LNWR-steam-railmotor

Oerlikon EMU
  3 coach Oerlikon EMU originally built by the LNWR for the North London line and the Watford to London suburban services.
This is the motor driving coach. Just the body and roof. A chassis, and bogies are required to complete
The motor end was partly paneled, from front to end of motor compartment, then was flush sided. The other two coaches were flush sided.

GEC EMU

3 coach  GEC EMU originally built by the LMS for the North London line and the Watford to London suburban services, as well as the Liverpool to Stockport service

L&Y Railway 3rd rail EMU Manchester-Bury line

The Manchester to Bury line was electrified in 1916. The trains were state of the art, in fact ahead of their time, using aluminum on steel frames.
Each train consisted of 5 coaches, 2 motor coaches, one at each end, a slightly different motor coach in the middle, and one third and one first class trailer coach. All coaches had driving positions at each end, so different formations could be put together. Extensions to the electrification were never put in place.
They lasted through to about 1961, when new BR built cl504 units replaced them.

Details of models available

L&Y steam railmotor

One of the more successful British steam railmotors introduced by the Lancashire and Yorkshire Railway from 1906. Later modified so a corridor connnection could be made to a matching trailer coach. The loco and coach were articulated.
The last example just survived into British Railways, but was never renumbered.
Model requires chassis. Loco body should be separated from coach body, and articulated to it. 

Altrincham EMU class 505

British Railways Class 505 were 1,500 V DC electric multiple units (EMUs) introduced in 1931 by the Manchester, South Junction and Altrincham Railway (MSJAR). They were withdrwan in 1971, so survived into the blue era, just.

Details of models available

Furness Railway steam railmotor and trailer

The Furness Railway built two steam railmotors. No1 and 2. Photos are rare, and mostly show no 1. Design based on published drawings and photos.

Class 502

Class 502 was a type of electric multiple unit originally built by the London Midland and Scottish Railway at its Derby Works. Introduced in 1940 and withdrawn by 1980, they spent the whole of their working lives on the electrified railway lines of north Liverpool

Class 503

Introduced by the LMS, as Class AM3 and then designated class 503 by British Railways.. They were designed for, and operated on, the Wirral & Mersey lines from Liverpool to West Kirby, New Brighton, and Rock Ferry.

LMS Sentinel Steam Railmotor 

Sentinel built steam railcars for both the LMS an LNER. The LMS tested a prototype lightweight version(simlar to the LNER lightweigh ones), and subsequently ordered some slightly altered versions themselves. 

One rigid chassis version was produced for the LMS. It outlasted the articulated versions but was scrapped in 1939.

Details of models available

LMS Karrier Ro-Railer bus

Karrier's Ro-Railer was a hybrid single decker bus, capable of running on both road and rail, intended for towns and villages distant from a railway.

LNWR Siemens EMU , original, and AC conversion

The first four LNWR electric multiple units used Siemens electrical equipment and were composed of a driving trailer third, composite trailer and driving motor third with four 250 horsepower (190 kW) traction motors. The trains seated 38 first and 138 third class passengers in open saloons.

The Siemens stock trains were stored after the withdrawal of passenger services over the West London Railway following bomb damage in 1940. In 1952, they were converted to prototype 25 kV AC overhead EMUs (Class AM1) and ran on the Lancaster-Morecambe-Heysham line until 1966.

Midland Railway  EMU 

The Midland Railway was the first British railway to use AC instead od DC to power its new electrified line connecting Morecambe,Heysham and Lancaster. The line was electrified in 1908-9, and Derby built single electric motor coaches, as well as some shorter driving trailer coaches. 
These proved successful, but were life expired by 1951, so ex LNWR Siemens EMUs were converted from DC to AC and ran the service up till 1966. 
The Midland and LMS also ran conventional coaches in their services.

Midland Railway Steam Railmotor



Like other railways the Midland Railway tried out steam railmotors, introducing 2 in 1904. Numbered 2233 and2234. Both originally had vertical boilers. In 1907, both were rebuilt with more conventional boilers. No 2233 continued as a passenger train and was finally withdrawn in 1926 and eventually scrapped. , but 2234 was rebuilt as a self powered living accommodation for Mr Paget. By 1917 the power unit had been removed and the space converted into a saloon compartment. In this condition it survived up till 1970s when George Dow bought it and used it as a holiday home. It was then offered to NRM and is currently awaiting restoration, probably as a coach rather than a steam railmotor. 
A trailer coach 2235 was also introduced, but after the railmotors were rebuilt, this was also rebuilt and was finally withdrawn in 1931.

LYR electric baggage cars

Baggage car 3028

Baggage car 3029


Two electric baggage cars were built for the Southport to Liverpool line when it was electrified. Each could also accomodate workmen in a separate compartment. 
Although built to the same specification D59, they were differnt in several obvious ways. The first(3028) had a low rounded roof and standard hinged doors, the second(3029) had a clerestory roof and sliding doors. Layout was slight different in each. A third one was supplied just after amalgamation of LYR and LNWR, to diagram D177, very similar to the others, but being steel sided and having an eliptical roof.

Requires chassis, bogies, wheels and finishing

Lancashire and Yorkshire Railway Southport EMUs

Motor 3rd

Trailer 3rd

Trailer 1st

Electrification of the Southport route was agreed in 1902. Preston-based Dick, Kerr & Co. was responsible for the traction systems and the L&YR built the rolling stock.
The first batch of trains were open saloons initially in four-car sets. The two driving motor cars were third class. The two trailers were first class or third class .
Electrification meant the journey time of stopping trains to Southport was reduced from 54 to 37 minutes.
The LY&R stock was replaced from 1940 by new trains that became British Rail Class 502 and all had been withdrawn by 1942

Requires finishing off, wheels etc

LMS Three Car Articulated Railcar

Built in 1938, after experience with the michelin and Coventry railcars. Tested extensively, and entered revenue service on 5thSeptember 1938. Put into store at start of WW2, it never ran again, and in 1949 the 2 driver coaches were converted into an overhead electrification works train and was derelict in sidings at Longsight up till late 1967.


Requires finishing off, wheels etc

LMS Michelin Coventry Railcar

 Built as project between LMS, Michelin and Armstrong Siddeley , based on testing of Michelin railcars in Britain. Two supplied in 1935, and run for 2 years. Scrapped by end of WW2. One pneumatic tyre still exists in NRM.

Based on Type 22 Michelin railcar, one of which had been tested in Britain. The new railcars were in effect shortened versions with new engines. Driver position was also moved from central to side position to improve driver visibility when driving in reverse, something that was also changed on subsequent purely Michelin railcars.

Micheline railcars trialed on LMS

Requires finishing off, wheels etc

LMS Post Office Sorting and storage vans

The LMS built a number of different post office sorting and storage  vans

Details of models available

LNWR Observation Coach

Three Observation Coaches were built by the LNWR to diagram M50 for scenic routes such as that between Llandudno and Blaenau Ffestiniog, they ran until displaced by diesel multiple units in 1958. 
One has been preserved on the Bluebell Railway. 

Requires finishing, bogies and wheels. 

Highland Railway Duke of Sutherland 4 wheel saloon coach


This was built for the 4th Duke of Sutherland by the Highland Railway in 1909 and has used with loco Dunrobin based at Golspie. They were sold together in 1949 and moved to Kent together in 1950, then Canada in 1965. The coach returned to UKin 2010, and has been fully restore, along with the loco. 

Requires wheels, chassis and finishing

LMS six wheel passenger brake van

diagram 1796

diagram 2000

Better known as Stove Rs, after they had been installed with a stove for the guard.

Some differences between the two diagrams. The double doors on d2000 are bigger, and the guards door is subsequently moved slightly. D1798 were fitted with torpedo roof vents where as d2000 were mostly fitted with shell roof vents. 

requires wheels and finishing

LMS 50ft full brake coach

D1778, d1715, d1854, d2007,d2171

The LMS standardized on a 50ft length for full brake coaches.
IBuilt from 1020s up to 1950s

Requires finishing off, wheels etc

LMS builtNon Corridor coaches

LMS 42ft Utility Vans

LMS Horsebox

LTSR/District Ealing coaches

LYR 6 Wheel coaches

LNWR Push Pull Coaches

Ex Garstang and Knott End Railway coaches

For the opening of the Knott End line extension, eight bogie coaches were supplied by Birmingham Carriage and Wagon Co. There were two versions, both identical externally, one a composite and one an all third. They lasted till end of passenger services in 1930, and one composite then worked on the ex Caledonian line to Wanlockhead until that line closed in 1939.

Caledonian Railway Pullman Observation Car "MAID OF MORVEN" .

Type of Car: Kitchen/Observation.
Introduced into Service:July1914.
Builder: Cravens Limited,Sheffield.