The Hatcham Iron Works

Jun 26, 2022 | Archive

The Challenge

Kingston University design student Benny approached Maybrey Precision Castings with an innovative aluminium door handle concept that formed part of his final-year project. Having already produced a 3D printed prototype complete with the appropriate draft angles for sand casting, the initial objective was to manufacture a sample casting to validate the design.

Following the successful sample, Benny wanted to progress to a production-ready solution. As a student working within a limited budget, commissioning a professionally manufactured pattern was not financially viable, so he made the decision to manufacture the pattern himself at the Kingston University workshop.

To achieve a fully functional casting, the door handle required a hollow section at one end to accommodate the fixing mechanism. This introduced an additional level of complexity, requiring not only a pattern but also a correctly designed core box and core print arrangement to produce and accurately locate the sand core within the mould.

Our Solution

Working closely with Benny throughout the project, our technical team provided guidance at every stage of the tooling design process. Through a series of video calls, we discussed the complete pattern design, including impression layout, moulding box size, pattern orientation and the overall setup required for successful production.

Particular attention was given to the design of the core box and core prints. We explained how the positive core print on the pattern and the corresponding negative feature within the core box would accurately locate the sand core during mould assembly, ensuring the finished casting incorporated the required hollow section.

Using this guidance, Benny produced the complete pattern and core box design in CAD before submitting it to Maybrey Precision Castings for technical review and approval. Once approved, the tooling was manufactured at the Kingston University workshop.

Collaboration and Delivery

With the tooling complete, Benny visited our foundry in Aylesford, where he experienced the complete sand-casting process first-hand. Working alongside our experienced foundry team, he was shown each stage of production, from mould preparation and pattern setup through to core placement, aluminium melt preparation and the pouring of the moulds.

This collaborative approach enabled Benny to see how design decisions made during the development phase directly influenced the manufacturing process, providing valuable practical experience that cannot be gained in a classroom environment alone.

The Result

The finished aluminium castings met the design requirements and demonstrated a successful transition from concept, through tooling design, to completed cast components.

Benny was delighted with the finished door handles, which were exhibited at Kingston University's end-of-year showcase. The quality of his project led to his selection to exhibit at the prestigious New Designers Show in London, where emerging designers from across the UK present their work to industry professionals.

This project demonstrates Maybrey Precision Castings' commitment to supporting innovation and developing the next generation of engineers and product designers. By sharing our technical expertise and working collaboratively throughout the design and manufacturing process, we helped transform a student's concept into a professionally manufactured product ready for national exhibition.

Whether restoring history, supporting innovation or creating something entirely new, Maybrey Precision Castings combines traditional foundry craftsmanship with modern engineering expertise to turn ambitious ideas into exceptional castings.

Primary research by Grahame Hood. Documentary research by C.H. Dickon, SLS Journal, 1961.

 

Of all the sites to choose for a locomotive works, Pomeroy Street, London SE, seems to be one of the most unlikely.

“Although there was (and still is) a railway about half a mile to the east, and another about a quarter of a mile to the west, there was no physical connection between the works and the line, and all locomotives built at Hatcham Iron Works had to be carted by road, most probably to Bricklayers Arms, although New Cross cannot be entirely ruled out. A partial explanation of this not unique state of affairs in the nineteenth century can be found in the fact that England started out in general engineering and only built locomotives later on.”

       C.H. Dickon, SLS Journal, 1961, p.138.

Establishing the site

The late E.L. Ahrons, in his article on George England published in The Engineer of 15th July 1921, stated that the works started about 1843. This has since been revised by documentary evidence. Mr Craven found, in the minutes of the London and Southampton Railway dated 30th April 1839, an entry for a payment to George England for tools. England also took out Patent No. 8058 on 7th May 1839 for a screw jack, and Patent No. 8860 on 2nd March 1841 for a woollen weaving machine.

The Post Office Directories of the period make no reference to England until the 1846 edition, which reads: England, George and Co. Engineers and patent screw jack manufacturers, Hatcham Inn (sic) Works, Old Kent Road. A search of the rate books conducted by the Town Clerk of Deptford shows that George first paid rates on the property in July 1840.

The name Geo England is scribbled in pencil against premises that had been empty for about a year. The property, listed as a House and Manufactory belonging to Henry Duxford, had been occupied by a William Morgan for at least six years.

Henry Duxbury had been in the leather trade. The Post Office Directory of 1823 shows him as a water-proof leather-dresser and leather-hat maker. By 1832, his entry reads: Duxbury, H., Patentee for Splitting Hides and Skins, Pomeroy, Old Kent Street.

Expansion and the test track

In 1853, the factory was extended, being largely occupied at that time in making castings for the Crystal Palace. In 1861/2 a further, larger extension was added on the north side of the original works in Pomeroy Street. At the rear of the new works was a piece of land nicknamed the cabbage patch, on which was laid an oval of standard gauge track, like a large toy train set. There was a rail connection into the main building and the circle was used to test locomotives in steam.

Moving locomotives to the railhead

One noteworthy aspect of the Hatcham site was that it had no direct access to the main railway system. All finished engines had to be taken by road to the nearest railhead. A. R. Rosling described the method used:

“The transport was managed by means of a heavy lorry mounted on four strong wheels, with very broad tread. Rails were laid on the lorry, and an inclined plane with rails upon it secured to the back so as to make a connection with rails upon the ground. The engine to be taken away was hauled onto the wagon by means of eight horses pulling on the fall of a block and tackle.”

A.R. Rosling, Locomotive Building in London, The Railway Magazine, November 1907.

At New Cross there once existed a siding to the west of the shed but at a lower level, which terminated without permanent buffer stops at the end of Five Bells Lane (later Hatcham Park Road). It was to this siding that some of the locomotives built by George England were brought from his Hatcham Iron Works in Pomeroy Street, to start the journey to their purchaser.

Working conditions for apprentices

“The conditions of employment for apprentices was quoted: they were articled to the firm for seven years, the first three without pay, boys receiving however, one shilling per week for good conduct.”

      The Kentish Mercury, 8th November 1858, quoted by C.H. Rickon.

After George England

Following the effects of the 1865 strike, the works were taken over by The Fairlie Engine and Steam Carriage Company. This did not thrive and the works were sold in 1872.

The 1853 building was occupied by the General Engine and Boiler Company from 1873. In the mid-1930s they became Reliance Foundry, who remained until 1981, after which the building was demolished.

The original part of the factory housed the Delta Metal Company, who were succeeded by the Pomeroy Paper Mills and then an automotive engineering shop. The 1862 portion was bought in 1877 by J.C. Eno, of Fruit Salts fame, though they left due to bombing in 1940. After the war the building was used by the pharmaceutical firm of Robert Blackie and Company until 1969, after which it was pulled down to make space for housing.

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