In 1990 a group of like-minded people came together in the belief that they could construct from new, a Peppercorn Class A1 Pacific locomotive. The first steam locomotive built in the United Kingdom since 'Evening Star' in 1960 and it would be built to meet modern safety and certification standards to enable it to run on mainline connected heritage railways. After a period of nearly 20 years the dream became a reality on the 29th July 2008 when locomotive No. 60163 'Tornado' moved under its own power at Darlington.
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LNER No. 2544 ‘Lemberg’ was built at Doncaster Works in July 1924 as a member of the A1 Class. In 1927 'Lemberg' became one of the first of the class to be rebuilt as an A3 Class locomotive. In 1946 ‘Lemberg’ was renumbered under Thompson’s renumbering scheme, becoming No. 45 before being renumbered again upon nationalisation of the railways, becoming BR No. 60045. As with other A3s, a double chimney was fitted to ‘Lemberg’ in 1958 followed by smoke deflectors to combat the resultant reduction in visibility caused by the softer exhaust blast. After a long service, the locomotive was withdrawn in 1964.
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A completely new model of the British Railways standard class 2MT 2-6-0 mogul announced 2020, delivery expected Quarter 1 2021.
A direct development of the LMS Ivatt 2MT these engines carried standard BR fittings and revised footplate arrangements. 78047 is presented in later livery with lion holding wheel crest. Livery to be confirmed by Hornby, unconfirmed sources suggest lined black.
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A completely new model of the British Railways standard class 2MT 2-6-0 mogul announced 2020, delivery expected Quarter 2 2021.
A direct development of the LMS Ivatt 2MT these engines carried standard BR fittings and revised footplate arrangements. 78010 is presented in early BR lined black livery with lion over wheel emblem.
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A completely new model of the British Railways standard class 2MT 2-6-0 mogul announced 2020, delivery expected Quarter 2 2021.
A direct development of the LMS Ivatt 2MT these engines carried standard BR fittings and revised footplate arrangements. Painted in the standard lined black livery when new 78000 is presented in later plain green livery with late crests applied to many of the class at their first major overhaul.
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The experimental locomotive 10000 had been built on the A4 chassis design and following the high pressure boiler testing was rebuilt with a conventional boiler and streamlining. Now closely resembling an A4 class locomotive 10000 ran until 1959 alongside the A4 class pacifics. This model presents 10000 in rebuilt form finished in the LNER garter blue livery applied to 10000 after rebuilding.
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New model announced 2020, delivery expected Quarter 1 2021.
The experimental locomotive 10000 had been built on the A4 chassis design and following the high pressure boiler testing was rebuilt with a conventional boiler and streamlining. Now closely resembling an A4 class locomotive 10000 ran until 1959. Like the A4 class engines the wheel valances were removed to aid access for maintenance. This model presents 10000 with it's British Railways number of 60700 in lined green livery with early lion over wheel emblem.
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Built at Swindon Works under Lot No. 278 in January 1933, Diagram A10 Class 6100 'Large Prairie' No. 6147 entered traffic with the London Division, remaining there until 3 December 1960. From London, 6147 was moved to Bristol, first at St. Philips Marsh and then at Bristol Barrow Road, before moving to Westbury in November 1963 and the locomotive ended its working life at 85A Worcester Shed in January 1966, having moved there in January 1964.
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Built at Swindon Works under Lot No. 259 during April 1931, Diagram A9 Class 5101 'Large Prairie' No. 5189 entered traffic with the Wolverhampton Division, with all bar fifteen of the 5101 fleet of ‘Large Prairies’ forming the mainstay of the suburban passenger services until the early 1940s. On entering service with British Railways in 1948, 5189 was allocated to Stourbridge Junction, from where it would have mainly worked local services towards Birmingham, but the locomotive was one of the earlier withdrawals from traffic due to increasing use of Diesel units, being withdrawn at the end of August 1959.
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Detailed and smooth running model of the Peckett W4 class 0-4-0 saddle tank shunting engine finished as number 490 built for the Crawshay Brothers in 1890. Model finished in plain green livery.
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Detailed model of Peckett W4 class 0-4-0 saddle tank shunting engine works number 834 built in 1900 for the Dowlais Ironworks. Numbered 33 and named Lady Cornelia the engine carried this decoratively lined out green livery with black cab panel edging and incised corners.
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In 1850 Rocket was moved to the Newcastle works of Robert Stephenson & Co. and in 1862 was donated to the Patent Museum, the forerunner of the Science Museum, by the Thompson family. Upon the opening of the Liverpool and Manchester Railway in 1830 and agreement was made to carry mail on the railway. A royal mail coach would be placed on the end of a train with a guard seated high up on a special seat at the back of the coach keeping a watchful eye. Additionally this set also features the carriage ‘Treasurer’ and an open carriage.
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Former LB&SCR A1X class 'Terrier' 0-6-0 tank engine 43 Gipsyhill built in 1877 was sold to the Weston Clevedon & Portishead Light Railway in December 1925 and named Portishead. Following the closure of the WCPR line ownership of 'Portishead' was transferred to the GWR in lieu of debts owed and was received GWR number 5, retaining its name and serving until withdrawn in 1954.
This pack includes Hornby's nicely detailed model of the Terrier engine finished as GWR number 5 Portishead along with a train of three of the new GWR 4 wheel coaches, full brake No.1406, brake Third No.317 & first class No.140.
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LNER No. 511 'Airbourne' was built at Doncaster Works and entered service in July 1946. After nationalisation, it was renumbered 60511 and assigned to the Heaton engine shed. It was withdrawn in November 1962.
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Upon becoming Chief Mechanical Engineer of the LNER, Thompson sought to create an unstreamlined, mixed traffic version of Gresley’s A4 Pacific locomotives. Being unable to secure permission to construct new locomotives, Thompson decided to rebuild the 2-8-2 P2 Class locomotives as the new A2/2 Class. Thompson advocated divided drive, a system in which the middle cylinder drove the forward two of the six driving wheels whilst the outside cylinders drove the middle two.

Due to his quest for standardisation, this arrangement necessitated the middle cylinder to be placed further forward than normal and the outside cylinders further back, behind the leading bogie, so that standard connecting rods could be used for all cylinders. Although the new designs retained much of the P2’s power despite their lighter weight, wheel slip issues made them unsuitable for the routes the P2’s had been designed for. P2 No. 2002 ‘Earl Marischal’ was rebuilt to become a A2/2 in June 1944, before being renumbered 502 in 1946 and 60502 upon the nationalisation of the railways. After becoming a A2/2, ‘Earl Marischal’ returned to Scotland before being moved south of the border to the York Shed at the end of 1949. The locomotive was withdrawn for service in 1961

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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.
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At the end of January 1935, a Kylchap double blastpipe and chimney was fitted, which eventually required the fitting of a smoke lifter for better smoke clearance. On August 21, 1935, 10000 was returned to Darlington for the last time in its original form, having covered another 20,823 miles since June 1934. 10000 had proved to be extremely capable, but it was also unreliable, as out of the 1,888 days in service, the locomotive spent 1,105 at Darlington Works alone. This model represents No. 10000 in its 1935 condition fitted with a double chimney.
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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
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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.

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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.

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The 'A1 Trust', builders of the A1 locomotive 'Tornado', are currently in the process of building a continuation of the P2 class; 2007 ‘Prince of Wales’. Whilst this locomotive will be based off of 2001 ‘Cock o’ the North’, 2007 will incorporate some changes such as sharing a boiler design with A1 ‘Tornado’ and incorporating an improved pony truck design.
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2002 ‘Earl Marischal’ was the second P2 to be constructed and differed from its predecessor in a few key ways. No. 2002 was fitted with more conventional Walschaerts/Gresley valve gear which changed the locomotive’s characteristics substantially necessitating the instillation of large smoke deflectors, whilst the original front of the casing had its leading edge cut back 12”. ‘Earl Marischal’ entered traffic in October 1934 and soon began working Doncaster to Kings Cross trains before being transferred to Scotland in June 1935. It was later overhauled and streamlined to match the later members of the P2 class before being withdrawn from traffic and rebuilt as a Pacific locomotive in June 1944 having completed 360,907 miles as a 2-8-2 type locomotive.
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Unlike its predecessors, 2003 ‘Lord President’ started life as a streamlined locomotive, borrowing from the design used on Gresley’s A4 locomotives, although this streamlining only applied to the front of the locomotive and did not continue past the smokebox and cylinders in a bid to ease access for maintenance. The locomotive was allocated to the Haymarket Shed before being transferred to Dundee in September 1936 where it stayed until October 1942. No. 2003 was the last P2 to be rebuilt as an A2/2. The engine entered the works in September 1944 and rebuilding was completed in December.
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NEW MODEL of the mighty BR standard class 9F 2-10-0 heavy freight locomotive.
No. 92167 was built with a double chimney and a mechanical stoker in 1958 at Crewe and entered service at the end of March, stationed at the Saltley depot. In March 1962 it was moved to Tyne Dock, before moving on to Bidston by the end of the year. In early 1963 No. 92167 moved to its penultimate shed, Birkenhead Mollington Street, where it stayed until 1967 at which point it was allocated to its final shed at Carnforth before being withdrawn in mid-1968.
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NEW MODEL of the mighty BR standard class 9F 2-10-0 heavy freight locomotive.
Locomotive No. 92194 was built in Swindon during 1958 for use on the Eastern Region. The locomotive was initially allocated to the Doncaster shed where it spent around 8 months between June 1958 and February 1959 at which point it was reallocated to Immingham. Immingham remained the locomotive’s home throughout the rest of its service before withdrawal at the end of 1965, a life of just 7 and a half years.
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NEW MODEL of the mighty BR standard class 9F 2-10-0 heavy freight locomotive.
The BR Standard class 9F, designed by Robert Riddles, was a 2-10-0 steam locomotive intended to be used for long distance freight. Capable of speeds of up to 90 miles per hour, the class proved highly versatile and 9Fs were even used to haul passenger trains in the 1950s. 'Evening Star' was built at Swindon Works in 1960 and was the last steam locomotive to be built by British Railways, and the 999th BR standard class locomotive. No. 92220’s life was special from the beginning, with a naming ceremony taking place in March 1960. ‘Evening Star’ was the only 9F to be named by BR and the only 9F to receive a lined green passenger express livery. The name 'Evening Star' was chosen following a competition held by the BR Western Region Staff Magazine.
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In 1946 ‘Flying Scotsman’ was rebuilt to A3 class specification and emerged in January 1947 having been renumbered by LNER as No. 103. In December 1948 ‘Flying Scotsman’ was once again renumbered as a result of the nationalisation of the railways, becoming No. 60103. BR Painted the locomotive in a stunning BR Express Blue livery which was retained until 1954.
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Based upon the Britannia Class locomotives, the BR Standard Class 6 ‘Clan Class’ was a 4-6-2 Pacific locomotive designed by Robert Riddles to operate mixed traffic with an increased route availability. Changes included a smaller boiler, smaller cylinders and various other weight saving measures. Due to a shortage of steel only 10 of the class were ever built. The class were not hugely popular due to being less capable in comparison to the visually similar BR standard Class 7 locomotives they were based upon. 72004 'Clan MacDonald' was built at Crewe in 1952 and assigned to the Polmadie Shed in Glasgow until being withdrawn at the end of 1962.
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Based upon the Britannia Class locomotives, the BR Standard Class 6 ‘Clan Class’ was a 4-6-2 Pacific locomotive designed by Robert Riddles to operate mixed traffic with an increased route availability. Changes included a smaller boiler, smaller cylinders and various other weight saving measures. Due to a shortage of steel only 10 of the class were ever built. The class were not hugely popular due to being less capable in comparison to the visually similar BR standard Class 7 locomotives they were based upon. 72009 'Clan Stewart' was the final 'Clan Class' locomotive, built at Crewe in 1952 and assigned to the Carlisle Kingmoor shed until being withdrawn at the end of 1965.
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