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392-026
Baguley-Drewry 70hp Diesel Green
'OO-9' Gauge
Released: 30/05/24
DCC Ready (Next18)
Era 9
BAGULEY-DREWRY 70HP DIESEL HISTORY The seventy horsepower, 4 wheel diesel-hydraulic locomotives were built by Baguley-Drewry in Burton Upon Trent at the start of the 1980s and were some of the final locomotives to be outshopped by the company which closed its doors in 1984. Ordered by the Ministry of Defence for use in the Royal Navy Armaments Depots in Wales at Milford Haven and Trecwn, the fleet was later transferred to Dean Hill in Wiltshire which remained operational until 2004. In 2009, the remaining railway assets were sold off giving the Baguley-Drewrys a second life in preservation or at private railways. Originally built to a gauge of 2ft. 6in., some has since been re-gauged to suit the varying gauges used by the narrow gauge railways that they now call home.
Our Price:
£101.95
R30349
Hornby Dublo BR, A4 Class, 4-6-2, 60016 'Silver King'
'OO' Gauge
Released: 25/06/24
DCC Ready (8 Pin)
Era 4
The LNER Gresley A4 is one of the most iconic express locomotives in Great Britain. Its streamlined casing was a classic symbol of the attitude towards speed and design in the 1930s when the railways saw increased competition from road and air travel. The LNER Board knew that they had to make travel between the major cities faster, more comfortable and more reliable. Nigel Gresley, the LNER's Chief Mechanical Officer, travelled on the Fliegende Hamburger diesel locomotive in Germany and was impressed by its streamlining, although he realized it was only efficient at high speeds. Gresley was certain that a modified A3 Pacific, with streamlining, could haul greater loads than other locomotives at the same speed or faster and a series of trials were conducted to confirm the A3's suitability. With trials successfully completed, the LNER Board gave Gresley the go-ahead to create the "Silver Jubilee" streamlined trains, the first of the new streamlined A4s. The streamlining of the A4s' steam circuit, higher boiler pressure and extension of the firebox to create a combustion chamber made them more efficient than the A3 as they consumed less coal and water- especially later on when they were also fitted with a Kylchap double chimney. This improved their free steaming capabilities further. The streamlined design not only improved speeds but it also created an updraught of smoke, obscuring the driver's vision, a major problem on the new Class A4 engines. The story goes that during wind-tunnel testing, after several unsuccessful efforts to get the smoke to lift clear, a thumbprint was inadvertently left on the clay model just behind the chimney. This succeeded in clearing the smoke and was incorporated into the final design. No. 60016 ‘Silver King’ in its original form as No. 2511 was the third A4 Pacific to be constructed in 1935 and was also designed to haul the new streamlined ‘Silver Jubilee’ coaches. No. 2509 ‘Silver Link’ was named to mark the Silver Jubilee of King George V. Four A4 Pacifics were named with a silver theme in mind. The locomotive entered service in November 1935 in the unique LNER Silver livery designed for the service. The locomotive went on to work under BR as 60016 in a BR green livery before being scrapped in 1965, making it one of the longest-serving A4 locomotives. Hornby Dublo A4 models feature a die-cast body, just like their original Hornby Dublo counterparts. This is coupled with enchanted decoration which, when paired with the die-cast boiler, provides a realistic finish to the body. The models contain a 5-pole motor with a flywheel and are DCC-ready with an 8-pin socket. The ‘Silver King’ locomotive and tender features a vibrant BR green livery. They also come with crew figures. The accessory bag contains an instruction leaflet, two cylinder draincocks, a wheel/axle assembly, a left-hand driver figure and a fireman figure.
Our Price:
£287.99
R40238
BR InterCity, Mk3 Tourist Standard Open, 42336
'OO' Gauge
Released: 08/07/24
Era 8
Our Price:
£40.49
R30188
RailRoad Plus Loadhaul, Class 37, Co-Co, 37710
'OO' Gauge
Released: 08/07/24
DCC Ready (8 Pin)
Era 8
The British Rail Class 37 is a diesel-electric locomotive. Also known as the English Electric Type 3, the class was ordered as part of the British Rail modernisation plan. They were numbered in two series, D6600–D6608 and D6700–D6999.The Class 37 became a familiar sight on many parts of the British Rail network, in particular forming the main motive power for InterCity services in East Anglia and within Scotland. All locomotives would be renumbered from 1973 under the TOPS renumbering system, sometimes multiple times as the exact specification for single locomotives could be changed. They performed well on secondary and inter-regional services for many years. The Class 37s are known to some railway enthusiasts as 'tractors', a nickname due to the agricultural sound of the diesel engine of the locomotive. A total of 309 of the class would be built with 35 preserved and 66 still in service as of 2023. Starting out life as D6744, the locomotive would be renumbered twice, both times under the TOPS system. Initially 37044 the locomotive would become 37710. The locomotive would serve with BR Railfreight before being transferred to Loadhaul. Stored for many years in a heavy state of disrepair as a parts donor, the locomotive is currently owned by West Coast Railways although it still wears the Loadhaul livery.
Our Price:
£87.29
R40234
BR InterCity, Mk3 Trailer First, 41059
'OO' Gauge
Released: 08/07/24
Era 8
Our Price:
£40.49
R40236
BR InterCity, Mk3 Trailer Guard Standard, 44042
'OO' Gauge
Released: 08/07/24
Era 8
Our Price:
£40.49
R40238B
BR InterCity, Mk3 Trailer Standard Open, 42116
'OO' Gauge
Released: 08/07/24
Era 8
Our Price:
£40.49
R40393
BR, Mk3 Trailer Standard Open, 42285
'OO' Gauge
Released: 08/07/24
Era 7
Our Price:
£40.49
R40386
BR, Mk3 Trailer First, 41138
'OO' Gauge
Released: 08/07/24
Era 7
Our Price:
£40.49
R40387
BR, Mk3 Trailer First, 41137
'OO' Gauge
Released: 08/07/24
Era 7
Our Price:
£40.49
R40388
BR, Mk3 Trailer Guard Standard, 44005
'OO' Gauge
Released: 08/07/24
Era 7
Our Price:
£40.49
R40391
BR, Mk3 Trailer Standard Open, 42283
'OO' Gauge
Released: 08/07/24
Era 7
R60238
BR, Loriot Y Machinery Truck with British Railways Coles Crane
'OO' Gauge
Released: 08/07/24
Era 4
Our Price:
£58.49
374-916SF
LMS 10000 BR Lined Green (Late Crest) With DCC Sound Fitted
'N' Gauge
Expected: Unknown
DCC Fitted
DCC Sound
Era 5
SOUNDS F0 - Directional Lights - On/Off F1 - Sound - On/Off F2 - Brake F3 - Single-Tone Horn F4 - Horn (Playable) F5 - Light Engine F6 - Engine Idle F7 - Speed Lock F8 - Cold Engine Start (Turn on before F1) F9 - Flange Squeal (Speed Related) F10 - Dispatch Whistle with Driver’s Response F11 - Buffering Up F12 - Coupling Up F13 - Compressor F14 - Spirax Valve F15 - Cooler Group Fan F16 - Primer Pump F17 - Automatic Wagon Buffering F18 - On - Cab Door Open / Off - Cab Door Shut F19 - Fade All Sounds F20 - Directional Lights Off No. 1 End (Fan End) F21 - Directional Lights Off No. 2 End (Non-Fan End) F22 - Alternative Passenger/Freight Headlight Modes F23 - Cab Light (Leading End Only) F24 - Station Ambience F25 - Detonators (Speed Dependant) F26 - Shunt Mode (Half Speed, No Inertia) F27 - Volume Down F28 - Volume Up Analogue Users: Please note that normal load running sounds and any other automatic or randomised sounds will also operate when this model is used on analogue control (DC) straight from the box!
Our Price:
£242.20
372-917SF
LMS 10001 BR Lined Green (Late Crest) With DCC Sound Fitted
'N' Gauge
Released: 11/07/24
DCC Fitted
DCC Sound
Era 5
SOUNDS F0 - Directional Lights - On/Off F1 - Sound - On/Off F2 - Brake F3 - Single-Tone Horn F4 - Horn (Playable) F5 - Light Engine F6 - Engine Idle F7 - Speed Lock F8 - Cold Engine Start (Turn on before F1) F9 - Flange Squeal (Speed Related) F10 - Dispatch Whistle with Driver’s Response F11 - Buffering Up F12 - Coupling Up F13 - Compressor F14 - Spirax Valve F15 - Cooler Group Fan F16 - Primer Pump F17 - Automatic Wagon Buffering F18 - On - Cab Door Open / Off - Cab Door Shut F19 - Fade All Sounds F20 - Directional Lights Off No. 1 End (Fan End) F21 - Directional Lights Off No. 2 End (Non-Fan End) F22 - Alternative Passenger/Freight Headlight Modes F23 - Cab Light (Leading End Only) F24 - Station Ambience F25 - Detonators (Speed Dependant) F26 - Shunt Mode (Half Speed, No Inertia) F27 - Volume Down F28 - Volume Up Analogue Users: Please note that normal load running sounds and any other automatic or randomised sounds will also operate when this model is used on analogue control (DC) straight from the box!
Our Price:
£242.20
372-918SF
LMS 10001 BR Green (Small Yellow Panels) With DCC Sound Fitted
'N' Gauge
Released: 11/07/24
DCC Fitted
DCC Sound
Era 5
SOUNDS F0 - Directional Lights - On/Off F1 - Sound - On/Off F2 - Brake F3 - Single-Tone Horn F4 - Horn (Playable) F5 - Light Engine F6 - Engine Idle F7 - Speed Lock F8 - Cold Engine Start (Turn on before F1) F9 - Flange Squeal (Speed Related) F10 - Dispatch Whistle with Driver’s Response F11 - Buffering Up F12 - Coupling Up F13 - Compressor F14 - Spirax Valve F15 - Cooler Group Fan F16 - Primer Pump F17 - Automatic Wagon Buffering F18 - On - Cab Door Open / Off - Cab Door Shut F19 - Fade All Sounds F20 - Directional Lights Off No. 1 End (Fan End) F21 - Directional Lights Off No. 2 End (Non-Fan End) F22 - Alternative Passenger/Freight Headlight Modes F23 - Cab Light (Leading End Only) F24 - Station Ambience F25 - Detonators (Speed Dependant) F26 - Shunt Mode (Half Speed, No Inertia) F27 - Volume Down F28 - Volume Up Analogue Users: Please note that normal load running sounds and any other automatic or randomised sounds will also operate when this model is used on analogue control (DC) straight from the box!
Our Price:
£242.20
372-916
LMS 10000 BR Lined Green (Late Crest)
'N' Gauge
Released: 11/07/24
DCC Ready (Next18)
Era 5
LMS 10000 & 10001 CLASS HISTORY The LMS ‘Twins’ Nos. 10000 and 10001 were the first mainline diesel locomotives built in Great Britain. A joint venture between the London, Midland & Scottish Railway (LMS) and English Electric, the pair were first conceived in 1946. The body and chassis design was undertaken by the LMS’s Chief Mechanical Engineer H. G. Ivatt, and English Electric provided the engine, electric systems and machinery. Construction of No. 10000 began at Derby Works in 1947 and the locomotive was outshopped in December of that year, days before Nationalisation of Britain’s railways. Both locomotives entered traffic in an eye-catching black and silver livery, with large chrome numbers fitted at each end of the bodysides, below the cab windows. The letters LMS were also applied in chrome to No. 10000, however No. 10001 did not enter service until mid-1948, with British Railways completing its construction, and so it entered traffic with neither LMS nor BR markings. The locomotives worked both singularly and as a pair on the Midland Main Line and West Coast Main Line, hauling named expresses and lower key services, and venturing north of the border into Scotland. Interconnecting doors were fitted within the noses of each engine, allowing crew and personnel to move between the two in motion, but this feature was seldom used. In 1953 the Twins were sent to the Southern Region, being fitted with an additional pair of marker lights and lamp brackets beforehand which made them compatible with the SR’s practice of using headcodes to denote both train types and routes. During a two year period on the Southern Region the Twins worked alongside the Southern’s own diesel prototypes before returning to the Midland Region in 1955. As prototypes, changes and modifications were made to the locomotives during the years and this included the fitting of water scoops to allow water for the steam heat boiler to be collected from troughs located between the rails ‘on the move’. Ironically, in common with many early diesels, the performance of the steam heat boilers was woeful, and in colder months the pair were often relegated to freight workings where steam heat provision was not required. By the late-1950s new, production series diesel locomotives were arriving en-masse and whilst their time in service had been highly educational and helped to shape the BR diesel fleet, the writing was on the wall for this pair on non-standard prototypes. No. 10000 was officially withdrawn in December 1963, whilst No. 10001 lasted to March 1966, kept going with components salvaged from its Twin. Sadly, neither was saved and both were subsequently scrapped, but their legacy carried on in the Class 40s, 50s and 56s which all used versions of the English Electric 16SVT engine and today, works is ongoing to build a replica of No. 10000.
Our Price:
£157.20
372-917
LMS 10001 BR Lined Green (Late Crest)
Released: 11/07/24
DCC Ready (Next18)
Era 5
LMS 10000 & 10001 CLASS HISTORY The LMS ‘Twins’ Nos. 10000 and 10001 were the first mainline diesel locomotives built in Great Britain. A joint venture between the London, Midland & Scottish Railway (LMS) and English Electric, the pair were first conceived in 1946. The body and chassis design was undertaken by the LMS’s Chief Mechanical Engineer H. G. Ivatt, and English Electric provided the engine, electric systems and machinery. Construction of No. 10000 began at Derby Works in 1947 and the locomotive was outshopped in December of that year, days before Nationalisation of Britain’s railways. Both locomotives entered traffic in an eye-catching black and silver livery, with large chrome numbers fitted at each end of the bodysides, below the cab windows. The letters LMS were also applied in chrome to No. 10000, however No. 10001 did not enter service until mid-1948, with British Railways completing its construction, and so it entered traffic with neither LMS nor BR markings. The locomotives worked both singularly and as a pair on the Midland Main Line and West Coast Main Line, hauling named expresses and lower key services, and venturing north of the border into Scotland. Interconnecting doors were fitted within the noses of each engine, allowing crew and personnel to move between the two in motion, but this feature was seldom used. In 1953 the Twins were sent to the Southern Region, being fitted with an additional pair of marker lights and lamp brackets beforehand which made them compatible with the SR’s practice of using headcodes to denote both train types and routes. During a two year period on the Southern Region the Twins worked alongside the Southern’s own diesel prototypes before returning to the Midland Region in 1955. As prototypes, changes and modifications were made to the locomotives during the years and this included the fitting of water scoops to allow water for the steam heat boiler to be collected from troughs located between the rails ‘on the move’. Ironically, in common with many early diesels, the performance of the steam heat boilers was woeful, and in colder months the pair were often relegated to freight workings where steam heat provision was not required. By the late-1950s new, production series diesel locomotives were arriving en-masse and whilst their time in service had been highly educational and helped to shape the BR diesel fleet, the writing was on the wall for this pair on non-standard prototypes. No. 10000 was officially withdrawn in December 1963, whilst No. 10001 lasted to March 1966, kept going with components salvaged from its Twin. Sadly, neither was saved and both were subsequently scrapped, but their legacy carried on in the Class 40s, 50s and 56s which all used versions of the English Electric 16SVT engine and today, works is ongoing to build a replica of No. 10000.
Our Price:
£157.20
372-918
LMS 10001 BR Green (Small Yellow Panels)
'N' Gauge
Released: 11/07/24
DCC Ready (Next18)
Era 5
LMS 10000 & 10001 CLASS HISTORY The LMS ‘Twins’ Nos. 10000 and 10001 were the first mainline diesel locomotives built in Great Britain. A joint venture between the London, Midland & Scottish Railway (LMS) and English Electric, the pair were first conceived in 1946. The body and chassis design was undertaken by the LMS’s Chief Mechanical Engineer H. G. Ivatt, and English Electric provided the engine, electric systems and machinery. Construction of No. 10000 began at Derby Works in 1947 and the locomotive was outshopped in December of that year, days before Nationalisation of Britain’s railways. Both locomotives entered traffic in an eye-catching black and silver livery, with large chrome numbers fitted at each end of the bodysides, below the cab windows. The letters LMS were also applied in chrome to No. 10000, however No. 10001 did not enter service until mid-1948, with British Railways completing its construction, and so it entered traffic with neither LMS nor BR markings. The locomotives worked both singularly and as a pair on the Midland Main Line and West Coast Main Line, hauling named expresses and lower key services, and venturing north of the border into Scotland. Interconnecting doors were fitted within the noses of each engine, allowing crew and personnel to move between the two in motion, but this feature was seldom used. In 1953 the Twins were sent to the Southern Region, being fitted with an additional pair of marker lights and lamp brackets beforehand which made them compatible with the SR’s practice of using headcodes to denote both train types and routes. During a two year period on the Southern Region the Twins worked alongside the Southern’s own diesel prototypes before returning to the Midland Region in 1955. As prototypes, changes and modifications were made to the locomotives during the years and this included the fitting of water scoops to allow water for the steam heat boiler to be collected from troughs located between the rails ‘on the move’. Ironically, in common with many early diesels, the performance of the steam heat boilers was woeful, and in colder months the pair were often relegated to freight workings where steam heat provision was not required. By the late-1950s new, production series diesel locomotives were arriving en-masse and whilst their time in service had been highly educational and helped to shape the BR diesel fleet, the writing was on the wall for this pair on non-standard prototypes. No. 10000 was officially withdrawn in December 1963, whilst No. 10001 lasted to March 1966, kept going with components salvaged from its Twin. Sadly, neither was saved and both were subsequently scrapped, but their legacy carried on in the Class 40s, 50s and 56s which all used versions of the English Electric 16SVT engine and today, works is ongoing to build a replica of No. 10000.
Our Price:
£157.20
R3862
SR, Lord Nelson Class, 4-6-0, 864 'Sir Martin Frobisher'
'OO' Gauge
Released: 16/07/24
DCC Ready (8 Pin)
Era 3
Entering traffic at Stewarts Lane in November 1929 on the Continental services, E864 Sir Martin Frobisher was moved to Nine Elms in November 1937 on Link 1 duties for the Southampton Docks and Bournemouth express services, swapping places with 857 Lord Howe. In January 1939 Sir Martin Frobisher was modified with the Lemaitre exhaust and a modified chimney, raising the performance level of the locomotive. This was a welcomed development as by 1945, somewhat surprisingly; wartime holiday traffic on the Western Section had reached pre-war levels and the introduction of the Merchant Navy class meant that Sir Martin Frobisher could be sent to Bournemouth shed to augment the Lord Nelsons already based there.
Our Price:
£185.39
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