was initially carried out at Nottingham. But, before the engines could become established, the money ran out and the company had to call in the receivers. A purchaser was found in Belliss and Morcom Ltd. but the name Crossley-Premier was kept. The market for engines was continuing to shrink, and in 1968 the new company joined the Amalgamated Power Engineering (APE) group and the name became APE-Crossley Ltd. For the first time the new company used the Coptic Cross logo on the engines. Previously, this had only appeared on Crossley Motors products — the rights to use it had to be bought from British Leyland. APE, in its turn, became part of Northern Engineering Industries (NEI) in 1981, and the company name became NEI-Allen Limited – Crossley Engines. Rolls-Royce Power Engineering NEI themselves, in 1988, were taken over by Rolls-Royce plc, and the company became part of the Allen Power Engineering – Crossley Engines division of the Rolls-Royce Industrial Power Group. This, in turn, became Crossley Engines division of Rolls-Royce Power Engineering, continuing to produce the Crossley-Pielstick range until 1995. The Crossley Works on Pottery Lane was closed on 27 February 2009, with what remains of the business being relocated to a Rolls-Royce factory in Dunfermline. Demolition of the works began in December 2009. Diesel engines Crossley Brothers built diesel engines for stationary, marine and locomotive use. There was a wide range of engines from six to 3200 horsepower (Crossley) and up to 9000 horsepower (Crossley-Pielstick). Their marine engines had a reputation for durability and reliability. However, their rush to be a part of the emerging railway traction market was an unmitigated disaster. Crossley apparently took one of its successful World War II Patrol Boat motors and re-engineered it for railway service. This resulted in the construction of; the HSTVee-8, used in the British Rail Class 28, the CIE 001 Class and the WAGR X class the KLCKee-25 used in the KLC 123 Class the ESTVee-8 used in the CIE 201 Class the ESNT6 used in British Rail Class D3/3 shunting locomotives All were two stroke engines equipped with Crossley's system of exhaust pulse pressure charging whereby surplus air in the exhaust manifold was forced back into the cylinder by the exhaust pulse from a neighbouring cylinder. Crossley's foray into rail motive power construction was disastrous, with all but those installed in the WAGR X class having a very short