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The British Railways Standard 9F Class was a 2-10-0 steam locomotive, the last of the standardised BR designs. The Robert Riddles design was intended as a long distance heavy express freight locomotive. In total 251 of the class were produced between January 1954 and March 1960, with the final locomotive No. 92220 'Evening Star' being the last steam locomotive built by British Railways. The huge length of the 10 coupled driving wheels proved problematic when faced with tight curves, a situation that freight haulage would make inevitable. A solution was found by removing the flanges from the centre driving wheel and reducing the size on the flanges on the second and fourth driving axle's wheels. Riddles had chosen the 2-10-0 wheel configuration in-order to spread the load of the boiler over a greater area. This meant that the boiler had to be raised considerably compared to other designs to allow the firebox to sit above the trailing driving wheels. As a result, the 9F features a distinctive void between the suspended boiler and the footplate. In operation the class proved extremely versatile. Not only did the 9F excel as a freight locomotive, but when required it also succeeded as a passenger locomotive. Reports even suggest that when 92220 'Evening Star' was used to pull the Red Dragon express service between Cardiff and London it was forced to delay its arrival to allow the restaurant services to be completed, having outperformed the normal Britannia Class locomotives used on the service. This was not the only time 9Fs had been recorded outperforming dedicated express locomotives and on such services the locomotives were capable of running at over 90mph. This combination of high speed, fast acceleration and powerful hauling capabilities mean that many consider the class to be pinnacle of British steam locomotive design. Locomotive numbers 92165-92167 were built with a mechanical stoker. This system used a helical screw to move coal from the tender straight into the firebox. This meant that coal could be burnt a faster rate than a fireman could maintain otherwise. Systems like this proved extremely useful on long distance American railways however in Britain it was rare for a locomotive to require such as high rate of coal delivery over a long period of time meaning that a good fireman could prove just as effective. 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.

The British Railways Standard 9F Class was a 2-10-0 steam locomotive, the last of the standardised BR designs. The Robert Riddles design was intended as a long distance heavy express freight locomotive. In total 251 of the class were produced between January 1954 and March 1960, with the final locomotive No. 92220 'Evening Star' being the last steam locomotive built by British Railways. The huge length of the 10 coupled driving wheels proved problematic when faced with tight curves, a situation that freight haulage would make inevitable. A solution was found by removing the flanges from the centre driving wheel and reducing the size on the flanges on the second and fourth driving axle's wheels. Riddles had chosen the 2-10-0 wheel configuration in-order to spread the load of the boiler over a greater area. This meant that the boiler had to be raised considerably compared to other designs to allow the firebox to sit above the trailing driving wheels. As a result, the 9F features a distinctive void between the suspended boiler and the footplate. In operation the class proved extremely versatile. Not only did the 9F excel as a freight locomotive, but when required it also succeeded as a passenger locomotive. Reports even suggest that when 92220 'Evening Star' was used to pull the Red Dragon express service between Cardiff and London it was forced to delay its arrival to allow the restaurant services to be completed, having outperformed the normal Britannia Class locomotives used on the service. This was not the only time 9Fs had been recorded outperforming dedicated express locomotives and on such services the locomotives were capable of running at over 90mph. This combination of high speed, fast acceleration and powerful hauling capabilities mean that many consider the class to be pinnacle of British steam locomotive design. 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.

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. The locomotive was withdrawn from service in 1965 after just five short years, and stored at Severn Tunnel Junction Marshalling Yard, after incurring minor damage in a shunting accident at Cardiff Docks. In preservation 'Evening Star' became part of the national collection and after the completion of the National Railway Museum was based at York, occasionally operating on the mainline and visiting heritage lines. Although 'Evening Star' has moved around in recent years such as returning to its birthplace, Swindon in 2008, the locomotive can currently be found on static display at the NRM in York. This model depicts 'Evening Star' as the locomotive would have been when withdrawn from British Railways service in 1965.

As the first steam locomotive to achieve an official 100mph run back in November 1934, this high-speed steam locomotive is instantly recognisable and has become an icon of British railway engineering. A1 Class 4472 'Flying Scotsman' entered traffic on the 24th of February 1923, unnamed, as LNER No. 1472. Selected as the LNER's prestige exhibit for the forthcoming British Empire Exhibition at Wembley, 1472 emerged from Doncaster Works on the 2nd of March 1924 with the Company's Coat-of-Arms adorning the cabside, a new number; 4472 and named as 'Flying Scotsman'. On the 1st of May 1928, and fitted with a corridor tender, 'Flying Scotsman' undertook the first non-stop run from London to Edinburgh. 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.

A four wheel 20T Brake Van from the Western Region of British Railways in Freight Grey, marked for Honeybourne R.U. Whether your layout is a 1940s city or small village, this wagon is guaranteed to complete the whole scene with its plank detailing and grey painted finish.

The Stafford firm of W.G Bagnall built a range of steam and diesel shunting locomotives for industrial and shunting use, supplying a number of types to the National Coal Board during the 1950s. Locomotive production ceased in 1961 and the last two 4w Diesel-Hydraulic shunters produced were built for the firm of Leys Malleable Castings Co. Ltd in Lincoln, a typical industrial customer for the small diesel shunter market, although similar locomotives found work across the United Kingdom during the 1960s and 1970s in British Railways' departmental use.

BR, Bogie Bolster A, W107402 - Era 4/5

When Oliver Bulleid took over as Chief Mechanical Officer of the Southern Railway following Richard Maunsell's retirement, the General Manager and Board were already aware that the SR's mainline coaching stock lagged behind the standards set by the other three Railway companies. In 1938, with the assistance of his Technical Assistant, L. Lynes, Bulleid began design work for new steam-hauled stock for the Bournemouth and Weymouth services, placing the order for fifty-four 57' 11" underframes with Lancing Works. With the onset of the Second World War, the supply of bodies for these was put on hold and it was not until 1944 before the orders for the bodies could be placed, the first of these being finished at Eastleigh Works in November 1945. Featuring a smooth, continuously curved bodyside, with small fixed windows above the door windows, the exterior was distinctly Bulleid in character and was a perfect match for his streamlined Pacifics and Light Pacifics. However, the interim nature of the design was apparent in the retention of Maunsell's underframe and layout, with side doors providing access to each compartment. Two types of stock were built; a Composite of four First, and three Third Class compartments to Diag. 2316 and a Brake Third of five compartments, with a 22' long brake van to Diag, 2121. The last coaches were withdrawn in July 1967, at the end of Southern steam. The first withdrawals started in December 1963, leaving just Sets 964/967/968/976 and 980 until 1965, when further withdrawals left just twenty loose coaches.

When Oliver Bulleid took over as Chief Mechanical Officer of the Southern Railway following Richard Maunsell's retirement, the General Manager and Board were already aware that the SR's mainline coaching stock lagged behind the standards set by the other three Railway companies. In 1938, with the assistance of his Technical Assistant, L. Lynes, Bulleid began design work for new steam-hauled stock for the Bournemouth and Weymouth services, placing the order for fifty-four 57' 11" underframes with Lancing Works. With the onset of the Second World War, the supply of bodies for these was put on hold and it was not until 1944 before the orders for the bodies could be placed, the first of these being finished at Eastleigh Works in November 1945. Featuring a smooth, continuously curved bodyside, with small fixed windows above the door windows, the exterior was distinctly Bulleid in character and was a perfect match for his streamlined Pacifics and Light Pacifics. However, the interim nature of the design was apparent in the retention of Maunsell's underframe and layout, with side doors providing access to each compartment. Two types of stock were built; a Composite of four First, and three Third Class compartments to Diag. 2316 and a Brake Third of five compartments, with a 22' long brake van to Diag, 2121. The last coaches were withdrawn in July 1967, at the end of Southern steam. The first withdrawals started in December 1963, leaving just Sets 964/967/968/976 and 980 until 1965, when further withdrawals left just twenty loose coaches.

Designed by the one and only Oliver Bulleid, The BR, Bulleid 59' Corridor Brake Third, S2851S - Era 4 is a must-have for any train collector or enthusiasts alike. Measuring in at 243mm and complete with a SR green livery finish, no track is complete without the The BR, Bulleid 59' Corridor Brake Third collection coaches.

Designed by the one and only Oliver Bulleid, The BR, Bulleid 59' Corridor Brake Third, S2852S - Era 4 is a must-have for any train collector or enthusiasts alike. Measuring in at 243mm and complete with a SR green livery finish, no track is complete without the The BR, Bulleid 59' Corridor Brake Third collection coaches.

Designed by the one and only Oliver Bulleid, The BR, Bulleid 59' Corridor Brake Third, S2859S - Era 4 is a must-have for any train collector or enthusiasts alike. Measuring in at 243mm and complete with a SR green livery finish, no track is complete without the The BR, Bulleid 59' Corridor Brake Third collection coaches.

Designed by the one and only Oliver Bulleid, The BR, Bulleid 59' Corridor Brake Third, S2860S - Era 4 is a must-have for any train collector or enthusiasts alike. Measuring in at 243mm and complete with a SR green livery finish, no track is complete without the The BR, Bulleid 59' Corridor Brake Third collection coaches.

When Oliver Bulleid took over as Chief Mechanical Officer of the Southern Railway following Richard Maunsell's retirement, the General Manager and Board were already aware that the SR's mainline coaching stock lagged behind the standards set by the other three Railway companies. In 1938, with the assistance of his Technical Assistant, L. Lynes, Bulleid began design work for new steam-hauled stock for the Bournemouth and Weymouth services, placing the order for fifty-four 57' 11" underframes with Lancing Works. With the onset of the Second World War, the supply of bodies for these was put on hold and it was not until 1944 before the orders for the bodies could be placed, the first of these being finished at Eastleigh Works in November 1945. Featuring a smooth, continuously curved bodyside, with small fixed windows above the door windows, the exterior was distinctly Bulleid in character and was a perfect match for his streamlined Pacifics and Light Pacifics. However, the interim nature of the design was apparent in the retention of Maunsell's underframe and layout, with side doors providing access to each compartment. Two types of stock were built; a Composite of four First, and three Third Class compartments to Diag. 2316 and a Brake Third of five compartments, with a 22' long brake van to Diag, 2121. The last coaches were withdrawn in July 1967, at the end of Southern steam. The first withdrawals started in December 1963, leaving just Sets 964/967/968/976 and 980 until 1965, when further withdrawals left just twenty loose coaches.

When Oliver Bulleid took over as Chief Mechanical Officer of the Southern Railway following Richard Maunsell's retirement, the General Manager and Board were already aware that the SR's mainline coaching stock lagged behind the standards set by the other three Railway companies. In 1938, with the assistance of his Technical Assistant, L. Lynes, Bulleid began design work for new steam-hauled stock for the Bournemouth and Weymouth services, placing the order for fifty four 57' 11" underframes with Lancing Works. With the onset of the Second World War, the supply of bodies for these was put on hold and it was not until 1944 before the orders for the bodies could be placed, the first of these being finished at Eastleigh Works in November 1945. Featuring a smooth, continuously curved bodyside, with small fixed windows above the door windows, the exterior was distinctly Bulleid in character and was a perfect match for his streamlined Pacifics and Light Pacifics. However, the interim nature of the design was apparent in the retention of Maunsell's underframe and layout, with side doors providing access to each compartment. Two types of stock were built; a Composite of four First, and three Third Class compartments to Diag. 2316 and a Brake Third of five compartments, with a 22' long brake van to Diag, 2121. The last coaches were withdrawn in July 1967, at the end of Southern steam. The first withdrawals started in December 1963, leaving just Sets 964/967/968/976 and 980 until 1965, when further withdrawals left just twenty loose coaches.

When Oliver Bulleid took over as Chief Mechanical Officer of the Southern Railway following Richard Maunsell's retirement, the General Manager and Board were already aware that the SR's mainline coaching stock lagged behind the standards set by the other three Railway companies. In 1938, with the assistance of his Technical Assistant, L. Lynes, Bulleid began design work for new steam-hauled stock for the Bournemouth and Weymouth services, placing the order for fifty four 57' 11" underframes with Lancing Works. With the onset of the Second World War, the supply of bodies for these was put on hold and it was not until 1944 before the orders for the bodies could be placed, the first of these being finished at Eastleigh Works in November 1945. Featuring a smooth, continuously curved bodyside, with small fixed windows above the door windows, the exterior was distinctly Bulleid in character and was a perfect match for his streamlined Pacifics and Light Pacifics. However, the interim nature of the design was apparent in the retention of Maunsell's underframe and layout, with side doors providing access to each compartment. Two types of stock were built; a Composite of four First, and three Third Class compartments to Diag. 2316 and a Brake Third of five compartments, with a 22' long brake van to Diag, 2121. The last coaches were withdrawn in July 1967, at the end of Southern steam. The first withdrawals started in December 1963, leaving just Sets 964/967/968/976 and 980 until 1965, when further withdrawals left just twenty loose coaches.

The introductory Hornby RailRoad range offers a selection of individual locomotives, rolling stock and accessories plus an assortment of train and wagon packs ideally suited for train set rolling stock enhancements or for those who wish to experiment and try their hands at developing their modelling techniques. All RailRoad models are fitted with the standard Hornby hook and bar type couplings and will therefore easily couple to those locomotives and rolling stock in both the standard Hornby and Thomas & Friends ranges. The Hornby RailRoad range is a simple and cost effective way of adding to a train set, providing a suitable and most appropriate stepping stone into the varied and fascinating World of model railways.

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.

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.

Perfect for adding realistic greenery and ornamental shrubbery to any landscape, this pack features three high-quality small evergreen shrubs measuring 3-4cm in height. These decorative elements bring natural depth and texture to gardens, yards, parks, or countryside scenes. The rich green foliage creates visual interest and authentic detail, making them an ideal choice for modellers looking to improve their layouts with small, overgrown or shade vegetation that complements both rural and urban settings.

Clearfix - the perfect glue for joining clear aprts onto a plastic model. You'll no longer see frosting inside the clear acrylic component with Clearfix. Perfect for aircrack cockpit glass, glazing and window components. Usage: A solvent-based polymer solution for use as an adhesive on clear plastic parts without the risk of the 'frosting' effect sometimes seen using traditional glues and for making small windows or translucent areas of 3mm or less Substrate: Common plastics used to manufacture model kits including polystyrene and ABS Application A cocktail stick is usually the most practical means of application. Run a small drop of Clearfix around the edge of the window then draw across the opening to produce a thin membrane Drying Time: 24 hours How to clean Excess product should be wiped away using a damp cloth. Product is permanent once dry.