Runcorn and Widnes manufacturing history

 These towns facing each other over the Mersey share an industrial history of chemicals manufacturing. They were joined by a transporter bridge in 1905 which was replaced by the arched Jubilee Bridge in 1961.

The opening of the Bridgewater canal in 1776 kick started industry in Runcorn. Two large soap and alkali works (Hazlehurst and the Runcorn Soap and Alkali Company) were destined to grow throughout the nineteenth century, particularly with advances in science in mid century. Proximity to the sea and canals encouraged shipbuilding and the presence of minerals underground enabled lead and copper mining.

The opening of the Manchester Ship Canal in 1895 further improved the connectivity of the town and the Castner-Kellner company (which later became part of ICI) began using the electrolytic process from which both caustic soda, bleaching powder, chlorine and hydrogen were extracted. The Hazlehurst soap business was bought by United Alkali, of which I say more below, who then sold to Lever Brothers (later Unilever) adding to their soap business. The town became home to British Dyestuffs also later part of ICI which located the headquarters of their Mond heavy chemicals division there.

ICI's Fluor produced fluorocarbons, used as refrigerants in air-conditioning systems in cars and homes, at sites in Runcorn, Japan and Louisiana. The company's Chlor's Runcorn site dated back to 1800s and the first industrial production of chlorine. Since then, regulations had tightened and the market had wilted, leaving a plant full of ageing and poorly maintained equipment. One comparison is quite eye opening. Its enormous cell room took as much electricity as the whole city of Liverpool. Both companies together with Crosfield of Warrington were bought by Ineos.

A river, a ford and a sunny south slope were the attractions of the place that became Widnes. What was a pretty village came to be a major chemical town through the initiative of John Hutchinson when the cost became prohibitive of taking raw materials (salt) from Northwich in Cheshire to St Helens where there was coal to produce soda and the potassium chlorate and bleaching powder. Widnes had local supplies of coal, easier access to the Cheshire salt fields abundant land and good communications by canal and railway. Hutchinson was joined by Gossage, making washing soda by the Leblanc process, and it was not long before huge amounts of sulphur infested chemical waste was being dumped on the Widnes wet lands. It was a German immigrant Ludwig Mond, a friend of John Brunner who worked with Hutchinson, who discovered a process capable of removing half of the waste sulphur. Soon this was widely adopted. Henry Deacon who had been working with Hutchinson formed a partnership with Gaskell to make sulphuric acid and ammonia soda used in the less polluting Solvay process with a bi-product of calcium chloride.

The pollution from the chemical works combined with inadequate sanitation led to Wides being called 'the dirtiest ugliest town in England'. The growth in population was boosted by immigration from Ireland of people fleeing the famine. The poor living conditions led to men seeking solace in alcohol and the town gained bad reputation which disappeared into memory as the town was improved.

United Alkali was formed by the merger of forty-eight alkali producers including fourteen from Widnes with the remainder based in St Helens, Tyneside, Scotland and Ireland. Old polluting plants were closed. United Alkali became part of ICI. Brunner and Mond joined together in 1873 but at Winnington near Northwich in Cheshire producing soda-ash for the cotton industry also using the ammonia soda process.

In Wides, John William Towers joined Hutchinson's laboratory in 1872. He then joined the Atlas Chemical Works set up by James Hargreaves and Thomas Robinson to exploit the salt-cake process and Towers went on to produce scientific apparatus for the chemical industry. Further chemical companies set up plants: Alumina Ltd, Peter Spence & Sons and Barium Chemicals. I write more about the consolidation of the chemical industry in Vehicles to Vaccines.

Andrew Poulson came from Wigan in 1869 to the Widnes foundry and took charge of the moulding department producing cast iron pillars which were used in pier construction amongst others, and segments for lining the London underground. The town, like others around, had copper foundries including Thomas Bolton's Mersey Copper Works producing copper rods and plates for locomotives and also rollers for calico printing; later it would supply the electrical industry. British Insulated and Helsby Cables was nearby and became part of BICC. High Speed Alloys was established in the town to produce special grades of steel, it was part of a merger of some eighteen similar businesses. Bell's Poilite and Everite Company manufactured asbestos cement of corrugated roofing.

The First World War made great demands on the chemical manufacturers and iron and steel works, the latter including for masts for Marconi Radio. The twenties saw consolidation of the chemical industry with the formation of ICI. Albright & Wilson set up on the site of the former Musgrave Works and Fisons took control of Vickers Fertiliser.

In the Second World War the Central Laboratory in Widnes carried out research into Uranium in support of the nuclear bomb project. The production of artificial rubber for insulation was undertaken and the metal works made Bailey Bridges.

In the post war world, Widnes industries focused on chemicals, asbestos and gelatine for sweets,

Runcorn was designated a New Town in 1964 and attracted General Motors which then closed in 1991, Sigmatex (carbon fibre textiles) Héroux-Devtek (aircraft landing gear), Whitford (speciality coatings), Teva (pharmaceuticals), and Fresenius Kabi (medical products). Diageo also maintains a packaging plant in Runcorn. Runcorn and Widnes became part of Halton Borough Council in 1974.

Further reading:

• https://www.millbank.com/blog/chemicals-north-west-past-present-future
• Charles Nickson, History of Runcorn (London: Mackie and Co, 1887)
• George E. Diggle, A History of Widnes (Corporation of Wides, 1961)

Camborne and Redruth manufacturing history - Cornish Mining

 Mining in this central part of Cornwall had been going on long before the Christian era with miners from what would become northwest France. There is evidence of the use of Cornish tin on bronze found in the Mediterranean exported from St Michael's Mount. The image is of early mining in northwest Cornwall.

The eighteenth century saw an acceleration in mining with the coming of the industrial revolution.

'The spot we are at is the most disagreeable in the whole county. The face of the earth is broken up in ten thousand heaps of rubbish, and there is scarce a tree to be seen.'

So wrote Mrs Watt to Mrs Boulton in 1777 when her husband was supervising the installation of one of his steam engines to pump water from a mine that was becoming inoperable. Samuel Smiles wrote of this in his contemporary account of Boulton & Watt noting that the engineer faced technical challenges, but also stubborn resistance from the Cornish. I explored in my post on St Austell the issue of mines flooded with water.

Another challenge for the mines was that of transporting ore from the rock face to places where it could be smelted. Here Janet Thomas, in her book The Wheels Went Round - the Story of Camborne Town, brings in the name Trevithick. By 1803 he had designed a tram engine which was being used in Wales and was introduced to transport ore between Portreath and Poldice. Trevithick also provided machinery for lifting the ore to to the mouth of the mine.

The area between Redruth and Camborne had from early times concentrated on the mining of copper, and production increased as, in the eighteenth century, the industrial revolution got underway. The metal workers of Birmingham were demanding more and more copper and the mine owners were all too happy to oblige. As elsewhere in the revolution, the workers missed out on good fortune and suffered dreadful working conditions and poverty for their families. Mechanisation into the nineteenth century went a small way to improve their lot with better ventilation and dust suppression of which I write more below. The first part of the nineteenth century saw a boom in production and by mid century Cornwall was supplying three quarters of the copper used in the world and half of the tin. This was big business.

In Redruth, William Murdock worked at supervising the installation of Boulton & Watt steam engines. In the evenings he experimented with the use of gas emitted from coal. He discovered that it could produce a bright light and from that he devised a scheme whereby his house could be lit by this gas. This demonstration convinced his employers of the viability of the process and he was commissioned to install gas lighting in their Soho works in Birmingham.

In Camborne, it was the Holman brothers which established a business in 1839 with a foundry capable of repairing massive beam engines. There followed a dust suppressing drill delivering a water spray to the drill bit; this became known as the Cornish Rock Drill. In the late nineteenth century they were manufacturing beam engines and by the twentieth century added compressors, pumping and winding engines; electricity took over from steam power. In its heyday, they were employing 3,000 men and women in Camborne and taking on 100 apprentices each year. The Camborne School of Mines was founded in 1888.

Notwithstanding technical developments, the world was not moving in Cornwall's favour, with better mining prospects, not so much gold in California, but copper in South Australia and Lead in Illinois. This triggered emigration of miners and their families and ensured that Cornish accents were heard wherever mines were being sunk.

For Holmans, the spread of mining to other parts of the world very simply meant first exports and then the establishment of Holman plants overseas. In 1961 the company had 2,500 employees and seven years later, under the encouragement of the Industrial Reorganisation Corporation, merged with Broom & Wade of High Wycombe to become International Compressed Air, later CompAir with headquarters in Slough.

South Crofty mine is being redeveloped by Cornish Metals.

Further reading:

• Janet Thomas, The Wheels Went Round - the Story of Camborne Town (Redruth: Dyllansow Truran,1987)
• Samuel Smiles, Lives of Boulton & Watt (Stoud: Nonsuch Publishing, 2007 originally published 1865)
• https://cornishstory.com/2021/02/10/holman-echoes-of-an-age/

St Austell manufacturing history

 St Austell on the south coast of Cornwall nestled among the mountains of the moon, or so it looked from the back of my mum's cottage. This belay a far more muscular past; St Austell with other parts of Cornwall provided the raw material for much of Britain's industrial revolution. The mountains were of course spoil heaps from china clay extraction; much earlier the mounds would be the waste from tin and copper mining. There is evidence of tin and copper working in Cornwall from the Bronze Age; not unreasonable given that bronze is an alloy of the two metals.

Early tin mining in Cornwall was near the surface and never below a level at which a build up of water in the mine could not drain into the sea. In time attempts were made to pump water using water wheels and so enabling deeper digging. The mines would sometimes run out under the sea and miners told stories of hearing the sound of waves above them.

Queen Elizabeth I introduced German miners to work new copper mines and George I encouraged more Germans given their experience of working in deep mines with hard rock.

Thomas Newcomen made the vital breakthrough of the invention of the atmospheric steam powered pump which meant that mines could go even deeper. The first was introduced into the Polgooth mine near St Austell which at one time employed 2,000 people. Mine owner, Charles Rashleigh, built the harbour at Charlestown enabling the shipping of copper ore to be smelted in South Wales. Tin was smelted locally.

The steam engines of Boulton and Watt were introduced to reduce costs as the price of tin and copper fell. I write more about these in my blog on Camborne. There were boom times - 1856-1864 for tin, but by the end of the century other countries were undercutting Cornish produce and miners emigrated in large numbers to mineral rich places including India.

For St Austell, the existing trade of mining kaolin was to restore prosperity and prolong it for a good number of decades. The Chinese had for a thousand years or more manufactured porcelain of a whiteness and hardness far superior to any English pottery. The secret to their process was closely guarded until Marco Polo brought details back to Europe. In Cornwall it was a Kingsbridge chemist by the name of Cookworthy who in 1746 found clay and and stone deposits near St Austell and an industry was born. Josiah Wedgwood experimented with a Watt steam engine to extract the kaolin by means of pumping water and then sieving and drying. Wedgwood was joined by Minton and Spode in acquiring interests in china clay and stone setts. In time a large number of small concerns were busily occupied in supplying a market hungry for porcelain.

As was the way with industrialisation, small concerns joined others to become bigger, culminating in 1919 with the formation of English China Clays. By this time science had made its presence felt and more advanced technology was introduced: electricity in place of steam, centrifugal pumps and power hoses. The port of Par had been built and enabled the export of a million tonnes a year. The production of kaolin leaves a residue of fine sand which can either be dumped or used. ECC bought two companies which became Selleck Nichols and Williams which manufactured prefabricated industrial buildings from precast concrete using the waste sand. Kaolin wasn't only being used for making porcelain, it was part of paper making and an illicit use was to whiten flour.

In 1999 English China Clays was bought by the French Imerys which now has interests in other extractive industries across the UK:

• Kaolin is still produced in Cornwall with a reserach laboratory at Par
• Ball clay is extracted in Devon around Newton Abbot and Wareham in Dorset
• Calcium carbonate is extracted at Stoke on Trent, Lostock in Cheshire and Beverley in Yorkshire
• Calcium aluminate is extracted at Thurrock in Kent

Further reading:

Cyril Bunn, The Book of St Austell (Buckingham: Barracuda Books, 1978)

Plymouth manufacturing history

 Set on the western approaches, Plymouth was in many ways Britain's door to the wider world. It was from Plymouth that so many of our adventurers sailed: Sir Francis Drake to the Pacific, the Pilgrim Fathers to America, James Cook to Australia and Charles Darwin to the Galapagos. I have written separately about our adventurers and explore in How Britain Shaped the Manufacturing World their role in the beginnings of the Industrial Revolution.

In the later seventeenth century the city became home to a Royal Dock known now as Devonport. The docks built many hundreds of ships and maintained the fleet. In the nineteenth century it was subject to a major extension to allow for larger ships, also the Royal William Victualling Yard was built. The Great Western Railway was linked to the docks. A regular domestic service to Brittany began. The Royal Dockyard in 1912 employed 12,000 civilians. The biggest vessel ever constructed in Devonport was the 30,600 ton Warspite launched in 1913.

Other industries arrived. Isaac Reckitt took over a Plymouth factory in 1905 and made Robin starch and washing powders. Bryant and May experimented making lucifer matches. Their factory burnt down and they moved to London to make Swan Vestas. Lever Brothers developed a presence in the city by buying soap companies.

War time bombing left Plymouth with gaping wounds and the great task of reconstruction began as early as 1942. Reckitts had been bombed and decided to concentrate their activity in Hull. Companies were encouraged to set up: C&J Clark, Slumberland mattresses and Browne & Sharpe machine tools arrived in the fifties. Tecalemit were in production by 1948 as were Berketex dress makers.

Plymouth attracted electronics companies. It is home to Plessey Semiconductors. Bush Television built a factory in Plymouth to expand on its west London premises. BAE Systems have a Systems and Equipment establishment in the city.

A good number of American owned companies have bases in Plymouth and work in life sciences, composites and other technologies. Mars Wrigley make gum in the original Wrigley factory. You can read more detail in this link to research carried out by students in Plymouth.

Burts Crisps was founded in 1999 by Richard and Linda Burt with premises in Kingsbridge. They moved to a bigger factory in Plymouth in 2006.

Kawasaki Precision Machinery has been making hydraulic equipment in Plymouth for 25 years.

The work of the former Royal Dockyard has now been passed to Babcock International at Devonport and Rosyth. Princess Yachts were founded in 1965 and manufacture high class yachts sailed the world over

Further reading:

Crispin Gill, Plymouth - A New History (Devon Books, 1993)

I wanted to explore British manufacturing history geographically, having looked at it chronologically and by sector in my books How Britain Shaped the Manufacturing World and Vehicles to Vaccines. 

Follow this link to a list of the places I have explored to date.

Taunton manufacturing history

In a sense this is a story about the most simple manufacturing process, the turning of apples into cider. Yet it draws in strands of the commercial world which are common to a great many manufacturing businesses.

Apples grow well in a number of areas of the country and from early times local people have found the benefit of extracting their juice and allowing it to ferment. Being a simple industry, anyone can do it - to a degree. It is also a local industry with lovers of cider fiercely loyal to the taste of the apples they know. The same is true of breweries, except that cider can be made on a very small scale.

R.W. Holder traces the story of Taunton cider back to the Rectors of Heathfield in the early nineteenth century. Rural areas were suffering in what became known as the hungry forties, but land owners generally escaped and it was the poor who suffered. A Rector was in sense a land owner since he lived off the rents of the Glebe and the proceeds of the Tithe. The Rector of Heathfield lived in cider country and was in the financial position to exploit his product and he did so by supplying the rich and famous.

As was the case in many places it was the railway that unleashed the business of Taunton which was not served by decent roads nor by easily navigable rivers. Railways, the GWR, proved ideal to transport hogsheads of cider to London and all parts of the country. The railways also expanded the market for local food producers and Holder tells the story of Mrs Langdon who built a business supplying eggs, chicken and rabbit to the London market.

The Taunton cider business grew by building relationships with brewers and their tied houses. Slowly the number of brewers increased each having a shareholding in Taunton Cider. Mrs Langdon's business, now run by her sons, recognised the role of logistics in their business and realised that they were at heart hauliers and could compete well with the stuck-in-the-mud railways. Langdons grew and Taunton grew and eventually the former was transporting the cider of the latter in large quantities.

The cider market was tough. H.P. Bulmer of Hereford was in the lead, with also Whiteways of Whimple in Devon and Gaymers of Attleborough in Norfolk close behind. The drinks market was also changing. Britvic of Chelmsford and Showerings of Shepton Mallet were transforming the image of the drink. With this background Taunton Cider was sold first to management, then floated on the London Stock Exchange until it became part of Matthew Clark plc and in turn C&C (Cantrell and Cochrane) founded in Belfast but then based in Dublin. C&C already owned Gaymers and Matthew Clark the Irish firm of Magners. The original Taunton Cider moved production elsewhere, but Heritage Cider has taken its place in the town.

Further readings:

R.W. Holder, Taunton Cider and Langdons - a West Country Story of Industrial Development (Midsummer Norton: Bookcraft, 2000)

I wanted to explore British manufacturing history geographically, having looked at it chronologically and by sector in my books How Britain Shaped the Manufacturing World and Vehicles to Vaccines. 

Follow this link to a list of the places I have explored to date.

Cheltenham & Gloucester manufacturing history

 In the fifteenth century Gloucester was another centre for the wool and cloth industry. Work with iron was if anything more important with smelting from the Forest of Dean and foundries in the city. There is evidence then of further metal trades: cutlers, bladesmiths, coopers, farriers and pinners. In the thirteenth century, more towns had come to be known for their product: Lincoln for cloth (dyed green or scarlet), Grimsby for fish, Corfe for marble and Gloucester for iron.

In the sixteenth century the wool trade declined, but the city was appointed a port which went some way to increase trade, although Bristol continued to dominate. Cheltenham made its name as a Spa Town. The eighteenth century also saw Gloucester run more by the gentry, but the coming of the canals and railways, as elsewhere, brought manufacturing industry to the city.

This was in the shape of one remarkable company, the Gloucester Carriage and Wagon Company formed in 1860. Its traditional business had been fine carriages for the gentry, but the need to transport coal brought in the coal wagon for use on railways of which the company manufactured a great many. The design of wagons was developed and a greater use was made of iron and steel. Passenger carriages were produced mainly for overseas customers. The London Underground became a major customers with carriages produced for a number of lines. The company worked with English Electric on rolling stock for electrified railways. The company ceased manufacture in 1986.

In Cheltenham in 1888, Herbert Henry Martyn founded a company of wood, stone and plaster carvers, metal and glass workers. The company gained a national reputation for the excellence of their work. During the First World War, Hugh Burroughs of the Aircraft Manufacturing Company of Hendon (Airco) was looking for subcontractors to make wooden DH2 Scout aircraft. He was advised to visit Alfred Martyn who had taken over from his father. Burroughs was impressed and gave the order. Clearly a good relationship developed because Burroughs and Martyn set up a new company, the Gloucestershire Aircraft Company, owned by their respective companies.

The Gloucestershire Aircraft Company or Gloster Aircraft as it became, began by building large numbers of Bristol Fighters and Nieuport Nighthawks and, after the war ended, set about using large quantities of surplus Nighthawk parts to produce a series of planes derived from the Nighthawk which they named the Sparrowhawk and many of which were bought by the Japanese Navy. The Schneider Trophy beckoned and the company made a number of racing seaplanes. The interwar years were spent in experimentation as designs were tried out moving from wood to metal construction. This cost dear and Gloster became part of the much larger Hawker Siddeley which drew the company into the Hawker fold. A large number of aircraft were built including the Gladiator, the last bi-plane fighter.

Gloster had the distinction of being the first aircraft manufacturer in the UK or US to design, build and fly an aircraft fitted with a jet engine. I write about the development of the jet in How Britain Shaped the Manufacturing World. The company went on to produce the highly successful Meteor.

Gloucester was home to Rotol, formed by Bristol aircraft and Rolls-Royce to manufacture propellers. Dowty Aviation with which Rotol later merged was based in Cheltenham specialising in undercarriages. The Dowty Heritage site has much more excellent detail. George Dowty, the founder of the company in 1930, had been a draughtsman at Gloster Aircraft designing internally sprung aircraft wheels in his spare time. Joe Bowstead and John Dexter joined him on their first contract for struts for the de Havilland autogyro. Soon they went full time and began building a company that would provide vital parts for the growing aircraft industry. George Dowty was a great believer in subcontracting, both to hold steady the company's employee numbers and to drawn on more specialist skills. I write more of the post war British aircraft industry in Vehicles to Vaccines.

With thanks to the Dowty Heritage Trust - Original photo in the Dowty archive at the Gloucestershire Heritage Hub

Unilever set up their Walls ice cream factory in Gloucester. In nearby Coleford, Lucazade and Ribena are produced. Ribena was produce by H.C Carter and was bought by Beecham and joined by Lucazade. They were sold by GSK to Suntori in 2013.

Further reading:

• Carolyn Heighway, Gloucester - A History and Guide (Gloucester: Alan Sutton, 1985)
• Peter Dancy, British Aircraft Manufacturers since 1909, (Fonthill Media, 2014).
• The Engineer 7 October 1971

I wanted to explore British manufacturing history geographically, having looked at it chronologically and by sector in my books How Britain Shaped the Manufacturing World and Vehicles to Vaccines. 

Follow this link to a list of the places I have explored to date.

Bristol manufacturing history

 In 1843 Isambard Kingdom Brunel built a revolutionary ship in Bristol’s western dock. It was iron hulled and had both steam engine and sails. The principal innovation was the screw propeller replacing the paddles used up to that point. The image is of a replica of the original propeller on the conserved SS Great Britain at its home in the dry dock in Bristol.

The ship made the trip to Australia some thirty times and ended its service coaling the British fleet in the First World War. It offered luxury

Alongside hardship

Steerage class

Bristol’s history is maritime and inevitably bound up with slavery as were so many British ports. The maritime link led to the city’s principal businesses WD and HO Wills with cigarettes and JS Fry with chocolate. The city also refined sugar. The presence of these businesses and extensive foreign trade encouraged the development of banking in the city which, until comparatively recently, prided itself on its ability to finance its own business.

Shipbuilding was important, but, like textiles and iron, Bristol didn’t have the advantages of competing northern cities. Nonetheless the city had a major cotton mill for over a century. Before this, like many parts of the country, it was a centre of the woollen cloth trade. It gained a reputation for skilled iron work. The size of the dock limited the size of ships that could be built. The same was less true of non-ferrous metals.

The Mendips had reserves of both lead and zinc. Lead was mined and smelted during the nineteenth century. The arsenic content hardened the metal making it suitable for use as shot. It was a Bristol engineer who invented the process of making shot by dropping it from a tower through a sieve into cold water thus producing perfectly spherical shot.

Zinc had many uses. Added to copper, mined in Cornwall, it made brass largely for Birmingham manufacturers. The smelting of the ore released sulphuric acid used in the production of tin in Swansea just over the Bristol channel. Zinc was also used in galvanising first iron and then steel. John Lysaght set up in Bristol to exploit this process; he added mills in Newport and Wolverhampton and eventually became part of GKN. A fourth use of zinc as an oxide is used in medical products.

Bristol's relationship with zinc came in two major phases. William Champion began exploitation in 1743 and the industry thrived and then declined as Birmingham took more of the processing. The First World War offered a resurgence. Then zinc ore was coming from Australia and was being smelted in Germany before subsequent import into Britain. Clearly the war put a stop to this and Winston Churchill commissioned a major zinc production plant on Avonside, the National Smelting Corporation, which was completed in 1923. In 1928 it became part of the Imperial Smelting Corporation and then faced a long period of decline as the demand fell back to peacetime levels. Imperial Smelting, also in Swansea, became part of RTZ.

WD and HO Wills distinguished themselves from the many other cigarette makers by their technical innovation and marketing. In 1902 they became the largest part of the new Imperial Tobacco. Both Wills and Fry had attracted packaging businesses. ES & A Robinson emerged as a leader and later merged with Dickinson of Hemel Hempstead. Printed packaging materials were needed in ever increasing quantities. The most significant manufacturer became part of Imperial which later dramatically increased production only for it to fall back as cigarette smoking declined in popularity.

The GWR connected Bristol to London in 1841, with the workshops at Swindon. Nevertheless there was room for more, and engineering came to Bristol in the form of locomotive and railway wagon builders. These were followed by trams, out of which the Bristol Aeroplane Company emerged. In the Second World War it employed over 50,000 people and built such iconic aircraft as the Blenheim. Bristol Aero Engines was later bought by Rolls-Royce; their Olympus powered Concorde. The British Aircraft Corporation, into which Bristol Aircraft merged, built their Concorde at nearby Filton. I write of this in Vehicles to Vaccines. BAE Systems still manufacture aircraft at Filton where Airbus UK also carry out design work. At nearby Abbey Wood, BAE Systems manufacture combat vehicles. The Bristol Motor Company was a child of the city. The Douglas Motor Cycle company manufactured many thousands of motor bikes in the First World War. This was bought by Westinghouse Brake and Signal and made brakes and signals but also Vespa scooters.

More recently Bristol attracted service businesses and also inward investment; Hewlett Packard built a factory to the north of the city in the 1980s. The semiconductor manufacturer Inmos (later owned by Thorn EMI) had a design centre in Bristol. Bristol now thrives as a predominantly service economy.

Further reading

• Industrial Change in Bristol since 1800 (http://historycd.uwe.ac.uk/)
• E.J. COCKS and B. WALTERS. A History of the Zinc Smelting Industry in Britain (London: George Harrap. 1968)

I wanted to explore British manufacturing history geographically, having looked at it chronologically and by sector in my books How Britain Shaped the Manufacturing World and Vehicles to Vaccines. 

Follow this link to a list of the places I have explored to date.