Hornby UK

D5627 entered traffic on 23 June 1960 allocated to Ipswich Shed and the locomotive spent much of its early career operating in the East of England, with additional allocations to Stratford, March and Finsbury Park. Numbered 31203 under the TOPS scheme, from the late 1970s 31203 operated from Bescot and Immingham on freight duties, before moving to Civil Engineer duties in the 1990s. Placed into storage in July 2000, 31203 was purchased for preservation by Les Emery and was restored at the Chasewater Railway, before being moved to the Pontypool & Blaenavon Railway where the locomotive was named Steve Organ G.M on 26 July 2009.

This BR, Class 370 Advanced Passenger Train 2-car TF Coach Pack, 48501 + 48502 - Era 7 coach pack includes the two TF coaches required in part to complete R3874 7-car Pack (Sets 370 001 and 370 002). Each coach measures at 276mm.

This coach pack includes the two TF coaches required in part to complete R3873 5-car Pack (Sets 370 003 and 370 004). Each coach model measures at 276mm and will look great on any railway layout, especially in an Era 7s main city centre.

If you're on the hunt for some new coaches to add to your railway track or are eager to add a modern twist to your collection, then this coach pack will satisfy all your locomotive needs. This pack includes the two TU coaches required in part to complete R3874 7-car Pack (Sets 370 001 and 370 002).

This coach pack includes the two TRBS coaches required in part to complete R3873 5-car Pack (Sets 370 003 and 370 004). Each coach model measures at 276mm and will look great on any railway layout, especially in an Era 7s main city centre.

This coach pack includes the two TS coaches required in part to complete R3874 7-car Pack (Sets 370 001 and 370 002). Each coach model measures at 276mm and will look great on any railway layout, especially in an Era 7s main city centre.

This coach pack includes the two TS coaches required in part to complete R3873 5-car Pack (Sets 370 003 and 370 004). Each coach model measures at 276mm and will look great on any railway layout, especially in an Era 7s main city centre.

This coach pack includes the two TU coaches required in part to complete R3874 7-car Pack (Sets 370 001 and 370 002). Each coach model measures at 276mm and will look great on any railway layout, especially in an Era 7s main city centre.

If you're on the hunt for some new coaches to add to your railway track or are eager to add a modern twist to your collection, then this coach pack will satisfy all your locomotive needs. This pack includes the two TU coaches required in part to complete R3873 5-car Pack (Sets 370 003 and 370 004).

At the beginning of 1982, the CM&EE considered that development problems with the ATP-P project would mean that the introduction of APT-S, scheduled for 1988, would not happen because APT-P still required at least six more years to achieve an acceptable degree of reliability. Given this situation, a meeting of the BRB Railway Executive Group on 23 June 1982 laid out four options for the commercial introduction of APT as part an overall InterCity traction strategy, with the quickest solution being the APT-U option. The APT-U consisted of two power cars with one at either end of the train and ten passenger cars, with a proposed increase to twelve vehicles to follow. Tilt was to be incorporated, but not articulation. The anticipation of the Board was for twenty trainsets to be completed for use mainly on the London to Manchester and Liverpool routes with selected operation to Glasgow. As this design incorporated proven equipment and dispensed with the APT-P's transfer gearbox and HK braking, it was envisaged that service operation could begin before 1989. In mid-1984, TS Sc48204 was withdrawn from Set 370 004 and sent to the Engineering Development Unit (EDU) at Derby RTC for conversion to an APT-U test vehicle and extensive rebuilding of the underframe being undertaken in order to incorporate tilting double bogies based on the BT12 units. Following completion, some static testing was undertaken at Derby as well as dynamic testing on the WCML in an APT formation, where the coach was inserted between the TBF and NDM vehicles. Create a Later Fourteen Car Formation by adding the following SKUs (sold separately): R40011A (x2) R40012A (x2) R40013A (x2) R40014A (x2)

British Rail Class 370 Advanced Passenger Train 5-car Pack Set 370 003 comprising DTS Sc48103, TBF Sc48603 and NDM Sc49003 City of Derby, along with Set 370 004 comprising TBF Sc48604 and DTS Sc48104. By the end of 1970 the British Rail Board began considering the third design phase of the Advanced Passenger Train; the prototype for the full production trains that would incorporate the technology of the APT-E in a practical application. From the outset the pre-production APT project, or APT-P, was considered to be nothing more than a proving prototype for evaluation, prior to the finalized Advance Passenger Train design being authorized for squadron service; the APT-S. Having settled on electric traction for the production APT, the West Coast main line between Euston and Glasgow was the obvious route for conducting testing, being electrified along its length and with some severe curves that curtailed high speed travel. The date for commencement of services was set for 1977 and the Chief Mechanical and Electrical Engineers' Department (CM&EE) design engineers began work in October 1973. In a move similar to the current situation of the DfT defining design specifications, it was the passenger business of British Rail that decided upon the original configuration for the APT-P. Each set was to comprise fourteen cars, with the two power cars marshalled at the outer ends of the sets. It soon became clear that the use of two pantographs, one on each power car, was unsuitable for the OHP wires in place at that time and the use of two power cars in the middle of the train became the only option, effectively cutting the train in half. This created two 1+6 formations of DTS, TS, TRBS, TU, TF, TBF and NDM (Non-Driving Motor), through which passengers could not pass due to the high magnetic fields generated by the electrical equipment contained in the NDM. The NDM was the first vehicle completed for testing in June 1977 and it spent a year on static tests at RTC Derby, as well as dynamic tests on the WCML with a spare HST Power Car from September 1977. In mid-1978 the power car was joined by the rest of the first half set for testing on the WCML and was unveiled to the press on June 7th but, hampered by industrial action, it was to be February 1979 before various formations of the full train were marshalled to test different aspects of the train. At the end of the year on December 20, 1979, a new rail speed record of 162.2mph was achieved and by March 1980 all three APT-P trains were delivered and ready for mileage accumulation on the WCML. Having finally achieved full route clearance and with testing indicating that all was progressing to plan, shadow passenger service was set to commence on June 9, 1980 with a daily Glasgow/London return service. A demonstration run on April 18th with a 1+9 set was meant to usher in a new era of high speed rail travel, but a derailment caused by a faulty articulated bogie signaled the beginning of the APT 'jinx' and the postponement of passenger introduction. Wheelsets had to be rebuilt across the fleet and reliability problems with the tilt, transmission and braking systems were also exacerbated by the mediocre ride quality. It was also found that failure of the tilting mechanism could result in the APT exceeding its kinematic envelope and potentially coming into contact with an APT travelling in the opposite direction. It was to be Spring 1981 before main line testing could resume and by now media and public opinion was turning against the project, with some individuals in Government and within the British Railways Board expressing their discontent as well. Entering public service on December 7, 1981 at first all went well, but very cold weather in Scotland on December 9th and again on December 11th resulted in the brakes freezing and the APT being taken out of traffic until the summer of 1982. A year of technical R&D project running followed, before limited passenger running took place across 1983/84 to assess passenger comfort using the full 2+12 sets between London Euston and Glasgow, culminating in a new time and speed record for the 401 mile trip of three hours and fifty-two minutes; an average speed of 103mph. Far exceeding its budget, APT-P had now effectively reached the end of its development program. Although a number of plans had been suggested for the implementation of APT in service, in a number of formations and with varying traction options, the APT-S, APT-R, APT-T, APT-U and APT-V projects never materialized. The fleet of six sets had been reduced since March 1983, parts being canonicalized to keep the remaining vehicles running and at the end of May 1985 the APT-P was withdrawn from service, with the Intercity Development Train (APT-D) continuing until December 1986. To complete your fourteen car formation, add the following SKUs (sold separately): R40011 (x2) R40012 (x2) R40013 (x2) R40014 (x2) R3948 (Motorized)

43123 was delivered into service on 14 April 1979 and 43065 on 15 October 1977 and both power cars have had their operational life extended by the fitting of MTU power units at Brush Traction, 43123 being the last of the Valenta engine HSTs. Both cars are easily identified by virtue of the buffers that were fitted during the 'surrogate' DVT period and by the fact that they were redesignated as Class 43/4 following their conversion to MTU power. 43123 was renumbered as 43423 on 31 January 2011 and given the name 'VALENTA 1972-2010' on 15 May 2011. While 43065 was renumbered 43465 on 31 December 2010, it retained the name 'City of Edinburgh' that it had first received on 25 February 1996.

Built between 1962 and 1968, the British Rail (BR) Class 47 Co-Co Diesel-Electric locomotive was once the most numerous class of mainline diesel in Britain with 512 examples. 310 locomotives were constructed by Brush in Loughborough, and the remaining 202 at Crewe. The locomotives were used for passenger and freight operations. In 2020, 24 of the class remain operational on the national network with more in storage and an additional 31 preserved. Built in October 1964 as D1767 the locomotive was initially assigned to the Tinsley depot. Under TOPS the locomotive was initially numbered 47172. The locomotive received the name 'County of Hertfordshire' in 1979 before being reclassified a class 47/4 and renumbered 47583 in November 1980. In 1981 the livery of the locomotive was updated to mark the wedding of HRH Prince Charles and Lady Diana Spencer featuring a large BR arrow uniquely lined in Red and Blue.

Built at Swindon Works under Lot No. 369 during August 1948, Diagram A9 Class 5101 'Large Prairie' No. 4160 entered traffic on 6 September, 1948 at Barry Shed, where it stayed until 3 October, 1953. Staying in Wales, 4160 worked from Merthyr Tydfil and Radyr until October 5, 1964 when it moved to Severn Valley Junction. Condemned in June 1965, it was purchased for preservation and is currently at Llangollen Railway awaiting restoration.

Built in 1961 and 1962, the Class 55 Co-Co diesel locomotives were specifically designed for the high-speed express passenger services on the East Coast Main Line (ECML). The Class, built by English Electric, was powered by two 18-cylinder D18-25 series II type V Deltic engines, each rated at 1,650 hp continuous at 1500 rpm. This unique engine also powered the DP1 prototype that preceded the Class 55s, with the prototype being named 'Deltic' after its engines, hence the Class 55 also became known as 'Deltics'. After the introduction of the HSTs, the Class 55s were deposed from many of their express duties, instead being placed on secondary services. It soon became clear that maintaining the Deltics for these secondary duties would not be economically viable meaning that the class were run with minimal maintenance until they failed, at which point they would be sent to Doncaster Works to be scrapped. Six locomotives were preserved, including 55 002 'The King's Own Yorkshire Light Infantry' which was selected by the National Railway Museum to join the National Collection. fter privatisation of the British railway network, the preserved Deltics became ideal candidates for mainline running due to their strong performance characteristics relative to other preserved diesels. This has included running passenger charters as well as freight services. On 29 November 2017 it was announced via the official Royal Scots Grey website that 55 022 'Royal Scots Grey' and D9016 'Gordon Highlander', plus all spares, had been sold to Locomotive Services Limited, with D9016 recently moving to LSL's facility in Margate. Built in 1961, locomotive No. D9013 was allocated to the Haymarket shed from new and spent most of its life there other than a brief allocation to Finsbury Park in early 1968 which lasted just four months. The locomotive served with BR until its withdrawal from service in December 1981.

The 'Avalon' bungalow brings peaceful residential charm to your OO gauge layout. This meticulously resin model features highly detailed brickwork and a realistic tile finish. Surrounded by its own garden, this 184 x 186 x 86mm structure makes an ideal focal point for quieter areas of your layout, adding depth and character to any town or village setting.

Built in 1961 and 1962, the Class 55 Co-Co diesel locomotives were specifically designed for the high-speed express passenger services on the East Coast Main Line (ECML). The Class, built by English Electric, was powered by two 18-cylinder D18-25 series II type V Deltic engines, each rated at 1,650 hp continuous at 1500 rpm. This unique engine also powered the DP1 prototype that preceded the Class 55s, with the prototype being named 'Deltic' after its engines, hence the Class 55 also became known as 'Deltics'. After the introduction of the HSTs, the Class 55s were deposed from many of their express duties, instead being placed on secondary services. It soon became clear that maintaining the Deltics for these secondary duties would not be economically viable meaning that the class were run with minimal maintenance until they failed, at which point they would be sent to Doncaster Works to be scrapped. Six locomotives were preserved, including 55 002 'The King's Own Yorkshire Light Infantry' which was selected by the National Railway Museum to join the National Collection. After privatisation of the British railway network, the preserved Deltics became ideal candidates for mainline running due to their strong performance characteristics relative to other preserved diesels. This has included running passenger charters as well as freight services. On 29 November 2017 it was announced via the official Royal Scots Grey website that 55 022 'Royal Scots Grey' and D9016 'Gordon Highlander', plus all spares, had been sold to Locomotive Services Limited, with D9016 recently moving to LSL's facility in Margate.

The British Rail Class 56 Type 5 Co-Co diesel locomotive was first introduced in 1976 to cope with the increased requirement for heavy freight. British Rail awarded the contract to design and build these new engines to Brush Traction in Loughborough, who subsequently sub-contracted the construction to Electroputere in Romania, due to the lack of capacity in their own works. The initial 30 locomotives to be delivered from Romania suffered from transit damage and construction deficiencies and had to be extensively rebuilt before entering service. With this in mind the decision was made to build the remaining 105 locomotives in England, British Rail Engineering Ltd manufacturing them at their Doncaster Works (nos. 56031 to 56115) and Crewe Works (nos. 56116 to 56135). The design specification was based upon the Class 47 bodyshell, with the omission of redundant features such as the headcode panel. Power came from a Ruston-Paxman unit that was similar to that fitted in the Class 50 locomotives, which provided the capability for heavy haul freight. Air brakes were fitted for the first time in a British Rail engine and the electrics were improved in a number of areas, resulting in a more robust power unit. Nicknamed as Gridirons or "Grids", the Class 56 displaced the Class 20 and Class 47 locomotives and commonly undertook the transportation of iron ore, coal, aggregate and steel across the Eastern and London Midland Regions and on the Western Region for aggregate duties. Strong and reliable performers, the locomotives were popular, but needed heavy maintenance, particularly when compared against the Class 66 locomotives that came to displace them in service. The introduction of the Class 60 locomotives saw a gradual reduction in the use of the Class 56 locomotives and with the arrival of the Class 66 locomotives, with their greater availability and lower maintenance, the Class 56 fleet were placed into storage between 1998 and 2004. Most of the locomotives remain in depots around the UK, despite being variously sold for scrap and then re-acquired and reinstated in service. Colas Railfreight operate a small fleet on a rotating basis and British American Railway Services and UK Rail Leasing have a number available for working. Five locomotives, 56006, 56097, 56098, 56301 and 56302 have been preserved. No. 56047 was built in July 1978 by BREL in Doncaster. The locomotive served with BR and later Transrail until being put into storage in May 1999. The locomotive was scrapped in December 2003.

Built at Swindon Works under Lot No. 278 in December 1932, Diagram A10 Class 61xx 'Large Prairie' No. 6145 entered traffic at Old Oak Common, employed on London suburban services, even over London Underground metals. Class 61xx locomotives were the mainstays of the Thames Valley suburban services until replaced by DMUs, illustrated by 6145's allocations to Old Oak Common, Slough and Oxford sheds.

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 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, resulting 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 E5005 started life numbered as E5020, leaving Doncaster Works in June 1960 for allocation at Stewarts Lane. Transferred to Ashford Chart Leacon on August 22, 1966, on November 7, 1968 the locomotive was renumbered as E5005, following the conversion of the previous E5005 to Class 74 in March 1967. Under the TOPS scheme, the locomotive became 71005 in December 1973, but just three years later, in October 1976, it was moved to storage at Ashford, prior to being cut up at J. Cashmore, Newport in August 1978. Maximum curve Hornby 2nd radius + / 438mm+.