Founding, pre-automotive, and World War II
(Not Automation related, just being an alternate history nerd)
The earliest recognized form of what would become the Patterson Motor company began in May of 1898 when the Stirling iron works of New York State purchased 2 independent machine shops in a merger with Robertson Mechanical Drafting and Design. The new conglomerate was named the Sterling-Robertson Machine Works. This acquisition and merger was in response to a federal contract to provide ship armaments to the Marines en route to Cuba. This contract was abruptly halted with the signing of the Treaty of Paris (1898) with only 214 of the 1500 units delivered. Unable so secure another large production contract he company was nearing bankruptcy by October of that year.
In November the company was partially liquidated with the iron works facility being sold off to fund moving the design, and machining equipment to Indiana. Now housed on a single campus, the company provided design, repair, and re-fitment of factory production machines. The company was also renamed Robertson Pattern Works.
Having abstained for any government manufacture for 16 years Robertson Pattern accepted federal contracts for stamping, and re-machining for rail, and other supply chain materials starting in 1914. Still maintaining some a strong memory of losing funding abruptly after the Spanish American war, all contracts needed to have a civilian outlet so production overrun could be liquidated rather than scrapped. For this reason no production immediately related to arms was accepted. This policy was eased some in 1916 with a company adoption of the US preparedness movement. The policy was dropped all together when Robertson Pattern began supplying components, including finished chassis, for the M1917. This was the companies first self propelled machine.
The roaring 20’s were a time of growth, the fears of the last generation of management were fading, and the new board of directors were anxious to expand. New offices were opened in Georgia supporting rail, and industry, and in South Carolina supporting shipping and industry. The main office remained in Indiana. The engine production was moved only to South Carolina office making, and re-machining marine engine blocks. The Georgia office produced mainly gear boxes, and other speed control, and power transfer systems. Eventually the Georgia office would begin producing replacement gear boxes, and steering components for automotive repair. Both satellite branches provided assemblies for farm equipment, with final assembly being completed in Indiana. Unlike many other tractors of the day, the Robertson Agri-Trac was engineered to run on alcohol rather than any oil based fuel. This was sold as an advantage to more remote farmers in the west who could produce grain alcohol to power the machinery, rather than needing to transport more conventional fuels. An optional factory extra with each power unit was a fuel still. The unit was specially modified to make the product non-consumable per law at the time.
Like many industries, Robertson Pattern did not fare well in the depression. All vehicle, and implement production was halted in 1930, and the Indiana office that had shifted all production to assembly was closed. The corporate headquarters was moved to Georgia, roughly half way between the engine, and gear train factories. In the move the company name was change again to Pattern and Motor Engineering. Production was slowed, and the company survived on minimal staff until 1933.
In 1933 PME purchased a disused coal mining rail depot in Tennessee as part of a federal grant. This was the first time in almost half a century the company was almost fully funded by a federal contract. Nearly all of production was bound for, or supporting the Tennessee Valley Authority, with final assembly, distribution, and service being done in state at the new facility. Any remaining resources were piece work for other New Deal projects, with only one off jobs, and drafting work being directly sold to the public. Production shifted from stationary production machinery to light earth movers, truck chassis, and mobile pump/generator units. This largely continued unchanged until 1937 when upheaval, and the progress of the TVA called for diversification. The company properties did not change, but the type, and nature of production became more adaptable to meet shifting goals. 1940 saw a guaranteed continuation of federal production, however all production was turned to military equipment.
