Raglan was founded in 1942 - in the middle of the Second World War - by a Mr. Watkins in premises at the top of Raglan Street, St. Anne's, Nottingham. The company's first move was to a disused chapel at the bottom of the same road and then, in the early 1950s (just before the introduction of the more highly developed "Five-inch" lathe) to Raleigh Street, Radford, Nottingham. It may have been around this time that the company suffered some financial reversal, for subsequent machines are badged "Raglan Engineering Co. 1954" - the year suffix being a common way of continuing with an established brand having first conveniently abandoned the company's liabilities. The work's manager at one time was Sam Tracey and the foreman Henry Newman. It is not known what branch of engineering occupied the early years of the company existence, but the first Raglan lathe appeared on the market in the late 1940s - and the company survived until 1971 when, having been taken over by the Myford lathe company some years earlier, it was closed down as being uneconomic to run.
Raglan always competed at the top end of the 5-inch lathe market, but confined their range to variations on just a single design - a backgeared, screwcutting lathe that passed through three distinct evolutionary stages: Little John Mk. 1, Little John Mk. 2 and the "Five-inch" all with a 5-inch centre height (actually 5.125") and 24" between centres. A capstan version was made in Mk. 1 and Mk. 2 forms and a combined capstan and centre lathe also produced in small numbers. A few specialist models, for wood turningand preparing tensile-testing samples, for example, were also offered - but all these machines were based closely on the ordinary centre lathe. A simple plain-turning, non-backgeared 5" x 15" training lathe, the "Loughborough"  - again using the form of bed and the carriage and tailstock of the little John - was also marketed and bought mainly by colleges and schools in the Midlands. The Loughborough was always fitted to a sheet-metal under-drive stand with an enclosed, 3-speed flat-belt drive to the headstock. Unfortunately, although a very strong lathe, its limited speed range and basic facilities made it unsuitable for general or even the simpler kinds of model-engineering work. However, today it can make an excellent lathe for roughing out and taking the load off a more expensive machine. From the late 1950s until the late 1960s a small but very well-made variable-speed drive vertical miller(with its main column, rather unusually, in cast-aluminium) was also listed.

The "Little John"
Cast as one 43-inch long piece, the bed and headstock of the Little John was enormously rigid whilst the bed's ways, made from separate hardened flat steel strips, each 1.5-inches wide (separated by a 3.165-inch gap) could (in theory) be unbolted, reground and replaced. On first assembly the top of the lathe bed casting was surface ground then a "dummy" bed (complete with its hardened bed strips) placed inverted on top and used as a "surface plate" to guide the final hand scraping whereby a truly flat surface was obtained. In addition to quality-engineering, backed by a fine cosmetic finish, the feature for which the Little John and "5-inch" became best known was a mechanical, variable-speed drive unit built onto the back of the headstock. One half of the expanding-and-contracting pulley system was mounted on the electric motor's spindle whilst the other was carried on bearings beneath the headstock - with an extended shaft that held a twin V-belt pulley that drove the main spindle with the belts passing vertically upwards inside the casting. The system was robust and reliable but suffered, when fitted with a single-phase motor, from a rattling thrust bearing at slow speeds - lathes with a 3-phase motor, being driven much more smoothly, being free of the problem. A crude work-around (and only sometimes successful) is to take another load - a fan heater or single-bar electric fire for example - from the same electrical socket to which the lathe is attached. The normal spindle-speed range was approximately 290 to 1750 r.p.m. in direct belt drive and, with the very robust backgear engaged, 38 to 260 rpm. The standard motor was a single-speed 0.5 h.p. 1425 rpm unit but a few lathes were built with 2-speed motors and a higher top speed. A special "High-Speed Spindle" model was also offered, driven by a 1 or 1.5 h.p. motor, with a top speed of 2500 rpm; however, this lathe - and it is very rare - omitted the screwcutting facility and had its power feeds driven by 3-step Vee pulleys and "pick-off" gears rather than the screwcutting gear train and power-shaft combination of the standard lathe. Whilst the main variable-speed belts are still available the twin V-belts to drive the spindle are a problem. Because there is a very limited range of adjustment the belts were originally made to tight tolerances in a special mould; today a belt of nominally the correct size will often be too long or too short - the solution is to use a pair of T-link beltsthat can be adjusted by adding or removing links (all belts are available from lathes.co.uk).
The Mk. 1 Little John had a smooth, rounded cast-iron headstock cover that was used, unusually, to clamp the spindle roller bearings in place (on the Mk. 2 a significant increase in rigidity was achieved by moving to a conventional one-piece headstock casting). The gear-guard cover swung open on a rear-mounted hinge and the variable-speed control lever was carried on a cast-iron support post bolted to the headstock end of the bed. The next version, the Mk. 2 (by far the most common Raglan model found today) can be recognised by its flat-topped, one-piece headstock with bevelled sides and a simple gear-guard cover that lifts off its two locating pegs. All versions of the lathe had a 4-Morse taper headstock spindle (with a square-thread, 1.75" x 8 t.p.i. nose) that ran on taper-roller bearings and was capable of passing a 1" diameter bar. 
Screwcutting was by changewheels only on the Mk. 1, but by changewheels or the option of a screwcutting gearbox on the Mk. 2. With changewheels the threading range ran from 4 to 48 t.p.i or, with the metric conversion gears fitted (52t and 44t supplied with the lathe) 0.25 to 4 mm pitch; the standard changewheel set included the following gears: 2 x 30, 32, 36, 42, 44, 45, 48, 52 and 60t. Gearbox-equipped machines generated pitches from 4 to 30 t.p.i. with the standard gear train in place or, by swapping just one changewheel, up to 60 t.p.i. . Metric threads with the gearbox version spanned a (maximum) range of 0.5 to 5 mm pitch
Power feeds and screwcutting were separated, with the feed-shaft turning continuously and the 0.75-inch diameter, 8 t.p.i. leadscrew driven from it by a pair of gears at the headstock end. The gear on the leadscrew was arranged to slide in and out of mesh--and so allowed it to remain stationary except when required. Power feeds (along the bed, across and neutral) were selected by a knob that could be slid, horizontally, and then lifted into one of three positions on the apron. Rates of sliding feed varied from 0.003" to 0.50" per revolution of the spindle with surfacing at exactly half those figures. The leadscrew, used only for screwcutting, was engaged by sliding a gear, mounted at the headstock end, into mesh with a corresponding gear on the power-shaft below. A disadvantage of the apron fitted to both the Mk. 1 and Mk. 2 was the difficulty of getting the power feed out of mesh under the stress of a very heavy cut; there was no separate disengage lever fitted and the whole mechanism could "load up" very badly, especially on a machine that was well worn. The apron fitted to the later "Five-inch" model completely solved the problem and had one of the lightest yet most positive feed-release mechanisms ever encountered by the writer.
A suitable rugged compound slide was fitted with the top slide dropping over a stout post on the cross slide - the design being an exact copy of that used on the well-known American Atlas 10-F lathe. The top slide is retained by pusher screws bearing against bars with their ends machined to match the an inverted taper machined into the post; getting the slide off can require a good amount of jiggling and wresting. Unfortunately the T-slot in the top slide was machined rather close to its end face and weakened it to the extent that, under severe stress, it was not unknown for the end of the slide to snap off - though it must be said that the most severe provocation was needed and, on other lathes, such stresses would probably have mangled even more expensive components. The Raglan vertical milling slide (which fitted in place of the top slide) and the leadscrew clasp nuts were also either copies or bought-in Atlas components.
Normally found lightly stamped into the top of the cast bridge between the bed walls at the tailstock end of the lathe - where years of dirt and layers of paint often obscure it - the machine number is sometimes also found on the machined face against which the tailstock-end leadscrew bearing hanger bolts.
Without a stand both the Mk. 1 and Mk. 2 machines weighed approximately 3.5 cwt (392 lbs or 178 Kg)

RAGLAN "Five-Inch"
The final production Raglan lathe was called the "Five-inch" - a rather prosaic title for what was, undoubtedly, the Raglan company's finest-ever, and rather expensive product. In 1966 the basic lathe cost just under £300 but, mounted on the cabinet stand (£36 : 15s : 0d) and with a screwcutting gearbox (£37 : 16s : 0d) a 5-inch 3-jaw Burnerd chuck (£16 : 1s : 9d) and a faceplate (£4 : 11 : 6d) this rose to just short of £400. To put that figure in perspective a Myford Super 7, to the same specification, was a few pennies under £200 - and the take-home salary of a newly-qualified teacher that year just £55 a month.
Even though they looked rather different, the headstock  and bed of the 5-inch were dimensionally identical to the earlier models (as was the mechanical, variable-speed drive system) but major modifications, which significantly improved the lathe, had been made to the carriage - the saddle, apron, compound slide - and the screwcutting arrangements.  However, although the great majority of the 5-inch lathes were fitted with the new carriage, a number were fitted with the earlier type (with a slide-and-lift lever to engage power feeds) from the Little John. These lathes would almost certainly have been offered at a reduced price to training establishments and schools, for each so far discovered has also lacked a screwcutting gearbox.
An interesting point concerns the new cross slide which, whilst much wider than that on the Little John, was significantly shorter than the ways on which it ran. Over time this caused the slide to wear the ways more in the middle than the ends; however, if the optional T-slotted long slide was used, this difficulty vanished and wear was both slower and more evenly distributed (though using the T-slide precluded the fitting of a taper-turning attachment). Very early versions of the 5-inch had shorter cross slide ways, the subsequent 1-inch increase in length (as found on the vast majority of examples) being obtained by cantilevering the out the front of the saddle casting. A quadrant arm on the face of the apron, moving into indented positions, selected power sliding and surfacing whilst another lever was arranged to allow an instant release of the power feeds; a knock-off for the sliding feed was also provided by a button on the left-hand face of the apron combined with the use of the standard-fit carriage stop. The remarkable ease with which the feeds could now be flicked into and out of engagement was at complete variance with the earlier system. The headstock end of the lathe was rounded off to give it a more contemporary appearance, the screwcutting gearbox was enclosed and a proper hinged guard, with a catch to hold it closed, was provided to cover the stronger changewheels and their modified (and now easily-adjusted) mounting bracket.
With lots of filler was used on the castings the lathe was particularly well finished and much preparation and care went into the painting. As a result, many have survived in their maker's enamel finish with only minor cosmetic blemishes - Raglan 5-inch in fine condition is an impressive sight - and should perform as well as it looks.
All "5 inch" models appear to have been supplied on cabinet stands. Although strongly constructed on two girder-section steel beams (and rather handsome in outline) the early stands were strange affairs that lacked a chip tray and with the switchgear mounted inconveniently and dangerously on the panel below the tailstock - however, both these little design foibles are, of course, easily corrected. The stand used during the last years of production was based on a modified Myford Industrial Cabinet fitted with a larger chip tray and the lathe carried on steel-bar raiser blocks.
A few machines were constructed with an American long-nose taper L00 spindle fitting (as used on, for example, Harrison "Eleven Inch" and some "L5A" models) whilst similar numbers appear to have been fitted with a rev. counter built into the headstock casting.
Headstock bearings (Timken outer 16284B and Timken inner 16150) were identical left and right but the rear had a bronze sleeve to bring it down to the shaft diameter.

Final Models
Assembled under the ownership of Myford, the last of the Raglan lathes can be recognised by the use of that company's traditional "fully-machined" and chemically-blacked nuts and bolts - and the modified Industrial Stand mentioned previously. An interesting change was also made to the drive system on some machines; because the variable-speed drive pulley was mounted on the motor shaft, and needed to be an exact distance from its matching pulley under the headstock, it was necessary to use a particular make and model of electric motor. In Myford's modification a shaft, carried on a pair of simple plumber-block bearing assemblies and with the variable-speed pulley mounted on one end, replaced the motor. At the other end of the assembly was an ordinary V-pulley, driven by the motor positioned lower down on the back of the stand. This freed the makers (and subsequent owners) from the restrictions of a single-make motor, for it was now possible to use one of almost any shape or size - providing, of course, that it was of a suitable rating. This modification can be made, with great advantage, to earlier machines, especially when the original motor fails - or if a conversion is to be made from three to single-phase electrics. When considering the size of single-phase motor to use, do bear in mind the relatively high transmissions losses inherent in the variable-speed drive system; the lack of "capacitor start" on many modern motors means that a larger one might be necessary to start the lathe than to run it at top speed and, finally, the fact that a slightly over-size motor will have an easier and longer life than one that has to struggle for a living. Around one h.p. power should be correct but, for safety's sake, it would be unwise to go above 1.5 hp. Interestingly, Raglan themselves offered an accessory similar to the device just described; however, they rather mysteriously called it: "Single-pulley drive attachment" designed to: "fit in place of motor when electric power is not available". Perhaps they envisaged it being driven by a separate power source, a stationary engine, water wheel or windmill, perhaps?

Adaptations
An interesting conversion of the "Five-Inch" lathe was the Labomill "Combination" or "Universal" machine manufactured by Antony H. Croucher of Holybourne, in Hampshire. This could turn, line bore and horizontal mill and undertake both surface and cylindrical grinding

Installation:
All Raglan lathes were works-testedin a "free-standing" position and, when bolting them down to a bench, care has to be taken not to stress and twist the bed. To aid this, the tailstock end of the bed has only one holding-down bolt and the underside of the mounting foot is made slightly convex to allow it to find its own position. To mount the lathe, bolt the headstock end down firmly onto a flat surface but only tighten the tailstock end sufficiently to position it; the half compression of a spring washer under the bolt head is a good guide as to how tight it should be.

Stopping and Starting:
As far as possible, especially if you want to prolong the life of the electric motor, try to start the lathe in a low-speed position. Because it is impossible, once the lathe has stopped, to change the speed setting. As the pulleys cannot be moved relative to one another unless they are turning, try to get into the habit of reducing the speed before switching off.

Accessories:
A wide range of accessories was offered included a single pulley drive attachment to replace the normal drive system; T-slotted cross slide (at the rear only); fixed and travelling steadies; a taper-turning unit; collet sets (draw-in and spindle-nose mounted); production equipment including bed-mounted capstan and cut-off slides with either lever or screw-feed; a tailstock capstan attachment; toolpost grinder; large faceplate; American style and 4-way toolposts; micrometer carriage stop; T-hand rests for wood turning and metal spinning; T-slotted boring table to replace either the cross slide or the vice on the vertical-milling slide; angle plates and light units, etc.

Further Notes on the Raglan Lathe - by John Stevenson
I started work at the Raglan factory in early 1969, and left about the end of that year. I was employed to build the aprons and screw-cutting gearboxes. The company had recently been bought by Myford - and were to subsequently close it around 1971. The factory, an old three-story Victorian lace mill, was on Raleigh Street, in Nottingham. The machine shop was on the ground floor, the main fitting shop on the first floor (with the spray shop) whilst the second floor was used for stores and the assembly of millers, capstan lathes and the plain-turning "Loughborough" training lathe. The top floor was in the attic area and consisted of the fettling shop where all the casting came by way of an old lift. I don't know where the main castings were done, but they came in "aged" and part-finished in as much as the main bed ways had been rough machined. Finish-machining was carried out on a large horizontal miller with a ganged-cutter set-up. A lot of the other operations were performed on a couple of large lathes with box jigs bolted to faceplates. As I didn't work in the machine shop I cannot, unfortunately, remark on many of the operations or make of machine tool employed.
Most of the machines in the factory were very old and no investment had been made for many years. A particular machine I did study as being of interest was the one that made the leadscrews. I believe that this was made at Raglans, but I am not sure. It looked to be based on an old centre lathe but was equipped with two leadscrews, one right hand, one left hand. One was geared to give the correct pitch of 8 t.p.i the other geared up to give a course pitch of 1 or 2 t.p.i. The leadscrew was set up in a collet chuck and supported by the tailstock and two travelling steadies; the first cut was put on and the machine started. At end of its travel the tool was retracted and the leadscrew gearing changed over so that the carriage returned at high speed - whence a new cut was applied and the process repeated. All the operations were automatic and activated by cams and ratchets. When leadscrews came off the machine they were bent like a banana due to the stresses being relieved; they were straightened by being supported on V-blocks and pressed under an arbor press. This machine made also made the cross and top-slide screws. Dummy screws were made in threes and were tapered in stages, fluted, hardened and these were used as nut taps for the cross and top slide nuts.
Bed ways were made from hardened-and-ground steel strips, with blind tapped holes in their bases threaded to carry studs that held the rails to the bed. The bed castings were finished by carefully hand-scraping the way locations using a dummy bed as a surface plate. I cannot comment on the building of the headstocks, as I wasn't involved with them at all - but I can remember a jig being used for setting the thrust bearings on the variable-speed drive. The saddle and apron assembly was straightforward and all the bearing faces were scraped in as matching pairs. The swivel markings on the topslide and with the tailstock barrel graduations were both rolled in with hardened circular dies.
The screwcutting box was built along traditional Norton "quick-change" lines but employed unhardened, machine-cut gears. The boxes were '"run in" on a dummy machine and this process entailed holding the selector lever hard into mesh to bed-in any unevenness, followed by a thorough wash out and a re-oil. This dummy machine was interesting: it was a brand-new Raglan lathe that had been dropped whilst being loaded  and had snapped off just in front of the chuck. The decision was taken not to rebuild it, but to give it to the fitters as a machine for polishing shafts/bushes to obtain a precision fit. During the time I was with the Company the build list consisted of centre lathes, a couple of capstans, some training lathes - but no millers.
The spray shop was also on the first floor and run by two guys who were responsible for all the preparation and final paintwork, the machines being painted only when they were finished and signed off. The rough castings were prepared with a thick filler paint made by a company called Trimite (who are still in existence http://www.trimite.com/). The first coat was literally trowelled on, the second coat applied by paint brush on and then, as it became skin dry, repainted with cellulose thinners. This had the effect of 'melting' the topcoat and allowed it to flow to a smoother finish. The job was given overnight to dry and then rubbed down with wet-and-dry paper. Two more coats were then applied by spraying, with a light sanding between. The finish consisted of one base coat and two topcoats of a special cellulose-based paint, again by Trimite, a product also supplied to Myfords. The finish on Raglan lathes was first class and far better than that used on the machines of contemporary competitors. The works manager when I was there was a Mr. Gibbs, who had come from Myford Engineering, the new owners.