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The early 1950s were a time of great plans and modern ideas, not least where the railways were concerned but still recovering from the financial effects of the Second World War. Many of these plans had to be implemented in a measured way. Electric traction was seen by the newly nationalized British Rail to be the answer and so attention was focused on new routes in the Southern Region, where third rail electrification had been in place since 1923. Much of BR's Southern Region passenger traffic could be accommodated by the use of EMUs. But to cover the motive power requirement for 900 ton freight services, as well as the 'Night Ferry' and 'Golden Arrow' workings, a new electric locomotive was required. The design specification was based on the experience gained in the previous fifteen years through the operation of Bulleid's CC1 & CC2, Class 70 locomotives. By adopting the continental practice of reducing the weight without sacrificing tractive effort, a smaller engine could be built. This would result in a 750v DC, 77 ton, Bo-Bo locomotive, 24 of which were built by BR's Doncaster works between 1958 and 1960. Numbered E5000 - E5023 as built (E5000 was subsequently renumbered to E5024 in December 1962), the type was classified by BR Southern Region as HA. To enable operation under the simple catenary wires erected in a number of Kentish yards at that time, a single pantograph was fitted centrally on the roof and a booster system was also fitted, avoiding the problem of 'gapping' across short breaks in the conductor rail. Ten of the class were converted to Class 74 engines in 1967/68, at a time when passenger duties for the Class 71s were being reduced and despite being moved onto extra freight workings. The type was under-utilized. In 1977, it was decided that the Class 33 and 73 Electro-diesels could take over the Class 71's duties and they were withdrawn from service. Locomotive E5018 entered traffic in April 1960, being allocated to Stewarts Lane Shed initially. Having been transferred to Ashford Chart Leacon in August 1966, now December 1968, the locomotive was renumbered as E5003 following the conversion of ten of the class to Class 74 locomotives. Under the TOPS scheme, the locomotive became 71003 in December 1973, but just three years later in October 1976, it was moved to storage at Ashford, prior to being cut up at BREL Doncaster in November 1977. Minimum curve Hornby 2nd radius+ / 438mm.

By 1934, the Southern Railway recognised that the short 48" ex-LSWR stock was in need of some major attention as it was nearing the end of its working life. Much of it was built on wooden underframes, whilst some was still gas lit and so a programme of refurbishment was proposed and undertaken under Works Order (HOO No.) L801 of March 1934 and Works Order (HOO No.) L852A of March 1935. The 58" stock to diagrams 99 and 418 were created in 1935/1936 at Lancing Works, by taking the 48" Composite body, cutting it and fitting to a 58" Maunsell underframe. In the case of the Brakes, a 10" guards van was grafted to one end, these were steel panelled, which didn"t quite match the finish of the rest of the wooden panelled bodywork. The composites (to diagram 31) differ, in that the original 48" body was cut into two sections and mounted at each end of the underframe, with a 10" section being inserted comprising a single compartment, with two lavatories (side by side). The defining feature of all these 'new' vehicles was the triangular section weatherboard that ran the length of the body, disguising the join (the 48" body being narrower than the 58" underframe). Diagram 99, 58" 8 Compartment Brake Third; Diagram 418, 58" 6 Compartment Lavatory Brake Composite; Diagram 98, 58" 6 Compartment Lavatory Brake Third; Diagram 31, 58" 9 Compartment Lavatory Brake Third.

The Class 87 locomotive design resulted from a requirement for a more powerful mixed traffic electrical locomotive by British Rail, needed to cope with the route gradients of the West Coast Main Line between Weaver Junction and Glasgow. Electrification had been newly authorised over this section in 1970 and was scheduled for completion by May 1974, leaving little time to design a completely new locomotive from scratch and so British Rail decided to base the new class on the existing Class 86 locomotives. The British Railways Board placed an order for thirty four locomotives, later to be increased to thirty six, with British Rail Engineering Ltd at Crewe, GEC Traction providing the electrical equipment. Designed from the outset to work in pairs, as well as in parallel with the Class 86 fleet, the Class 87 was broadly similar to the Class 86 in terms of layout and styling, but mechanically it was a very different. Immediately identifiable by its new twin windscreen cab, multiple-unit control cables and a redesigned BP9 bogie with Flexicoil suspension, the new locomotives were assembled during 1973-74 and were geared for 110mph running on the WCML, being able to haul 450 ton passenger trains, or 750 ton freight trains single handed. With a power rating of 5000hp, they were to be the most powerful locomotives to run under British Rail until the late 1980s. The first locomotive, 87001, entered traffic in June 1973, the remainder of the fleet being deployed in the general West Coast pool as they entered service, operating Euston to Preston services as the WCML's electrification spread north. On April 22, 1974 the new West Coast 'Electric Scot' service was introduced, marking a major launch for the class and journey times from London-Glasgow were cut to just five hours. When British Railways reversed its locomotive naming policy in 1977, the class were given the generic title of 'Royal Scot' and named from a selection of famous steam hauled predecessors. Sectorisation of the railways in the late 1980s/early 1990s meant rail freight operations were wound down and the fleet were engaged solely on passenger services. Following complete privatisation in the mid-1990s, Porterbrook leasing took over ownership of the fleet, but the introduction of the Pendolino trains led to the Class 87s being withdrawn from the core InterCity routes and complete withdrawal began in 2003, with 87016 being the first to be dismantled in November 2004. The last mainstream locomotive hauled service took place on June 10, 2005 and Porterbrook began to look at how best to employ the locomotives, spells with DRS, Cotswold Rail and First GBRf ensuing. The fleet, not being fitted with On Train Monitoring and Recording (OTMR) could not operate beyond January 1, 2008 and were finally withdrawn from service, some going to Bulgaria between 2008 and 2012. No. 87006 entered traffic in November 1973 and was named 'City of Glasgow' between December 1977 and 1987. After this it was briefly named 'Glasgow Garden Festival' until 1989 at which point it returned to being called 'City of Glasgow' until 1997. In 1984, 87006 and 87012 were selected to trial new liveries in advance of an improved 110mph service on the WCML. 87006 received a version of the large-logo livery, but with dark grey as the base colour rather than Rail Blue, while 87012 received a version of the APT-P livery, which became known as InterCity Executive livery. In 2009 87006 was one of the class to be exported to work for the Bulgarian Railway Company.

The Class 87 locomotive design resulted from a requirement for a more powerful mixed traffic electrical locomotive by British Rail, needed to cope with the route gradients of the West Coast Main Line between Weaver Junction and Glasgow. Electrification had been newly authorised over this section in 1970 and was scheduled for completion by May 1974, leaving little time to design a completely new locomotive from scratch and so British Rail decided to base the new class on the existing Class 86 locomotives. The British Railways Board placed an order for thirty four locomotives, later to be increased to thirty six, with British Rail Engineering Ltd at Crewe, GEC Traction providing the electrical equipment. Designed from the outset to work in pairs, as well as in parallel with the Class 86 fleet, the Class 87 was broadly similar to the Class 86 in terms of layout and styling, but mechanically it was a very different. Immediately identifiable by its new twin windscreen cab, multiple-unit control cables and a redesigned BP9 bogie with Flexicoil suspension, the new locomotives were assembled during 1973-74 and were geared for 110mph running on the WCML, being able to haul 450 ton passenger trains, or 750 ton freight trains single handed. With a power rating of 5000hp, they were to be the most powerful locomotives to run under British Rail until the late 1980s. The first locomotive, 87001, entered traffic in June 1973, the remainder of the fleet being deployed in the general West Coast pool as they entered service, operating Euston to Preston services as the WCML's electrification spread north. On April 22, 1974 the new West Coast 'Electric Scot' service was introduced, marking a major launch for the class and journey times from London-Glasgow were cut to just five hours. When British Railways reversed its locomotive naming policy in 1977, the class were given the generic title of 'Royal Scot' and named from a selection of famous steam hauled predecessors. Sectorisation of the railways in the late 1980s/early 1990s meant rail freight operations were wound down and the fleet were engaged solely on passenger services. Following complete privatisation in the mid-1990s, Porterbrook leasing took over ownership of the fleet, but the introduction of the Pendolino trains led to the Class 87s being withdrawn from the core InterCity routes and complete withdrawal began in 2003, with 87016 being the first to be dismantled in November 2004. The last mainstream locomotive hauled service took place on June 10, 2005 and Porterbrook began to look at how best to employ the locomotives, spells with DRS, Cotswold Rail and First GBRf ensuing. The fleet, not being fitted with On Train Monitoring and Recording (OTMR) could not operate beyond January 1, 2008 and were finally withdrawn from service, some going to Bulgaria between 2008 and 2012. No. 87009 entered traffic in November 1973 named 'City of Birmingham'. In 2012, 87009 was exported to Bulmarket, Bulgaria.

91002 entered traffic in April 1988 and went straight into testing on the East Coast Main Line, hauling test trains comprised of Mk.2 and Mk.3 stock, before being delivered into Bounds Green for operational use from the middle of June that year. From Autumn 1989, British Rail started naming the Class 91 fleet and on 4 May 1993 91002 received the name 'Durham Cathedral', which it carried until February 2009.

One of fifty-three Class 9Fs completed at Swindon Works and the penultimate steam locomotive to be built by British Railways, 92219 entered service on 31 January 1960 paired with seven ton, 5000 gallon BR1G tender No. 1526 and was allocated to Cardiff Canton in the Western Region. Remaining in Cardiff for the entirety of its service life, 92219 was withdrawn from Cardiff East Dock in the first week of September 1968, having completed less than six years in traffic. Sold to Woodham Brothers at Barry scrapyard in October 1965, 92219 remained there until May 1985 when it was moved to the Peak Railway Society at Buxton, being cosmetically restored and stored. Further extended periods of storage at the Midland Railway Centre and Stainmore Railway Company ensued, before 92219 was moved to the Wensleydale Railway in 2014 to once again await restoration.

Having completed nearly 90,000 miles of test running since new, Sir Nigel Gresley's W1 4-6-4HP 10000 entered Darlington Works on 21 August 1935 for what was anticipated to be a major overhaul and modification. During this period Gresley decided that it was time to rebuild 10000 as a three cylinder locomotive with a conventional firetube boiler and 10000 was moved to Doncaster Works on 13 October 1936, the first drawing for the modification being prepared at the end of November. When 10000 was finally released from Doncaster Works in November 1937, it was a significantly different locomotive; being fitted with a diagram 111 boiler that was very similar to the diagram 108 boiler fitted to 2006 Wolf of Badenoch, and with a streamlined casing to the same pattern as the A4 class. As many components as possible from the original W1 were used in the rebuild, including the frames, which were shortened by 1½ feet at the front end. Other items, where needed, were sourced from the A4 class, the A3 class or, like the front bogie, from the B17 and an experimental double Kylchap blastpipe and chimney was fitted. The cab, while similar to that of the A4 class, was considerably longer and this led to the retained original tender's coal delivery chute having to be lengthened to compensate for the extra distance from the firebox doors. The original tender was retained, but with superficial modifications, such as to the curvature of the front plates and the addition of streamlined plating to the front and rear, although this was partially removed just a year later, in 1938. Up to the outbreak of war in 1939, and during the war years, 10000 worked mainly on Kings Cross main line duties and with its power and smooth riding it was a popular engine with the LNER's drivers, though less so with the firemen due to the distance between the shovelling plate and the firehole door. The locomotive also became more 'fitter' friendly after April 1942 when the skirting was removed from ahead and behind the outside cylinders to improve access in wartime conditions. Post war, at the time of nationalisation and now numbered 60700, the corridor tender was swapped for the streamlined non-corridor tender from 60004 William Whitelaw and the locomotive was engaged in more varied duties, working occasional passenger services to Leeds and Cambridge from Kings Cross alongside the occasional 'lodging' turns to Newcastle. Following allocation to Doncaster on 25 October 1953, 60700 became a more frequent visitor to Leeds and also worked turns to Sheffield, as well as Doncaster to Peterborough passenger services and various braked goods trains. In a similar circumstance to 10000 never receiving its proposed name of British Enterprise in November 1929, 60700 never received its intended name of Pegasus, for which the nameplates were cast on 13 April 1951.

The BR, Collett 57' Bow Ended D98 Six Compartment Brake Third (Left Hand), W4949W - Era 4 measures in at 242mm, features a maroon/crimson livery and is without a doubt any railway collector's staple coach. Let's not forget being a much appreciated gift as well, so be sure to pick yours up today!

BR, Collett 57' Bow Ended D98 Six Compartment Brake Third (Left Hand), W5507W - Era 4 measures in at 242mm, features a maroon/crimson livery and is without a doubt any railway collector's staple coach. Let's not forget being a much appreciated gift as well, so be sure to pick yours up today!

The BR, Collett 57' Bow Ended D98 Six Compartment Brake Third (Right Hand), W4951W - Era 4 measures in at 242mm, features a maroon/crimson livery and is without a doubt any railway collector's staple coach. Let's not forget being a much appreciated gift as well.

This BR, Collett 57' Bow Ended D98 Six Compartment Brake Third (Right Hand), W5508W - Era 4 measures in at 242mm, features a maroon/crimson livery and is without a doubt any railway collector's staple coach. Let's not forget being a much appreciated gift as well.

Another railway creation C.B Collett comes in the form of the BR, Collett 57' Bow Ended E131 Nine Compartment Composite (Left Hand), W6237W - Era 4. This locomotive coach comes in BR crimson/maroon livery and at 242mm, it is the ideal gift for train collectors, those both new and experienced.

Another railway creation C.B Collett comes in the form of the BR, Collett 57' Bow Ended E131 Nine Compartment Composite (Left Hand), W6630W - Era 4. This locomotive coach comes in BR crimson/maroon livery and at 242mm, it is the ideal gift for train collectors, those both new and experienced.

Another railway creation C.B Collett comes in the form of the BR, Collett 57' Bow Ended E131 Nine Compartment Composite (Right Hand), W6242W - Era 4. This locomotive coach comes in BR crimson/maroon livery and at 242mm, it is the ideal gift for train collectors, those both new and experienced.

Another railway creation C.B Collett comes in the form of the BR, Collett 57' Bow Ended E131 Nine Compartment Composite (Right Hand), W6631W - Era 4. This locomotive coach comes in BR crimson/maroon livery and at 242mm, it is the ideal gift for train collectors, those both new and experienced.

Collett's distinctive bow-ended coaches were developed from a pre-production series of 3 lots , being introduced from late 1925 onwards. Originally formed into six coach sets formed from E127, C54 & D94, or E127, C54 & D95 diagrams, later sets were marshalled into eight coach all Third Class rakes comprised of C58 & D104 diagrams. Due to comfortable and smooth riding, the type lasted well into British Railways' service, the final examples being withdrawn during December 1962 and January 1963. For further reference on the Collett Coaches, see Great Western Coaches 1890-1954 by Michael Harris.

Collett's distinctive bow-ended coaches were developed from a pre-production series of 3 lots , being introduced from late 1925 onwards. Originally formed into six coach sets formed from E127, C54 & D94, or E127, C54 & D95 diagrams, later sets were marshalled into eight coach all Third Class rakes comprised of C58 & D104 diagrams. Due to comfortable and smooth riding, the type lasted well into British Railways' service, the final examples being withdrawn during December 1962 and January 1963. For further reference on the Collett Coaches, see Great Western Coaches 1890-1954 by Michael Harris.

Collett's distinctive bow-ended coaches were developed from a pre-production series of 3 lots , being introduced from late 1925 onwards. Originally formed into six coach sets formed from E127, C54 & D94, or E127, C54 & D95 diagrams, later sets were marshalled into eight coach all Third Class rakes comprised of C58 & D104 diagrams. Due to comfortable and smooth riding, the type lasted well into British Railways' service, the final examples being withdrawn during December 1962 and January 1963. For further reference on the Collett Coaches, see Great Western Coaches 1890-1954 by Michael Harris.

Collett's distinctive bow-ended coaches were developed from a pre-production series of 3 lots , being introduced from late 1925 onwards. Originally formed into six coach sets formed from E127, C54 & D94, or E127, C54 & D95 diagrams, later sets were marshalled into eight coach all Third Class rakes comprised of C58 & D104 diagrams. Due to comfortable and smooth riding, the type lasted well into British Railways' service, the final examples being withdrawn during December 1962 and January 1963. For further reference on the Collett Coaches, see Great Western Coaches 1890-1954 by Michael Harris.

Collett's distinctive bow-ended coaches were developed from a pre-production series of 3 lots , being introduced from late 1925 onwards. Originally formed into six coach sets formed from E127, C54 & D94, or E127, C54 & D95 diagrams, later sets were marshalled into eight coach all Third Class rakes comprised of C58 & D104 diagrams. Due to comfortable and smooth riding, the type lasted well into British Railways' service, the final examples being withdrawn during December 1962 and January 1963. For further reference on the Collett Coaches, see Great Western Coaches 1890-1954 by Michael Harris.

This models is a former LMS 20T Brake Van in its British Rail Diagram 2068 configuration, in a later Departmental Olive livery. Whether your layout is a 1970s city or small village, this wagon is guaranteed to complete the whole scene with its plank detailing and olive painted finish.