This website aims to record some of the history of Davey Paxman & Co of Colchester, England, and to make that history widely accessible. During an eventful history, spanning more than 150 years, the Company has been a world leader in engineering innovation and manufactured a wide range of products. I and others who have worked for Paxman believe it important that the story of the Company, with so many achievements to its name, should not be forgotten but preserved for future generations.
Through various 'downsizings' and 'rationalisations' between the late 1980s to 2003 the size of the Company and the scale of its operations progressively diminished. At the end of November 2003 manufacturing was transferred from Standard Works to Stockport, but in mid-2005 MAN B&W decided to cease making the VP185 engine range there and to withdraw it from the market. Due to strong customer interest in the VP185, the Colchester Works resumed building and testing new VP185s in July 2005. In 2012 the company began offering the VP185 with the option of electronic fuel injection (EFI). As at 2018 the factory continues to be busy, with a substantial order book for new VP185s.
If you are visiting this site for the first time and are unfamiliar with the Paxman story, you may like to start by reading the Introduction to the Company lower down this page.
The history of Paxman can be considered as a story of two parts. The first part, from its founding in 1865 up to the 1920s, is dominated by steam engines and boilers. The second part, from 1925 to the present day, centres around the Company's diesel engine activities. This website attempts to provide extensive coverage of both parts of the story. Paxman has also been involved in other fields, such as filtration, which have not been forgotten in the story told here.
For an overview of Paxman's steam activities the best place to start is the page Paxman and Steam Engineering. To learn about Paxman's work in the design, development and manufacture of diesel engines, I suggest you start by reading, in turn, the pages - Paxman Heavy-Fuel-Oil Engines, Paxman Heavy Duty Diesel Engines, and Paxman Diesel Engines since 1934
If you already know something of Paxman's history and are seeking information on a particular activity or topic you will probably find it most helpful to go to the Site Map and Contents page. Here you will find a listing of each page on this site with a summary of its content as well as a facility for searching the wealth of material now available here.
I hope you enjoy these pages and will return to see additional and updated articles as the site continues to develop. Many existing pages are regularly revised and expanded as new information becomes available and sheds more light on Paxman's remarkable history.
Notes for Site Visitors
(in reverse chronological order - most recent first.)
Have you recently checked out the new pages and major updates?
Changes to the Company's Ownership Structure in 2018 and Proposed Divestment in 2020
At the start of 2018 MAN Diesel & Turbo UK Limited (headquartered at Stockport) was wholly owned by MAN Diesel & Turbo (based at Augsburg) which was wholly owned by MAN SE (Societas Europaea) (based at Munich). MAN SE was 76% owned and controlled by Volkswagen Truck & Bus GmbH which was wholly owned by Volkswagen AG.
In June 2018 MAN Diesel & Turbo SE was renamed MAN Energy Solutions SE. All its subsidiaries were renamed: the 'Diesel & Turbo' part of their names being replaced by 'Energy Solutions'. It has been suggested the reason for the change was the bad reputation acquired - somewhat unjustly - by diesel engines following VW's 'dieselgate' scandal and public concerns about diesel engine exhaust emissions.
During 2018 Volkswagen Truck & Bus was renamed Traton and Traton sold MAN Energy Solutions SE to Volkwagen AG.
As at December 2018 MAN Energy Solutions SE and all its subsidiaries were 100% owned by Volkswagen AG.
In late December 2019 it was reported in the trade press that Volkswagen had received bids from INNIO (which owns and operates the Jenbacher and Waukesha engine businesses), Mitsubishi Heavy Industries and Cummins for its MAN Energy Solutions business. While VW was not running a formal auction process it was expected that the bidders might be asked to submit final offers at the end of February 2020. The reason for the proposed divestment was said to be VW's need to free up resources for developing and mass-producing electric cars. (posted 15-01-20)
Paxman 8VPE Engine at Lismore, NSW: The only VP/VPE ever made and the largest of Paxman’s ‘Heavy Fuel Oil Engines’ ever built, No 23912, was ordered in December 1931. Components for it were despatched from Colchester in at least three batches during April 1932. The engine was installed for power generation in the Lismore Power Station in New South Wales. This truly unique and very large engine has survived and is still where it was originally installed.
A recent photograph shows it to be in far better condition than in some older photographs I have. A local group is working towards the preservation of the former power station and its engines and is trying to acquire the building from the NSW state power company (Northern Rivers Electricity?) that owns it. The group is currently trying to get one of the other engines (a GM 16-567B, 1440 bhp at 750 rpm) going and then hoping to get the Paxman 8VPE back into running order by mid-2020. (posted 07-09-19)
Update on the Colchester Business: In February 2003 MAN announced that production of the VP185 engine was to be transferred from Colchester to the Mirrlees Blackstone factory at Stockport. In September that year what was expected to be the last new VP185 to be built at Colchester was despatched from the factory. The Colchester business was subsequently confined to fulfilling a customer support role, dealing with spares, service and engine repairs and overhauls. Some time later, even the spares and service functions were transferred to Stockport.
The Stockport factory, which had previously specialised in building large medium-speed diesels, struggled with manufacture of the high-speed VP185. Consequently MAN decided to withdraw the engine from the market and to cease its production.
Despite this train of events, customer interest in, and demand for, the VP185 remained strong. As a result, in late July 2005, assembly and test of new-build VP185s recommenced at Colchester. Although the engine was no longer officially promoted or marketed by the company, orders for it continued to flow in. These included the large Taiwan contract for sixty 12-cylinder types and numerous orders for 18-cylinder types for Vietnam. All assembly and test for these engines has been, and continues to be, undertaken at Colchester. However, until now, Colchester’s official role has been the repair and overhaul of Paxman and other MAN engines, not new engine build.
Recently there has been a major change of policy. Last year MAN decided to restore the VP185 to its engine portfolio. The engine is being offered for rail traction and gen-set applications as well as marine propulsion. The Colchester plant is now an official engine production site again. MAN is investing £1.5 million at Colchester to upgrade its facilities for new-engine assembly and test. The upgraded facility is scheduled to be up and running by the end of March this year and engine production volumes are planned to increase dramatically. The engine sales team is being increased and additional assembly staff are being recruited.
This is all most encouraging for those working at the Colchester Business Unit and for those of us who previously worked for Paxman and retain an interest in the business. (posted 17-01-18)
Going to Normandy? Can you help?: Surviving examples of Paxman gas engines are rare. I know of only four. Three are in France and for some years I have been attempting to track down details of one of these. As at December 2010, this engine was reported to be at the Fours à chaux du Rey - Musée Maritime (Lime Kilns Maritime Museum) at Regnéville-sur-Mer, a small village on the coast of Normandy, west of Saint-Lô, near Coutances.
Some history of the engine and a picture of it can be viewed on the Paxman Gas Engines page. The picture on that page was taken before the engine was moved to Regnéville. If the engine is still at Regnéville it is very questionable whether it is on public display and enquiries will probably have to be made of the museum staff. In 2017 the museum is open from 1st July to 25th November, Mondays to Fridays.
There are some pictures of the engine and its gas producer on the web page http://j-francois.eklablog.com/regneville-sur-mer-3-a112814974 The page seems to suggest the pictures were taken at Regnéville in 2014 but my French is not good enough to assess whether this is correct.
I am particularly interested to know the number of the engine so that its details can be checked in surviving Paxman order records. The five-digit engine number will be stamped on a machined surface either on the cylinder head or on the cylinder casting near the cylinder head. The engine was installed in 1912 so the number should be somewhere between 16800 and 18100.
If you or one of your contacts do visit the museum please contact me with any information you are able to find out. It will be good to have confirmation of the engine's present location and of its general condition. Even better would be the engine's number and possibly one or two photographs of the engine in its present location. (posted 01-08-2017; updated 31 Aug 2017)
Call for RW Engine Cylinder Heads: This request was originally posted here in 2012 but as at late 2015 there had not been any positive response. In December I received a further email from Norway asking if anyone could help with sourcing some RW cylinder heads.
In 1938 Paxman supplied an 8-cylinder RW engine to Norway for installation in a small fire-fighting vessel. The vessel, Slukk II (Extinguish 2), was built by Nyland Mek of Oslo for Kristiansund's Fire Department and was in service from 1939 to 1986. It is now in preservation at Kristiansund and the small group which looks after it needs replacement cylinder heads. Due to corrosion the cast-iron of the originals is now very thin and three of the four heads (which are cast in pairs) have cracks in them. Trying to source heads for the RW is, understandably, a real problem. If you think you can help, perhaps by pointing us to a possible source, please do contact me. (posted 19-05-12 and update posted 03-01-16)
£39million Engine Order for Colchester: Now it is in the public domain *, I am at liberty to disclose the fact that MAN Diesel & Turbo UK last year secured a £39million contract for VP185 engines which will be built at the former Paxman Works at Colchester. The order is for sixty 12-cylinder VP185 engines, each rated 3,640 bhp, for installation in 28 fast patrol boats for the Taiwanese coastguard service. The boats, each with two engines (four engines are spares), are being built by the Ching Fu Shipbuilding Company of Taiwan.
The engines will be supplied over a six-year period with the first two having already been delivered. As a result of the contract, the company has hired six additional fitters and two new apprentices at Colchester. It is encouraging to know the factory now a good baseload of work for the next few years. (posted 03-05-14)
* see East Anglian Daily Times article, published 2nd May 2014
Major VP185 Order Received: MAN Diesel & Turbo UK's Colchester Business Unit received an order for eighteen 18-cylinder VP185TCM engines in January 2012. The engines are for the Vietnamese Marine Police and the Vietnamese Navy which, between them, already have eighteen 18VP185 engines in service. Those engines on order are for the main propulsion of six triple-engine, triple-screw fast patrol boats. Port and starboard engines are identical, with the flywheel facing aft and coupled to a reverse-reduction gearbox driving a propeller shaft. The centre engine's flywheel faces forwards, and is coupled to a U-drive, reverse-reduction gearbox connected to a propeller shaft which runs back underneath the engine. Each engine is rated at 4MW at 1,950 rpm. The new engines are to be compliant to IMO Marpol Annex VI, Tier II on exhaust emissions.
The engines on order will be designated 18VP185TCM. This is a change from the notation previously used for identifying Paxman engine types, and has been introduced in order to clarify different engine builds with the Classification Societies. The 'T' suffix denotes the engine is fitted with Triple turbo boxes, the 'C' suffix denotes that the engine is Conventionally fuel injected, and the 'M' suffix denotes that the engine is for Marine propulsion application.
The order is a very welcome boost for the Colchester Business Unit and further evidence of the high regard in which the Paxman-designed VP185 is held. (posted 27-01-12)
August 2008 Update: The 'Two Box' Paxman 12VP185 spare engine ordered by Tenix for the Royal New Zealand Navy, and built at Colchester, was despatched on August 4th or 5th. Other interesting engine order prospects are in the pipeline but for obvious reasons cannot be disclosed at this stage. Reorganisation of the South Shop continues, to create additional space to accommodate the workload. As at mid-August relocation of the Fabrication facilities in the South Shop is imminent.
Engines in Build at Colchester : It is good to learn that as at early January 2008 Paxman's Colchester factory is busy. In build are three 18VP185 engines for the Vietnam Marine Police, the first of which has just gone to the test bed. The order for these engines was signed last summer (2007). This was a follow on from the six VP185s already delivered to this customer, three of which were built at Colchester. The engines, three per vessel, are for main propulsion of three fast patrol craft.
An order has also been received for a spare 'Two Box' 12VP185 from Tenix which is building four Inshore Patrol Vessels at its Whangarei yard for the Royal New Zealand Navy. Each RNZN vessel has two 'Two Box' 12VP185 engines for main propulsion, some of which were built at Colchester.
Because of the shortage of space arising from the Colchester factory's large workload, plans were announced during the summer of 2007 to move Paxman's spares stores to the Mirrlees factory at Stockport.
The business of Paxman in Colchester, Essex, has a long and proud history of engineering excellence and innovation. It has earned a world-wide reputation for its large high speed diesel engines and been a major influence on the social and economic life of Colchester since the late nineteenth century. During the 1960s the Company employed as many as 2,500 people. Although the number of employees progressively diminished in succeeding decades, Paxman remained a major engineering employer in the area until 2003.
The Company was founded in 1865 by James Noah Paxman, in partnership with two brothers Henry and Charles Davey, trading as 'Davey, Paxman & Davey, Engineers'. In its 138 year history the name and ownership of the business have undergone various changes which are described on the page tracing the course of Paxman's ownership and corporate identity.
The original Standard Ironworks was a brick and timber building situated more or less where Waterstones Bookshop now stands in the Culver Precinct area of the town. The business expanded rapidly in the years after it was formed and soon needed more space. James Paxman acquired the site of an old brickworks on Hythe Hill to which the Company moved in 1876 and where it is still based. The site had previously been a brickyard. The astute and enterprising Mr Paxman re-opened the brickyard to produce all the bricks for building his new Works. After the factory was completed the brickyard plant was dismantled and the space used for later extensions. The new site was also called Standard Ironworks and at this stage covered an area of 11 acres. The Works expanded and for very many years, up to 2003, occupied approximately 23 acres.
From 1941/42 the Company also occupied Britannia Works adjacent to Colchester Town railway station. 'The Brit' as it came to be known was originally leased by the Ministry of Supply to provide Paxman with space for building their TP engines during the Second World War. Later it housed the Development Department for many years and some machining facilities prior to closure in 1982. It was demolished in 1987 to create a car park. At the bottom of St Botolph's Street a Paxman engine crankshaft now stands on a plinth to mark the site of the former Works.
Davey, Paxman & Davey commenced business as general engineers offering their services to farmers, millers, builders, and other machinery users in the locality. In addition to iron and brass foundry work they manufactured and repaired steam engines, boilers, agricultural machinery, and mill gearing. James Paxman had previous experience of building steam engines and the new firm soon became highly successful in this field. The Company's first steam engine appeared by 1870 and received a very favourable press. 'The Engineer' said of the boiler "We have no hesitation in pronouncing it the best vertical boiler yet produced". The plant was the most economical of those tested at the Royal Agricultural Show that year. The immediate success of the Company's first stationary vertical engines and boilers encouraged it to increase its range of horizontal stationary and portable engines. For more details see the page on the history of Paxman and steam engineering.
James Paxman was not slow to exploit opportunities in overseas markets. By the early 1870s he was exporting machinery to the Kimberley Diamond Mines in South Africa. For thirty years (between 1880 and 1910) he travelled and exhibited extensively overseas to promote his Company's products. Throughout its subsequent history the Company has continued to be very active in export markets.
The next important development was oil and gas engines, the first being built in 1904. These were horizontal, open-crank designs. Paxman's earliest oil engines ran on 'light spirits' and had low-tension magneto ignition. The gas engines sold much more successfully than the very similar oil engines, and many of these were sold to overseas customers. More about these engines and their features appear on the pages Paxman Benzine Engines and Paxman Gas Engines. Compression ignition oil engines were to follow but their development was delayed by the demands of war production between 1914 and 1918. Paxman built prototypes of its vertical 'spring injection' oil engine in 1925 before publicly launching it in 1927. The history of these engines, which found a ready market in electrical power generation applications, is to be found on the page Heavy-Fuel-Oil Engines. The second generation of the Company's oil engines, the Heavy Duty Diesel appeared on the market in early 1931.
From the 1930s the Company's main activity became the design and manufacture of diesel engines. After 1934 these were medium or high speed diesels, built to meet the needs of customers requiring a high power to weight ratio. In short, a relatively light, compact engine with a high power output. That being said many of the engines produced in recent years weigh in the region of seven to ten tons with power outputs of up to 5,500 bhp. For details see Paxman engines since 1934.
All these engines were designed, developed, and manufactured at Colchester. The machining of major components (e.g. crankcases, con rods, cylinder heads and cylinder liners) and many smaller parts, building, testing and overhauling engines were all undertaken at Standard Works until early 2003. It should be added that up until 1979 the Company had its own large foundry on the Standard Works site and a pattern shop. On 13th September 1979 the foundry produced its last casting, a 12YJ engine crankcase.
An important factor in the Company's success was its strength in the field of applications engineering, working closely with customers to tailor engines to their highly specific requirements. Paxman engines are used in applications as diverse as marine main propulsion in fast naval patrol craft and fast ferries, specialist power generating sets where size and weight are critical, and rail traction as in the British High Speed Train (the HST, popularly known as the Intercity 125) and its Australian equivalent. There is a page on this website illustrating a variety of applications of the most recent engine ranges.
Markets are world wide with engines in service in North and South America, the Gulf States, Africa, Pakistan, the Far East, Australia, and many other locations not forgetting the UK and Europe.
Paxman became part of MAN B&W Diesel Ltd in June 2000. On 18th May 2001 MAN announced a re-organisation of its diesel engine businesses in the UK. At that stage management of the Paxman engine business was transferred to MAN B&W Diesel Ltd's Strategic Business Unit - High Speed, based at Stockport in Cheshire. The implications for Paxman became more visible in Spring 2002 when most of the Sales, Contracts, and Finance functions were transferred from Colchester to Stockport. During 2002 instructions were issued to remove the Paxman name from most brochures and other literature and to replace it with the MAN B&W Diesel Ltd identity. It was sad to see the name of a business, known and respected throughout the world, being systematically erased. By the end of December 2002 the Development function had been disbanded and the Engineering (design) function reduced to a small handful of people to support existing engines. Never again will a new Paxman engine be designed at Colchester.
On Thursday 6th February 2003 MAN B&W Diesel Ltd announced in a press release its proposals to transfer manufacture of the flagship Paxman VP185 engine to Stockport. The transfer progressed relatively rapidly. The last production (i.e. not overhaul) VP185 engine to be built at Colchester was despatched from the Works on Monday 15th September 2003 to a railway customer. Manufacture of components finally ceased at Colchester at the end of November 2003 when the few remaining machine shop staff were dismissed. Those machine tools and other items of plant not required at Stockport or for the overhaul facility were auctioned off the following week, on 2nd December. This looked like the end of 138 years of manufacturing by Paxman at Colchester. All that was left on the Standard Works site was the Diesel Service (Spares, Service and Overhaul) activities, employing around 100 people, and Regulateurs Europa. The latter was sold to the Heinzmann Group in December 2005.
The Stockport factory was unable to manufacture the VP185 successfully and made a substantial loss on each one they built. This led to a decision to cease manufacture and to dispose of the machining facilities which had been transferred from Colchester. However, so strong was customer interest in the engine that the issue was reviewed. In July 2005 the Paxman factory at Colchester resumed the build and test of new VP185s. Development work on the engine continued and in 2012 the Company started to offer versions of the VP185 with Electronic Fuel Injection (EFI). In 2017 MAN restored the VP185 to its engine portfolio, offering it for rail traction and gen-set applications as well as marine propulsion. The Colchester plant became an official engine production site again.
Your input - Please contact me if you have additional material for submission or would like to offer any comments or suggestions. From time to time new pages are added to the site, and existing pages are updated as new information becomes available.
Web hosting provided by Paul Evans and the Internal Fire Museum of Power, whose support is gratefully acknowledged.
Page updated: 21 Jan 2020 at 16:58