Tag Archives: Manning Wardle

Steam Locomotives of a More Leisurely Era 1897 2-6-2T & 2-4-2T Lynton & Barnstaple Railway

Steam Locomotives of a More Leisurely Era

1897 2-6-2T & 2-4-2T

Lynton & Barnstaple Railway 

762 Lyn – shortly before the closure of the line.

For the opening of this scenic 2’ 0” gauge railway in North Devon three 2-6-2Ts were built, named ‘Yeo’, ‘Exe’ and ‘Taw’.  A fourth engine ‘Lyn’ was a 2-4-2T built by Baldwins of the USA.  The line was absorbed into the Southern Region at the grouping and the engines became Nos.E759 to E762.  When a fifth engine was required in 1925 recourse was had to the original design, and an identical locomotive obtained from Manning Wardle & Co., who had supplied the originals.  This was given the lowest vacant number in the list at the time, E188, and named ‘Lew’.

The railway was unfortunately closed completely in 1935, and all the engines broken up except ‘Lew’, which was sold and sent to Brazil.

188 Lew – shortly before the closure of the line.

2-6-2T – Driving wheels – 2’ 9¾”,  Leading and trailing wheels – 2’ 0”,  Cylinders – 10½”x 16”,  Pressure – 160 lbs.,  Weight – 27¼ tons.

2-4-2T – Driving wheels – 2’ 9”,  Leading and trailing wheels – 1’ 10”,  Cylinders – 10”x 16”,  Pressure – 180 lbs.,  Weight – 20¼ tons.


Some Early Lines The History of the Wotton Tramway – From The ‘Mercian’ March 1970

Some Early Lines

The History of the Wotton Tramway


From The ‘Mercian’ March 1970 

This file is licensed under the Creative Commons Attribution-Share Alike 3.0 Unported license.

The line was opened by the Duke of Buckingham as a private venture in 1871 to convey workers on his estate to Wotton.  Construction started at Quainton Road being opened as far as Church Siding, in 1871 and one year later further extensions took the line to Brill after the townsfolk had petitioned for a passenger service.  This was duly inaugurated and two Aveling Porter geared locomotives were purchased from the makers for motive power over the line.  These curious machines were more like traction engines with flanged wheels, each had a single overslung cylinder 7¾” X 10” connected through the countershaft and pinion to further pinions on the axles.

Nos. 807 and 846 Aveling & Porters

The first to arrive was No.807 in 1872, and No.846 followed later the same year, the cost being £400 each.  Their maximum speed was about 8 miles per hour.  The early timetables show a time of 95 – 105 minutes for the 6½ mile journey, this being an average of no more than 4 miles per hour.  The trains were mixed and ran daily and there were additional freight trips if required.  Watering facilities were in the Church Sidings and turntables were situated in Quainton and Brill, and on the Kingswood Branch.  The engines seemed to have worked more satisfactorily chimney first.  Horses were still used for shunting and light duties, they also worked the three short branch lines.

Aveling Porter No.807 – IRS

In the month of December 1876 a new engine arrived, this was an 0-4-0ST named ‘Buckingham’ built by Bagnall’s Ltd. of Stafford, it was followed a year later by another 0-4-0 ‘Wotton’. Buckingham was that first loco on Bagnall’s lists.  It was very unlikely that either were ever built at Stafford because facilities for standard construction were not available at the factory at that time.  Little is known about these locomotives and their purchase at a total cost of £1,240, as for the Aveling & Porter locos, these remained in traffic until 1894, as traffic on the line never justified four locos, and with such a tiny wooden engine shed at Brill.

When it was proposed to extend the line from Brill to Oxford it was announced that the name would be ‘Oxford, Aylesbury and Metropolitan Junction Railway’.  It was then altered to ‘Oxford & Aylesbury Tramroad Company’.  At one stage of the proceedings electric traction was thought of, but this fell through. The Company then bought two new steam locos, these being supplied by Manning Wardle Ltd.

Manning Wardle locomotive Huddersfield at Quainton Road railway station: the photograph was published in The Locomotive Magazine Vol III, No. 35, November 1898, and on p. 168 of the compilation

 The first, ‘Wotton No.1’ was originally named ‘Huddersfield’ and was built in 1876, the second ‘Brill No.2’ was bought new from the makers and had a covered cab, in place of the weatherboard on the sister loco.  In 1899 the loco was replaced by a new Manning Wardle named ‘Wotton No.2’.  The inside cylinders were 12” x 17” and with 3’ driving wheels, the weight of the locos in working order was about 18 tons.

The two newest locos remained in service on the line when the Metropolitan Railway took over in 1899, these two together with two coaches and one wagon cost the Company £2,375.  The two Manning Wardles were sold, one of them surviving for many years in the stock of a Civil Engineering Contractor, and replaced by Sharp Stewart Tank locos.  The Aveling Porter locos were withdrawn in 1894 and were sold to a brickworks at Nether Heyford, Northamptonshire.  No.846 failed its boiler test soon afterwards and was dismantled for spare parts for the other loco which survived until 1940 on the closure of the brickworks.

It was then rescued by a band of enthusiasts in 1951 and went to Neasden Works where it was restored to its original condition by London Transport.  No.807 now rests at Clapham Museum as a reminder of the early days of the line, once part of the ‘Underground’ system.

 Photograph taken at Quainton Road station in 2006 of original locomotive used by Brill Tramway.

Steam Locos of a Leisurely Era 1861 – Manning Wardle Saddle Tank – Selsey Railway

Steam Locos of a Leisurely Era

1861 – Manning Wardle Saddle Tank – Selsey Railway

The engine as running in 1927

This engine is shown as an example of the well-known Manning Wardle light saddle tank, many hundreds of which were built for contractors’ lines, industrial firms and light railways during the latter part of the nineteenth century.  This particular engine was built in 1861, Manning Wardle works No.21, and had a varied history.  At one time it worked on the East and West Yorkshire Union Railway, and in the early part of the twentieth century it was at a waterworks near Bristol.  It was overhauled in 1907 by Hawthorn Leslie and sold to the Chichester and Selsey line, on which it became No.2 Sidlesham, and in whose possession it remained until 1932, when it was cut up.  The railway was closed entirely in 1935.  Its small miscellaneous collection of engines included two other Manning Wardles, one of them from the Shropshire and Montgomery Railway.

Many of these engines could still be found around the end of the twentieth century in various parts of the country, all either privately owned or the property of the National Coal Board and kindred organisations, none having gone into the ownership of British Railways.

Dimensions vary somewhat in individual cases, but those of Sidlesham may be taken as typical of the design, which remained basically unchanged for many years.

Driving wheels – 3’ 2”,  Cylinders – 12”x 17”,  Wheelbase – 10’ 3”,  Weight – 17 tons

A later model, No.1913 of 1917, at Cannock & Rugeley Colliery, their No.6 Adjutant.

Some Early Lines – Cleobury Mortimer and Ditton Priors Light Railway

Some Early Lines

Cleobury Mortimer and Ditton Priors Light Railway

The Cleobury Mortimer and Ditton Priors Light Railway was a pre-grouping railway company that served part of south Shropshire

Everard Calthrop was appointed Consulting Engineer in 1900, responsible for surveying the route and preparing the construction plans, and the line opened in 1908. The line had a junction with the Wyre Forest line of the Great Western Railway (GWR) at Cleobury Mortimer and was absorbed into the GWR in 1922.

After 30 years of passenger services, the line closed just before the start of World War ll.  The line was then used by the Royal Navy which had a Royal Navy Armaments Depot (RNAD) at the end of line outside Ditton Priors. The railway finally closed in 1960.


Cleobury Mortimer – Cleobury Town – Stottesdon – Burwarton – Ditton Priors. An extension was proposed, running east from Stottesdon to Billingsley. Three possible extensions were proposed from Ditton Priors: east to Bridgnorth; north east to Coalport; north to Presthope (near Much Wenlock). None of the extensions was actually built.

The railway’s course runs parallel with the Severn Valley Railway, which lies to the east of it. The junction was Cleobury Mortimer which lay on the GWR’s Tenbury Wells-Bewdley line. Ditton Priors, appeared on the railway map at a rather late stage, the line was not opened until 1908. Originally the line was worked by two Manning, Wardle 0-6-0STs. The line was absorbed into the GWR at the Grouping in 1922. The main freight traffic was stone from the quarries in this part of the Clee Hills. Passenger traffic ceased in 1938, and goods in 1939. However, the railway was not yet set to disappear into oblivion. At the outbreak of World War II a Royal Naval Armament Depot was opened at Ditton Priors, ensuring the line’s survival into the 1960s. At this stage the pannier tank steam locomotives were fitted with their distinctive ‘balloon stack’ spark arresters. The RNAD also had diesel locomotives of its own.An MOD Ruston & Hornsby diesel shunter passes through Cleobury Town Station on 26 March, 1965, less than two months before the old CM & DPLR closed completely.  Andrew Muckley.


The line had two locomotives, both 0-6-0 saddle-tanks built by Manning Wardle and these became GWR numbers 28 and 29. They were rebuilt by the GWR with new boilers and pannier tanks, after which they bore a strong resemblance to the GWR 1366 Class. Other locomotives used on the line included GWR 2021 Class nos. 2101 and 2144 and GWR 1600 Class no.1661.The CM & DPLR’s two locos were identical Manning Wardle 0-6-0STs, Cleobury and Burwarton.  They were absorbed by the GWR at the Grouping, renumbered 28/29 and fitted with pannier tanks.  Bucknall Collection/Ian Allan Library

After its ‘Swindonisation’, ex CM & DPLR loco Cleobury was hardly recognisable.  As GWR No.28 it hauls a typical mixed train on the Ditton Priors branch.  Lens of Sutton.

Former GWR 0-6-0PT No.2144 at the head of an ammunition train fro Ditton Priors, attacks the 1 in 66 gradient through Burwarton Station on 23 February, 1954.  The spark arrester was an essential safeguard for such workings.  Geoffrey F. Bannister.

Following the opening of the RNAD at Ditton Priors, the steam locomotives were fitted with spark arrestors but, after the arrival of RNAD diesel locomotives, they did not enter the armaments depot. The steam locomotive was taken off the goods train at Cleobury North (just south of Ditton Priors) and the wagons were drawn into the depot by an RNAD diesel locomotive.

Three “flameproof” diesel locomotives of 165 bhp were supplied to RNAD Ditton Priors by Ruston and Hornsby between 1952 and 1955. A similar machine Francis Baily of Thatcham (ex-RAF Welford ) is preserved at Southall Railway Centre. Before the Rustons, a Planet diesel locomotive is believed to have been used but its dates of arrival and departure are not known.

Manning Wardle & Co. Ltd., Leeds

Manning Wardle

E.B.Wilson & Co. foundered in 1858. The company’s designs were purchased by Manning Wardle & Company, who located their Boyne Engine Works (established in 1840) in Jack Lane in the Hunslet district of the city. Within the next few years, two other companies, the Hunslet Engine Co. and Hudswell, Clarke & Co. also opened premises in Jack Lane. There was a good deal of staff movement between the three firms, leading to similar designs leaving all three works. Whilst Hudswell Clarke and Hunslet Engine Company built a wide variety of locomotive types, Manning, Wardle concentrated on specialised locomotives for contractor’s use, building up a range of locomotives suitable for all types of contracting work.05035 No.6 Adjutant 0-6-0ST Manning Wardle 1913-1917 C & R

Cannock & Rugeley Colliery  No.6  Adjutant 0-6-0ST Manning Wardle 1913/1917.  Bought from the Admiralty, Beachley Dock, Gloucesrershire, 1924.

Many Manning Wardle locomotives – of standard gauge and various narrow gauges – were exported to Europe, Africa, the Indian sub-continent, Australasia and South America.

Decline and closure

The company employed traditional construction throughout its existence, and failed to take advantage of the more efficient mass production techniques becoming available. As a result, Manning Wardle became more uncompetitive. The company ceased trading in 1927, after producing more than 2,000 steam locomotives.

The last complete locomotive was No. 2047 (standard gauge 0-6-0ST) delivered to Rugby Cement Works in August 1926. This locomotive still survives at Kidderminster Railway Museum on static display.