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Hosted by the Scalefour Society |  |
| PRICE LIST - LOCOMOTIVES |
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Hosted by the Scalefour Society | |
| PRICE LIST - LOCOMOTIVES |
| Please note.
Every effort
is made to keep our price list up to date. However, changes to product
specification and prices may occur from time to time. Last update - 4 November 2008 |
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| LNWR LOCOS | LNWR TENDERS | LNWR CHASSIS | MIDLAND LOCOS | MIDLAND TENDERS |
| L & Y LOCOS & TENDERS | NORTH EASTERN LOCOS | GREAT NORTHERN LOCOS & TENDERS | LTSR LOCOS | CALEDONIAN LOCOS & TENDERS |
| LMS LOCOS & CHASSIS | GREAT EASTERN LOCOS | NORTH STAFFS LOCOS | NORTH BRITISH LOCOS | LB&SCR LOCOS |
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| Ref. | Model | Price | |
| LOCO41 | L. & Y./B.R. 0-8-0 Class 30, L.M.S. 6F John Aspinall’s last locomotive design, a powerful 0-8-0 began to appear in April 1900. The first forty were built with six wheeled tenders of the same size as the enlarged Barton Wright tenders of the 4-4-2s. In 1902 his successor Hoy designed an eight-wheeled non-bogie tender of 3600 gallons and 5 tons of coal capacity, which is the version supplied in the kit. These tenders were very smooth running units and a large number survived the engines by many years and were put into service all over the LMS system as sludge tanks. The kit is etched in brass including the pre-rolled boiler, with n/s loco and tender chassis. Castings are lost wax brass as well as whitemetal. |
£88.00 | |
| LOCO42 | L. & Y./B.R. 0-8-0 Class 31 (Large boiler), L.M.S. 7F George Hughes decided to build a further twenty 0-8-0s with a larger boiler and Joy valve gear, which were completed in 1910. A further batch of 20 similar engines was built in 1917, differing in having lighter motion work. In 1911-1913 eighteen of the Aspinall 0-8-0s were rebuilt with this boiler. Twenty other engines were later fitted with a larger side window cab, including Aspinall, Hoy and Hughes derivatives. The kit includes both standard and large cab options and the eight wheel tender as in the Class 30 kit. Etched in brass including the pre-rolled boiler, with n/s loco and tender chassis, castings are lost wax brass as well as whitemetal. A detailed review by John Cockcroft, appears in Model Railway Journal No. 74, 1994. |
£90.00 |  |
| LOCO43 | L. & Y./B.R. Barton-Wright
Ironclad 0-6-0 When Barton Wright arrived at the L&Y in 1875 his first design was for a new goods engine and he had to go to outside builders as the L&Y workshops were inadequate for the quantities required. He therefore collaborated with Kitsons, slightly altering their basic 0-6-0 design to suit his requirements, and a batch of 20 followed the first 2 delivered in August 1876. A total of 230 were built, by four outside builders and the L&Y Miles Platting works. Withdrawals began in 1930 but were not completed until 1959 when the last locomotive 52044 (L&Y 957) was bought for preservation and has been kept on the Keighley and Worth Valley Railway. Etched in brass with n/s chassis for the loco and tender, turned and cast brass and w/m fittings. |
£75.00 |  |
| LOCO44 | L.& Y./L.M.S./B.R. 2-4-2T Radial
Tank Round Top Firebox (Short or long bunker). The Lancashire and Yorkshire Railway built 210 of the short bunker version of their 2-4-2 radial tanks between February and September 1898. They were originally all built with unsuperheated round top boilers and were the first new L. & Y. class to receive the Barton Wright black livery. The long bunker Radial Tanks were designed by Aspinall to give increased coal and water capacity, but were otherwise identical to the short bunker version. The first withdrawals started in 1930 but several round top boiler engines lasted until 1961. Apart from the Belpaire locomotives there were few detail alterations to the class. The kit is etched in brass, with a n/s chassis. Either long or short bunker versions can be built from the kit. |
£73.00 |  |
| LOCO45 | L.& Y./L.M.S./B.R. 2-4-2T (Belpaire firebox) Thirty-nine Radial Tanks were converted to Belpaire boilers, although still without superheating. The long bunker Radial Tanks were designed by Aspinall to give increased coal and water capacity, but were otherwise identical to the short bunker version. Hughes continued to build the same basic design with saturated Belpaire boilers and extended smokeboxes, although they can be identified by a narrower footplate valance. Both types could later be found with superheated Belpaire boilers. These also had the chimney set further forward on the smokebox. Otherwise there were little changes to their appearance through their working lives, other than the replacement of Ramsbottom safety valves with the Ross "pop" type. The kit is etched in brass, with a n/s chassis. Either long or short bunker versions can be built from the kit. |
£73.00 | |
| LOCO46 | L. & Y./B.R. 0-6-0 Saddle
Tank In 1891 the L&Y decided to convert 280 older 0-6-0s to saddle tanks. This Barton Wright conversion was relatively simple; extended the main frames behind the open cab, fitting a coal bunker, closing up the cab and fitting a saddle tank over the boiler. Many of these useful tank locomotives lasted into BR days. One such engine number 11305, the last L & Y engine in revenue service, lasted until September 1964, while another, number 752, has been preserved and is now kept on the Keighley and Worth Valley Railway. The kit is etched in brass with n/s for the chassis. In addition to the original etched saddle tank, a cast resin tank is also included to simplify construction. |
£77.00 |
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| LOCO47 | L.& Y. Barton
Wright
4-4-0 The Lancashire and Yorkshire Railway's need for a more powerful express passenger engine in the late 1870's, resulted in an initial order being placed with Sharp Stewart in 1879 for eight 4-4-0’s. These were delivered in 1880 paired with 4 wheel tenders to enable them to be accommodated on existing turntables. Later they were coupled to 1780 gallon 6 wheel tenders with the 5’3” x 5’3” wheelbase, and 2000 gallon tenders with the 6’3” x 6’3” wheelbase. Between 1880 and 1887 a further 110 were delivered by the Vulcan Foundry and Neilsons. The kit has been designed primarily based on the Vulcan Foundry version, although the Sharp Stewart built locos can also be made. Some additional components have been included where space permits to provide some of the variants for both these types. Most of the class had been withdrawn by 1914 with two Vulcan Foundry locomotives surviving until 1930. Both the earlier 1780-gallon short wheelbase tender, with the option of the Sharp Stewart Patent combined weather plate, toolbox and water fillers, as well as the later 2000-gallon version are available. |
£97.00 |
(Includes tender, choice of
tend42 or tend43).
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| TEND41 | 8 wheel | £34.00 | |
| TEND42 | Vulcan/Sharp Stewart 1780-gallon short wheelbase tender | £31.50 |
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| TEND43 | Vulcan/Sharp Stewart 2000-gallon tender | £31.50 | For Barton Wright 4-4-0 |
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| Ref. | Model | Price | |
| LOCO61 | N.E.R. /L.N.E.R./B.R. B/B1 (N8/9) 0-6-2 TANK The class B/B1 were general purpose tank locomotives used for shunting and station pilot duties, as well as on short haul mineral, freight and passenger workings. Class B were two cylinder compounds, Class B1 was the simple expansion version of the same class. After 1890 the compound engines were converted to simples, Class B being rebuilt to B1, all sixty two becoming L.N.E.R, Class N8 in 1923. Class N was a straightforward development of Class B1, having the same wheel diameters and spacing and trailing overhang, but 9" longer at front end. Twenty were constructed at Darlington between 1893 and 1894 later becoming L.N.E.R. N9. All Class N locomotives had been withdrawn by 1955, and the Class B/B1 locomotives a year later. Etched in brass with a n/s chassis, this is one of our most popular kits. A completed model features on page 35 of Steve Barnfield's book "Painting and Lining in the smaller scales", photographed on the superb exhibition layout Bramblewick. |
£78.00 | |
| LOCO62 | N.E.R./L.N.E.R./B.R. Class O (G5) 0-4-4T Designed by Wilson Wordsell, the 110 examples of this class were built between 1894 and 1901 at Darlington. They were straightforward engines and very few alterations were made to them in their life of over 50 years. None were superheated but some did undergo a change from Ramsbottom to Ross Pop safety valves. The class O engines were used on branch lines throughout the NER system. Taken over by the LNER the class became known as G5, and latterly relegated to slow passenger and branch trains. They remained numerically intact until several years after nationalisation the last being scrapped in ###. The kit has been specifically designed to cope with the difficulties inherent in producing a smooth running 0-4-4. The bogie is compensated as are the driving axles, using twin beams. |
£80.00 |  |
| LOCO63 | N.E.R./L.N.E.R/B.R. Class
Pl (LNER J25) Designed by Wilson Wordsell the P1 class was introduced in May 1898. In all 120 of the class were built in the four years up to 1902, 40 were built at Darlington with the remaining 80 at Gateshead. Thirty of the class were later fitted with superheated boilers, of which 14 later lost them, only for 3 to be superheated for a second time. Fourteen of the class were sent on loan to the GWR in 1940 to replace Dean 0-6-0s taken over by the WD. In total 40 P1 class engines were loaned to the GWR, of which 10 were returned in 1943 and the remainder in 1946. Withdrawal commenced in April 1933 with No.2039, and ended in June 1962 with No.65726. Etched in brass with a n/s chassis, it is supplied with a 3038 gallon NER tender. Originally part of George Norton’s Connoisseurs Choice range, the kit has been upgraded over the years with improved fittings, castings, etc. |
£75.00 |  |
| LOCO64 | N.E.R./L.N.E.R/B.R. Class
Cl (LNER J21) Thirty of this successful design by T W Wordsell were built new between 1886 and 1895, the remaining 171 were built as compounds and converted to simples between 1901 and 1913. Originally intended for goods and mineral work, automatic brakes were not fitted until the last thirty engines were built in 1892 to 1895, but by then their suitability as mixed traffic engines was realised and by the grouping 136 engines had automatic brakes. Withdrawal began in 1929 and the last engine, Number 65033, was withdrawn in 1962 and survives in preservation. Etched in brass with a n/s chassis, it is supplied with a 3038 gallon NER tender. Originally part of George Norton’s Connoisseurs Choice range, the kit has been upgraded over the years with improved fittings, castings, etc. |
£78.00 |  |
| LOCO65 | NER G1 (LNER D23) Originally built as 2-4-0s in 1887, all twenty of the class were converted to 4-4-0s between 1900 and 1904. Superheated boilers were fitted between 1913 and 1916. Half the class received new, deeper frames. Although originally intended for branch line operations around Harrogate and Hull, they were later found much further afield, including Bradford and Darlington. The last was withdrawn in 1935. The kit provides options for 2-4-0 and 4-4-0 versions, saturated or superheated boilers and any of the three variations of frames fitted to the 4-4-0s. Also included are bogie springing and sliding cab windows. The majority of castings are lost wax brass and a 3038 gallon tender is included in the kit. |
£98.00 |
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| TEND61 | NER 3098 gallon tender | £30.00 | |
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| Ref. | Model | Price | |
| LOCO81 | G.N.R./ L.N.E.R./ B.R. 521/536 (L.N.E.R. J6) The first 15 of the 521 series were built at the end of Ivatt’s days with GNR . Later, 95 of the 536 series being produced in a modified form by Gresley between late 1912 and 1922. The last two locomotives were withdrawn in June 1962. The Gresley series of locomotives had the boiler set further back in the frames with a shorter cab. The initial batch had sandboxes between the frames feeding the driving wheels but on the 536 series a sandbox was added to the leading splasher feeding the leading coupled wheels. The 521’s had a plain chimney and the 536’s a built up pattern 7/8 in. shorter. By grouping the chimneys were all of the later type. There are a large number of alternatives in this kit such as two sets of main frames, cab options, smoke box choices, GNR or LNER chimneys, and a choice of Stirling, Ivatt horseshoe, or Ivatt self-trimming tender. The fittings are almost all lost wax cast brass. One of our tenders is featured on the front cover of Guy Williams' book "More 4mm Engines", attached to a GNR Atlantic. That locomotive, which was otherwise scratchbuilt for one of the chapters of this Wild Swan publication, also uses LRM cast hornblocks. |
£92.00 | (Choice of tender) |
| LOCO82 | G.N.R. H3/ L.N.E.R. / B.R. K2/2 Built between 1913 and 1921, the sixty five locomotives of the G.N.R. H3 class were reclassified as K2/2's by the LNER. They were nicknamed 'Ragtimers' due to their reputation for rough riding. Despite this they were a succesful locomotive design and lasted variously until 1955 to 1962. The artwork for the K2/2, the second London Road Models kit of a G.N.R. prototype, was drawn up to his usual high standard by Malcolm Crawley, Chairman of the G.N.R. Society, Most of the many variants of the K2/2 class are covered by the kit, with three alternative cabs and various detail parts and boiler fittings and an Ivatt self-trimming tender. A number of fold-up jig assembly components are included, to simplify the assembly process of this fairly complicated engine. Most of the detail component are lost wax brass castings, while the piston crossheads and the cylinder covers/slidebars are cast in nickel silver from masters produced by John Hayes, to provide a realistic representation of the original steel components. Due to the complexity of the valve gear and the detail incorporated, this is not a kit for the beginner, but is more suited to the more experienced modeller. |
£125.00 |  (Choice of tender) |
| LOCO83 | G.N.R./ L.N.E.R./ B.R. 315/343 (L.N.E.R. J3) What became the LNER J3 class was first introduced by Nigel Gresley in 1912, when he re-built No. 1163 of the 343 class of GNR locos, with a bigger 4ft 8in boiler. Between 1912 and 1929, a total of 153 locos were rebuilt, mainly Ivatt, although 27 of the Stirling type were also rebuilt from what became the LNER J4 class. The main difference from locos as built apart from the boiler was the lifting of the cab roof by 6 inches, although often the specific cab design was not changed. Thus, some Stirling cabs were perpetuated, as original. The kit is etched from brass, and with nickel silver for the chassis. A Stirling tender is included as standard. |
£92.00 |
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| LOCO84 | GNR J5/ L.N.E.R./B.R. J4 The LNER J4 preceded the J3, the most readily apparent difference being the smaller boiler diameter, on the J4. However, as for the J3, the variations were numerous. The GNR class J5, which in the main later became the LNER J4, was the development of the standard Stirling 0-6-0 goods tender loco with 5ft 2in driving wheels. The original engines of this type began to appear in 1871. In common with the K2/2, these two kits were researched and designed by Malcolm Crawley, Chairman of the G.N.R. Society. They are supplied with all the main components for the body and tender etched in brass. The loco and tender chassis are in nickel-silver and both can be fitted with compensation or springing. The fittings are almost all lost wax cast brass. A few fittings, such as tender axleguards/spring assemblies are in high quality whitemetal. Sprung turned buffers are included. |
£92.00 | |
| LOCO85 | GNR/L.N.E.R./B.R. N1 0-6-2T Ivatt introduced his N1 0-6-2T design for hauling suburban London trains in 1907. By 1912 a total of 51 N1s were operating in the London area. A total of 56 N1s were built in six batches. All were fitted with condensing gear, except for four which were intended for use in the West Riding of Yorkshire. Although superseded by Gresley’s N2 locomotives with their superheating and piston valves, the first N1 withdrawal did not occur until 1947, with 55 engines entering British Railways ownership. Withdrawals commenced in earnest in 1951. The last N1 was withdrawn in April 1959. The kit is etched in .010" nickel silver, using overlays to provide scale detail where required. |
£90.00 |  Photo of the Month December 2004. |
| LOCO87 | GNR D1/LNER D2 4-4-0 Designed by Ivatt and introduced in 1898, 65 locomotives of the GNR D1 were built with the footplate raised over the coupling rods, allowing for better access to the oiling points. They were usually known as the "1321" class. The smokebox of the original version’s saturated boiler was extended to improve steaming and the earlier cabs were later modified. Withdrawals started in September 1936, thirty-one entered British Railways ownership, and the last D2 was withdrawn in June 1951. The kit is supplied with the Ivatt self-trimming tender, although the Stirling tender can be supplied as an option. The two cab variations are included with the kit, to allow either early or late versions to be constructed. During Ivatt’s reign, a number of the locomotives were modified, but these modifications are not included |
£92.50 | |
| LOCO88 | GNR D1/LNER D2 4-4-0 superheated boiler. H. N. Gresley superheated 25 of the D1 class. The first rebuild was undertaken in 1914, the others following after the grouping. Initially the locomotives carried Ramsbottom Safety valves, whilst their handrails were cut back from going round the front of the boiler starting in 1911. The smokebox of the original version’s saturated boiler was extended to improve steaming and the earlier cabs were later modified. Withdrawals started in September 1936, thirty-one entered British Railways ownership, and the last D2 was withdrawn in June 1951. The kit is supplied with the Ivatt self-trimming tender, although the Stirling tender can be supplied as an option. The two cab variations are included with the kit, to allow either early or late versions to be constructed. During Ivatt’s reign, a number of the locomotives were modified, but these modifications are not included |
£92.50 |  |
| GNRC1 | GNR/LNER/BR J4 Conversion Kit to 1031, 1081 and 1091 series | £11.50 | |
| TEND81 | Stirling - Class D | £34.00 | |
| TEND82 | Ivatt - Horseshoe | £34.00 | |
| TEND83 | Ivatt - Self trimming | £34.00 | |
