185:
267:
342:
19:
131:
80:
particular, a better engine. The first
British-built motor car was thus conceived and by the end of 1895 was ready for financial backing. In the autumn of that year Johnston was joined by Norman Osborne Fulton and T. Blackwood Murray. Fulton was Johnston's cousin and was made responsible for manufacture and assembly, while Murray had electrical engineering experience, having been Works Manager with Mavor and Coulson, makers of mining machinery in
92:, where George Johnston conducted his own defence arguing that the vehicle was registered as a carriage and did not fit the definition of locomotive in the act. While he lost his case and was given a nominal fine, there was growing pressure to amend the so called 'red flag acts' that were holding back British motor vehicle development, and later that year the passing of the
406:
were dropped for 1929, and a straight-8 Arrol-Aster substituted. It had a 3.3-litre sleeve valve engine consisting of the 17/50 unit with two extra cylinders and was available in supercharged form. This was a fast car intended as a sports model, but unlike the French sleeve-valve designs it could not produce high outputs as revolutions were limited.
196:
In 1905 the company's name was changed to the Arrol-Johnston Car
Company Ltd. They had a 4.5-acre well-equipped factory in Paisley, and it was said they made everything there for their vehicles excepting a few specialised items such as springs, tyres and lamps - they even made their own magnetos. In
142:
mounted beneath the floor, which was started by pulling on a rope. The vehicle boasted chain final drive and its high-wheeled, solid-tyred, horse-carriage type of body was retained well into the 1900s. The brakes were arranged in the form of shoes which could be pressed on the back of the solid rear
405:
engines in the interests of silence, but the 21/60 hp Aster was also available in its original ohv form, renamed the Arrol-Aster. Another completely new Arrol-Aster was the 2.5-litre 6-cylinder 17/50 hp with sleeve valves. The 21/60 hp Arrol-Aster and the 15.9 hp Arrol-Johnston
234:
In 1907 Arrol-Johnston were engaged to produce a car for the
British South Polar Expedition, and it did make it to Antarctica, though it was of limited use except on hard ice, so it was restricted to the base camp areas. The car was an alcohol-fuelled air-cooled version of the 12-15hp model.
79:
During a final test before a
Corporation committee, it caught fire and work was abandoned. Johnston's attention was then turned to a detailed examination of continental makes of motor cars and he came to the conclusion that he could design and make a better vehicle than any of them and, in
87:
George
Johnston had an experimental vehicle on the roads in November 1895, and there was an account in the Scotsman of a 3 hour journey in it, reputed to be the first Auto-Car to be seen in Scotland. The driving of a horseless carriage in Glasgow resulted in a prosecution under the
45:, which operated from 1895 to 1931 and produced the first automobile manufactured in Britain. The company also developed the world's first "off-road" vehicle for the Egyptian government, and another designed to travel on ice and snow for Ernest Shackleton's
326:. The Victory sadly proved "unsellable and unreliable", and broke down while on a Royal tour of the West of England, so that the publicity attending its debut was not of the kind it needed. It was soon replaced by a modernized version of the prewar
164:
A-J was restructured financially in 1903. New finance, mainly from
Beardmore, became available, Beardmore wishing to help the firm stave off bankruptcy, and there were important changes in staff, including the arrival of
401:, London to form the combined marque of Arrol-Aster, with directors from both Arrol-Johnston and Aster. The 15.9 hp was retained as were the two current Asters. Both the latter were given Burt-McCollum single
306:
for
Anderson Electric, maker of the Detroit Electric, at the new plant but it is not certain how many were actually made. Several models of car including the six-cylinder 23/9 were built up to the outbreak of war.
262:
of 2835cc. That model featured a dashboard radiator and four-wheel brakes (the latter were dropped in 1911). For 1912 a 1794 cc 11·9 hp, a 3640 cc 20·9 hp and a 3618 cc 23·8 hp were introduced.
161:
took the largest single shareholding in the company, creating a captive customer for his iron and steel components. He later became
Chairman when A-J (as it was widely known) became a public company.
143:
tyres, and the suspension comprised full elliptic leaf springs at the front, and half-elliptics at the rear. Transmission and brake control levers were mounted close to the driver's right hand.
212:
version of the dogcart; this was an uncouth 16 hp with the centre cylinder being of greater bore than the outer two. A 1905 Dogcart with solid wooden disc wheels still survives in
184:
755:
322:
2651 cc 4-cylinder engine of 40 hp. They introduced the model to agents in March 1919 but the first production car was not delivered until August; it was sold to the
750:
735:
123:
The first Arrol-Johnston car was a six-seater "Dogcart" (a vehicle with two transverse seats placed back to back), which went into production at a factory at
112:
to form the Mo-Car
Syndicate Limited, which was to produce his car. Sir William was Chairman and Johnston was Managing Director, and the Syndicate included a
710:
740:
315:
209:
466:
166:
765:
770:
760:
158:
409:
The company lasted for two years before the company went into receivership. Limited production and sales continued until 1931.
84:. His first task was the development of electrical ignition in place of the incandescent platinum tubes of the Daimler engine.
701:
695:
433:. Both then played for Queen of the South before going on to top score for their respective clubs in the top division in
669:
597:
568:
498:
330:; it was cheaper, but this was due to such cost-cutting measures as a black-painted radiator and fixed ignition. The
93:
707:
120:, while Norman Fulton was Works Manager. Sir William's main interest in the business was as the financial backer.
266:
437:. Halliday in particular had a highly successful goal-scoring career. He then became a trophy-winning manager.
282:, and commissioned an American firm to build a factory. This is said to be the first factory in Britain to use
640:
174:
73:
247:
57:
780:
775:
251:
76:
in 1894 to build an experimental steam-powered tramcar to replace their fleet of horse-drawn trams.
430:
319:
422:
365:
and started with the 10/20 with a 1460 cc side-valve engine, in 1925 growing to the 1669 cc
295:
287:
515:
Scottish Cars:Their
History and a Descriptive Guide to Those in the Museum of Transport, Glasgow
745:
644:
151:
139:
117:
338:. A more modern version, the 20 hp, was introduced alongside the 15.9 hp in 1922.
173:, a venture that was to be short-lived. A-J became effectively a wholly owned subsidiary of
612:
The New Arrol-Johnston Petrol Car - Part 1, The Automotor Journal, 18 Nov 1905, pp1409-1410
418:
109:
341:
216:, inside the Sudan national museum, where it was supplied as a searchlight tender for the
8:
61:
18:
702:
https://web.archive.org/web/20040814061602/http://www.britishmm.co.uk/history.asp?id=64
696:
https://web.archive.org/web/20040812085725/http://www.britishmm.co.uk/history.asp?id=65
451:
421:
team. In 1919 the football club was one of three clubs in Dumfries that merged to form
394:
291:
81:
169:
as Chief Engineer. George Johnston left as a result of a disagreement and founded the
719:
665:
593:
564:
494:
105:
46:
243:
714:
664:
Baldwin, Nick, "A-Z of Cars of the 1920s", Bay View Books, Bideford, Devon, 1998
323:
89:
708:
http://autoclassic.com/features/classic_car_history/arrol_johnston_dogcart.html
461:
373:. Production moved to the main A-J factory in Heathhall in 1922. A short-lived
350:
283:
255:
217:
205:
130:
536:
The Horseless Carriage in Glasgow, Edinburgh Evening News, 23 January 1896, p3
729:
426:
358:
303:
402:
456:
446:
258:) joined Arrol-Johnston; he swept out the old range in favour of the new
208:
engine producing 12bhp at 800rpm and 15bhp at 1100rpm. There was also a
170:
138:
The Dogcart was a wood-bodied vehicle powered by a 10 hp 2 cylinder
113:
34:
200:
65:
42:
645:"Heathall Uniroyal Factory (Category B Listed Building) (LB3819)"
26:
which remains in the ownership of the family of the original purchaser
275:
150:
premises were destroyed by fire in 1901, and production was moved to
147:
124:
527:
The "Horseless Carriage" in Scotland, The Scotsman, 13 Nov 1895, p7
362:
354:
279:
213:
38:
23:
630:
A Magnificent Feat, The Newcastle Daily Chronicle, 25 Mar 1909, p5
434:
398:
299:
69:
621:
The Polar Expedition Motor Car, The Scotsman, 21st Feb 1907, p10
242:
twin survived in production until 1909. This was the year that
681:
Queens Legends career profiles of Dave Halliday and Ian Dickson
639:
377:
appeared in 1924, only to be replaced the following year by a
204:
model of more modern appearance; this, however, still used an
189:
680:
584:
Munro, Bill (2003). "Great Scot: The Beardmore Light Car".
286:(concrete reinforced with metal bars), and was designed by
134:
The 1905 Arrol-Johnston opposed-piston twin cylinder engine
558:
756:
Vehicle manufacturing companies disestablished in 1931
353:
was launched as, in theory, a separate make, from the
96:
allowed motor vehicles to travel at as much as 12mph.
223:
Also announced at the 1905 Olympia show was the new
751:
Vehicle manufacturing companies established in 1896
720:https://www.flickr.com/photos/striderv/4300298265/
179:
114:Mr. Archibald Coats with a Mr P M Coats of Paisley
227:vertical four of 4654cc; followed in 1907 by the
727:
425:The most notable players at Arrol-Johnston were
736:Defunct motor vehicle manufacturers of Scotland
484:
482:
197:the same year, the company introduced a 3023cc
592:(1). Automobile Heritage Publishing & Co.
334:was revived as an urgent replacement for the
104:In 1895 Johnston formed a joint venture with
493:. National Museums of Scotland. p. 15.
479:
547:The Automotor and Horseless Vehicle Journal
491:William Beardmore: 'Transport is the Thing'
381:model. There also was a 4-cylinder 3290cc
60:was by training a locomotive engineer from
467:Ateliers de Construction Mecanique l'Aster
310:The first post war Arrol-Johnston was the
559:Arrol, John; Robert Norman Arrol (1994).
302:was produced. A-J contracted to build 50
741:Companies based in Dumfries and Galloway
393:In 1927 Arrol-Johnston were merged with
345:Advert from Pears' Annual Christmas 1921
340:
270:Former Arrol-Johnston factory, Heathhall
265:
188:3-cylinder car from 1904, on display in
183:
129:
17:
517:. Glasgow Art Gallery and Museum. 1962.
728:
563:. Arrol House Publishers. p. 60.
561:The Arrol, Arroll, and Arrell Families
274:In 1913 Arrol Johnston bought land at
583:
488:
385:model manufactured for the colonies.
99:
13:
766:1931 disestablishments in Scotland
14:
792:
689:
771:History of Dumfries and Galloway
116:, and a Mr. John Millar also of
94:Locomotives on Highways Act 1896
90:Locomotive Amendment Act of 1878
761:1896 establishments in Scotland
674:
658:
633:
624:
180:Arrol-Johnston Car Company Ltd.
72:. Johnston was commissioned by
615:
606:
577:
552:
539:
530:
521:
507:
388:
127:, in the East End of Glasgow.
1:
641:Historic Environment Scotland
472:
175:William Beardmore and Company
74:Glasgow Corporation Tramways
7:
440:
417:Arrol-Johnston ran a works
412:
361:. The car was based on the
10:
797:
314:model in 1919 designed by
52:
62:Neilson, Reid and Company
722:1920 15.9 2-door tourer
423:Queen of the South F.C.
296:Highland Park, Michigan
171:All British Car Company
108:MP, an engineer of the
713:19 August 2004 at the
346:
271:
193:
135:
27:
344:
269:
187:
140:opposed piston engine
133:
21:
586:Automobile Quarterly
489:Hurst, K.A. (2004).
349:In 1921 the cheaper
290:, architect of the
49:to the South Pole.
347:
272:
231:of 8832 cc.
194:
136:
28:
159:William Beardmore
106:Sir William Arrol
47:Nimrod Expedition
788:
781:Vintage vehicles
776:Veteran vehicles
698:(Arrol-Johnston)
683:
678:
672:
662:
656:
655:
653:
651:
637:
631:
628:
622:
619:
613:
610:
604:
603:
581:
575:
574:
556:
550:
543:
537:
534:
528:
525:
519:
518:
511:
505:
504:
486:
100:Mo-Car Syndicate
41:manufacturer of
33:(later known as
796:
795:
791:
790:
789:
787:
786:
785:
726:
725:
715:Wayback Machine
692:
687:
686:
679:
675:
663:
659:
649:
647:
638:
634:
629:
625:
620:
616:
611:
607:
600:
582:
578:
571:
557:
553:
545:New Companies.
544:
540:
535:
531:
526:
522:
513:
512:
508:
501:
487:
480:
475:
443:
415:
391:
324:Prince of Wales
278:, just outside
244:T. C. Pullinger
182:
102:
58:George Johnston
55:
37:) was an early
12:
11:
5:
794:
784:
783:
778:
773:
768:
763:
758:
753:
748:
743:
738:
724:
723:
717:
705:
699:
691:
690:External links
688:
685:
684:
673:
657:
632:
623:
614:
605:
598:
576:
569:
551:
538:
529:
520:
506:
499:
477:
476:
474:
471:
470:
469:
464:
462:Galloway (car)
459:
454:
449:
442:
439:
414:
411:
390:
387:
316:G. W. A. Brown
284:ferro-concrete
210:three-cylinder
206:opposed-piston
181:
178:
146:The company's
101:
98:
54:
51:
31:Arrol-Johnston
9:
6:
4:
3:
2:
793:
782:
779:
777:
774:
772:
769:
767:
764:
762:
759:
757:
754:
752:
749:
747:
744:
742:
739:
737:
734:
733:
731:
721:
718:
716:
712:
709:
706:
704:(Arrol-Aster)
703:
700:
697:
694:
693:
682:
677:
671:
670:1-901432-09-2
667:
661:
646:
642:
636:
627:
618:
609:
601:
599:1-59613-037-7
595:
591:
587:
580:
572:
570:0-9639687-0-X
566:
562:
555:
548:
542:
533:
524:
516:
510:
502:
500:1-901663-53-1
496:
492:
485:
483:
478:
468:
465:
463:
460:
458:
455:
453:
450:
448:
445:
444:
438:
436:
432:
428:
427:Dave Halliday
424:
420:
410:
407:
404:
400:
396:
386:
384:
380:
376:
372:
368:
364:
360:
359:Kirkcudbright
356:
352:
343:
339:
337:
333:
329:
325:
321:
318:which had an
317:
313:
308:
305:
304:electric cars
301:
297:
293:
289:
285:
281:
277:
268:
264:
261:
257:
253:
249:
246:(formerly of
245:
241:
240:12/15 hp
236:
232:
230:
229:38/45 hp
226:
225:24/30 hp
221:
219:
215:
211:
207:
203:
202:
191:
186:
177:
176:
172:
168:
162:
160:
155:
153:
149:
144:
141:
132:
128:
126:
121:
119:
115:
111:
107:
97:
95:
91:
85:
83:
77:
75:
71:
67:
63:
59:
50:
48:
44:
40:
36:
32:
25:
20:
16:
746:Renfrewshire
676:
660:
648:. Retrieved
635:
626:
617:
608:
589:
585:
579:
560:
554:
549:January 1899
546:
541:
532:
523:
514:
509:
490:
416:
408:
403:sleeve valve
392:
382:
379:12·3 hp
378:
374:
370:
366:
348:
335:
332:15·9 hp
331:
328:15·9 hp
327:
311:
309:
298:, where the
273:
260:15·9 hp
259:
239:
237:
233:
228:
224:
222:
198:
195:
163:
156:
145:
137:
122:
110:Forth Bridge
103:
86:
78:
56:
30:
29:
15:
457:Arrol-Aster
447:All-British
431:Ian Dickson
389:Arrol-Aster
357:works near
294:factory at
288:Albert Kahn
167:J.S. Napier
64:Limited of
43:automobiles
35:Arrol-Aster
730:Categories
473:References
375:14 hp
220:of Egypt.
66:Springburn
276:Heathhall
148:Camlachie
125:Camlachie
82:Bridgeton
711:Archived
650:20 March
441:See also
419:football
413:Football
363:Fiat 501
355:Tongland
351:Galloway
280:Dumfries
214:Khartoum
157:In 1902
39:Scottish
24:dog cart
435:England
399:Wembley
336:Victory
312:Victory
300:Model T
252:Sunbeam
248:Darracq
152:Paisley
118:Paisley
70:Glasgow
53:History
668:
596:
567:
497:
383:Empire
256:Humber
218:Sirdar
452:Aster
395:Aster
371:12/30
367:12/20
199:12/15
190:Paris
22:1902
666:ISBN
652:2019
594:ISBN
565:ISBN
495:ISBN
429:and
369:and
292:Ford
254:and
238:The
397:of
320:ohc
732::
643:.
590:43
588:.
481:^
250:,
201:hp
154:.
68:,
654:.
602:.
573:.
503:.
192:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
