Lady M
A Sage by Ted Wade
This article is, in fact, the fourth in a series on vertical boilered locomotives or coffeepots. As I promised in the last issue, I am writing this time about the products of Atkinson-Walker Waggons Ltd and, in particular, about one of their locomotives which worked in Devon. This was 'Lady Mallaby Deeley' of the 3ft gauge Redlake Tramway on which I am currently writing a little book. A full works list (as far as is presently possible) is appended to the end of the article along with illustrations of various examples. The squeamish should note at the outset that this article contains information relating to 3ft gauge, metre gauge and even standard gauge locomotives and Atkinson-Walkers never built anything for 2ft gauge. You have been
warned; now read on......
‘Lady Mallaby Deeley' was the last locomotive to work on the Redlake Tramway. She was built by Atkinson-Walker Waggons Ltd of the. Frenchwood Works, Preston and was one of their Class A.3 steam tractors. This company, which was an amalgamation of Atkinson Waggons Ltd (who had absorbed the Leyland Steam Wagon Company of Chorley) and Walker Bros (Wigan) Ltd, produced no more than twenty-five locomotives between 1927 and 1931; the majority of which worked on industrial lines, in Britain and overseas. Walker Bros (Wigan) Ltd was founded in the 1870s as Walker, J Scarisbrick and Bros, the name being changed about 1880, and produced some twenty steam engines until about 1888; diesel passenger railcars being manufactured at a later date. However, the design of the Atkinson-Walker engines is attributed solely to Atkinsons, who were much better known for their steam road vehicles. All of these locomotives had vertical boilers within all enveloping bodywork, giving them the appearance of boxes on wheels. They were built in four classes with 0-4-0 or 0-6-0 wheel arrangements and either vertical or horizontal cylinders. The works numbers began at 101 and all were to standard gauge except numbers 111 (the Redlake engine) and 114, both of which were of 3ft gauge, and 105 - 108, which were all exported to Singapore and were probably of metre gauge.
Number 111 was built early in 1928 and was delivered to the lvybridge China Clay Co Ltd in the same year, where she was named LADY MALLABY DEELEY after the proprietor's wife. She, that is to say the locomotive, was of class A.3 (the 3 possibly indicating the gauge) and was of 0-4-0 wheel arrangement with a vertical water tube boiler, with a squared firebox, very like those fitted to the road vehicles. The boiler was made virtually in two pieces, which could be taken apart for internal cleaning, and was fired through a chute which had its opening in the footplate.
warned; now read on......
‘Lady Mallaby Deeley' was the last locomotive to work on the Redlake Tramway. She was built by Atkinson-Walker Waggons Ltd of the. Frenchwood Works, Preston and was one of their Class A.3 steam tractors. This company, which was an amalgamation of Atkinson Waggons Ltd (who had absorbed the Leyland Steam Wagon Company of Chorley) and Walker Bros (Wigan) Ltd, produced no more than twenty-five locomotives between 1927 and 1931; the majority of which worked on industrial lines, in Britain and overseas. Walker Bros (Wigan) Ltd was founded in the 1870s as Walker, J Scarisbrick and Bros, the name being changed about 1880, and produced some twenty steam engines until about 1888; diesel passenger railcars being manufactured at a later date. However, the design of the Atkinson-Walker engines is attributed solely to Atkinsons, who were much better known for their steam road vehicles. All of these locomotives had vertical boilers within all enveloping bodywork, giving them the appearance of boxes on wheels. They were built in four classes with 0-4-0 or 0-6-0 wheel arrangements and either vertical or horizontal cylinders. The works numbers began at 101 and all were to standard gauge except numbers 111 (the Redlake engine) and 114, both of which were of 3ft gauge, and 105 - 108, which were all exported to Singapore and were probably of metre gauge.
Number 111 was built early in 1928 and was delivered to the lvybridge China Clay Co Ltd in the same year, where she was named LADY MALLABY DEELEY after the proprietor's wife. She, that is to say the locomotive, was of class A.3 (the 3 possibly indicating the gauge) and was of 0-4-0 wheel arrangement with a vertical water tube boiler, with a squared firebox, very like those fitted to the road vehicles. The boiler was made virtually in two pieces, which could be taken apart for internal cleaning, and was fired through a chute which had its opening in the footplate.
'Lady M' deep in the snow with which she so often had to contend. She must have been quite new when this picture was taken as the lining is still visible, as are the words ATKINSON-WALKER RAIL TRACTOR painted over the front window. Note the large cast brass nameplate and the canvas screen over the door. (R J Bray)
The boiler fittings included a pressure gauge, water gauge, injector, feed check valve, two safety valves, one blow-off valve filling plug and three washout plugs. A superheater, which was capable of raising the steam temperature to 150 degrees Fahrenheit, consisted of a solid drawn steel coil placed in the smokebox. A two cylindered (7" x 10") vertical 'Uniflow' steam engine, fitted centrally, transmitted its power to the 2'4" diameter driving wheels, in outside bearings, via a cross shaft driven through bevel gearing. At each end of this cross shaft a Hans Renolds roller chain of 2k" pitch, connected with the wheels. The engine was totally enclosed and self-oiling. The usual locomotive valve gear of eccentrics and link motion was dispensed with and the steam valves were simply hard steel balls operated through push rods by cams running in oil. The brakes could be operated by hand or mechanically and the tyres were integral with the wheels. Gravity fed sanding gear was provided, a boiler feed pump was driven from one end of the crankshaft and the makers claimed a maximum speed of 18mph on the level. This was, no doubt, without a train behind her. The design was remarkably similar to the Clayton Wagons Ltd, types A and B and, moreso, to the Sentinel type C.E. locomotive. Both of these makers' products were on the market before Atkinson-Walker's and proved vastly more successful. Unfortunately, all the company's records and drawings were destroyed long ago by their successors, Atkinson Lorries (1933) Ltd. However, an original general specification of the Class A.3 rail tractors (which accompanied 111 when she was sold after the closure of Redlake) is still extant and, from this and the few photographs that exist of 111 and the other engines, it has been possible to reconstruct an outline drawing.
'Lady Mallaby Deeley's' dimensions were as follows:
A one-time employee at Redlake considered the engine to have been the most efficient form of motive power on the line. This is possible but doubtful as the other 3ft gauge example, work number 114 which became No8 on the Clogher Valley Railway in Ireland, was claimed to be a total failure and, after lying out of use until 1932, was fitted with a diesel engine by the County Donegal Railways. Named PHOENIX, it exists to this day in Northern Ireland. 114 was said by the makers to consume 10Ibs of coal per mile (although it is unlikely that such a low figure was obtained in practice) and to have cost £950 when new in 1928. The price for the Redlake engine was no doubt similar.
After the failure of the lvybridge China Clay Company, she was sold, in 1933, to Marple and Gillott of Sheffield, who appear to have been machinery merchants and scrap metal dealers. A figure of "£250/-/- Nett Loaded F.O.R. Sheffield" is added by hand to the foot of her above mentioned specification. As she was but five years old, she may have escaped the torch but, as nothing is known of her later history, it is to be assumed that she did not.
So much for 'Lady Mallaby Deeley', now I will give you a quick rundown on the others. As has been stated, they are divided into four basic classes; A, B, C and D. Simple enough except that classes C and D only contain one locomotive each and classes A and B are barely distinguishable from the outside. Basically, they all had vertical boilers, class A had a 2 cylinder vertical engine and outside wheel bearings, class B had a 3 cylinder vertical engine and outside bearings, class C had a 2 cylinder horizontal engine and inside bearings and class D had a 4 cylinder vertical engine with outside bearings and six wheels. Still with me?
For those courageous souls who have laboured with me to the fifth page, here are some photos
After the failure of the lvybridge China Clay Company, she was sold, in 1933, to Marple and Gillott of Sheffield, who appear to have been machinery merchants and scrap metal dealers. A figure of "£250/-/- Nett Loaded F.O.R. Sheffield" is added by hand to the foot of her above mentioned specification. As she was but five years old, she may have escaped the torch but, as nothing is known of her later history, it is to be assumed that she did not.
So much for 'Lady Mallaby Deeley', now I will give you a quick rundown on the others. As has been stated, they are divided into four basic classes; A, B, C and D. Simple enough except that classes C and D only contain one locomotive each and classes A and B are barely distinguishable from the outside. Basically, they all had vertical boilers, class A had a 2 cylinder vertical engine and outside wheel bearings, class B had a 3 cylinder vertical engine and outside bearings, class C had a 2 cylinder horizontal engine and inside bearings and class D had a 4 cylinder vertical engine with outside bearings and six wheels. Still with me?
For those courageous souls who have laboured with me to the fifth page, here are some photos
