start on the top boards. Otherwise, it needs a good clean, rub down, varnish, etc.

12787 Class A single cyl fixed engine 1892

Supplied new to Pearson's Pottery, Chesterfield, in 1892, this engine was rescued from the derelict remains of the pottery in 1972 by a local haulier. Due to ill health etc he sold his business and this engine was purchased by Dave Davies earlier last year. This 16nhp engine weighs 5 tons and has an 8ft diameter flywheel. Its maximumm speed is 88 rpm.

18921 Class B Horizontal engine 1899

A small horizontal engine of Victorian design, ie with the earlier pattern bed. Even so, the design compared to other manufacturers was technically advanced for the time.

'Class B' refers to a supplementary slide valve fitted to the rear of the main slide valve which can be set to alter the degree of cut-off (when stationary). However, for an engine used only intermittently, this can have been of limited value, consequently the supplementary slide valve was removed and the engine ran as a simple slide valve engine.

Cylinder 7" dia x 10" stroke Fly wheel 4' dia Pulley 20" dia x 6" wide 4nhp

One of three (No's 18921, 18922 and 20039) purchased by Truemans Black Eagle Brewery, Brick Lane Stepney, to drive hoists which lifted beers kegs from the cellars to the loading dock. 20039 was donated by the brewery to Kew Bridge Museum in 1975 and restored in 1987 where it is to be seen, often in working order under steam.

18921, the last of the three to remain in use (also for raising casks) was taken out of use in 1970, mounted on a purpose built substantial steel table and placed on display in the foyer at the brewery. On closure of the Brick Lane site, 18921 'disappeared': it was thought to be still in existence, but no-one knew where. Eventually, after many years of persistent research, it was found, with the help of Richard Albanese, of Kew Bridge: it had been donated to the Ragged School Museum, Copperfield Road, where it lay in store, in pieces, for many years.

It was collected by the Trust, and on 7 Aug 2005, brought to Tavistock.

(number unknown) Donkey pump c1900

There are two commonly used methods of feeding water into a boiler: a reciprocating ram pump or an injector. Pumps were operated from the crankshaft of an engine but if the boiler was to be used to raise steam independently of an engine then a separate small engine and pump unit was provided. This pump is an interesting example of standardisation: Mumfords made so many of these that it wasn't economically worthwhile for other engine builders to make their own.

After making their own boiler feed pumps, to what became a fairly standardised design, Robeys ceased manufacture and bought in Mumford pumps instead.

A standard Mumford boiler feed pump. The steam cylinder is above, driving the water pump plunger below. A double curved connecting rod, called a banjo, connects the flywheel and crank to the crosshead.

Flywheel 17½ dia x 2½ wide, heavily weighted one side

Probably supplied with the Robey Undertype, at Mashfords Boatyard, Cremyll, about 1900.

Kindly donated to the trust by Mashfords. Restored at Marjons. Painted in Robey maroon.

These engines are designed to run evenly when pumping against the pressure in the boiler (which itself powers the pump), hence the large balance-weight cast into the rim of the flywheel. As displayed here, without this pressure (ie using a remote air or steam source) erratic running is to be expected.

24462 Class E drop valve single cyl fixed engine 1904

Robey Class E engines were widely used in the larger sizes as winding engines in collieries, as two separate engines driving either side of the winding drum. They were less prominent in spinning mills but gained a good reputation in the medium sizes for powering machinery in a wide range of industries.

'Class E' refers to the drop valve gear method of steam distribution with Richardson and Rowlands patent trip gear. Two balanced drop valves are used for steam inlet, (on the top of the cylinder), their action being controlled by trip gear and the valves cushioned by dashpots. Exhaust is by grid-iron valves under the cylinder, all driven by a countershaft from the crankshaft.. The sensitive governors maintains the speed of the engine to fine limits despite varying loads on the engine.

Cylinder 12" dia x 26" stroke

Single cylinder Class E engines were made in 10 sizes, from cyls. 10x20 (38 economical ihp) to 57 max. ihp. with 100lb. steam pressure.

Purchased in 1905 by 'The Three Countries Asylum' in Stotfold near Hitchin, Hertfordshire and installed in the laundry. When inspected prior to removal in 1985 the three-throw pump was still in existence and the remains of line-shafting through the wall was evidence of further machinery the engine drove.

This was the second engine acquired by the Trust. Advertised in SERG Bulletin, Summer 1984, Dave Davies and Nigel Bowman visited the Asylum 7-9 May, 1985 to dismantle it. Arrived at Launceston Steam Railway, June 1985.

 Resoration of the large components was done at the Launceston Steam Railway, the liftable items at Marjons. Since then the engine has run successfully on compressed air at the Launceston Steam Railway.

31821 Five ton Steam Tractor 1913

As manufacturers of traction engines, Robey were well placed to commence production of the steam tractor when change in legislation opened up a market for a light steam tractor for general haulage purposes. The Robey prototype was a single cylinder machine (none now exist) but the majority were compounds. They were intended as an alternative to the steam wagon with the advantage that the load on trailer could be readily detached.

The steam tractor has a better power to weight ratio than the traditional traction engine as built for agricultural purposes. For direct ploughing (ie engine pulling a plough) the traction engine is too heavy, thus compacting the soil. However, Robeys applied their steam tractor to the task of direct ploughing. While proving generally unsuitable to the soil and weather conditions in the UK, the type found favour in several overseas areas where it was found that direct ploughing was practical proposition.

One of a number of assorted engine makes and types exported to the Seneca Sugar Estates in Mozambique. Unlike in the UK, it was fitted up for direct ploughing. Its working life over (by the 1950's) it was left to decay, and corrosion was extensive. It was extensively robbed of all brass fittings.

Aong with many other steam engines (including 24 railway locos) was repatriated to the UK in 2000. Purchased from dealer by an enthusiast in Durham where it was dismantled. Purchased thus for the Robey Trust collection in Feb 2002

(number unknown) Steel-framed trailer

A derelict item pretty well beyond restoration, it will be used as a pattern to produce another from scratch. Originally such a trailer would have been towed by a steam tractor such as 31821. A Robey works photograph of a steel-framed trailer is opposite.

32387 Ten ton 3-point roller 1913

Although Robeys made virtually every type of steam engine design, they came rather late to the steam roller market. This is believed to be Robeys prototype, the first steam roller made. Sales never were brisk as rival makes such as Aveling and Porter were well established

The roller is a conventional compound design on a loco-type boiler with no evident unusual features. However, there are several Fowler (engine builders of Leeds) design features about it, and when a quantity of literature about this roller come our way there were several photographs of a similar Fowler roller, thus it is possible that for this prototype Robey copied aspects of the design as well as using a number of off-the-shelf Robey fittings.

Purchased by J. Stevens & Son, Contractors, and used all its life in Pembroke, South Wales.

Fitted with a scarifier for ripping up the road surface.

Considering the extent of the repairs to the rear rolls, the roller had a hard life.

Reputedly acquired by a farmer in Pembroke, who stored it in his yard. It was then sold on to a ship's captain who lived locally, but because of his infrequent homecomings, decided to sell it into the Trust collection. Tuesday 16th August 1994: collected from Pembroke and taken to Dingles for temporary storage till The Robey Trust works was finished.

Failed a hydraulic test, in 2004, so the roller has been completely dismantled for a full-scale restoration, including extensive boiler refurbishment at Roger Pridhams.

(number unknown) Living van 1913

Living vans were made and sold by most manufacturers of steam rollers so that the rolling crew could trundle their slow steam rollers to the site of road repair and live in the van till the job was finished.

Very few living vans were built by Robeys, probably only two. There would have been no point in making any before they built their first steam rollers. From 1913, however,a few steam rollers were built, but later in this year the firm suffered a massive fire in which most of their casting patterns and wood shops were destroyed. Thereafter, they concentrated on engineering only and no more wooden products were made.

A conventional van made almost entirely of wood, except the wheels, brackets and the stove. The panelling was beautifully made; each piece had a moulding called a corner bead. The outer panels were of vertical tongue-and-groove beaded boards while the inner ones were the same, laid horizontally. Internally, there was a built-in bunk-bed in the rear, a small cast-iron stove and, no doubt a table and a couple of chairs. Underneath at the rear was a coal box. The livery seems to have been a shade of red on the outside and an awful yellow within.

Length 14'6" ;Width 7' ; Height 11' ; Wheels, 33" & 42" diameter

Leaf springs. Rear coal box.

Living vans were usually sold as part of the equipment with a steamroller. Thus, no separate record exists of this aspect of the vans life.

Found on a farm at Woolsthorpe-by-Colsterworth, near Grantham. Placed next to a Fowler living van, the two were nailed together and 'doorways' cut through the sides for family accommodation, probably during the 1940's.

17th September 1993: advert in OG. Collected by Eddie Heywoods Hiab-equipped Leyland truck on Saturday 2 October 1993

Because of the extent of the deterioration, restoration will be extensive. However, despite appearances, quite a few parts will be saved, rather than replaced.

33348 6nhp GP traction engine 1914

As portables were among the first products made by Robert Robey, it was only natural that he should be one of the early pioneers in the development of the Traction engine. As well as designing his own features into his engines (eg exterior steering chains, as on most conventional rollers) he built engines embodying ideas current at the time, such as winding drums for cable ploughing. It is thought that 19th Century Robey traction engines were not superior to those produced by other makers, but once Pearson had been taken on (from rival Lincoln makers, Foster) a range of products, including a much improved traction engine design, emerged. Unlike many other makers, who had a limited range of products, or concentrated only on agriculture, Robeys had expanded and diversified considerably into (industrial) engine manufacture of every type, thus, this manufacturing expertise was brought to bear on traction engine production, resulting in an excellently engineered, robust and workmanlike engine.

A typical, standard traction engine. The firebox is extra large, suitable for burning wood. Steam jacketed cylinders, Pickering high speed governors, crucible steel gears, the pinions sliding on a hexagonal shaft. Winding drum with 50 yards of steel rope. Compensating gear (differential) on main axle, feed pump, injected & water lifters.

Cyl 8' dia x 12" stroke 4'6" dia flywheel. 160 governed rpm. Driving wheels 6' x 16". 2 speeds: road speed 2 ½ & 4mph @ 250 rpm. Weight empty 8½ tons. Boiler working pressure, 150lb sq in.

GP traction engines were made in 5 sizes, viz. 5,6,7,8 & 10 nhp.

Exhibited new on the Robey stand at Belfast Show, May 1914, with thrashing machine No. 6018, and later at the Dublin Show, from where both were purchased by a Mr Salley. Purchased 2 years later by Henry Fox, dairy farmer in Kilternan Co. Dublin. Worked on the family farm till it was laid aside in the 1950's. The Thrashing machine was burned.

With the rise in interest in steam preservation and rallies 33348 was bought back to working condition by Eddie Fox, grandson of Henry. A new half firebox was fitted and 33348 was occasionally rallied till the Fox family decided to sell. Sold to the Robey collection and transported from Strandbally to Great Dorset Steam Fair August 1988 by Robrt Coles of Shaftesbury. Spent some time at the LSR.

33348 was found to be worn and 'tired', but steamable. Thus, it has not been 'restored' in the conventional sense. Work to improve it has been, and will continue to be, ongoing. Because the engine is unsprung, travelling on modern, hard roads was found to be incredibly noisy, uncomfortable and damaging to the engine. 'Rubber strakes' were devised and fitted; the only departure from authentic condition as built.

(no number) 5-ton traction wagon

This was built from drawings, obtained from Robey, to replicate a photograph (right) showing a Robey traction engine pulling two such wagons. This type of wagon is an ideal match for 33348.

35172 3.5" x 3" SCOF vertical high-speed engine 1916

Small, 'off the shelf' units that could be set up almost anywhere, requiring no elaborate foundations, were made by some manufacturers. These could be purchased by engineering suppliers who, together with similarly outsourced generators, pumps, or whatever, would incorporate them into complete 'packages' that would sell in markets identified by them as being a useful outlet for sales. The firm of Electromotors purchased hundreds of Robey verticals, fitted them with a variety of different dynamos and generators, for local electricity generation. As such, these compact engines with their integrally attached generator were also very useful in places where room was restricted, for example, as auxiliaries aboard ship.

Single Crank Open Frame engines were required to run fast in one direction only, with very little variation in speed, over many hours, continuously. Thus, the usual double acting methods of operating steam engines gave way to single acting engines so that the force on the main crankpin bearing would be in one direction only and could therefore not give rise to any 'knocks'.

Electromotors ordered these in large batches from Robeys, 288 in 1916 alone

An efficient, compact, inverted-vertical single-cylinder, single-acting engine designed to run at a steady, high speed with sensitive crankshaft governor and heavy flywheel, close-coupled to a dynamo on an integral baseplate.

35172 was lent by Brian Hillsdon (of the Steamboat Society) to a friend of his in 1980 who dismantled it, lost many parts and placed the remainder outside in all weathers, for about 20 years. The remains were donated to the Trust in mid 2004 .

Restoration has been extensive, and has been done as far as possible by Jack Ayland. The dynamo, baseplate, all of the crankshaft governor and the flywheel have been lost.

All traces of paint had rusted off, so the engine has been repainted in a shade of maroon often used by Robeys on stationary engines. A replacement flywheel has been sourced.

37035 3.5'' x 3'' SCOF vertical high-speed engine 1918

A small, inverted-vertical, single-cylinder, single-acting high-speed engine, originally mounted on a cast-iron baseplate integral with a dynamo which was coupled directly to the end of the crankshaft at the flywheel.

We have no idea from where it originated, and as whatever it drove didn't make it into preservation, we have no idea what it was used for.

We had a phone call out of the blue from a gentleman in Surrey who had a small steam engine in pieces, but as he was to move house, he couldn't see that he would ever get around to restoring it&ldots;so he was looking for someone to give it to. The engine was collected by our Chairman, Robin Luff. It arrived in cardboard boxes and biscuit tins, looking the worse for wear, with parts quite rusted, so much so that there was no original paint left. The baseplate and dynamo did not come with the engine. Member Simon Williams took on the restoration.

37530 5.5" x 5" open crank vertical engine 1919

An example of their single acting high speed design which, when coupled direct to ancillary equipment such as generators or centrifugal pump, would be expected to work fast for extended periods. However, the compact nature of the design also encouraged their use as standby engines in emergencies or during maintenance of the main plant.

Made in 12 sizes

Developed to provide high speed running for ships lighting sets and similar applications. For electricity generation the generator was directly coupled to the crankshaft via a flange on the flywheel. The other end of the crankshaft was fitted a sensitive governor, operating on the inlet valve directly above. Other devices, eg. centrifugal pumps, could also be driven.

Purchased new by the Rickmansworth and Uxbridge Valley Water Company, but it is not known what it was used for.

The engine was removed by collectors from the water works but the bedplate and whatever it drove were left. The engine was given to a Mr D. in Buckinghamshire in thanks for his assistance in removing a number of other engines. It was stored in an outhouse on a farm till Aug. 2004 when it was purchased, bought to the Robey Trust works and restored.

Restoration. The engine has been totally restored from derelict condition. The piston valve was completely rusted into its bore, and a new one has been made for the rebored cylinder.

38315 Class D single cyl fixed engine c1919

This 99% complete engine was purchased from a farmer in Honiton who had owned it for approximately 20 years. He had bought it with the aim of restoring it but had never got round to it. This particular example is an 8nhp engine with a flywheel of 5 1/2 ft diameter and, weighing in at 2.5 tons, is the smallest of the Class D range. It will undergo restoration in the near future.

40513 Compressor 1922

Vertical, single cylinder (8'' x 5''), water cooled

Used by Messrs. Triggs Monumental Masons at Newton Abbot. Was found on a farm stored in a barn near Bovey Tracey. By 1988 it was stored at Powdermill Forge. Came into the ownership of Dartmoor National Park. By then, the electric motor which drove it had been removed, as was the original switchgear. The water in the jacket surrounding the cylinder had frozen and cracked the outer shell.

Acquired by the Trust, Summer 1998. Originally painted in light green with traces of yellow lining.

Frost damage to the water jacket has been repaired and the compressor has been generally overhauled. Crankpin was seized, crank was precision ground and bearings remachined. A new motor has been provided and suitable period switchgear added.

40991 10-ton tractor/road roller

Very few convertible tractor-rollers are known to have been built by Robeys. Robey steam tractors were considered rather fast on the road, features which would not have made good road rollers. It appears that as steam rollers were a very small proportion of Robey output, there was probably little in incentive to develop the traction-roller as a useful tool.

Special tractor type road roller was intended to be converted from a roller to tractor and vice versa.

Two sizes were available, 8 ton and 10 ton. The only difference seems to be the sizes of the rolls.

Compound cylinder, 5" dia. & 8¼" dia. x 9" stroke. Working pressure, 200 psi.

The two speeds are quoted as 2 and 3½ mph, but the engine is evidently quicker than that.

Built as a steam roller, owned by Lisburn UDC, Northern Ireland, till 1935. Sold to James Warke Ltd., Contractor, Co. Derry, till after 1948. Then to Ingram Wallace in Co. Antrim in 1952. Laid up, and became derelict in a quarry in the 1960's, but rebuilt by them as a tractor in 1972.

1985, bought by Freddie Frost, Scotland, and registered as DS7819. 1988, bought by Robin Munday, then in 1997 to Martin Hunt. Bought by Brian Sismey, who continued ongoing restoration work including fitting a set of rubber strakes. After Brians untimely death, 40991 was left in the care of the Trust and purchased by Norman Emmett and John Turner, 2006

Restoration. 40991 was extensively rallied by Brian, so it arrived here, somewhat worn in places but in full working order. Ongoing maintenance, including a full overhaul of the valve gear, has continued.

41200 Class AP 4.5'' single cyl vertical engine 1922

True vertical engines were beam engines (eg as built by James Watt and others) with the cylinder at ground level. As engines became more compact (and using steam at elevated pressures) it became more convenient to put the cylinder aloft driving vertically down to the crank and flywheel. Thus they became known as inverted verticals. In that configuration, like the single cylinder horizontal, they were applied to a wide range of duties in many industries.

 Inverted vertical engines were built in large numbers for application in a multitude of situations where floor space was at a premium. Large steam verticals were recommended for high powers. Large verticals however were late to be developed as oil engines especially for ship propulsion.

Made in 16 sizes from No. 6 4x5 cyl (2 econ, 3 max ehp@60 lbs) with 1'9" flywheel @ 300 rpm., to No. 16 with 13½ x 16 cyl (64 max ehp @ 100 lbs) with 6' flywheel @ 130 rpm

Designed to meet the demand for light cheap and efficient motors running at a moderately high speed suitable for working with steam at from 60 to 100 lbs. being self contained it is practically and dependant of foundation and can be worked bolted to a beam on an upper floor.

Cylinder, 4½ x 7". Stroke 36" x 5". Length over crank, 40". Width 36". Height 52"

Purchased by Oxford University and fitted with some interesting experimental equipment for use in research and teaching in a heat engines laboratory. Subsequent history is unknown

Purchased from Robert Jameson (of the steam plough club), Billingshurst

41560 Enclosed 9'' x 7'' high speed vertical engine 1923

Examination of the open type engines in the collection will reveal that the method of applying oil to reciprocating parts was often primitive, though effective enough. As manufacturing accuracy improved, machining tolerances became closer and engines were required to operate at higher rotational speeds, the requirement to force lubricating oil into bearings under pressure became apparent. However, the oil would tend to be flung out, thus engines were designed with all their working parts enclosed. This then led to the concept of collecting the oil in a sump, and thus via an oil pump and filter, it could be re-used, thus economising on oil.

Always at the forefront of steam engine design and innovation, the totally enclosed high speed engine was an obvious step.

Made in 8 sizes from 4½ x 3 (2 bhp @ 500 rpm and 50 lbs pressure to 7½ bhp @ 800 rpm and 100 lbs) to 12½ x 9 (27 bhp @ 250 rpm and 50 lbs pressure to 93 bhp @ 375 rpm and 100 lbs)

Of fairly robust construction. All working parts enclosed, except for a portion of the piston rod. Pumped lubrication system fitted with a pressure gauge. Supplementary mechanical lubricator.

Cyl 9"dia. x 7" stroke. 2'6" dia. disc flywheel. Size 5th out of 8. This engine can develop 13 bhp @ 300 rpm and 50 lbs.sq.in. steam pressure up to 48 bhp @ 500 rpm and 100 lbs. pressure. Weight 30 cwt. (3360 lbs) or 1½ tons.

Purchased from an engineering firm in Southampton, who had acquired it in pieces . The piston valve was found to be missing.

42693 Tandem roller "Stumbles" 1925

This machine is what started it all 25 years ago and can also be viewed at the About Us page.

42759 4.5'' x 4'' SCOF enclosed vertical engine 1926

Generator by Telford Crier Mackay & Co Ltd. Engineers, Electrians. Glasgow. No WS3925

100 volts. 32 amps. 3.5 kw.

Obtained from a collector in South Wales 2007. Evidently, the engine has been dismantled previously, as one or two components are not original, and the paint scheme was certainly not Robeys

Has been totally dismantled, appropriate castings shotblasted, repainted. The armature has been professionally rewound.

43525 3.5'' x 4.5'' x 3'' open frame vertical tandem compound 1927

In stationary engine terms, compounding (ie. using the steam twice, in two cylinders successively) was arranged either as a cross-compound (cylinders side-by-side) or as tandem compounds (cylinders in line sharing a common piston rod, connecting rod and crank) By placing these vertically, such engines took up little ground space, yet the operator would benefit from greater power and economy of steam a compound would give, especially where operating conditions favoured the type, ie running at or near full load for lengthy periods of time.

Although the RobeyTtrust holds copies of over half the publications that Robeys produced, especially catalogues of their products, the tandem compound vertical engine is not mentioned in any we have.

Generator made by Cutting Bros Ltd. No. 25980 210volts 28amps 600rpm

After removal from the Rickmansworth & Uxbridge Water Co Waterworks the engine changed hands on a number of occasions, eventually reaching a dealer in Kent. 	Purchased for the Trust in 2007.

Restoration. As the original paintwork has survived in relatively good condition, complete with lining-out, it has been decided to leave it all in as near original working condition as possible.

45655 Tri-tandem roller 1930

Not built as a Tri-Tandem by Robeys. Instead, the company supplied the parts to enable the conversion to be done by Goodes of Royston

A standard Robey Tandem roller (see 42693) which was converted to a Tri-Tandem configuration by the addition of another rear roll, the theory being that, to achieve the greater degree of flatness a fast road such as motorways require, three rolls in line ought to be better than two. The rearmost roll could also be driven, by a chain on the opposite side to the drive chain from the crankshaft. However, in practice it was found that the chassis, with the extension welded on to the rear end, wasn't strong enough to cope with the extra loads imposed, and so numerous strengthening pieces were inserted, as was an extra length of channel, to strengthen the whole chassis from end to end. Eventually, by all accounts, these rollers gave good accounts of themselves.

Cylinder (hp) 4 ¼" dia. (lp) 7 ¼" dia. x 7" stroke. Boiler pressure 250 lbs.sq.in

Wirksworth Quarries bought 3 Tandems new: 43755/1929 (now scrapped), 44083/1930 (in Kent) and our 45655/1930, and had them converted into Tri-Tandems by Goodes of Royston using parts supplied by Robeys. 45655 is known to have rolled the Hertfordshire section of the M1 - Britain's first motorway - and various by-passes and trunk roads

In 1965/6 Walter Lisle, an employee of Wirksworth Quarries, bought 45655 (and 44073 for spares) on his retirement. He took 45655 to rallies from the later 1960's on; it was based in a yard in Great Wymondley. Due to ill health, Walter sold it in 1978 (for about £100) to John Mayes of Luton. After him, a dealer, then to John Woodley of Ipplepen. When John wished to sell, it was offered to the Trust [which couldn't afford it], so a share issue was launched in 1992. The Tri Tandem Partnership was established, raised the purchase price, and 45655 was delivered to Tavistock on 4th April 1993.

50571 Class C single cyl horizontal engine 1935

Inspection of our class A B D & E engines, called 'Long Stroke' engines, will reveal that the cylinder, the main bearing and the outrigger bearing all have separate foundations. These engines, with their long connecting rods and lack of balance weights would not be expected to run fast. As demand for quicker revolution engines became felt, a class of engine - the medium stroke engines - had the cylinder and bearings all affixed to a common foundation.

With this design all manufacturing and erecting/assembling tolerance could be kept within the integral bedplate, thus ensuring a much higher degree of accuracy. Also, it was possible to introduce an accurately balanced built-up crankshaft, both bearings of which could also be incorporated into the bedplate. Smaller Medium Stroke engines had overhanging cylinders, whereas larger, more powerful examples, had the cylinders integral with the base.

Class C refers to the type of valve gear, which is similar to the Class B in that there is a second 'Mayer' valve on the back of the main slide valve so that the cut off can be adjusted while the engine is running. The catalogue description states 'we do not recommend this type as by the adoption of the Class D gear this adjustment in done automatically' As our Class C was obtained from a technical college the hand operation of the valve gear would have been of use in experiments.

Cyl 5¾ dia x 8" stroke

Supplied to an Oxford University college, together with vertical boiler 50572.

Purchased by a collector in Oxford (presumably direct from the college). He also took the condenser, (the pump for which is still attached to the bedframe and driven by a crankshaft eccentric), decided he didn't want to keep it, and as it was full of copper condensing tubes, weighed it in at a scrapyard to realise the value of the copper. This engine is second Robey engine acquired by the Trust, and our first stationary engine. As soon as we acquired it, a letter to the college enquiring about the boiler elicited the reply that it was still in use. However, a few years later we acquired that, too, and so engine and boiler were re-united.

No restoration required to run the engine. It is now waiting for some tlc in the form of a rub-down and repaint.

50572 Watertube 'Vebac' type Vertical Boiler 1935

From the earliest days of steam power, boilers were generally of two types, horizontal and vertical. Horizontal boilers were of the Cornish and Lancashire types, from which the 'locomotive' type was developed, primarily for rail and road use. The vertical boiler was also used for transport, eg. in steam wagons, but the design suffered from inherent disadvantages, a main one being the difficulty in arranging for the tubes to be submerged throughout their length. This could only be overcome with complexity - and therefore cost - in construction. The second disadvantage was that it was difficult to match the higher steaming rates and efficiencies (ie amount of steam produced per unit of fuel consumed) achievable in loco-type boilers while still retaining a moderate size and weight. However, for moderate outputs, a simple design of vertical boiler suited many applications.

A simple, robust vertical boiler which could be arranged to be fired manually on solid fuel, or on oil or gas with automatic control. Thus, with automatic water-level sensing equipment, the boiler could be made fully automatic, responding to varying steam demand at will.

This boiler was fitted up for gas firing: this equipment has also been reassembled for display purposes. Also, Mobrey water level equipment is fitted. The boiler is fed by its own Pearn steam powered pump mounted on the boiler.

Unlike it's sister 52442, which was lagged, and covered with sheet aluminium cladding, this boiler came without any insulation.

Height 7' x 2'6" dia, sloping tubes, 17 @ 2 ¼ " dia. Working pressure 100 lbs sq in

Purchased by Oxford Technical College. Boiler 50572 supplied steam to Class C engine 50571. The engine was sold to a collector but the College retained the boiler for other purposes. The College was informed of our interest, and in October 1994 we were advised that it was no longer required.

Collected by Eddie Heywood in 1995 and reunited with Class C engine 50571.

As we have another boiler of this type (No. 52442) it was decided to restore this one as an educational exhibit. Thus, it was shotblasted inside and out and painted, so that the interior construction of this type of boiler can be studied.

The outer shell has been repainted as original, ie. in a sort of 1950's college green!

51097 Enclosed vertical engine 1945

Supplied with an Aveling vertical boiler this small engine awaits its turn to be restored to display condition.

52309 Single cylinder oil engine 1951

Just as traction engines and steam wagons gave way to petrol and diesel lorries, most industrial plant and equipment, originally driven by remote steam engines, became directly driven by electric motors. Where this was not practicable, stationary oil/diesel (and sometimes gas) engines were used. Stationary industrial internal combustion engines, like steam engines, were available as horizontal or vertical, and with single or multiple cylinders.

All the above configurations were made by Robeys. Their vertical diesels were used to power ships, generate electricity or for pumping large volumes of water, eg. in fen drainage. Large 2-cylinder opposed-piston designs (called vis-à-vis) powered large compressors. A wide variety of sizes were built, even down to the small portable types commonly known as 'barn engines'

A typical industrial 'Heavy Oil Engine'. Built like a steam engine, massively strong castings and a heavy flywheel characterised this type of engine. For many years, in common with other manufacturers, the method of operating the valves was by a rotating camshaft driven through gears from the crank. This engine is one of the later series where the shaft has been replaced by an enclosed chain drive.

Flywheel: dia 5'6" x 5'' wide. Fitted with a friction rope drum so that experiments on power output could be made. Weight: 42 cwt.

Horizontal diesel engines were made in 10 sizes: 'Industrial type' (and in a similar 10 sizes, 'electric type' which had wider, heavier flywheel) from 10013, 15-16 ½ bhp @ 400 rpm to H5022A 70-77 bhp @ 270 rpm

Bought by Southall Technical College heat engines laboratory. It was supplied with a rope drum attached to the flywheel and the remnants of some associated test equipment survived.

When no longer part of the curriculum, the College dismantled the engine and sheeted the parts over in an outside yard. They contracted Kew Bridge museum who, as it wasn't really their thing, offered it to us. Alan Jones and Dave Davies collected it on 8 Sept 1986. It has been totally restored by Bryan Edwards with a couple of parts supplied by Steve Gould.

52442 Vertical boiler 1954

Same type as 50572, this boiler was acquired from Liverpool many years ago. Unlike 50572, it is intended to return this boiler to steamable condition to supply stationary engines within the works.

57193 Portable loco boiler 1955

Used originally as a portable steam raising plant, this item has been cosmetically restored since this picture was taken and is now outside the works as an external exhibit.

Non-Robey items

Fowler/Crompton Parkinson Diesel-alternator set 1944

Nothing is known of its early life but it was latterly located at Forges Cross Nursery, near Newton Abbot, as a back-up supply. It was acquired in a 'frosted' condition (cracked block) when the site was cleared for re-development and has subsequently been restored to running order. The engine is a Fowler 4-cyl diesel and the alternator is a Crompton Parkinson 3ph, 400V, 27 kVA, separately-excited machine. The switchgear is also manufactured by Crompton Parkinson.