Mechanical History of 1795
The locomotive is stated in F.W.Mabbott’s works list as ‘P’ class but was actually a ‘special’ build according to factory sales record. It differs from a standard 'P' class in several key areas as commented on below.
The locomotive was built with 3’ 1-1/2” wheels. They are stated as 3’6” in F.W.Mabbott’s excellent factory list and their seems to be some general confusion over this. The handwriting in the original order book is a little hard to decipher and has also been altered, which may have lead to this confusion. The loco is stated in the original builders list as identical in spec to 1773, which is in turn the same in spec as 1774. Latter in 1915 two other locomotives 1842 and 1843 were also manufactured to the same spec. 1773 and 1774 were similar to standard ‘P’ class locos but with larger wheels and cylinders. The cylinders are 14”x 20” as noted in the original builders list. Total wieght was 23.5 tons.
The wheels were not a typical Manning pattern, perhaps they were purchased
from a neighbouring works. They have the look of Hudswell Clark about them,
perhaps they supplied by a foundry common to both companies?
The original boiler was made of best mild steel with a copper inner firebox and
brass tubes. The latter boiler was the same spec with steel tubes.
The locomotive was originally only fitted with one injector when new, unusually
it had an axle driven boiler feed pump mounted on a stretcher between the
frames as a secondry method of filling the boiler. It is intended to re-fit this at
some point if I can obtain a suitable replacement or drawings..... I have drawn
a blank on the pump at the moment so will fit a pair of brand new Manning
injectors that have come into my possession.
Both a steam and screw brake fitted from new which was unusual as many
Manning Wardle engines were screw brake only. Again this points to a
locomotive destined for heavy work.
New class K tyres supplied from stock Sept 1914. Which leads me to think it had a hard life at Scunthorpe. The wheels on a ‘K’ class manning were 3’1” which again leads me to believe the wheel size stated in F.W.Mabbott’s book was incorrect.
One of the key questions here is why a ‘special’ build loco was sold to T.W.Wards who were amongst other things a dealer in locomotives. Surely Wards did not order it originally? Perhaps it was a frustrated order, if James Lysaghts wanted a ‘Steelworks’ engine they could have ordered one direct.
A replacement steam brake valve was fitted, and a steam brake lubricator to Kitson’s design number 9h was also supplied and fitted to the boss on top of the brake valve on 15/11/1923.
A new Type 6 Gresham and Cravens injector was supplied 10/1/1924 by Manning Wardle to order number No 227384. Only one injector was supplied at this point. The loco was originally fitted with one injector only but latter converted to two injectors in preservation.
14 new steel tubes were supplied by Manning Wardle on 14/7/1924.
Ridley Shaw [Ridley T.D.] Rebuilt the locomotive in 1936. This is not surprising as they were a Middlesboro company and by this time Wensley Lime Co were owned by Cargo Fleet Iron Company Ltd of Middlesboro.
The cab was enclosed and increased in size from the originally fitted weather sheet at some point. A lack of photographic records while at Wensley Lime Co makes it difficult to determine when, but I suspect this was done to cope with inclement Dales weather and could have been part of the 1936 Ridley Shaw rebuild.
In 1948 it was noted on the factory record that the working pressure was set at 160PSI with a new ‘blow off cock’ [safety valve?] to drawing number 41136 ordered on 14/10/1948 and supplied by Robert Stevenson and Hawthorne. This was the same time that the new boiler was built to drawing number MW 5739/2 of which a copy has been located from Armley Mills Industrial Museum in Leeds. A new smokebox and door were made to order from drawing number MW/5155. The door was stamped with the order number 5738 which I redescovered during the overhall proving the door to be original. All this was produced at roughly the same time by Robert Stevenson and Hawthorne who were by then agents for Manning Wardle spares. The result was a total re-boilering from front to back which stood the loco in good stead for the future.
The engine was modified with deep buffer beams at Irchester and three position buckeye couplings were fitted to cope with their skip wagons. Standard depth buffer beams and couplings are to be re-fitted.
The 'P' Class
The ‘P’ class locomotives were the largest and heaviest 0-4-0ST Manning Wardle built. This found them favour with iron works and collieries where a heavier locomotive was needed. With a wheelbase of 5’6” and a weight of 23.5 tons [standard loco] they were a little large for the more traditional contracting duties. A total of 34 were built and production spanned from No 529 on 11.3.75 to No 1911 ‘Carmel’ on 25.1.17.