Photographs of aircraft, company publications and promotional material
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TitlePhotographs of aircraft, company publications and promotional material
ReferenceYA2010.85/3
CreatorA V Roe & Co Ltd
The Daily Mail
Illustrated London News Ltd
Roe, Humphrey Verdon
A V Roe and Co Ltd, more commonly known as Avro, was an aircraft manufacturer based in Manchester. One of the first manufacturers of aircraft, the company operated from 1910 until 1963. Avro was founded by brothers Alliott and Humphrey Verdon Roe and was based originally in the basement of the Everards Elastic Webbing Company's factory at Brownsfield Mill in Ancoats, Manchester. Avro also rented a shed at Brooklands airfield, where the finished aircraft were sold.
Alliott Verson Roe was the aircraft designer, having already constructed a successful aircraft, the Roe I Triplane, in 1909. The Roe I was the first aircraft completely built from British components. Previous aircraft designs had used parts imported from overseas.
Humphrey Verdon Roe was the managing director of the company, bringing funding for the new enterprise from the family webbing company that he also ran.
In 1911 Roy Chadwick joined the company as Alliott’s personal assistant, working as a draughtsman. Chadwick became the firm's Chief Designer in 1918.
The Avro 500, or Avro E, was the company's first mass produced aircraft. It took its first flight in March 1912. Eighteen of these were built, with most of them entering service with the Royal Flying Corps. In the same year, Avro prototyped the Avro F and Avro G, which were the world's first aircraft with fully enclosed crew accommodation, but neither went into production.
September 1913 saw the first flight of the Avro 504. This was a development of the Avro 500 and was purchased by the War Office. As a result, it would see front line service during the early years of the First World War, but was later used primarily for training pilots. The Avro 504 was manufactured for a period of 20 years, with 8,340 being produced in total. The success of the Avro 504 led the company to move to a factory in Miles Platting, Manchester, followed in 1914 by an extension to the company's new works at Newton Heath, which was completed in 1919.
Following the end of the First World War the lack of new orders caused severe financial problems for Avro and in August 1920 68.5% of the company’s shares were acquired by Crossley Motors, who needed additional factory space to build automobile bodies. Avro continued to operate, building aircraft at the Newton Heath works, and testing them at Alexandra Park Aerodrome in South Manchester until 1924, when flight testing moved to Woodford Aerodrome in Cheshire.
In 1928, Crossley Motors sold their stake in Avro to Armstrong Siddeley in order to pay off losses they had incurred on other projects. Avro became part of the Armstrong Siddeley Development Company, prompting Alliott Verdon Roe's resignation from the company. Chief Designer Roy Chadwick remained at Avro, overseeing the production of training aircraft. Chadwick designed the Avro Tutor in 1930, followed by the twin engine Avro 652, which was later developed into the multirole Avro Anson. The Tutor was bought in large quantities by the RAF.
In 1935, Avro became a subsidiary of Hawker Siddeley.
As tensions in Europe increased, resulting in the outbreak of the Second World War, Avro returned to the production of military aircraft, producing the Avro Manchester, Lancaster and Lincoln bombers. The twin engine Manchester was unsuccessful, partly due to its Vulture engines. Replacing the Vultures with four Rolls-Royce Merlin engines resulted in the more successful Lancaster. 7,377 of these were produced and saw active service during the war. In 1944, the Lancaster was further developed into the Lincoln, the last piston engine bomber in Royal Air Force service.
In order to meet rising demand Avro opened a new factory at Greengate, Chadderton, in 1938, where almost half of all Avro Lancasters were produced, with final assembly at Woodford Aerodrome. The following year, Avro also established an experimental department at RAF Ringway, now known as Manchester Airport, and a shadow factory at Yeadon Aerodrome, now Leeds-Bradford Airport. The Yeadon factory produced 5,500 aircraft including Ansons, Lancasters, Yorks and Lincolns.
Towards the end of the Second World War, Avro put into production a number of civil airliners, in order to make up for a drop in military orders. One of these designs was the Lancastrian, which was a conversion of the Lancaster bomber. The second was the Avro York, which was also based on the Lancaster but used a different fuselage. Production of this would be limited until 1944 due to the focus on military aircraft. The final design that the company produced was the Tudor. This used many components from the Lincoln but suffered from the fact that it wasn’t sufficiently advanced when compared to existing designs and as a result it did not achieve many orders. Despite this both the York and Tudor were used in the Berlin Airlift.
On 23rd August 1947 Roy Chadwick was killed in a crash involving a prototype Tudor 2 that was undergoing testing. Despite this his impact on the company continued, as he had already begun design work on a number of aircraft that Avro went on to produce.
In 1948 Avro produced the Tudor 8 which was powered by four Nene jet engines. This design retained the tail wheel undercarriage, which placed the engine exhausts close to the ground. As a result, the company replaced this with a tricycle undercarriage for the Tudor 9. The design became known as the Avro Ashton, which first flew in 1950. Although this was one of the first jet transport aircraft it was primarily used for research and it was not intended to enter service.
On 30th August 1952 the Avro 698 made its first flight. This was a four engine jet bomber that had been developed to replace existing piston engine designs. Further development of the design resulted in the Avro 707 and the Avro 710. The 710 was not put into full production as it was considered too time consuming to develop. The 698 entered service in 1956 under the name Vulcan, with an improved B.2 version introduced in 1960. The Avro Vulcan was retired in 1984 after having only being using in combat once, during the 1982 Falklands War.
During the late 1950s the company developed the 748 turbo-prop airliner. This successful design was sold around the world and was later developed into the Ashton transport by Hawker Siddeley. The same period also saw the company’s weapons research division begin development of the Blue Steel nuclear missile.
During 1963, parent company Hawker Siddeley restructured its aviation subsidiaries. Each subsidiary had operated under its own brand name, but from July 1963 all subsidiaries were merged into Hawker Siddeley's Aviation Division, which was operated as a single brand. The missile division of the company would become part of the Dynamics Division. Avro as a company ceased to exist, but the Avro was later reused by British Aerospace for their 146 regional airliner, known as the Avro RJ.
Alliott Verson Roe was the aircraft designer, having already constructed a successful aircraft, the Roe I Triplane, in 1909. The Roe I was the first aircraft completely built from British components. Previous aircraft designs had used parts imported from overseas.
Humphrey Verdon Roe was the managing director of the company, bringing funding for the new enterprise from the family webbing company that he also ran.
In 1911 Roy Chadwick joined the company as Alliott’s personal assistant, working as a draughtsman. Chadwick became the firm's Chief Designer in 1918.
The Avro 500, or Avro E, was the company's first mass produced aircraft. It took its first flight in March 1912. Eighteen of these were built, with most of them entering service with the Royal Flying Corps. In the same year, Avro prototyped the Avro F and Avro G, which were the world's first aircraft with fully enclosed crew accommodation, but neither went into production.
September 1913 saw the first flight of the Avro 504. This was a development of the Avro 500 and was purchased by the War Office. As a result, it would see front line service during the early years of the First World War, but was later used primarily for training pilots. The Avro 504 was manufactured for a period of 20 years, with 8,340 being produced in total. The success of the Avro 504 led the company to move to a factory in Miles Platting, Manchester, followed in 1914 by an extension to the company's new works at Newton Heath, which was completed in 1919.
Following the end of the First World War the lack of new orders caused severe financial problems for Avro and in August 1920 68.5% of the company’s shares were acquired by Crossley Motors, who needed additional factory space to build automobile bodies. Avro continued to operate, building aircraft at the Newton Heath works, and testing them at Alexandra Park Aerodrome in South Manchester until 1924, when flight testing moved to Woodford Aerodrome in Cheshire.
In 1928, Crossley Motors sold their stake in Avro to Armstrong Siddeley in order to pay off losses they had incurred on other projects. Avro became part of the Armstrong Siddeley Development Company, prompting Alliott Verdon Roe's resignation from the company. Chief Designer Roy Chadwick remained at Avro, overseeing the production of training aircraft. Chadwick designed the Avro Tutor in 1930, followed by the twin engine Avro 652, which was later developed into the multirole Avro Anson. The Tutor was bought in large quantities by the RAF.
In 1935, Avro became a subsidiary of Hawker Siddeley.
As tensions in Europe increased, resulting in the outbreak of the Second World War, Avro returned to the production of military aircraft, producing the Avro Manchester, Lancaster and Lincoln bombers. The twin engine Manchester was unsuccessful, partly due to its Vulture engines. Replacing the Vultures with four Rolls-Royce Merlin engines resulted in the more successful Lancaster. 7,377 of these were produced and saw active service during the war. In 1944, the Lancaster was further developed into the Lincoln, the last piston engine bomber in Royal Air Force service.
In order to meet rising demand Avro opened a new factory at Greengate, Chadderton, in 1938, where almost half of all Avro Lancasters were produced, with final assembly at Woodford Aerodrome. The following year, Avro also established an experimental department at RAF Ringway, now known as Manchester Airport, and a shadow factory at Yeadon Aerodrome, now Leeds-Bradford Airport. The Yeadon factory produced 5,500 aircraft including Ansons, Lancasters, Yorks and Lincolns.
Towards the end of the Second World War, Avro put into production a number of civil airliners, in order to make up for a drop in military orders. One of these designs was the Lancastrian, which was a conversion of the Lancaster bomber. The second was the Avro York, which was also based on the Lancaster but used a different fuselage. Production of this would be limited until 1944 due to the focus on military aircraft. The final design that the company produced was the Tudor. This used many components from the Lincoln but suffered from the fact that it wasn’t sufficiently advanced when compared to existing designs and as a result it did not achieve many orders. Despite this both the York and Tudor were used in the Berlin Airlift.
On 23rd August 1947 Roy Chadwick was killed in a crash involving a prototype Tudor 2 that was undergoing testing. Despite this his impact on the company continued, as he had already begun design work on a number of aircraft that Avro went on to produce.
In 1948 Avro produced the Tudor 8 which was powered by four Nene jet engines. This design retained the tail wheel undercarriage, which placed the engine exhausts close to the ground. As a result, the company replaced this with a tricycle undercarriage for the Tudor 9. The design became known as the Avro Ashton, which first flew in 1950. Although this was one of the first jet transport aircraft it was primarily used for research and it was not intended to enter service.
On 30th August 1952 the Avro 698 made its first flight. This was a four engine jet bomber that had been developed to replace existing piston engine designs. Further development of the design resulted in the Avro 707 and the Avro 710. The 710 was not put into full production as it was considered too time consuming to develop. The 698 entered service in 1956 under the name Vulcan, with an improved B.2 version introduced in 1960. The Avro Vulcan was retired in 1984 after having only being using in combat once, during the 1982 Falklands War.
During the late 1950s the company developed the 748 turbo-prop airliner. This successful design was sold around the world and was later developed into the Ashton transport by Hawker Siddeley. The same period also saw the company’s weapons research division begin development of the Blue Steel nuclear missile.
During 1963, parent company Hawker Siddeley restructured its aviation subsidiaries. Each subsidiary had operated under its own brand name, but from July 1963 all subsidiaries were merged into Hawker Siddeley's Aviation Division, which was operated as a single brand. The missile division of the company would become part of the Dynamics Division. Avro as a company ceased to exist, but the Avro was later reused by British Aerospace for their 146 regional airliner, known as the Avro RJ.
The Daily Mail
The Daily Mail is a British national newspaper, first published as a broadsheet in 1896 by Alfred Harmsworth, later made 1st Viscount Northcliffe. The newspaper was formed as the result of a merger between the Hull Packet and The Hull Evening News. Harmsworth and his brother Harold edited and managed the paper. From 1900 the paper was printed simultaneously in London and Manchester. By 1902 circulation had reached over one million, placing amongst the top-selling newspapers of the day.
The Daily Mail has been published by the Daily Mail and General Trust since 1922, when the trust was created to oversee the Harmsworth family's media interests. In 1929 Esmond Harmsworth, son of Harold, took over the Chairmanship, alongside the 2nd Lord Rothermere. Under their aegis the trust was floated on the stock exchange in 1932.
In the 1930s the paper supported fascism, with favourable reporting on Mussolini, Hitler and Oswald Moseley's Blackshirts - The British Union of Fascists.
The postwar years saw the launch of a Scottish edition of the Mail, in 1946. Initially printed in Edinburgh, then Manchester, the paper was moved to Glasgow in 1995.
The Mail went from broadsheet to tabloid format in 1971. In the same year it took over The Daily Sketch.
The 3rd Lord Rothermere, Vere Harmsworth, became Chair of the Daily Mail and General Trust in 1978. He was succeeded by his son Jonathan Harmsworth in 1998. This period saw the launch of a sister paper, The Mail on Sunday, in 1982. The Mail stopped being printed in Manchester in 1987.
Today the Mail is Britain's second biggest-selling daily newspaper after The Sun. Its headquarters are currently at 2 Northcliffe House, London. Its online presence, MailOnline, reaches a global audience. Recent editors include Paul Dacre, and Geordie Greig, who succeeded him in 2018.
The Daily Mail has been published by the Daily Mail and General Trust since 1922, when the trust was created to oversee the Harmsworth family's media interests. In 1929 Esmond Harmsworth, son of Harold, took over the Chairmanship, alongside the 2nd Lord Rothermere. Under their aegis the trust was floated on the stock exchange in 1932.
In the 1930s the paper supported fascism, with favourable reporting on Mussolini, Hitler and Oswald Moseley's Blackshirts - The British Union of Fascists.
The postwar years saw the launch of a Scottish edition of the Mail, in 1946. Initially printed in Edinburgh, then Manchester, the paper was moved to Glasgow in 1995.
The Mail went from broadsheet to tabloid format in 1971. In the same year it took over The Daily Sketch.
The 3rd Lord Rothermere, Vere Harmsworth, became Chair of the Daily Mail and General Trust in 1978. He was succeeded by his son Jonathan Harmsworth in 1998. This period saw the launch of a sister paper, The Mail on Sunday, in 1982. The Mail stopped being printed in Manchester in 1987.
Today the Mail is Britain's second biggest-selling daily newspaper after The Sun. Its headquarters are currently at 2 Northcliffe House, London. Its online presence, MailOnline, reaches a global audience. Recent editors include Paul Dacre, and Geordie Greig, who succeeded him in 2018.
Illustrated London News Ltd
The Illustrated London News was the world's first illustrated weekly news magazine; its inaugural issue appeared on Saturday, 14 May 1842. Founded by Herbert Ingram, the magazine was published weekly until 1971, and less frequently thereafter. Publication ceased in 2003. The company continues today as Illustrated London News Ltd., a publishing, content and digital agency in London, England. The publication and business archives of The Illustrated London News and the Great Eight Publications are held by Illustrated London News Ltd.
Herbert Ingram wanted to launch a weekly newspaper with pictures in every edition, so he rented an office, recruited artists and reporters, and employed as his editor Frederick William Naylor Bayley (1808–1853), formerly editor of the National Omnibus. The first issue of The Illustrated London News appeared on Saturday, 14 May 1842, timed to report on the young Queen Victoria's first masquerade ball. Costing sixpence, the first issue sold 26,000 copies.
Despite this initial success, sales of the second and subsequent editions were disappointing. However, Ingram was determined to make his newspaper a success, and sent every clergyman in the country a copy of the edition which contained illustrations of the installation of the Archbishop of Canterbury, and by this means secured a great many new subscribers.
Its circulation soon increased to 40,000 and by the end of its first year was 60,000. In 1851, after the newspaper published Joseph Paxton's designs for the Crystal Palace before even Prince Albert had seen them, the circulation rose to 130,000. In 1852, when it produced a special edition covering the funeral of the Duke of Wellington, sales increased to 150,000; and in 1855, mainly due to the newspaper reproducing some of Roger Fenton's pioneering photographs of the Crimean War (and also due to the abolition of the Stamp Act that taxed newspapers), it sold 200,000 copies per week.
By 1863 The Illustrated London News was selling more than 300,000 copies every week. The death of Herbert (in 1860) and his eldest son left the company without a director and manager. Control passed to Ingram's widow Ann, and his friend Sir Edward William Watkin, who managed the business for twelve years. Once Ingram's two younger sons, William and Charles, were old enough, they took over as managing directors, although it was William who took the lead.
In 1893 the Illustrated London News established The Sketch, a sister publication which covered lighter news and society events with the same focus on illustration. From this point the name of the company changed to the Illustrated London News and Sketch Ltd.
In 1899, Illustrated London News editor Clement Shorter left the paper to found his own publication, The Sphere, which published its first issue on 27 January 1900. Ingram and The Illustrated London News responded by establishing a competing magazine, The Spear, which appeared two days before The Sphere on 25 January 1900. While editor of the Illustrated London News, Clement Shorter had been instrumental in the establishment and publication of The Sketch. In 1903 he established The Tatler as a similar sister publication for The Sphere, with a similar focus on illustrated culture and society news. With the departure of Shorter, the role of editor of the Illustrated London News was taken over by Bruce Ingram, the 23-year-old grandson of the paper's founder.
Bruce Ingram was editor of The Illustrated London News and (from 1905) The Sketch, and ran the company for the next 63 years, presiding over some significant changes in the newspaper and the publishing business as a whole.
Photographic and printing techniques were advancing in the later years of the 19th century, and The Illustrated London News began to introduce photos as well as artwork into its depictions of weekly events. From about 1890 The Illustrated London News made increasing use of photography. The tradition of graphic illustrations continued however until the end of World War I. Often rough sketches of distant events with handwritten explanations were supplied by observers and then worked on by artists in London to produce polished end-products for publication.
In 1928, a major business merger saw Illustrated London News move to new headquarters at Inveresk House, 1 Aldwych, (also known as 364 Strand), London. Here the Illustrated London News and the Sketch were united with six of their former competitors under the parent company, Illustrated News Ltd. As eight of the largest titles in illustrated news, these were newly dubbed the 'Great Eight' publications. The Illustrated London News, the flagship publication, was supported by sister publications The Sketch, The Sphere, The Tatler, The Graphic, The Illustrated Sporting and Dramatic News, The Bystander, and Eve. With the exception of The Tatler, these publications remained as part of Illustrated News Ltd. until their closure at various times in the 20th century.
The centenary of The Illustrated London News in 1942 was muted due to wartime conditions, including restrictions on the use of paper. The occasion was marked in the paper with a set of specially commissioned colour photographs of the Royal Family, including the future Queen Elizabeth. By the time of his death in 1963, Ingram was a major figure in the newspaper industry, and the longest-standing editor of his day.
In the post-war period, print publications were gradually displaced from their central position in reporting news events, and circulation began to fall for all the illustrated weeklies. Many of the Great Eight publications were closed down after the Second World War: The Sketch, The Illustrated Sporting and Dramatic News and The Sphere all ceased publication in these years.
In 1961, Illustrated Newspapers Ltd was bought by International Thomson, headed by Roy Thomson, the Canadian newspaper mogul. The Sphere ceased publication in 1964, while The Tatler was sold in 1968 (it was later to be revived and relaunched in 1977). With circulation figures continuing to fall, The Illustrated London News switched from weekly to monthly publication in 1971, with a new focus on in-depth reporting and selective coverage of world events. This strategy continued into the late 1980s, when the paper reduced its frequency to four issues a year.
In 1985 The Illustrated London News and the archives of the Great Eight publications were sold to Sea Containers, an international transport corporation headed by James Sherwood. Along with the Illustrated London News Group, Sea Containers operated the Orient Express and Great North-Eastern Railways, and a range of luxury hotels. As part of this activity, Illustrated London News Group launched a luxury travel and lifestyle magazine, Orient Express.
In 1994, publication of The Illustrated London News was reduced further to two issues a year, and the publishing activity of the Illustrated London News Group focused increasingly on the Orient Express magazine. After publishing its last Christmas number in 2001, The Illustrated London News was relaunched in 2003 under the editorship of Mark Palmer, which ran for one issue before finally ceasing publication for good.
The Illustrated London News Group underwent a management buy-out in 2007, and was re-established as Illustrated London News Ltd. From 2007 it has continued its activity as an independent content and creative agency. In 2007 the former Orient Express magazine was relaunched as Sphere, a luxury lifestyle and travel magazine. In addition to its independent publications, Illustrated London News Ltd now acts as a content agency for various other luxury and heritage organisations.
Illustrated London News Ltd also manages and curates the newspaper and business archive of The Illustrated London News and the Great Eight publications, publishing short books and magazines of historical content from the Great Eight publication archives. In 2010 the company digitised the entire back catalogue of The Illustrated London News, and in 2014 began digitalizing the remaining seven publications in the Great Eight.
Herbert Ingram wanted to launch a weekly newspaper with pictures in every edition, so he rented an office, recruited artists and reporters, and employed as his editor Frederick William Naylor Bayley (1808–1853), formerly editor of the National Omnibus. The first issue of The Illustrated London News appeared on Saturday, 14 May 1842, timed to report on the young Queen Victoria's first masquerade ball. Costing sixpence, the first issue sold 26,000 copies.
Despite this initial success, sales of the second and subsequent editions were disappointing. However, Ingram was determined to make his newspaper a success, and sent every clergyman in the country a copy of the edition which contained illustrations of the installation of the Archbishop of Canterbury, and by this means secured a great many new subscribers.
Its circulation soon increased to 40,000 and by the end of its first year was 60,000. In 1851, after the newspaper published Joseph Paxton's designs for the Crystal Palace before even Prince Albert had seen them, the circulation rose to 130,000. In 1852, when it produced a special edition covering the funeral of the Duke of Wellington, sales increased to 150,000; and in 1855, mainly due to the newspaper reproducing some of Roger Fenton's pioneering photographs of the Crimean War (and also due to the abolition of the Stamp Act that taxed newspapers), it sold 200,000 copies per week.
By 1863 The Illustrated London News was selling more than 300,000 copies every week. The death of Herbert (in 1860) and his eldest son left the company without a director and manager. Control passed to Ingram's widow Ann, and his friend Sir Edward William Watkin, who managed the business for twelve years. Once Ingram's two younger sons, William and Charles, were old enough, they took over as managing directors, although it was William who took the lead.
In 1893 the Illustrated London News established The Sketch, a sister publication which covered lighter news and society events with the same focus on illustration. From this point the name of the company changed to the Illustrated London News and Sketch Ltd.
In 1899, Illustrated London News editor Clement Shorter left the paper to found his own publication, The Sphere, which published its first issue on 27 January 1900. Ingram and The Illustrated London News responded by establishing a competing magazine, The Spear, which appeared two days before The Sphere on 25 January 1900. While editor of the Illustrated London News, Clement Shorter had been instrumental in the establishment and publication of The Sketch. In 1903 he established The Tatler as a similar sister publication for The Sphere, with a similar focus on illustrated culture and society news. With the departure of Shorter, the role of editor of the Illustrated London News was taken over by Bruce Ingram, the 23-year-old grandson of the paper's founder.
Bruce Ingram was editor of The Illustrated London News and (from 1905) The Sketch, and ran the company for the next 63 years, presiding over some significant changes in the newspaper and the publishing business as a whole.
Photographic and printing techniques were advancing in the later years of the 19th century, and The Illustrated London News began to introduce photos as well as artwork into its depictions of weekly events. From about 1890 The Illustrated London News made increasing use of photography. The tradition of graphic illustrations continued however until the end of World War I. Often rough sketches of distant events with handwritten explanations were supplied by observers and then worked on by artists in London to produce polished end-products for publication.
In 1928, a major business merger saw Illustrated London News move to new headquarters at Inveresk House, 1 Aldwych, (also known as 364 Strand), London. Here the Illustrated London News and the Sketch were united with six of their former competitors under the parent company, Illustrated News Ltd. As eight of the largest titles in illustrated news, these were newly dubbed the 'Great Eight' publications. The Illustrated London News, the flagship publication, was supported by sister publications The Sketch, The Sphere, The Tatler, The Graphic, The Illustrated Sporting and Dramatic News, The Bystander, and Eve. With the exception of The Tatler, these publications remained as part of Illustrated News Ltd. until their closure at various times in the 20th century.
The centenary of The Illustrated London News in 1942 was muted due to wartime conditions, including restrictions on the use of paper. The occasion was marked in the paper with a set of specially commissioned colour photographs of the Royal Family, including the future Queen Elizabeth. By the time of his death in 1963, Ingram was a major figure in the newspaper industry, and the longest-standing editor of his day.
In the post-war period, print publications were gradually displaced from their central position in reporting news events, and circulation began to fall for all the illustrated weeklies. Many of the Great Eight publications were closed down after the Second World War: The Sketch, The Illustrated Sporting and Dramatic News and The Sphere all ceased publication in these years.
In 1961, Illustrated Newspapers Ltd was bought by International Thomson, headed by Roy Thomson, the Canadian newspaper mogul. The Sphere ceased publication in 1964, while The Tatler was sold in 1968 (it was later to be revived and relaunched in 1977). With circulation figures continuing to fall, The Illustrated London News switched from weekly to monthly publication in 1971, with a new focus on in-depth reporting and selective coverage of world events. This strategy continued into the late 1980s, when the paper reduced its frequency to four issues a year.
In 1985 The Illustrated London News and the archives of the Great Eight publications were sold to Sea Containers, an international transport corporation headed by James Sherwood. Along with the Illustrated London News Group, Sea Containers operated the Orient Express and Great North-Eastern Railways, and a range of luxury hotels. As part of this activity, Illustrated London News Group launched a luxury travel and lifestyle magazine, Orient Express.
In 1994, publication of The Illustrated London News was reduced further to two issues a year, and the publishing activity of the Illustrated London News Group focused increasingly on the Orient Express magazine. After publishing its last Christmas number in 2001, The Illustrated London News was relaunched in 2003 under the editorship of Mark Palmer, which ran for one issue before finally ceasing publication for good.
The Illustrated London News Group underwent a management buy-out in 2007, and was re-established as Illustrated London News Ltd. From 2007 it has continued its activity as an independent content and creative agency. In 2007 the former Orient Express magazine was relaunched as Sphere, a luxury lifestyle and travel magazine. In addition to its independent publications, Illustrated London News Ltd now acts as a content agency for various other luxury and heritage organisations.
Illustrated London News Ltd also manages and curates the newspaper and business archive of The Illustrated London News and the Great Eight publications, publishing short books and magazines of historical content from the Great Eight publication archives. In 2010 the company digitised the entire back catalogue of The Illustrated London News, and in 2014 began digitalizing the remaining seven publications in the Great Eight.
Roe, Humphrey Verdon
Humphrey Verdon-Roe was an English businessman and philanthropist who served as a lieutenant during both world wars. He was born in 1878 in Manchester. Along with his brother, Sir Alliott Verdon-Roe, he founded the A. V. Roe & Co Ltd company in 1910 (also known as Avro), which capitalised on A.V. Roe’s aeronautical inventions and experiments and went on to be of paramount importance to the training of air force officers. In 1918, Humphrey Verdon-Roe married Dr. Marie C. Stopes and together, they opened the first birth control clinic in Britain in London in 1921, the Mothers’ Clinic. Humphrey Verdon-Roe died in 1949.
Date
1909 - c1940
Extent1 box (9 files + 4 items)
Levelseries
Repository nameScience and Industry Museum
Associated people and organisationsA V Roe & Co Ltd
Elder Hearn, Thomas
Noel, Louis
Raynham, Frederick Phillips
Roe, Humphrey Verdon
Stopes, Marie Charlotte Carmichael
Verdon-Roe, (Edwin) Alliott
Illustrated London News Ltd
Parke, Wilfred
The Daily Mail
A V Roe and Co Ltd, more commonly known as Avro, was an aircraft manufacturer based in Manchester. One of the first manufacturers of aircraft, the company operated from 1910 until 1963. Avro was founded by brothers Alliott and Humphrey Verdon Roe and was based originally in the basement of the Everards Elastic Webbing Company's factory at Brownsfield Mill in Ancoats, Manchester. Avro also rented a shed at Brooklands airfield, where the finished aircraft were sold.
Alliott Verson Roe was the aircraft designer, having already constructed a successful aircraft, the Roe I Triplane, in 1909. The Roe I was the first aircraft completely built from British components. Previous aircraft designs had used parts imported from overseas.
Humphrey Verdon Roe was the managing director of the company, bringing funding for the new enterprise from the family webbing company that he also ran.
In 1911 Roy Chadwick joined the company as Alliott’s personal assistant, working as a draughtsman. Chadwick became the firm's Chief Designer in 1918.
The Avro 500, or Avro E, was the company's first mass produced aircraft. It took its first flight in March 1912. Eighteen of these were built, with most of them entering service with the Royal Flying Corps. In the same year, Avro prototyped the Avro F and Avro G, which were the world's first aircraft with fully enclosed crew accommodation, but neither went into production.
September 1913 saw the first flight of the Avro 504. This was a development of the Avro 500 and was purchased by the War Office. As a result, it would see front line service during the early years of the First World War, but was later used primarily for training pilots. The Avro 504 was manufactured for a period of 20 years, with 8,340 being produced in total. The success of the Avro 504 led the company to move to a factory in Miles Platting, Manchester, followed in 1914 by an extension to the company's new works at Newton Heath, which was completed in 1919.
Following the end of the First World War the lack of new orders caused severe financial problems for Avro and in August 1920 68.5% of the company’s shares were acquired by Crossley Motors, who needed additional factory space to build automobile bodies. Avro continued to operate, building aircraft at the Newton Heath works, and testing them at Alexandra Park Aerodrome in South Manchester until 1924, when flight testing moved to Woodford Aerodrome in Cheshire.
In 1928, Crossley Motors sold their stake in Avro to Armstrong Siddeley in order to pay off losses they had incurred on other projects. Avro became part of the Armstrong Siddeley Development Company, prompting Alliott Verdon Roe's resignation from the company. Chief Designer Roy Chadwick remained at Avro, overseeing the production of training aircraft. Chadwick designed the Avro Tutor in 1930, followed by the twin engine Avro 652, which was later developed into the multirole Avro Anson. The Tutor was bought in large quantities by the RAF.
In 1935, Avro became a subsidiary of Hawker Siddeley.
As tensions in Europe increased, resulting in the outbreak of the Second World War, Avro returned to the production of military aircraft, producing the Avro Manchester, Lancaster and Lincoln bombers. The twin engine Manchester was unsuccessful, partly due to its Vulture engines. Replacing the Vultures with four Rolls-Royce Merlin engines resulted in the more successful Lancaster. 7,377 of these were produced and saw active service during the war. In 1944, the Lancaster was further developed into the Lincoln, the last piston engine bomber in Royal Air Force service.
In order to meet rising demand Avro opened a new factory at Greengate, Chadderton, in 1938, where almost half of all Avro Lancasters were produced, with final assembly at Woodford Aerodrome. The following year, Avro also established an experimental department at RAF Ringway, now known as Manchester Airport, and a shadow factory at Yeadon Aerodrome, now Leeds-Bradford Airport. The Yeadon factory produced 5,500 aircraft including Ansons, Lancasters, Yorks and Lincolns.
Towards the end of the Second World War, Avro put into production a number of civil airliners, in order to make up for a drop in military orders. One of these designs was the Lancastrian, which was a conversion of the Lancaster bomber. The second was the Avro York, which was also based on the Lancaster but used a different fuselage. Production of this would be limited until 1944 due to the focus on military aircraft. The final design that the company produced was the Tudor. This used many components from the Lincoln but suffered from the fact that it wasn’t sufficiently advanced when compared to existing designs and as a result it did not achieve many orders. Despite this both the York and Tudor were used in the Berlin Airlift.
On 23rd August 1947 Roy Chadwick was killed in a crash involving a prototype Tudor 2 that was undergoing testing. Despite this his impact on the company continued, as he had already begun design work on a number of aircraft that Avro went on to produce.
In 1948 Avro produced the Tudor 8 which was powered by four Nene jet engines. This design retained the tail wheel undercarriage, which placed the engine exhausts close to the ground. As a result, the company replaced this with a tricycle undercarriage for the Tudor 9. The design became known as the Avro Ashton, which first flew in 1950. Although this was one of the first jet transport aircraft it was primarily used for research and it was not intended to enter service.
On 30th August 1952 the Avro 698 made its first flight. This was a four engine jet bomber that had been developed to replace existing piston engine designs. Further development of the design resulted in the Avro 707 and the Avro 710. The 710 was not put into full production as it was considered too time consuming to develop. The 698 entered service in 1956 under the name Vulcan, with an improved B.2 version introduced in 1960. The Avro Vulcan was retired in 1984 after having only being using in combat once, during the 1982 Falklands War.
During the late 1950s the company developed the 748 turbo-prop airliner. This successful design was sold around the world and was later developed into the Ashton transport by Hawker Siddeley. The same period also saw the company’s weapons research division begin development of the Blue Steel nuclear missile.
During 1963, parent company Hawker Siddeley restructured its aviation subsidiaries. Each subsidiary had operated under its own brand name, but from July 1963 all subsidiaries were merged into Hawker Siddeley's Aviation Division, which was operated as a single brand. The missile division of the company would become part of the Dynamics Division. Avro as a company ceased to exist, but the Avro was later reused by British Aerospace for their 146 regional airliner, known as the Avro RJ.
Alliott Verson Roe was the aircraft designer, having already constructed a successful aircraft, the Roe I Triplane, in 1909. The Roe I was the first aircraft completely built from British components. Previous aircraft designs had used parts imported from overseas.
Humphrey Verdon Roe was the managing director of the company, bringing funding for the new enterprise from the family webbing company that he also ran.
In 1911 Roy Chadwick joined the company as Alliott’s personal assistant, working as a draughtsman. Chadwick became the firm's Chief Designer in 1918.
The Avro 500, or Avro E, was the company's first mass produced aircraft. It took its first flight in March 1912. Eighteen of these were built, with most of them entering service with the Royal Flying Corps. In the same year, Avro prototyped the Avro F and Avro G, which were the world's first aircraft with fully enclosed crew accommodation, but neither went into production.
September 1913 saw the first flight of the Avro 504. This was a development of the Avro 500 and was purchased by the War Office. As a result, it would see front line service during the early years of the First World War, but was later used primarily for training pilots. The Avro 504 was manufactured for a period of 20 years, with 8,340 being produced in total. The success of the Avro 504 led the company to move to a factory in Miles Platting, Manchester, followed in 1914 by an extension to the company's new works at Newton Heath, which was completed in 1919.
Following the end of the First World War the lack of new orders caused severe financial problems for Avro and in August 1920 68.5% of the company’s shares were acquired by Crossley Motors, who needed additional factory space to build automobile bodies. Avro continued to operate, building aircraft at the Newton Heath works, and testing them at Alexandra Park Aerodrome in South Manchester until 1924, when flight testing moved to Woodford Aerodrome in Cheshire.
In 1928, Crossley Motors sold their stake in Avro to Armstrong Siddeley in order to pay off losses they had incurred on other projects. Avro became part of the Armstrong Siddeley Development Company, prompting Alliott Verdon Roe's resignation from the company. Chief Designer Roy Chadwick remained at Avro, overseeing the production of training aircraft. Chadwick designed the Avro Tutor in 1930, followed by the twin engine Avro 652, which was later developed into the multirole Avro Anson. The Tutor was bought in large quantities by the RAF.
In 1935, Avro became a subsidiary of Hawker Siddeley.
As tensions in Europe increased, resulting in the outbreak of the Second World War, Avro returned to the production of military aircraft, producing the Avro Manchester, Lancaster and Lincoln bombers. The twin engine Manchester was unsuccessful, partly due to its Vulture engines. Replacing the Vultures with four Rolls-Royce Merlin engines resulted in the more successful Lancaster. 7,377 of these were produced and saw active service during the war. In 1944, the Lancaster was further developed into the Lincoln, the last piston engine bomber in Royal Air Force service.
In order to meet rising demand Avro opened a new factory at Greengate, Chadderton, in 1938, where almost half of all Avro Lancasters were produced, with final assembly at Woodford Aerodrome. The following year, Avro also established an experimental department at RAF Ringway, now known as Manchester Airport, and a shadow factory at Yeadon Aerodrome, now Leeds-Bradford Airport. The Yeadon factory produced 5,500 aircraft including Ansons, Lancasters, Yorks and Lincolns.
Towards the end of the Second World War, Avro put into production a number of civil airliners, in order to make up for a drop in military orders. One of these designs was the Lancastrian, which was a conversion of the Lancaster bomber. The second was the Avro York, which was also based on the Lancaster but used a different fuselage. Production of this would be limited until 1944 due to the focus on military aircraft. The final design that the company produced was the Tudor. This used many components from the Lincoln but suffered from the fact that it wasn’t sufficiently advanced when compared to existing designs and as a result it did not achieve many orders. Despite this both the York and Tudor were used in the Berlin Airlift.
On 23rd August 1947 Roy Chadwick was killed in a crash involving a prototype Tudor 2 that was undergoing testing. Despite this his impact on the company continued, as he had already begun design work on a number of aircraft that Avro went on to produce.
In 1948 Avro produced the Tudor 8 which was powered by four Nene jet engines. This design retained the tail wheel undercarriage, which placed the engine exhausts close to the ground. As a result, the company replaced this with a tricycle undercarriage for the Tudor 9. The design became known as the Avro Ashton, which first flew in 1950. Although this was one of the first jet transport aircraft it was primarily used for research and it was not intended to enter service.
On 30th August 1952 the Avro 698 made its first flight. This was a four engine jet bomber that had been developed to replace existing piston engine designs. Further development of the design resulted in the Avro 707 and the Avro 710. The 710 was not put into full production as it was considered too time consuming to develop. The 698 entered service in 1956 under the name Vulcan, with an improved B.2 version introduced in 1960. The Avro Vulcan was retired in 1984 after having only being using in combat once, during the 1982 Falklands War.
During the late 1950s the company developed the 748 turbo-prop airliner. This successful design was sold around the world and was later developed into the Ashton transport by Hawker Siddeley. The same period also saw the company’s weapons research division begin development of the Blue Steel nuclear missile.
During 1963, parent company Hawker Siddeley restructured its aviation subsidiaries. Each subsidiary had operated under its own brand name, but from July 1963 all subsidiaries were merged into Hawker Siddeley's Aviation Division, which was operated as a single brand. The missile division of the company would become part of the Dynamics Division. Avro as a company ceased to exist, but the Avro was later reused by British Aerospace for their 146 regional airliner, known as the Avro RJ.
Elder Hearn, Thomas
British aviator
Noel, Louis
Louis Noel was a French aviator and military pilot.
Raynham, Frederick Phillips
Early British aviator
Roe, Humphrey Verdon
Humphrey Verdon-Roe was an English businessman and philanthropist who served as a lieutenant during both world wars. He was born in 1878 in Manchester. Along with his brother, Sir Alliott Verdon-Roe, he founded the A. V. Roe & Co Ltd company in 1910 (also known as Avro), which capitalised on A.V. Roe’s aeronautical inventions and experiments and went on to be of paramount importance to the training of air force officers. In 1918, Humphrey Verdon-Roe married Dr. Marie C. Stopes and together, they opened the first birth control clinic in Britain in London in 1921, the Mothers’ Clinic. Humphrey Verdon-Roe died in 1949.
Stopes, Marie Charlotte Carmichael
Botanist and birth control pioneer
Verdon-Roe, (Edwin) Alliott
Aircraft designer and manufacturer, born in 1877 in Patricroft, Manchester, known as Alliott Verdon-Roe.
Roe left school at fifteen and in 1893 he became an apprentice at the Lancashire and Yorkshire railway locomotive works, afterwards studying marine engineering at King's College, London. In 1899 he joined the British and South African Royal Mail Company.
During his last voyage in 1902, he became fascinated with flight and began making flying models in his spare time. In 1907 Roe won £75 in a model aeroplane competition. He used the money to build a full-sized copy of his model. After fitting a more powerful engine in 1908, he managed a number of short flights at Brooklands; this was the first time a British designed and built aeroplane had flown.
In January 1910 his brother, Humphrey Verdon Roe helped to found A. V. Roe & Co. in Manchester. In 1911 he designed the first enclosed cabin aeroplane, which flew in 1912 and was entered in the British military trials that year. In October 1912 it established a British flying record of seven and a half hours.
In the following year Roe designed and built the famous Avro 504 which became the best-known military aeroplane of the First World War. An Avro 504 carried out a raid on the Zeppelin sheds at Friedrichshafen on 21 November 1914, which was the first air raid in the history of warfare. The plane was revolutionary in its design and in 1917 it became the standard trainer and for a quarter of a century.
Business declined after the war and Roe sold the controlling interest in A. V. Roe & Co. to the Armstrong Siddeley Motor Company in 1928. Roe and two other investors bought an interest in the boat builder Saunders Ltd, of Cowes. The name was changed to Saunders-Roe and Roe remained president of the company for the rest of his life.
Alliott Roe was knighted in 1929n 8 June 1928. He restyled his name to Verdon-Roe in 1933. He died at St Mary's Hospital, Portsmouth, on 4 January 1958.
Roe left school at fifteen and in 1893 he became an apprentice at the Lancashire and Yorkshire railway locomotive works, afterwards studying marine engineering at King's College, London. In 1899 he joined the British and South African Royal Mail Company.
During his last voyage in 1902, he became fascinated with flight and began making flying models in his spare time. In 1907 Roe won £75 in a model aeroplane competition. He used the money to build a full-sized copy of his model. After fitting a more powerful engine in 1908, he managed a number of short flights at Brooklands; this was the first time a British designed and built aeroplane had flown.
In January 1910 his brother, Humphrey Verdon Roe helped to found A. V. Roe & Co. in Manchester. In 1911 he designed the first enclosed cabin aeroplane, which flew in 1912 and was entered in the British military trials that year. In October 1912 it established a British flying record of seven and a half hours.
In the following year Roe designed and built the famous Avro 504 which became the best-known military aeroplane of the First World War. An Avro 504 carried out a raid on the Zeppelin sheds at Friedrichshafen on 21 November 1914, which was the first air raid in the history of warfare. The plane was revolutionary in its design and in 1917 it became the standard trainer and for a quarter of a century.
Business declined after the war and Roe sold the controlling interest in A. V. Roe & Co. to the Armstrong Siddeley Motor Company in 1928. Roe and two other investors bought an interest in the boat builder Saunders Ltd, of Cowes. The name was changed to Saunders-Roe and Roe remained president of the company for the rest of his life.
Alliott Roe was knighted in 1929n 8 June 1928. He restyled his name to Verdon-Roe in 1933. He died at St Mary's Hospital, Portsmouth, on 4 January 1958.
Illustrated London News Ltd
The Illustrated London News was the world's first illustrated weekly news magazine; its inaugural issue appeared on Saturday, 14 May 1842. Founded by Herbert Ingram, the magazine was published weekly until 1971, and less frequently thereafter. Publication ceased in 2003. The company continues today as Illustrated London News Ltd., a publishing, content and digital agency in London, England. The publication and business archives of The Illustrated London News and the Great Eight Publications are held by Illustrated London News Ltd.
Herbert Ingram wanted to launch a weekly newspaper with pictures in every edition, so he rented an office, recruited artists and reporters, and employed as his editor Frederick William Naylor Bayley (1808–1853), formerly editor of the National Omnibus. The first issue of The Illustrated London News appeared on Saturday, 14 May 1842, timed to report on the young Queen Victoria's first masquerade ball. Costing sixpence, the first issue sold 26,000 copies.
Despite this initial success, sales of the second and subsequent editions were disappointing. However, Ingram was determined to make his newspaper a success, and sent every clergyman in the country a copy of the edition which contained illustrations of the installation of the Archbishop of Canterbury, and by this means secured a great many new subscribers.
Its circulation soon increased to 40,000 and by the end of its first year was 60,000. In 1851, after the newspaper published Joseph Paxton's designs for the Crystal Palace before even Prince Albert had seen them, the circulation rose to 130,000. In 1852, when it produced a special edition covering the funeral of the Duke of Wellington, sales increased to 150,000; and in 1855, mainly due to the newspaper reproducing some of Roger Fenton's pioneering photographs of the Crimean War (and also due to the abolition of the Stamp Act that taxed newspapers), it sold 200,000 copies per week.
By 1863 The Illustrated London News was selling more than 300,000 copies every week. The death of Herbert (in 1860) and his eldest son left the company without a director and manager. Control passed to Ingram's widow Ann, and his friend Sir Edward William Watkin, who managed the business for twelve years. Once Ingram's two younger sons, William and Charles, were old enough, they took over as managing directors, although it was William who took the lead.
In 1893 the Illustrated London News established The Sketch, a sister publication which covered lighter news and society events with the same focus on illustration. From this point the name of the company changed to the Illustrated London News and Sketch Ltd.
In 1899, Illustrated London News editor Clement Shorter left the paper to found his own publication, The Sphere, which published its first issue on 27 January 1900. Ingram and The Illustrated London News responded by establishing a competing magazine, The Spear, which appeared two days before The Sphere on 25 January 1900. While editor of the Illustrated London News, Clement Shorter had been instrumental in the establishment and publication of The Sketch. In 1903 he established The Tatler as a similar sister publication for The Sphere, with a similar focus on illustrated culture and society news. With the departure of Shorter, the role of editor of the Illustrated London News was taken over by Bruce Ingram, the 23-year-old grandson of the paper's founder.
Bruce Ingram was editor of The Illustrated London News and (from 1905) The Sketch, and ran the company for the next 63 years, presiding over some significant changes in the newspaper and the publishing business as a whole.
Photographic and printing techniques were advancing in the later years of the 19th century, and The Illustrated London News began to introduce photos as well as artwork into its depictions of weekly events. From about 1890 The Illustrated London News made increasing use of photography. The tradition of graphic illustrations continued however until the end of World War I. Often rough sketches of distant events with handwritten explanations were supplied by observers and then worked on by artists in London to produce polished end-products for publication.
In 1928, a major business merger saw Illustrated London News move to new headquarters at Inveresk House, 1 Aldwych, (also known as 364 Strand), London. Here the Illustrated London News and the Sketch were united with six of their former competitors under the parent company, Illustrated News Ltd. As eight of the largest titles in illustrated news, these were newly dubbed the 'Great Eight' publications. The Illustrated London News, the flagship publication, was supported by sister publications The Sketch, The Sphere, The Tatler, The Graphic, The Illustrated Sporting and Dramatic News, The Bystander, and Eve. With the exception of The Tatler, these publications remained as part of Illustrated News Ltd. until their closure at various times in the 20th century.
The centenary of The Illustrated London News in 1942 was muted due to wartime conditions, including restrictions on the use of paper. The occasion was marked in the paper with a set of specially commissioned colour photographs of the Royal Family, including the future Queen Elizabeth. By the time of his death in 1963, Ingram was a major figure in the newspaper industry, and the longest-standing editor of his day.
In the post-war period, print publications were gradually displaced from their central position in reporting news events, and circulation began to fall for all the illustrated weeklies. Many of the Great Eight publications were closed down after the Second World War: The Sketch, The Illustrated Sporting and Dramatic News and The Sphere all ceased publication in these years.
In 1961, Illustrated Newspapers Ltd was bought by International Thomson, headed by Roy Thomson, the Canadian newspaper mogul. The Sphere ceased publication in 1964, while The Tatler was sold in 1968 (it was later to be revived and relaunched in 1977). With circulation figures continuing to fall, The Illustrated London News switched from weekly to monthly publication in 1971, with a new focus on in-depth reporting and selective coverage of world events. This strategy continued into the late 1980s, when the paper reduced its frequency to four issues a year.
In 1985 The Illustrated London News and the archives of the Great Eight publications were sold to Sea Containers, an international transport corporation headed by James Sherwood. Along with the Illustrated London News Group, Sea Containers operated the Orient Express and Great North-Eastern Railways, and a range of luxury hotels. As part of this activity, Illustrated London News Group launched a luxury travel and lifestyle magazine, Orient Express.
In 1994, publication of The Illustrated London News was reduced further to two issues a year, and the publishing activity of the Illustrated London News Group focused increasingly on the Orient Express magazine. After publishing its last Christmas number in 2001, The Illustrated London News was relaunched in 2003 under the editorship of Mark Palmer, which ran for one issue before finally ceasing publication for good.
The Illustrated London News Group underwent a management buy-out in 2007, and was re-established as Illustrated London News Ltd. From 2007 it has continued its activity as an independent content and creative agency. In 2007 the former Orient Express magazine was relaunched as Sphere, a luxury lifestyle and travel magazine. In addition to its independent publications, Illustrated London News Ltd now acts as a content agency for various other luxury and heritage organisations.
Illustrated London News Ltd also manages and curates the newspaper and business archive of The Illustrated London News and the Great Eight publications, publishing short books and magazines of historical content from the Great Eight publication archives. In 2010 the company digitised the entire back catalogue of The Illustrated London News, and in 2014 began digitalizing the remaining seven publications in the Great Eight.
Herbert Ingram wanted to launch a weekly newspaper with pictures in every edition, so he rented an office, recruited artists and reporters, and employed as his editor Frederick William Naylor Bayley (1808–1853), formerly editor of the National Omnibus. The first issue of The Illustrated London News appeared on Saturday, 14 May 1842, timed to report on the young Queen Victoria's first masquerade ball. Costing sixpence, the first issue sold 26,000 copies.
Despite this initial success, sales of the second and subsequent editions were disappointing. However, Ingram was determined to make his newspaper a success, and sent every clergyman in the country a copy of the edition which contained illustrations of the installation of the Archbishop of Canterbury, and by this means secured a great many new subscribers.
Its circulation soon increased to 40,000 and by the end of its first year was 60,000. In 1851, after the newspaper published Joseph Paxton's designs for the Crystal Palace before even Prince Albert had seen them, the circulation rose to 130,000. In 1852, when it produced a special edition covering the funeral of the Duke of Wellington, sales increased to 150,000; and in 1855, mainly due to the newspaper reproducing some of Roger Fenton's pioneering photographs of the Crimean War (and also due to the abolition of the Stamp Act that taxed newspapers), it sold 200,000 copies per week.
By 1863 The Illustrated London News was selling more than 300,000 copies every week. The death of Herbert (in 1860) and his eldest son left the company without a director and manager. Control passed to Ingram's widow Ann, and his friend Sir Edward William Watkin, who managed the business for twelve years. Once Ingram's two younger sons, William and Charles, were old enough, they took over as managing directors, although it was William who took the lead.
In 1893 the Illustrated London News established The Sketch, a sister publication which covered lighter news and society events with the same focus on illustration. From this point the name of the company changed to the Illustrated London News and Sketch Ltd.
In 1899, Illustrated London News editor Clement Shorter left the paper to found his own publication, The Sphere, which published its first issue on 27 January 1900. Ingram and The Illustrated London News responded by establishing a competing magazine, The Spear, which appeared two days before The Sphere on 25 January 1900. While editor of the Illustrated London News, Clement Shorter had been instrumental in the establishment and publication of The Sketch. In 1903 he established The Tatler as a similar sister publication for The Sphere, with a similar focus on illustrated culture and society news. With the departure of Shorter, the role of editor of the Illustrated London News was taken over by Bruce Ingram, the 23-year-old grandson of the paper's founder.
Bruce Ingram was editor of The Illustrated London News and (from 1905) The Sketch, and ran the company for the next 63 years, presiding over some significant changes in the newspaper and the publishing business as a whole.
Photographic and printing techniques were advancing in the later years of the 19th century, and The Illustrated London News began to introduce photos as well as artwork into its depictions of weekly events. From about 1890 The Illustrated London News made increasing use of photography. The tradition of graphic illustrations continued however until the end of World War I. Often rough sketches of distant events with handwritten explanations were supplied by observers and then worked on by artists in London to produce polished end-products for publication.
In 1928, a major business merger saw Illustrated London News move to new headquarters at Inveresk House, 1 Aldwych, (also known as 364 Strand), London. Here the Illustrated London News and the Sketch were united with six of their former competitors under the parent company, Illustrated News Ltd. As eight of the largest titles in illustrated news, these were newly dubbed the 'Great Eight' publications. The Illustrated London News, the flagship publication, was supported by sister publications The Sketch, The Sphere, The Tatler, The Graphic, The Illustrated Sporting and Dramatic News, The Bystander, and Eve. With the exception of The Tatler, these publications remained as part of Illustrated News Ltd. until their closure at various times in the 20th century.
The centenary of The Illustrated London News in 1942 was muted due to wartime conditions, including restrictions on the use of paper. The occasion was marked in the paper with a set of specially commissioned colour photographs of the Royal Family, including the future Queen Elizabeth. By the time of his death in 1963, Ingram was a major figure in the newspaper industry, and the longest-standing editor of his day.
In the post-war period, print publications were gradually displaced from their central position in reporting news events, and circulation began to fall for all the illustrated weeklies. Many of the Great Eight publications were closed down after the Second World War: The Sketch, The Illustrated Sporting and Dramatic News and The Sphere all ceased publication in these years.
In 1961, Illustrated Newspapers Ltd was bought by International Thomson, headed by Roy Thomson, the Canadian newspaper mogul. The Sphere ceased publication in 1964, while The Tatler was sold in 1968 (it was later to be revived and relaunched in 1977). With circulation figures continuing to fall, The Illustrated London News switched from weekly to monthly publication in 1971, with a new focus on in-depth reporting and selective coverage of world events. This strategy continued into the late 1980s, when the paper reduced its frequency to four issues a year.
In 1985 The Illustrated London News and the archives of the Great Eight publications were sold to Sea Containers, an international transport corporation headed by James Sherwood. Along with the Illustrated London News Group, Sea Containers operated the Orient Express and Great North-Eastern Railways, and a range of luxury hotels. As part of this activity, Illustrated London News Group launched a luxury travel and lifestyle magazine, Orient Express.
In 1994, publication of The Illustrated London News was reduced further to two issues a year, and the publishing activity of the Illustrated London News Group focused increasingly on the Orient Express magazine. After publishing its last Christmas number in 2001, The Illustrated London News was relaunched in 2003 under the editorship of Mark Palmer, which ran for one issue before finally ceasing publication for good.
The Illustrated London News Group underwent a management buy-out in 2007, and was re-established as Illustrated London News Ltd. From 2007 it has continued its activity as an independent content and creative agency. In 2007 the former Orient Express magazine was relaunched as Sphere, a luxury lifestyle and travel magazine. In addition to its independent publications, Illustrated London News Ltd now acts as a content agency for various other luxury and heritage organisations.
Illustrated London News Ltd also manages and curates the newspaper and business archive of The Illustrated London News and the Great Eight publications, publishing short books and magazines of historical content from the Great Eight publication archives. In 2010 the company digitised the entire back catalogue of The Illustrated London News, and in 2014 began digitalizing the remaining seven publications in the Great Eight.
Parke, Wilfred
British aviator
The Daily Mail
The Daily Mail is a British national newspaper, first published as a broadsheet in 1896 by Alfred Harmsworth, later made 1st Viscount Northcliffe. The newspaper was formed as the result of a merger between the Hull Packet and The Hull Evening News. Harmsworth and his brother Harold edited and managed the paper. From 1900 the paper was printed simultaneously in London and Manchester. By 1902 circulation had reached over one million, placing amongst the top-selling newspapers of the day.
The Daily Mail has been published by the Daily Mail and General Trust since 1922, when the trust was created to oversee the Harmsworth family's media interests. In 1929 Esmond Harmsworth, son of Harold, took over the Chairmanship, alongside the 2nd Lord Rothermere. Under their aegis the trust was floated on the stock exchange in 1932.
In the 1930s the paper supported fascism, with favourable reporting on Mussolini, Hitler and Oswald Moseley's Blackshirts - The British Union of Fascists.
The postwar years saw the launch of a Scottish edition of the Mail, in 1946. Initially printed in Edinburgh, then Manchester, the paper was moved to Glasgow in 1995.
The Mail went from broadsheet to tabloid format in 1971. In the same year it took over The Daily Sketch.
The 3rd Lord Rothermere, Vere Harmsworth, became Chair of the Daily Mail and General Trust in 1978. He was succeeded by his son Jonathan Harmsworth in 1998. This period saw the launch of a sister paper, The Mail on Sunday, in 1982. The Mail stopped being printed in Manchester in 1987.
Today the Mail is Britain's second biggest-selling daily newspaper after The Sun. Its headquarters are currently at 2 Northcliffe House, London. Its online presence, MailOnline, reaches a global audience. Recent editors include Paul Dacre, and Geordie Greig, who succeeded him in 2018.
The Daily Mail has been published by the Daily Mail and General Trust since 1922, when the trust was created to oversee the Harmsworth family's media interests. In 1929 Esmond Harmsworth, son of Harold, took over the Chairmanship, alongside the 2nd Lord Rothermere. Under their aegis the trust was floated on the stock exchange in 1932.
In the 1930s the paper supported fascism, with favourable reporting on Mussolini, Hitler and Oswald Moseley's Blackshirts - The British Union of Fascists.
The postwar years saw the launch of a Scottish edition of the Mail, in 1946. Initially printed in Edinburgh, then Manchester, the paper was moved to Glasgow in 1995.
The Mail went from broadsheet to tabloid format in 1971. In the same year it took over The Daily Sketch.
The 3rd Lord Rothermere, Vere Harmsworth, became Chair of the Daily Mail and General Trust in 1978. He was succeeded by his son Jonathan Harmsworth in 1998. This period saw the launch of a sister paper, The Mail on Sunday, in 1982. The Mail stopped being printed in Manchester in 1987.
Today the Mail is Britain's second biggest-selling daily newspaper after The Sun. Its headquarters are currently at 2 Northcliffe House, London. Its online presence, MailOnline, reaches a global audience. Recent editors include Paul Dacre, and Geordie Greig, who succeeded him in 2018.
SubjectCivil aviation, Aeronautics
Conditions governing accessOpen access.
Conditions governing ReproductionCopies may be supplied, provided that the copying process used does not damage the item or is not detrimental to its preservation. Copies will be supplied in accordance with the Science and Industry Museum's terms and conditions for the supply and reproduction of copies, and the provisions of any relevant copyright legislation.
