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The rolling stock used on the Isle of Man Railway today is entirely original. Although the number of serviceable carriages dropped from an original total of 75 to as low as 14, this total is once again increasing due to recent rebuilds. The 3 ft (914 mm) gauge railway has been provided with a variety of stock from different manufacturers over its time. Types of coaches were categorized according to a lettering system: the original four-wheeled coaches were designated as A, B, C, and D types, and so on. The F prefix encompassed all bogie vehicles, including conversions from the A-D series. Letters G-M denoted goods stock, while N referred to ex-Manx Northern Railway six-wheel carriages.
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Four-wheeled carriages were supplied for the opening of the line to Peel in 1873. These were close-coupled in pairs from the late 1880s. Each class of carriage had a different internal layout. "A" class carriages were 17 ft 6 in (5.33 m) long, while the remainder were one foot (305 mm) shorter.
Class "A" consisted of twelve first-class carriages – eleven three-compartment carriages and one saloon. The "B" class consisted of 24 three-compartment third-class carriages, open above the seat backs. The "C" class (14 built) had two third-class compartments and a brake compartment – one coach was later converted to a saloon. The "D" class consisted of a pair of composites arranged 3/1/3, with the first-class compartment being wider at the expense of the third-class passengers.
All these were later converted into bogie carriages by mounting pairs of bodies on bogie underframes supplied by the Metropolitan Carriage & Wagon Co. They became known as the "pairs" coaches and were later renumbered into the F.50-F.75 series. Today, only C.1 survives in its original form, albeit only for display purposes.
| Key: | Paired | Preserved |
|---|
| No. | Year | Builder | Configuration | Seats | Status | Paired |
|---|---|---|---|---|---|---|
| A.1 – A.6 | 1873 | Metropolitan Carriage & Wagon Co., Ltd. | Guard / 3rd / 3rd | 20 | See "Pairs" F.50-F.75 Below | 1909–1926 |
| A.7 – A.11 | 1874 | Metropolitan Carriage & Wagon Co., Ltd. | Guard / 3rd / 3rd | 20 | See "Pairs" F.50-F.75 Below | 1911–1922 |
| A.12 | 1873 | Metropolitan Carriage & Wagon Co., Ltd. | 1st Saloon | 20 | Ducal Saloon With C.9 | 1926 |
| B.1 – B.10 | 1873 | Metropolitan Carriage & Wagon Co., Ltd. | Guard / 3rd / 3rd | 20 | See "Pairs" F.50-F.75 Below | 1909–1922 |
| B.11 – B.22 | 1874 | Metropolitan Carriage & Wagon Co., Ltd. | 3rd / 3rd / 3rd | 20 | See "Pairs" F.50-F.75 Below | 1911–1925 |
| C.1 | 1873 | Metropolitan Carriage & Wagon Co., Ltd. | Guard / 2nd / 2nd | 20 | Peel Station Displayed | 1910 |
| C.9 | 1873 | Metropolitan Carriage & Wagon Co., Ltd. | First Saloon | 18 | Ducal Saloon With A.12 | 1926 |
| C.1 – C.7 | 1873 | Metropolitan Carriage & Wagon Co., Ltd. | 1st / 1st / 3rd | 20 | See "Pairs" F.50-F.75 Below | 1910–1925 |
| C.8 – C.14 | 1874 | Metropolitan Carriage & Wagon Co., Ltd. | 1st / 1st / 3rd | 20 | See "Pairs" F.50-F.75 Below | 1909–1926 |
| D.1 – D.2 | 1873 | Metropolitan Carriage & Wagon Co., Ltd. | 3rd / 3rd / 3rd | 20 | See "Pairs" F.50-F.75 Below | 1909–1926 |
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The initial batch of carriages was supplied by Brown Marshalls and became known as the "Small Fs" due to their smaller size compared to later vehicles. These carriages were 35 feet long and 9'6" from rail to roof. All had wooden frames concealed by the lower panelling of the carriage bodies. At various periods, a broad black stripe at the bottom of the lower panels indicated where the frames would normally show. This feature was reinstated in 2013.
Coaches listed with "Guard" in the layout had a handbrake fitted in a locking housing in one of the end compartments. In addition to the handbrake, a lookout window was cut in the end of the carriage. This allowed a brakeman to ride in this compartment and provide additional braking on heavier trains before the days of continuous vacuum brakes. F.19 and F.20 were the first two "half luggage vans" delivered to the railway, with half of the carriage occupied by three third-class compartments and the other half by a luggage compartment complete with guard's look-out duckets.
| Key: | In Traffic | Stored | Scrapped | Preserved | Undergoing Rebuild |
|---|
| № | Year | Builder | Layout Type |
No. Seats |
Current Status | Scrap Date |
|---|---|---|---|---|---|---|
| F.1 | 1876 | Brown Marshalls & Co., Ltd. | Guard / 3rd / 3rd 3rd / 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.2 | 1876 | Brown Marshalls & Co., Ltd. | Guard / 3rd / 3rd 3rd / 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.3 | 1876 | Brown Marshalls & Co., Ltd. | Guard / 3rd / 3rd 3rd / 3rd / 3rd | 40 | Sold, Welsh Highland Railway 1975 | 198? |
| F.4 | 1876 | Brown Marshalls & Co., Ltd. | Guard / 3rd / 3rd 3rd / 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.5 | 1876 | Brown Marshalls & Co., Ltd. | Guard / 3rd / 3rd 3rd / 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.6 | 1876 | Brown Marshalls & Co., Ltd. | Guard / 3rd / 1st / 1st / 3rd / 3rd | 40 | Sold Rampton Rail Trust (1975) | ~ |
| F.7 | 1881 | Ashbury Carriage & Iron Co., Ltd. | Guard / 3rd / 3rd 3rd / 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.8 | 1881 | Ashbury Carriage & Iron Co., Ltd. | Guard / 3rd / 3rd 3rd / 3rd / 3rd | 40 | Withdrawn 1965, Destroyed Controlled Fire | 1970 |
| F.9 | 1881 | Brown Marshalls & Co., Ltd. | Guard / 3rd / 1st / 1st / 3rd / 3rd | 48 | Rebuilt 1987–1992 | ~ |
| F.10 | 1881 | Brown Marshalls & Co., Ltd. | 3rd / 3rd 3rd / 3rd 3rd / 3rd | 48 | Undergoing Rebuild 2021-2023 | ~ |
| F.11 | 1881 | Brown Marshalls & Co., Ltd. | 3rd / 3rd 3rd / 3rd 3rd / 3rd | 48 | Rebuild 2020-2024 | ~ |
| F.12 | 1881 | Brown Marshalls & Co., Ltd. | 3rd / 3rd 3rd / 3rd 3rd / 3rd | 48 | To Derby Castle | 1982 |
| F.13 | 1894 | Brown Marshalls & Co., Ltd. | 3rd / 3rd / 1st / 1st / 3rd 3rd | 48 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.14 | 1894 | Brown Marshalls & Co., Ltd. | Guard / 3rd 3rd / 3rd 3rd / 3rd | 40 | Destroyed, (Controlled Fire) St. John's | 1976 |
| F.15 | 1894 | Brown Marshalls & Co., Ltd. | 3rd / 3rd / 1st / 1st / 3rd / Guard | 40 | Rebuilt 2019-2021 | ~ |
| F.16 | 1894 | Brown Marshalls & Co., Ltd. | 3rd / 3rd 3rd / 3rd 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.17 | 1894 | Brown Marshalls & Co., Ltd. | 3rd / 3rd 3rd / 3rd 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.18 | 1894 | Brown Marshalls & Co., Ltd. | Guard / 3rd 3rd / 3rd / 3rd / 3rd | 40 | Roof Replaced 1989–1990 | ~ |
| F.19 | 1894 | Brown Marshalls & Co., Ltd. | Luggage / 3rd / 3rd / 3rd | 24 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.20 | 1896 | Metropolitan Carriage & Wagon Co. | Luggage / 3rd / 3rd / 3rd | 24 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.21 | 1896 | Metropolitan Carriage & Wagon Co. | Guard / 3rd 3rd / 3rd 3rd / 3rd | 40 | Stored Port Erin Partially Restored | ~ |
| F.22 | 1896 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd 3rd / 3rd 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.23 | 1896 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd 3rd / 3rd 3rd / 3rd | 40 | Frames Scrapped 2011 | 1983 |
| F.24 | 1896 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd 3rd / 3rd 3rd / 3rd | 40 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.25 | 1896 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd 3rd / 3rd 3rd / Guard | 40 | Withdrawn 1998; Stored Port Erin | ~ |
| F.26 | 1896 | Metropolitan Carriage & Wagon Co. | Guard / 3rd 3rd / 3rd 3rd / 3rd | 40 | In Traffic | ~ |
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Two identical vehicles were supplied to the railway in 1897 and became known as the Empress Vans to acknowledge the fact that the year of delivery was Queen Victoria's jubilee year. These vans are the same length as the passenger vehicles but are entirely closed with no windows. They have guard's lookout duckets attached. They were purchased for the railway's Luggage In Advance service on the South Line, whereby passengers' luggage was transported to its destination ahead of them and was already at their hotels on arrival, usually in Port Erin or Port St. Mary.
Their busy careers also saw them in use as an ambulance train in conjunction with the T.T. and Manx Grand Prix races held annually on the island until the closure of the Peel and Ramsey lines in 1968. They were stored outdoors for a number of years and were also used by Campamarina at Castletown Station, fitted with bunk beds from 1979 to 1986. Despite their poor condition, both vans remain on the railway, having last been used in 1992.
The original F.27 was stripped to form the basis of a replica kitchen for the dining train in 2012, with only the underframes surviving today. F.28 remains stored, while the replica (also numbered F.27) is used regularly on the dining services.
| Key: | In traffic | Stored |
|---|
| № | Built | Builder | Type | Status |
|---|---|---|---|---|
| F.27 (i) | 1897 | Metropolitan Carriage & Wagon | Open Luggage Van | Body Scrapped 2012; Stored Douglas Workshops |
| F.27 (ii) | 2013 | Isle of Man Railway | Kitchen Carriage / Generator Room / Guards' | In traffic |
| F.28 | 1897 | Metropolitan Carriage & Wagon | Open Luggage Van | Withdrawn 1992 Stored Douglas Workshops |
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The amalgamation of the Manx Northern Railway into the I.M.R. in 1905 led to an urgent need to buy more carriages so that the Manx Northern's cramped six-wheelers could be removed from front-line service. Like all of the later carriages of the "F" class, the saloons were supplied by the Metropolitan Carriage & Wagon Company (which had absorbed Brown, Marshalls in 1902). The sequence begins with F.29 in 1905. They were the first to be built with wooden bodies on steel underframes and are 37' 0" long and 10'3" from rail to roof.
All survive today; F.35, F.31, and F.32 were converted in 1980 to form the Bar Set. At that time, half the seating was removed from F.35, and a small bar and chemical toilet were fitted, along with gangways to the adjoining coaches. Later, as F.31 was withdrawn for major bodywork attention, F.29 was fitted with a corridor and replaced the former vehicle. The saloons have remained unpopular with locomotive crews as they are heavy yet do not carry as many passengers as the standard compartment stock. Sketches survive which show that some consideration was given to building these carriages as saloons with a large brake-luggage compartment.
As of February 2015, all saloons except F.36 have been fitted with corridor connections to form a full dining train, with F.27 (ii) at the rear providing the kitchen facilities and generator.
| Key: | In traffic | Preserved |
|---|
| № | Builder | Layout | Corridor | Former Layout | Converted | Notes |
|---|---|---|---|---|---|---|
| F.29 | Metro Cammell | Dining (Bay) | 2013 | 3rd / 3rd | 2015 | Refitted 1990 / As Dining Train 2013 |
| F.30 | Metro Cammell | Dining (6-0) | 2012 | 1st / 3rd | 2012 | Bus Windows 1972-2011, Overhauled 2012 |
| F.31 | Metro Cammell | Dining (Bay) | 1981 | 3rd / 3rd | 2012 | As Bar Set – To Purple Lake, May 2023 |
| F.32 | Metro Cammell | Dining (2-2) | 1981 | 1st / 3rd | 2013 | As Bar Set |
| F.35 | Metro Cammell | Bar / 1st | 1981 | 1st / 3rd | 1980 | Bar Fitted 1979 / Refitted 2014 |
| F.36 | Metro Cammell | 1st / 3rd | ~ | ~ | ~ | Royal Saloon Railway Museum Overhauled 2024 |
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These were the first two bogie vehicles built for the Manx Northern Railway. They were the first passenger vehicles on steel underframes to enter service on the island's railway network, as well as the first to have electric lighting. They were purchased to act as through coaches to Douglas. Externally, they are not terribly different from the other "Big Fs". Together with the Foxdale Coach, they were allocated numbers in the "F" class upon take-over in 1905.
Remaining stock inherited from the Manx Northern Railway was either given the "N" prefix or, in the case of non-passenger stock, a small "r" was added to the title, as explained below. Both vehicles were sold in 1975 to the Phyllis Rampton Rail Trust but were returned to railway ownership in 2022.
| Key: | Preserved |
|---|
| M.N.R. | I.M.R. | Year | Builder | Configuration | Seats | Withdrawn |
|---|---|---|---|---|---|---|
| No.15 | F.37 | 1899 | Hurst Nelson & Co., Ltd., Motherwell | Guard / 3rd / 1st / 1st / 3rd / 3rd | 40 | 1972 |
| No.16 | F.38 | 1899 | Hurst Nelson & Co., Ltd., Motherwell | 3rd / 3rd / 1st / 1st / 3rd / 3rd | 48 | 1969 |
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Yet another oddity is this carriage originating from the Foxdale Railway. It was built by the Oldbury Railway Carriage and Wagon Co[1] in 1886 for the small branch to Foxdale. This is a true survivor of the system and is still in operation today. It is the smallest bogie carriage on the system, being only 30' 0" long, and rides on plate frame bogies.
As constructed, it had four third-class compartments and a small luggage and guard's compartment complete with lookout duckets, which took up a little over a third of the length of the vehicle. One of the compartments was converted into a first-class section, which led to the carriage acquiring the nickname Kitto's Coach after the Captain of the Foxdale Mines, who had a first-class free pass on the Manx Northern.
It was converted into a camping coach in 1967 and painted into a non-typical blue and yellow livery. It was painted into its original livery and renumbered No. 15 for a short time in 1979 to mark the centenary of the Manx Northern Railway, before reverting to fleet livery of purple lake and regaining the fleet number F.39.
She carried the red and cream livery from 1999 until 2013, when the coach was repainted into the Manx Northern Railway livery and renumbered M.N.Ry. No. 17. The first-class compartment was also reinstated at this time, reducing the seating capacity by two seats as armrests were provided. It was withdrawn at the end of the 2021 season, and the bogies were removed for attention. The carriage also underwent a full repaint, retaining the purple lake scheme with additional gold/blue lining detail applied to the lower panelling and relocation of fleet detailing.
| M.N.R. | I.M.R. | Year | Builder | Configuration | Seats | Notes |
|---|---|---|---|---|---|---|
| №17 | F.39 | 1887 | Oldbury Carriage & Wagon Co. | Guard / 3rd / 1st / 3rd 3rd | 28 | Restored 2013 |
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Built to the same larger profile as the saloons, these carriages still provide the backbone of the service fleet today and have rarely been out of traffic since their arrival on the island. They all now carry the standard red and cream livery and are the best-represented type of carriage on the railway today. Generally operated as a set with other carriages added subject to traffic demands, a number remain in storage, notably F.43, the earliest surviving example.
Other earlier carriages in the series have all had their bodies scrapped. These were all "half luggage" or sometimes erroneously referred to as "brake vans" or commonly "big brakes." Now scrapped, F.41 had its luggage space converted in 1979 to create what was, to date, the railway's only dedicated disabled access carriage. This was achieved by glazing the luggage panels, fitting the carriage with longitudinal bench seating, and creating glazed bulkhead panels.
| Key: | In Traffic | Stored | Scrapped |
|---|
| № | Built | Builder | Type | Seats | Notes | Scrap |
|---|---|---|---|---|---|---|
| F.33 | 1905 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / Luggage | 24 | Frames Remain – See Below | 1983 |
| F.34 | 1905 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / Luggage | 24 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.40 | 1907 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / Luggage | 24 | Underframe Retained (Flat Wagon) | 1977 |
| F.41 | 1907 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / Disabled | 24 | Withdrawn 1990 – Underframe Scrapped 2019 | 2003 |
| F.42 | 1907 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / Luggage | 24 | Destroyed (Controlled Fire) St. John's | 1976 |
| F.43 | 1908 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / Luggage | 24 | Withdrawn 1983 – Stored Port Erin Station | ~ |
| F.44 | 1908 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / Luggage | 24 | Frames Scrapped 2010 | 1983 |
| F.45 | 1913 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 1st / 1st / 3rd / Guard | 40 | Turned 1985 (Guards' Douglas End) | ~ |
| F.46 | 1913 | Metropolitan Carriage & Wagon Co. | Guard / 3rd / 1st / 1st / 3rd / 3rd | 40 | Guards' Port Erin End | ~ |
| F.47 | 1923 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / 3rd / 3rd / 3rd | 48 | All Thirds & Braked | ~ |
| F.48 | 1923 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / 3rd / 3rd / 3rd | 48 | All Thirds & Un-Braked – Through-Piped | ~ |
| F.49 | 1926 | Metropolitan Carriage & Wagon Co. | 3rd / 3rd / 3rd / Luggage | 24 | Last Carriage Delivered – Rebuilt 2018-2020 | ~ |
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To simplify the marshalling of trains and reduce their overall length, the original four-wheeled stock was close-coupled in pairs from 1887 onwards. This involved removing the chopper couplers from one end of each vehicle and replacing them with conventional side buffers on one carriage and rubbing plates on the other. A link and pin coupling then joined the inner ends of the carriages, while conventional chopper couplings were retained on the outer ends of each pair.
There was a further development of this policy between 1909 and 1926, when the bodies of the four-wheel coaches were removed from their original chassis and mounted in pairs onto bogie underframes supplied by Metropolitan. By the late 1950s, relatively few were used in regular service, but two sets were reserved for school traffic. These were used in regular service on exceptionally busy days, such as Tynwald Day, but otherwise were confined to the school runs. By this time, they were painted in a utilitarian all-over brown colour scheme.
Oddly, several of the pairs were rehabilitated in the early 1970s, as their steel frames were of relatively recent date. A number had their bodies removed and later scrapped in 1968. The frames were used as runners for the short-lived Mantainor scheme; these were later sold to the Welsh Highland Railway. Surviving unrestored examples (F.66, F.67, and F.74) are in poor condition, as their bodies date from 1873, and they have been surrounded by a certain amount of controversy in recent years, having been removed from the railway for storage. The Isle of Man Steam Railway Supporters' Association has campaigned for their retention on the railway.
Three have been fully restored and are now in regular traffic. The final example, F.75, is unique in consisting of two saloon bodies known as the Ducal or Governors' Saloon; this is resident in the railway's museum in unrestored condition.
| Key: | Runner | Stored | Preserved | Scrapped | Restored |
|---|
| № | Frame | Builder (Underframe) | Former №s | Seats | Notes | Scrap |
|---|---|---|---|---|---|---|
| F.50 | 1925 | Metro Cammell | B.7 – B.8 | 48 | Frames as runner (1975 as "R.13"), Later Scrapped | 1974 |
| F.51 | 1912 | Metro Cammell | B.3 – B.5 | 48 | Frames converted 'R' Series (as below) Later Sold | 1968 |
| F.52 | 1912 | Metro Cammell | A.2 – C.2 | 48 | Frames converted 'R' Series (as below) Later Sold | 1967 |
| F.53 | 1919 | Metro Cammell | A.5 – B.21 | 48 | Frames converted 'R' Series (as below) scrapped | 1968 |
| F.54 | 1923 | Metro Cammell | A.7 – C.10 | 48 | Restored, rebuilt 1993–1999 In Traffic | 1972 |
| F.55 | 1912 | Metro Cammell | B.2 – C.6 | 48 | Frames Converted 'R' Series (as below) Later Sold | 1968 |
| F.56 | 1924 | Metro Cammell | A.8 – C.8 | 48 | Frames converted 'R' Series (as below) Later Sold | 1968 |
| F.57 | 1919 | Metro Cammell | B.16 – B.20 | 48 | Frames In Departmental Use (As Flat Wagon) | 1995 |
| F.58 | 1918 | Metro Cammell | B.18 – C.3 | 48 | Frames Converted 'R' Series (as below) scrapped | 1968 |
| F.59 | 1920 | Metro Cammell | A.6 – C.4 | 48 | Frames converted 'R' Series (as below) scrapped | 1968 |
| F.60 | 1916 | Metro Cammell | B.13 – B.24 | 48 | Frames converted 'R' Series (as below) scrapped | 1968 |
| F.61 | 1910 | Metro Cammell | A.10 – C.12 | 48 | Frames converted R.6 (as below) Later Sold | 1968 |
| F.62 | 1926 | Metro Cammell | A.1 – B.1 | 48 | Withdrawn 1987, Restored 2018-2021 In Traffic | ~ |
| F.63 | 1910 | Metro Cammell | B.6 – B.10 | 48 | Withdrawn 1987, Restored 2021-2023 In Traffic | ~ |
| F.64 | 1912 | Metro Cammell | C.1 – B.19 | 48 | Frames Extant (C.1 Body Displayed Peel Station) | 1978 |
| F.65 | 1910 | Metro Cammell | B.22 – C.7 | 48 | Ballast Hopper No.1 (as below) scrapped 2020 | 1983 |
| F.66 | 1910 | Metro Cammell | B.11 – B.15 | 48 | Withdrawn 1999 – Stored Jurby Airfield 2020 | ~ |
| F.67 | 1922 | Metro Cammell | B.23 – C.14 | 48 | Withdrawn 1999 – Stored Jurby Airfield 2020 | ~ |
| F.68 | 1909 | Metro Cammell | A.9 – C.13 | 48 | Displayed Vale of Rheidol Railway Aberystwyth | ~ |
| F.69 | 1923 | Metro Cammell | B.4 – B.17 | 48 | Frames converted 'R' Series (See Below) scrapped | 1969 |
| F.70 | 1922 | Metro Cammell | B.9 – B.14 | 48 | Withdrawn 1987, In Traffic (As Ballast Hopper No.2) | 2000 |
| F.71 | 1911 | Metro Cammell | B.12 – C.5 | 48 | Withdrawn 1979, Frames extant departmental use | 1983 |
| F.72 | 1926 | Metro Cammell | A.3 – D.2 | 48 | Frames converted R.8 (as below) Later Sold | 1967 |
| F.73 | 1920 | Metro Cammell | A.4 – D.1 | 48 | Withdrawn 1979, in departmental use as flatbed | 1982 |
| F.74 | 1921 | Metro Cammell | A.11 – C.11 | 48 | Withdrawn 1999 – Stored Jurby Airfield 2020 | ~ |
| F.75 | 1926 | Metro Cammell | A.12 – C.9 | 48 | Withdrawn 1974 Isle of Man Railway Museum | ~ |
For its opening in 1879, the Manx Northern Railway ordered fourteen carriages. These were 30-foot-long, six-wheel carriages built on Cleminson's patent underframes, which were five feet shorter than the Isle of Man Railway's "small Fs". Cleminson's patent enjoyed a brief vogue in the late 1870s as an alternative to bogie carriages, mainly due to its low tare weight. The Southwold Railway, which opened the same year as the Manx Northern, also used Cleminson's patent underframes for its passenger stock and some high-capacity freight wagons. The North Wales Narrow Gauge and West Donegal Railways also used the system on coaches, and a Cleminson wagon survives on the Ffestiniog.
Two of the Manx Northern "N" class carriages were built as first-class; two as composites; and ten as either third-class or third-brake carriages. The first-class carriages were arranged as three small saloons and seated 42. The third-class carriages must have been quite cramped internally, as the compartments were only 4'10" (1.47 m) wide, ten inches less than the IMR bogie carriages. Both of the composites and about half of the third-class carriages were built with a handbrake wheel in an end compartment that could be locked away when not in use and the compartment used for passengers.
Two of the third-class carriages were damaged in minor collisions or suffered underframe failure before the Manx Northern was taken over by the Isle of Man Railway. Twelve of the class passed to the IMR's ownership in 1905. J.I.C. Boyd (The Isle of Man Railway Oakwood Press, 1967) states that the original intention was to number them into the "F" series, hence the numbers 40 to 51, but as they were six-wheelers, they were given the prefix "N" – the next available letter in the IMR's coding system – to distinguish them from the bogie carriages.
Photographs suggest that at least some of the "N" series carriages remained in service in the 1920s and 30s. It is not clear when they fell into disuse. For many years, they were stored in a siding behind St. John's station carriage shed. The body of one of the "N" class carriages survives on the line today as the mess hut at Douglas station. This body came from N.41 and was placed in front of the locomotive shed in 1964, replacing another former six-wheeler. Between 1999 and 2013, it was stored on a runner behind the carriage shed at Douglas, but it has now returned to its former position, has been partly restored, and is used as an oil store.
Another composite carriage, N.42, was kept at the Port Erin museum until it was rebuilt in 1998, when it was placed in store. It was not returned to the completed museum but, despite being owned privately, it remained on the railway until finally removed (in the face of much objection) to Southwold in 2013. A third is in private preservation in the north of the island together with a Beyer Peacock locomotive, No. 14 Thornhill (Ex-Manx Northern).
Of the other ten carriages, one was withdrawn in 1903, a second in 1905, and a third in the 1920s. This was used as a Mess Room at Douglas Station and was later replaced by the body of N.41. The other eight were scrapped, some after being damaged in a fire in 1975, which also destroyed most of the 1876 batch of wooden bogie carriages.
| Key: | Scrapped | Preserved | Sold |
|---|
| M.N.R. | I.M.R. | Builder | Layout | Seats | Notes | Scrap |
|---|---|---|---|---|---|---|
| №1 | N.40 | Swansea Carriage & Wagon | All 1st Class | 24 | Sold Off-Island 1975 Rampton Railway Trust | – |
| №2 | N.41 | Swansea Carriage & Wagon | 3rd & 1st Class Saloons | 24 | Frames Scrap, – Body "Bothy" (Butchers' Coach) | 1964 |
| №3 | N.42 | Swansea Carriage & Wagon | Guard / 3rd 3rd / 3rd | 48 | Sold 1975 – Extant Weetings Farm, Suffolk | – |
| №4 | N.43 | Swansea Carriage & Wagon | Guard / 3rd Class | 32 | Withdrawn 1944, Fire Damaged – St. John's Shed Fire | 1975 |
| №5 | N.44 | Swansea Carriage & Wagon | Guard / 3rd Class | 24 | Withdrawn 1944, Fire Damaged – St. John's Shed Fire | 1975 |
| №6 | N.45 | Swansea Carriage & Wagon | Guard / 3rd Classes | 24 | Sold 1975; privately restored 1978-2020 | – |
| №7 | N.46 | Swansea Carriage & Wagon | Guard / 3rd Class | 24 | Withdrawn 1944, Fire Damaged – St. John's Shed Fire | 1975 |
| №8 | N.47 | Swansea Carriage & Wagon | Open 3rds / Open 3rds | 32 | Withdrawn 1944, Fire Damaged – St. John's Shed Fire | 1975 |
| №9 | N.48 | Swansea Carriage & Wagon | Open 3rds / Open 3rds | 32 | Stored Latterly Douglas Station 1967–1972 | 1972 |
| №11 | N.49 | Swansea Carriage & Wagon | Open 3rds / Open 3rds | 32 | Withdrawn 1944, Fire Damaged – St. John's Shed Fire | 1975 |
| №13 | N.50 | Swansea Carriage & Wagon | Open 3rds / Open 3rds | 32 | Withdrawn 1944, Fire Damaged – St. John's Shed Fire | 1975 |
| №14 | N.51 | Swansea Carriage & Wagon | Open 3rds / Open 3rds | 32 | Sold Off-Island 1975 Rampton Railway Trust | – |
| №10 | – | Swansea Carriage & Wagon | 3rd Class Compartments | 32 | Scrapped Early – Never Allocted I.M.R. Fleet Number | 19?? |
| №12 | – | Swansea Carriage & Wagon | Open 3rds / Open 3rds | 32 | Original Bothy – Douglas Station – Replaced by N.41 | 1964 |
These were four-wheeled brake and luggage vans fitted with lookout duckets, but otherwise entirely sealed with only two drop-sash windows at the guard's door. Originally, these vans were intended to be capable of carrying ten passengers in a single compartment, according to Metropolitan's original drawings (conjecturally shown adjacent), but this was never carried out. None of these vans survive today, and they were effectively made redundant when later passenger coaches had their own braking systems.
The primary purpose of the "E" van was to provide luggage accommodation and braking for the original "A" – "D" class, most of which did not have their own brakes when supplied in 1873/4. One surviving member of the class sat at the end of the Port Erin arrival platform at Douglas for many years and retained its pre-war two-tone brown livery. The Manx Northern Railway owned a pair of similar vans for use with the "N" class carriages, but these seem to have been replaced in the 1890s and then used for goods traffic until they were scrapped in the 1920s.[2]
The possibility of the Isle of Man Steam Railway Supporters' Association recreating one of these vehicles has been mooted in the past but never reached fruition.
| Key: | Scrapped | Preserved |
|---|
| No. | Built | Builder | Status | Scrap |
|---|---|---|---|---|
| E.1 (i) | 1873 | Metropolitan Carriage & Wagon Co. | Destroyed (Collision), Frames To G.7 | 1893 |
| E.1 (ii) | 1894 | Metropolitan Carriage & Wagon Co. | Renumbered E.4 (ii) "Ballasalla Bonfire" | 1974 |
| E.2 | 1873 | Metropolitan Carriage & Wagon Co. | Body To Santon Station Grounded Store | 1975 |
| E.3 | 1873 | Metropolitan Carriage & Wagon Co. | Frames Converted G.19 (1921) Extant Isle of Man Railway Museum | ~ |
| E.4 | 1873 | Metropolitan Carriage & Wagon Co. | Frames Converted Fish Wagon No.3 & Body Scrapped | 1923 |
| E.5 | 1876 | Metropolitan Carriage & Wagon Co. | Mobile Store Douglas Station Until 1963 | 1974 |
| E.6 | 1876 | Metropolitan Carriage & Wagon Co. | Body To Peel Road Grounded Store | 1975 |
| E.7 |
1895 | Isle of Man Railway Co., Ltd. | Body To Sulby Bridge Grounded Store; Frames To K.5 (ii) | 1937 |
| Er.8 | 1895 | Manx Northern Railway Co., Ltd. | Ex-M.N.R. No.16 – Body To Colby Station Grounded Store | 1972 |
| Er.9 | 1895 | Manx Northern Railway Co., Ltd. | Ex-M.N.Ry. No.19 – Renumbered E.1 (iii); "Ballasalla Bonfire" | 1974 |
| Er.10 | 1879 | Swansea Carriage & Wagon Co. | Ex-M.N.R. No.16 – Later E.4 (ii) – Used With Crane "Ballasalla Bonfire" | 1974 |
| – | 1879 | Swansea Carriage & Wagon Co. | M.N.R. No.15 – I.M.R. Number Not Allocated | 1974 |
These were four-wheeled closed vans, often attached to the rear of a passenger train to transport goods to the rural communities that the railway served for many years. Upon amalgamation with the Manx Northern Railway in 1905, five were inherited. Today, three remain in existence, all of which are still on the railway. These are G.1, from the original 1873 batch; Gr.12 (the small "r" prefix denotes that it is ex-Manx Northern stock); and G.19, which was used for many years by the permanent way crews. G.19 is distinctive for being fitted with clamber boards for tree felling and having a small wood stove installed, which were removed for its display in the museum during 2013.
Nine of the class were sold for scrap in the infamous Ballasalla Bonfire of 1974, along with many other items of redundant non-passenger stock. In 2017, the Isle of Man Steam Railway Supporters' Association announced plans to fully restore the sole surviving 1873 vehicle, G.1, to service. All were painted in a variety of shades of grey with white lettering and tare loadings, often with black drop-shadow.
| Key: | Restored | Scrapped | Preserved |
|---|
Twenty of these 6-ton three-plank, center-door, open wagons were built for the opening of the Peel and Port Erin lines in 1873 and 1874. A dozen similar vehicles were delivered to the Manx Northern Railway when it opened in 1879, and further small batches brought the total to 46 by 1926. One of these wagons was used (with suitable side rails attached) to carry the military band to Peel on opening day in 1873.
The Isle of Man Steam Railway Supporters' Association built one of these from scratch in 2000. It has been given the number H.1 and has been through-piped for vacuum brakes to meet current safety regulations. This was the second project undertaken by the supporters, the first being the rebuilding of a ballast wagon, M.78. All carried a variety of shades of grey on timberwork with black metalwork as standard and fleet numbering on the sides in white, sometimes with black drop-shadow.
| Key: | Restored | Scrapped |
|---|
| № | Built | Builder | Scrap | Notes |
|---|---|---|---|---|
| H.1-H.20 | 1873 | Metropolitan Carriage & Wago | 1928–1960 | H.1 Rebuilt As Below |
| H.21-H.26 | 1877 | Ashbury Carriage & Wagon Co. | 1921–1962 | Only Batch With Coil Springs Fitted |
| Hr.27-Hr.38 | 1879 | Ashbury Carriage & Wagon Co. | 1944–1963 | Ex-Manx Northern Railway No.1 – No.12 |
| Hr.39-Hr.45 | 1900 | Swansea Carriage & Wagon Co. | 1957–1962 | Ex-Manx Northern Railway No.13, No.37 – No.42 |
| Hr.46 | 1918 | Isle of Man Railway Co., Ltd. | 1953–1961 | Using Frames Ex-Cattle Van K.15 (Above) |
| H.41 (ii) | 1925 | Isle of Man Railway Co., Ltd. | 1962 | Replacement – Original Damaged & Scrapped |
| H.1 (ii) | 1998 | I.o.M.S.R.S.A. | ~ | Rebuild – Extant Isle of Man Railway Museum |
These were cattle-carrying wagons, ostensibly similar to the "G" class, but rather than being completely sealed, the top quarter of them was ventilated and featured horizontal rails where the "G" vans had only ventilated slots. The first batch was delivered for the opening of the Peel Line in 1873, with some early versions being delivered roofless. K.10, K.11, and K.12 were built for the Manx Mining Company and were converted in 1916 from 'M' series (M.45, M.43, and M.44 respectively).
None survive today, but it has been suggested that the Isle of Man Steam Railway Supporters' Association may reconstruct one of these for historical purposes, so the railway ultimately has an example of each type of stock in their possession. The standard livery was pale grey, later a deeper shade, with black metalwork and fleet detailing in white, shadowed.
| No. | Built | Builders | Scrap | Notes |
|---|---|---|---|---|
| K.1 – K.2 | 1873 | Metropolitan Carriage & Wagon | 1921 | Both Remained Unroofed, K.1 Chassis to H.41 |
| K.3 – K.4 | 1877 | Ashbury Railway Carriage & Iron | 1965 | K.3 Roofed 1924 / K.4 Remained Unroofed & Scrapped 1946 |
| Kr.5 – Kr.7 | 1879 | Swansea Carriage & Wagon Co. | 1963 | Ex-M.N.Ry. No.7-No.9 / Kr.6 Roofed 1916, Kr.5 Scrapped 1924 |
| K.5 (ii) | 1899 | Isle of Man Railway Co., Ltd. | 1961 | Chassis Ex-Brake Van E.7 – Replacement |
| K.8 – K.9 | 1899 | Metropolitan Carriage & Wagon | 1960 | Roofed 1916 & 1927 Respectively |
| K.10 – K.12 | 1908 | Isle of Man Railway Co., Ltd. | 1961 | All Roofed 1916 – K.10 Scrapped 1947, K.11 in 1946 |
| K.13 – K.14 | 1912 | Isle of Man Railway Co., Ltd. | 1927 | Ex-B.12 & C.5, Became K.13A in 1924 & K.14A in 1925 |
| K.15 – K.16 | 1912 | Isle of Man Railway Co., Ltd. | 1947 | Chassis Ex-B.5 & B.16 |
| K.17 – K.18 | 1914 | Isle of Man Railway Co., Ltd. | 19?? | No Portholes, Chassis Ex-B.2 & C.6 |
| K.19 – K.20 | 1920 | Isle of Man Railway Co., Ltd. | 1965 | Chassis Ex-B.20 & B.21, K.19 Scrapped 1960 |
| K.21 – K.23 | 1921 | Isle of Man Railway Co., Ltd. | 1962 | Chassis Ex-B.11, B.15, B.4 |
| K.24 – K.26 | 1923 | Isle of Man Railway Co., Ltd. | 1964 | Chassis Ex-B.17, B.13, B.24 |
| K.13-K.14 (ii) | 1924 | Isle of Man Railway Co., Ltd. | 1964 | Chassis Ex B.12 & C.5 – Replacements, K.13 Scrapped 1949 |
| K.1-K.2 (ii) | 1926 | Isle of Man Railway Co., Ltd. | 1962 | Chassis Ex-C.11 & B.6 – Replacements |
The railway had six of these four-wheel vehicles, which were used to carry long loads, commonly in pairs. Each had manual parking brakes, and they survived until the final years of the railway, though they were largely out of use in later years. All had a grey livery on the woodwork and black metal and frames, with numbering along their edges.
| No. | Built | Builder | Notes | Scrap |
|---|---|---|---|---|
| L.1 – L.2 | 1874 | Metropolitan Carriage & Wagon Co. | 1975 | |
| L.3 – L.4 | 1874 | Metropolitan Carriage & Wagon Co. | 1959 | |
| L.5 – L.6 | 1910 | Isle of Man Railway Co., Ltd. | Rebuilt, G.17 & G.18 | ~ |
Two-plank, drop-sided wagons, broadly similar to the "H" class, were intended as ballast wagons. However, their ease of loading and unloading made them useful for many types of goods traffic, eventually totaling 78 of these wagons on the line. Three were leased as private owner wagons to the Mona Chemical Company in Peel. Other private owner wagons possibly existed.
At least six were still serviceable in 1975, and a couple survived into nationalization. M.70 was resident on the old goods siding at Santon Station for many years. M.78 also survived, and it was this vehicle that inspired the Isle of Man Steam Railway Supporters' Association to restore it in 1998. The "rebuilt" wagon is now part of the railway's historic fleet of vehicles and bears plaques denoting its origins. It is coupled to H.1 as the Troublesome Trucks each September for the Friends of Thomas event.
All carried a variety of shades of grey with black metalwork and fleet detailing on the sides in white, shadowed in black, though this was later dropped.
| Key: | Restored | Scrapped |
|---|
| No. | Built | Builders | Notes | Scrapped |
|---|---|---|---|---|
| M.1 – M.4 | 1877 | Ashbury Carriage & Wagon | Withdrawn 1955–1962 | 1960 – 1965 |
| M.5 – M.7 | 1884 | Ashbury Carriage & Wagon | Withdrawn 1960 – 1965 | 1959 – 1964 |
| M.8 – M.19 | 1888 | Ashbury Carriage & Wagon | Withdrawn 1955 – 1965 | 1944 – 1965 |
| M.20 – M.27 | 1889 | Metropolitan Carriage & Wagon | Withdrawn 1954 – 1967 | 1952 – 1965 |
| Mr.28 – Mr.35 | 1884 | Matthew Baird & Co., Ltd. | Manx Northern Railway No.22 – No.29 | 1958 – 1966 |
| Mr.36 – Mr.42 | 1898 | Manx Northern Railway Co. | Manx Northern Railway No.30 – No.36 | 1955 – 1964 |
| M.43 – M.54 | 1911 | Metropolitan Carriage & Wagon | Withdrawn 1955 – 1966 | 1955–1969 |
| M.55 – M.60 | 1911 | Metropolitan Carriage & Wagon | Withdrawn 1958 – 1965 | 1955 – 1969 |
| M.61 – M.67 | 1925 | Metropolitan Carriage & Wagon | M.55 Converted Oil Tanker 1967 | 1960 – 1975 |
| M.68 – M.72 | 1926 | Metropolitan Carriage & Wagon | Withdrawn 1952 – 1960 (Parts M.70 Remain) | 1966 – 1978 |
| M.73 – M.77 | 1925 | Metropolitan Carriage & Wagon | Withdrawn 1949 – 1971 | 1962 – 1999 |
| M.78 | 1925 | I.o.M.S.R.S.A. | Rebuilt 1996 – 1998 – In Traffic | ~ |
The railway owned three cranes in total. The first crane was delivered in 1873, in preparation for the opening of the Peel Line. A third crane was later converted for railway use and became self-propelled, although it was primarily used for demonstration purposes before being sold privately. This crane featured a red and vermilion color scheme, while the other two were predominantly red oxide. Crane No.2 was displayed in burgundy at Ballasalla and Castletown for a period. Today, all lifting on the railway is performed by hired road cranes, especially during annual event galas when locomotives are turned.
| No. | Built | Builder | Notes | Withdrawn | Scrap |
|---|---|---|---|---|---|
| №1 | 1873 | Thomas Kiss & Co. | Delivered for opening of Peel Line | 19?? | 1969 |
| №2 | 1893 | Richard C. Gibbins & Co. | Extant, Union Mills Railway Station | 19?? | ~ |
| №3 | 1902 | Taylor & Hubbard | Sold privately off-island in 2001 | 2000 | ~ |
In 1967, as part of a short-lived experiment to use the railway for shipping container traffic under the title "Man-Tainor" (alternatively "Isle of Man Ferry Express"), a new "R" series was created. This series used the underframes of former "Pairs" carriages, whose bodies were removed and dumped in the goods yards at St. John's Station (with F.69 similarly treated at Castletown Station). No stock carries this prefix today, as the frames were sold off in 1974 to the scrap dealer Manx Metals after the experiment ceased in 1968. The series letter and numbering were unofficial, applied by a party of visiting enthusiasts.[3] The numbers were applied in the order the vehicles were found, not in order of their former "F" numbers. The exact correspondence between "R" and "F" numbers is not known. R.3 was converted to a rather unsatisfactory well wagon and was cut up by Manx Metals. The remaining ten were purchased from Manx Metals by the Festiniog Railway,[4] where six have been used under new coaches and two as wagons. The final vehicle of the batch was experimentally converted into a bogie well wagon by crudely dropping the solebar sides, but this was not successful and was later scrapped.
| No. | Was | Built | Builder | Notes | Sold To | Sale |
|---|---|---|---|---|---|---|
| R.1 | F.53 | 1919 | Metro Cammell | Stored, Ffestiniog Railway | Manx Metals, Onward Festiniog Railway | 1974 |
| R.2 | F.60 | 1916 | Metro Cammell | Now F.R. Waggon No.57 | Manx Metals, Onward Festiniog Railway | 1974 |
| R.3 | F.55 | 1912 | Metro Cammell | Man-Tainor Traffic | Manx Metals, Scrapped Upon Sale | 1975 |
| R.4 | F.52 | 1912 | Metro Cammell | Now F.R. Wagon No.56 | Manx Metals, Onward Festiniog Railway | 1974 |
| R.5 | F.58 | 1918 | Metro Cammell | Now F.R. Carriage No.111 | Manx Metals, Onward Festiniog Railway | 1974 |
| R.6 | F.61 | 1910 | Metro Cammell | Now F.R. Carriage No.118 | Manx Metals, Onward Festiniog Railway | 1974 |
| R.7 | F.56 | 1924 | Metro Cammell | F.R. Carriage No.121 (Scrapped) | Manx Metals, Onward Festiniog Railway | 1974 |
| R.8 | F.72 | 1926 | Metro Cammell | Now F.R. Carriage No.117 | Manx Metals, Onward Festiniog Railway | 1974 |
| R.9 | F.69 | 1923 | Metro Cammell | Stored, Ffestiniog Railway | Manx Metals, Onward Festiniog Railway | 1974 |
| R.10 | F.59 | 1920 | Metro Cammell | Now F.R. Carriage No.119 | Manx Metals, Onward Festiniog Railway | 1975 |
| R.11 | F.51 | 1912 | Metro Cammell | Now F.R. Carriage No.120 | Manx Metals, Onward Festiniog Railway | 1974 |
| R.13 | F.50 | 1925 | Metro Cammell | Bogie Well Wagon | Manx Metals, Onward Festiniog Railway | 1974 |
The railway still has a number of runners based on the underframes of former bogie carriages. These are mostly stored on the siding outside Douglas Station on the former Peel Line, which now acts as a stock siding. Today, these runners still carry their "F" class fleet numbers, either painted on or marked in chalk. In 1975, the underframes of F.65 and F.50 were briefly renumbered as part of another series, becoming R.12 and R.13, but they later reverted to their "F" numbers. F.65 was converted to become the first dual ballast hopper. Most of these surviving examples use frames from the "pairs" series (F.50-F.75), except for F.33, which was a bogie luggage van. All runners carry a plain black livery with white lettering on the solebars. Some examples are occasionally used during the Manx Heritage Transport Festival each summer as part of demonstration works' trains.
| Key: | Scrapped | Dismantled | In Service |
|---|
| № | Built | Builder | Type | Notes | Status |
|---|---|---|---|---|---|
| F.23 | 1896 | Brown, Marshall & Co | Bogie Runner | Timber Framed, Condemned 2009 | Scrapped 2011 |
| F.33 | 1905 | Metro Cammell | Bogie Runner | Extant Douglas Works | Departmental Usage |
| F.44 | 1908 | Metro Cammell | Bogie Runner | Condemned 2010 | Scrapped 2013 |
| F.57 | 1919 | Metro Cammell | Bogie Runner | Extant "Peel East" Siding | Carries New Underframe |
| F.64 | 1912 | Metro Cammell | Bogie Runner | Extant Douglas Works | Components' Storage |
| F.65 | 1910 | Metro Cammell | Bogie Ballast Hoppers | Replaced (By F.70 Below) | Scrapped 2020 |
| F.70 | 1922 | Metro Cammell | Bogie Ballast Hoppers | Extant Douglas Works | In Service |
| F.71 | 1920 | Metro Cammell | Bogie Runner | Extant Douglas Works | In Service |
| F.73 | 1920 | Metro Cammell | Bogie Runner | Extant Douglas Works | In Service |
| B.A.T.1 | 2009 | Isle of Man Railway | Accommodation Truck | Extant Douglas Works | Dismantled 2015 |
| W.W.1 | 1936 | Isle of Man Railway | Four-Wheel Well Wagon | Replaced (Parts To W.W. No.2) | Dismantled, Scrapped 1998 |
| W.W.2 | 1998 | Isle of Man Railway | Four-Wheel Well Wagon | Extant Port Erin Station | In Service |
| W.W.3 | 2012 | Isle of Man Railway | Bogie Well Wagon | Extant "Peel East" Siding | In Service |
Five low-sided wagons were built on four-wheeled underframes released from coaches that had been placed on bogie underframes ("pairs"). These wagons were numbered in a separate sequence without a letter prefix. They did not survive into the nationalisation era, although some excellent photographs of them appear in various books dedicated to the railway's history and rolling stock. The wagons were labeled "Fish Wagon" on the left-hand side and carried their nominal fleet numbers on the right. All were painted deep grey with black metalwork.
| № | Built | Builder | Frames | Scrap |
|---|---|---|---|---|
| №1 | 1909 | Isle of Man Railway Co., Ltd., Douglas Works | Ex-A.9 | 1974 |
| №2 | 1909 | Isle of Man Railway Co., Ltd., Douglas Works | Ex-C.13 | 1965 |
| №3 | 1910 | Isle of Man Railway Co., Ltd., Douglas Works | Ex-E.4 | 1951 |
| №4 | 1914 | Isle of Man Railway Co., Ltd., Douglas Works | Ex-A.2 | 1960 |
| №5 | 1914 | Isle of Man Railway Co., Ltd., Douglas Works | Ex-X.?? | 1960 |
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1873–1885 Initial New Stock
Series "A" carriages had off-white upper panels, green lower panels, and yellow lining, except for A.12, the "Ducal Saloon," which had gilt lining and, according to some sources, was painted green. Series "B" to "E" were chocolate brown with yellow lining. From 1881, new Bogie Stock had chocolate brown lower panels and off-white upper panels, with gold lettering shaded in blue. A sole surviving door from one of the "E" series brake vans is extant in the works at Douglas and carries a faded and cracked brown/purple scheme with white droplight surrounds and vermilion/yellow beading detail. This was replicated in 2023 on saloon F.31.
1879–1905 M.N.Ry. Only
The Cleminson six-wheel carriages were described as being "Polished Teak." This is the appearance that restored carriage No.6 has today, commonly on display in the railway's museum at Port Erin. From 1899, bogie stock on the Manx Northern (e.g., the Hurst Nelsons and the "Foxdale Coach") had "Chocolate lower and creamy white upper panels" prior to the amalgamation with the Railway Company. The teak finish did not weather well and was replaced with paint relatively early.
1886–1934 Mixed Schemes
All passenger stock was now in bogie carriage livery (as above). From 1917, light brown upper window panels replaced off-white. The dark brown and tan livery now resembled that of the Lancashire & Yorkshire Railway. Certain stock in these colors lasted until the mid-1930s. From 1931, secondary carriage stock was painted in a utilitarian dark brown. New stock delivered during this period had white upper panels and lake lower panels, with vermilion and yellow lining.
1935–1945 Utility Liveries
Most stock had off-white upper window and purple lake lower panels, similar to London and North Western Railway colors. The remainder was in Lancashire & Yorkshire Railway colors. From 1940, any repainting was done in dark brown. Some photographic images from the time appear to show a two-tone brown scheme, though records do not indicate whether this was the case. Images exist of some saloons and "pairs" that appear to show varying shades of brown in the mid-sections, similar to the post-war cream scheme.
1946–1971 Post World War Two
Initially, carriages were painted all-over deep red. Later, they had deep red with off-white window panels. Older stock that had not been repainted was still all brown. Since 1968, all service carriages had cream (off-white) upper panels and red lower panels. One notable exception was the Foxdale Coach, which in 1968 was painted bright blue and yellow for use as Lord Ailsa's personal camping coach.
1972–1978 Latter Railway Co.
The post-war scheme was retained, except for five saloons which, in 1972, were fitted with bus-style windows and an all-over bright red scheme (F.36 was not so treated but was repainted for the Royal Train that same year). The Foxdale Coach was painted into the standard red and cream scheme in 1978 and later restored.
1979–1999 Post-Nationalisation
Upon nationalisation, many carriages were gradually returned to the purple lake livery, ending with F.45 in 1991. The "pairs" were outshopped in an all-over maroon scheme (with the notable exception of F.66). The last of these were withdrawn in this condition in 1987. The bar set of saloons (F.31, F.35, and F.32) received a red and white scheme in 1982, making them unique. This was changed to purple lake in 2001.
2000–2024 Standardisation
Since 2000, all passenger stock has carried the post-war red and cream scheme, though with a notably brighter shade of red, as standard. In 2013, the Foxdale Coach (F.39) was restored to its 1887 condition with purple lake and off-white panelling, and gold/blue lining and lettering detail. In 2022, saloon F.31 reverted to this scheme, but with red/gold lining to emulate its original appearance. This will be followed by all other carriages in the dining train to achieve a uniform appearance. The other exception is the privately owned six-wheeler M.N.Ry. No.6, which is varnished teak with gold/blue lettering and shadow detail. All other carriages are red and cream as standard.
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