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During Eras 4/5, coach dining and catering came under increased popularity amongst passenger. With this came an increasing demand for coaches and locomotives providing this service. This is where the BR, Period II 68' Dining/Restaurant Car, M236M - Era 4 joined this increasing number of dining coaches. This Period II 68' Dining/Restaurant Car measures 285mm.

Hornby is proud to present the BR, Period III Corridor Brake Third, M5914M - Era 4. Designed by Sir William Stanier, this is one of his numerous locomotives and coaches servicing the UK railways of this Era. This coach has a crimson and cream livery and measures at 242mm.

Hornby is proud to present the BR, Period III Corridor First, M1047M - Era 4. Designed by Sir William Stanier, this is one of his numerous locomotives and coaches servicing the UK railways of this Era. This coach has a crimson and cream livery and measures at 242mm.

Hornby is proud to present the BR, Period III Corridor First, M2139M - Era 4. Designed by Sir William Stanier, this is one of his numerous locomotives and coaches servicing the UK railways of this Era. This coach has a crimson and cream livery and measures at 242mm.

6211 Queen Maud entered traffic on 21 October 1935 allocated to Camden shed and fitted with the riveted 9-ton LMS tender, which it retained until the first heavy service at Crewe during July 1936, when a riveted 10-ton tender was attached. Fleetingly allocated to Crewe North at the outbreak of war in 1939, Queen Maud moved to the shed permanently on 22 May 1943 where it remained, apart from a two month stint at Edge Hill in 1956, until withdrawn on 7 October 1961.

60015 Bow Fell was the last of the class to be accepted into service by British Rail, entering traffic on 24 March, 1993 being allocated to the Railfreight Construction sub-sector at Immingham. When Transrail was launched on 29 August, 1994 at Arpley Yard, it was 60015 that was selected to unveil the new Transrail livery.

Having completed nearly 90,000 miles of test running since new, Sir Nigel Gresley's W1 4-6-4 No. 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. Subsequently, 10000 was moved to the Doncaster Works on 13 October 1936 and this is where the first drawing for the modification were being prepared. 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 No. 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 1 ½ 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, 60700 was considerably longer and this led to the locomotive's 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 nationalization 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 hauling 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.

Ruston & Hornsby Ltd, of Lincoln, was formed as the result of the merger between Ruston, Proctor & Co. Ltd and Richard Hornsby & Sons Ltd on September 11, 1918 and their first narrow gauge diesel locomotive left the works on September 1, 1931. In the summer of 1932, production was moved to the larger Boultham Works, where the firm were eventually to become Britain's largest builder of diesel locomotives, with over 6,500 being built by the time production ceased in 1969. Almost as soon as the firm's 44/48HP 0-4-0 locomotives were making an appearance, an upgraded, more powerful 0-4-0 was on the drawing board. Although many of the features of the 44/48HP were retained for the new 80/88HP, such as the chain drive and running gear, a new type of transmission was fitted, along with Westinghouse airbrakes. The new power unit, Ruston's own 4VPB, delivered 80BHP at 1000rpm and was later supplanted by Ruston's improved 4VPH that delivered 88BHP, but it required compressed air to be injected into the cylinders to be able to start. While running, an air reservoir was kept charged via the braking system, but after standing idle for a period the reservoir depleted and a secondary source was required to recharge the reservoir. This was achieved by fitting a small, secondary 1½HP 'donkey' engine, giving rise to a distinctive raised cover on the right hand side of the engine compartment that differed in size and placement depending on the make of engine used. Two basic weight options were offered for the 80/88HP, of 17 tons and 20 tons, the difference being achieved by attaching weights to the outside frames, as well as to the front and rear buffer beams. In 1941, Ruston's locomotive classifications were changed, with the 80/88HP becoming 88DS (with the narrow gauge versions being assigned the DSM and DSN suffix, and the broader gauges assigned DSW). Outward appearance changes to the 'standard' locomotives were mainly confined to the cab area, with examples from mid-1947 replacing the open cab with a fully enclosed cab that featured several ad-hoc styles of front window. The final 88DS, 518494, left Boultham Works on 29 November 1967, bringing to an end a production run of 271 locomotives. Ruston 408493 was built new for British Railways Western Region, for use at the Signalling & Telecommunications Department workshops at Reading and was delivered in January 1957. Taking the Departmental number 20, the locomotive spent its entire lifetime at Reading, housed under the Vastern Road bridge when not in use. Renumbered in 1973 under TOPS, to 97020, withdrawal came in April 1981 and it was disposed of at Reading by Cartrights of Tipton in August 1982, being replaced by a Barclay Class 06 No. 06003, which was transferred to Reading from the Scottish Region.

Ruston & Hornsby Ltd, of Lincoln, was formed as the result of the merger between Ruston, Proctor & Co. Ltd and Richard Hornsby & Sons Ltd on September 11, 1918 and their first narrow gauge diesel locomotive left the works on September 1, 1931. In the summer of 1932, production was moved to the larger Boultham Works, where the firm were eventually to become Britain's largest builder of diesel locomotives, with over 6,500 being built by the time production ceased in 1969. Almost as soon as the firm's 44/48HP 0-4-0 locomotives were making an appearance, an upgraded, more powerful 0-4-0 was on the drawing board. Although many of the features of the 44/48HP were retained for the new 80/88HP, such as the chain drive and running gear, a new type of transmission was fitted, along with Westinghouse airbrakes. The new power unit, Ruston's own 4VPB, delivered 80BHP at 1000rpm and was later supplanted by Ruston's improved 4VPH that delivered 88BHP, but it required compressed air to be injected into the cylinders to be able to start. While running, an air reservoir was kept charged via the braking system, but after standing idle for a period the reservoir depleted and a secondary source was required to recharge the reservoir. This was achieved by fitting a small, secondary 1½HP 'donkey' engine, giving rise to a distinctive raised cover on the right hand side of the engine compartment that differed in size and placement depending on the make of engine used. Two basic weight options were offered for the 80/88HP, of 17 tons and 20 tons, the difference being achieved by attaching weights to the outside frames, as well as to the front and rear buffer beams. In 1941, Ruston's locomotive classifications were changed, with the 80/88HP becoming 88DS (with the narrow gauge versions being assigned the DSM and DSN suffix, and the broader gauges assigned DSW). Outward appearance changes to the 'standard' locomotives were mainly confined to the cab area, with examples from mid-1947 replacing the open cab with a fully enclosed cab that featured several ad-hoc styles of front window. The final 88DS, 518494, left Boultham Works on 29 November 1967, bringing to an end a production run of 271 locomotives. Ruston 432478 was built new for British Railways, being delivered in January 1959 to the North Eastern Region Civil Engineers Department at the Leeman Road Permanent Way Stockyard in York, one of six Ruston & Hornsby 88DS locomotives built for British Railways which were distributed between York, Dinsdale Depot, Etherley Tip, Crofton, Hartlepool and Darlington. As well as working shunting duties at Leeman Road, 432478 also worked at the York Central Concrete Depot, which is now the site of the Railway Museum's main visitor car park.

The BR, Siphon H , W1429 - Era 4/5 model measures at 213mm and the red painted finish means this wagon will compliment any eras 4 town center or farm scene.

78000 entered traffic at Oswestry on 27 December 1952 along with the other nine 2MT locomotives from the first batch, displacing the GWR Dean Goods and Cambrian Railways' 0-6-0s from their local passenger and freight duties. As the new locomotives and their crews became accustomed to their new operating areas, they were dispersed to other sheds and so 78000 found itself allocated to Machynlleth for work between Shrewsbury, Oswestry and the Welsh coast resorts from Aberystwyth to Portmadoc until May 1963. Moved to Nottingham to cover local freight workings, in January 1964 the locomotive was transferred to Derby for use on the Shirland Colliery Branch until June 1965, when 78000 was withdrawn from service.

Designed by R. A. Riddles and derived from Ivatt's LMS 2MT 2-6-0 locomotive design, itself a variation of Ivatt's Class 2 2-6-2T, the BR Standard Class 2 was the smallest of the BR standards and featured changes to the LMS design such as smaller cabs so that they could be used across the network where loading gauges were less generous. Darlington works was responsible for building the entire fleet of 65 engines and for a time construction of the LMS and BR designs overlapped. Like the LMS predecessor the BR design had a tender cab to enhance crew protection and visibility when running tender-first. 78006 was one of the first batch of the 2MT standard design built by British Railways. The locomotives in this batch were built for the Western Region at Darlington who had experience building the LMS Ivatt 2-6-0s. The locomotive was initially assigned to the Oswestry depot for work in mid-Wales where the enclosed cab design proved a huge advantage. From 1962 the locomotive was based in Gloucester where it remained until withdrawal in December 1965.

78010 entered traffic at West Auckland Shed on 24 December 1953 as one of nine 2MT locomotives allocated there for passenger services to Saltburn, Tebay mineral workings over Stainmore summit and the odd excursion working. In March 1955, 78010 was moved to Northallerton shed, displacing the J21, J25 and G5 locomotives on pick up freight workings locally. In March 1963 the locomotive was sent to Polmadie, but was in a poor condition and was transferred on to Motherwell before being returned to Darlington in June that year. 78010 arrived at Farnley Junction in November 1963, before being moved on to Crewe South in April 1964 from where it was withdrawn from service in September 1966.

78047 entered traffic at Hawick Shed on 25 October 1955 where the locomotive spent most of its lifetime working, even deputizing for failed Class 27, 40 and 45 diesels on the Edinburgh-Carlisle route post-1961. In 1966, once local passenger and freight services were discontinued or taken over by diesel traction, 78047 moved over to Bathgate mainly to operate mineral trip freights from local collieries and to haul the occasional enthusiasts' special. Reallocated to St. Margaret's prior to withdrawal, 78047 was eventually scrapped in January 1967.

Designed by R. A. Riddles and derived from Ivatt's LMS 2MT 2-6-0 locomotive design, itself a variation of Ivatt's Class 2 2-6-2T, the BR Standard Class 2 was the smallest of the BR standards and featured changes to the LMS design such as smaller cabs so that they could be used across the network where loading gauges were less generous. Darlington works was responsible for building the entire fleet of 65 engines and for a time construction of the LMS and BR designs overlapped. Like the LMS predecessor the BR design had a tender cab to enhance crew protection and visibility when running tender-first. Built as part of a batch of 10 destined for the Scottish Region, No. 78054 was built in 1955 and allocated to the Motherwell depot. The locomotive started out life hauling freight however after a year it was moved to Keith where it ran passenger services. The locomotive was also allocated to Aberdeen Ferryhill and Bathgate sheds before being withdrawn in December 1965.

When the London Midland Scottish Railway came up with its initial standard designs in 1947, it was considered that there was no call for a mixed traffic Class 4, 4-6-0 locomotive. The duties for which the 4-6-0 design were suited to were amply covered by existing traction types and it wasn't until Nationalization in 1948, that the Western Region of British Rail felt that this type of locomotive was required for use on its secondary route services. The restricted axle loading for the coastal routes to Aberystwyth and Pwllheli precluded the use of the heavier Standard Class 5, whilst an update on the GWR Manor design was not feasible because of gauging issues on the other British Rail regions, who were also looking to replace their ageing locomotive stock. Robert Riddles, British Rail's Head of Mechanical and Electrical Engineering, set about designing a new locomotive, principally from BR's Brighton Works, as a solution to this problem. Many of the components for the Standard Class 4MT were similar to those used in the Standard Class 5 and as a class, there were few significant variations during the course of their construction. Between mid-May 1951 and January 1956, eighty locomotives were built at BR's Swindon Works, in six Lots, a final order of ten locomotives for the Eastern Region being cancelled in September 1956. The first ten locomotives were delivered to the Western Region between May and October 1951 and by the end of the year were all operating from Shrewsbury Shed. Employed on local and semi-fast duties the engines were ideally suited to their task, but attempts to displace Class 5 duties on heavy passenger and goods traffic proved unpopular, as happened on the former LNWR central Wales line to Swansea. The Class 4s suffered from poor steaming under load and were under-powered, their timekeeping suffering as a consequence. Deliveries continued, with the London Midland region receiving three batches of locomotives, the Western a further batch and the Southern receiving a batch. By the beginning of 1956, Class 4MTs were operating across the network, from Dover to Scotland, Plymouth to Cambridge, mostly paired to their original tenders, of which three types were used. The first fifty were paired with BR2 3,500 gallon tenders, whilst fifteen received BR2A 3,500 gallon tenders. The Southern Region, with its lack of water troughs, had a requirement for a greater capacity tender and so the fifteen locomotives allocated here were paired with BR1B 4,725 gallon tenders. Withdrawal of the class began in October 1964, with No.75067 and continued on a regular basis until August 1968, when the last five were withdrawn. Six locomotives were saved for preservation, two purchased direct from BR and four being rescued from Woodham's scrapyard at Barry. Locomotive 75053 was built at Swindon, to Lot 408, in late 1956 and entered traffic with the London Midland Region at Chester Midland. A well-travelled locomotive, 75053 spent alternate spells at Ryhll and Chester Midland before moving on to Mold Junction in September 1960. In April 1962, a move to Bletchley was followed in January 1965 by allocation to Stoke-on-Trent, from where 75053 was withdrawn in September 1966. Maximum curve Hornby 2nd radius + / 438mm+.

Humbrol has been the modellers standard for decades. Originally produced in a small range of colours for painting bike frames, it now comes in over 80 colours, and is perfect for modellers wishing to see a high quality and tough finish on their creations. Humbrol enamel can also be used on a wide range of art and craft applications, on many surfaces and as a touch up or surface paint around the home and for DIY applications. Suitable for indoor or outdoor usage. Also available in larger 50ml tins for bigger jobs. Usage: A solvent-based, fast-drying paint developed for use on plastic model kits but can also be used on other substrates. Matt, Gloss, Satin, Metallic, Metalcote finishes are available (finish varies by colour). Matt, Gloss and Satin clear varnishes are also available. Substrate: A wide range of surfaces including most plastics, wood, glass, ceramics, metal, cardboard, sealed plaster, sealed hardboard and more. Always try on a small test area first to check suitability. Coverage: 14ml tin covers approx. 0.3m² depending on thickness of application. Application: Brush straight from the tin. Airbrush with a suitable thinner such as Humbrol Enamel Thinners. Two thin coats are preferable to one thick coat. The usual thinning ratio is 2 parts paint to 1 part thinner. Note: Metalcote colours are designed to be polished when fully dry. Drying time: Gloss: 1-2 hours touch dry; up to 24 hours for hard dry. Matt & Satin: 20-40 mins touch dry; up to 24 hours for hard dry. Metallics: hard dry in approx. 10 days. Drying times will vary according to ambient temperature and humidity. Recoat: 6 hours minimum (advisement is to leave overnight). How to clean: Brushes: use Humbrol Enamel Thinners. Airbrush: flush thoroughly using Humbrol Enamel Thinners. Product is permanent once dry.

Humbrol Acrylic Paint is ideal for many paint tasks around the home. Developed for plastic kit modellers, the paint is water based, fast drying and safe in use. Simple to mix colours to obtain further shades too, and the paint is suitable for airbrushing. The perfect general paint for all craft and modelling uses. Usage: A water-based, fast dry paint developed for use on plastic model kits but which can also be used on other surfaces. Substrate: A wide range of surfaces including most plastics, wood, glass, ceramics, metal, cardboard, sealed plaster, sealed hardboard and many more. Application: Brush straight from the tin or Airbrush with a suitable thinner such as water. Two thin coats are preferable to one thick coat. The usual thinning ratio is 2 parts paint to one part Humbrol Acrylic Thinner. Drying Time: 1-2 hours hard dry, allow longer for Gloss and Metallic finishes. How To Clean: Acrylic Thinners or water when wet, cellulose when dry. Matt, Satin, Gloss, Metallic and Clear finishes are available.

These new Acrylic Dropper Bottles enable easier colour blending using the bespoke Humbrol Paint Palette (AG5111). Usage: A water-based, fast dry paint developed for use on plastic model kits but which can also be used on other substrates. Matt, Satin, Gloss, Metallic and Clear finishes are available. Substrate: A wide range of surfaces including most plastics, wood, glass, ceramics, metal, cardboard, sealed plaster, sealed hardboard and many more. Application: Use in combination with the Humbrol Paint Palette(AG5111). Two thin coats are preferable to one thick coat. The usual thinning ratio is 2 parts paint to one part Humbrol Acrylic Thinner. Drying Time: 1-2 hours hard dry, allow longer for Gloss and Metallic finishes. How To Clean: Acrylic Thinners or water when wet, cellulose when dry.

These new Acrylic Dropper Bottles enable easier colour blending using the bespoke Humbrol Paint Palette (AG5111). Usage: A water-based, fast dry paint developed for use on plastic model kits but which can also be used on other substrates. Matt, Satin, Gloss, Metallic and Clear finishes are available. Substrate: A wide range of surfaces including most plastics, wood, glass, ceramics, metal, cardboard, sealed plaster, sealed hardboard and many more. Application: Use in combination with the Humbrol Paint Palette(AG5111). Two thin coats are preferable to one thick coat. The usual thinning ratio is 2 parts paint to one part Humbrol Acrylic Thinner. Drying Time: 1-2 hours hard dry, allow longer for Gloss and Metallic finishes. How To Clean: Acrylic Thinners or water when wet, cellulose when dry.

Humbrol has been the modellers standard for decades. Originally produced in a small range of colours for painting bike frames, it now comes in over 80 colours, and is perfect for modellers wishing to see a high quality and tough finish on their creations. Humbrol enamel can also be used on a wide range of art and craft applications, on many surfaces and as a touch up or surface paint around the home and for DIY applications. Suitable for indoor or outdoor usage. Also available in larger 50ml tins for bigger jobs. Usage: A solvent-based, fast-drying paint developed for use on plastic model kits but can also be used on other substrates. Matt, Gloss, Satin, Metallic, Metalcote finishes are available (finish varies by colour). Matt, Gloss and Satin clear varnishes are also available. Substrate: A wide range of surfaces including most plastics, wood, glass, ceramics, metal, cardboard, sealed plaster, sealed hardboard and more. Always try on a small test area first to check suitability. Coverage: 14ml tin covers approx. 0.3m² depending on thickness of application. Application: Brush straight from the tin. Airbrush with a suitable thinner such as Humbrol Enamel Thinners. Two thin coats are preferable to one thick coat. The usual thinning ratio is 2 parts paint to 1 part thinner. Note: Metalcote colours are designed to be polished when fully dry. Drying time: Gloss: 1-2 hours touch dry; up to 24 hours for hard dry. Matt & Satin: 20-40 mins touch dry; up to 24 hours for hard dry. Metallics: hard dry in approx. 10 days. Drying times will vary according to ambient temperature and humidity. Recoat: 6 hours minimum (advisement is to leave overnight). How to clean: Brushes: use Humbrol Enamel Thinners. Airbrush: flush thoroughly using Humbrol Enamel Thinners. Product is permanent once dry.