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R30171RailRoad Plus MetroTrain Class 110 2 Car Train Pack E52075
'OO' Gauge
Released: 21/12/23
DCC Ready (8 Pin)
Era 7Engineered to deal with the steep gradients of the Calder Valley route which it became synonymous with them being named 'Calder Valley sets', the Class 110 was one of the first DMU's with the highest power to weight ratio of any naturally aspirated unit. In 1982 the middle trailer car was removed from most sets to reduce maintenance costs and further improve acceleration along the northern route.
Our Price:
£134.99
£134.99
R30197RailRoad Plus BR Departmental RTC Train Testing, Class 31, A1A-A1A, 97203
'OO' GaugeReleased: 20/12/23DCC Ready (8 Pin)Era 8British Rail Class 31 diesel locomotives, also known as the Brush Type 2 and originally as Class 30, were built by Brush Traction from 1957-62. They were numbered in two series, D5500-D5699 and D5800-D5862. Construction of the first locomotive was completed in the final week of September 1957, and the handing-over took place on 31 October. The first Class 31 entered service in November 1957, after the launch of the Class 20 locomotive and was one of the Pilot Scheme locomotives ordered by British Railways to replace steam traction.The Railway Technical Centre (RTC) in London Road, Derby, England, was the technical headquarters of the British Railways Board, and was built in the early 1960s. British Rail described it as the largest railway research complex in the world, and certain Class 31s served in a capacity as locomotives aiding experiements and research.
Our Price:
£87.29
£87.29
E82001SR Bulleid Booster CC1 SR Grey
'OO' GaugeReleased: 29/12/23DCC Ready (21 Pin)Era 3The Southern Railway was an early adopter of electric traction, quickly building a network of electrified lines and creating what was once the world’s largest electrified railway system. Electric Multiple Units were principally employed on these electric routes, but as the system expanded beyond the suburbs, the Southern’s Chief Mechanical Engineer Oliver Bulleid and Chief Electric Engineer Alfred Raworth recognised the potential of electricity to power locomotives that could haul coaching stock and freight too. And so, the pair designed a Co-Co electric locomotive, the first of which was built in 1941. The design of the two cabs shared many features with EMUs of the time, whilst between them, within the body of the locomotive, could be found the electrical equipment.
With a much shorter distance between their front and rear pickups, when compared to a multiple unit, locomotives could be prone to losing electrical pickup if any gap in the conductor rail was greater than the distance between the pickups – known as ‘gapping’. To overcome this, two motor generator sets and flywheels were included in the design with the power collected from the third rail used to drive the generators, fitted with heavy flywheels, which then powered the motors. Thus, power to the traction motors would be maintained by the motor generator sets being driven by the flywheel when the traction supply was briefly lost in the event of ‘gapping’. These motor-generator-flywheel sets were referred to as ‘Boosters’, giving the type its nickname. Pantographs were also fitted for overhead pickup in sidings and depots where a conductor rail presented danger to staff.
The first locomotive, No. CC1 (renumbered to No. 20001 by BR) was outshopped by Ashford Works in 1941. Carrying Photographic Grey livery, three horizontal stripes were applied to the bodysides, culminating at the cab end in what we would now call speed whiskers. Being wartime, the cab windows had metal plates added to the top and bottom to reduce the aperture. Next, No. CC1 carried Malachite Green livery with ‘Sunshine’ Southern lettering and yellow lines at solebar and cantrail level. The second locomotive, No. CC2 (BR No. 20002) was built in 1945 and emerged in the same livery. Both were used on express passenger and goods trains.
Passing into BR ownership in 1948, the pair continued in use, with various modifications over the years. A third locomotive, No. 20003 was completed by BR in 1948 however its appearance differed somewhat, having a cab design based on that of more contemporary EMUs with a slab front. Whilst successful locomotives, being a class of three non-standard types, the ‘Boosters’ eventually succumbed to withdrawal with No. 20003 the first to go in October 1968. No. 20002 was withdrawn in December 1968 and No. 20001 survived until January 1969, having been decorated earlier in BR Blue livery with full yellow ends. The trio were classified as Class 70 under the Total Operations Processing System (TOPS), however their withdrawal by 1969, and subsequent scrapping, prevented any of the locomotives from carrying TOPS numbers.
Our Price:
£157.20
£157.20
E82005SR Bulleid Booster 20001 BR Blue
'OO' GaugeReleased: 29/12/23DCC Ready (21 Pin)Era 6The Southern Railway was an early adopter of electric traction, quickly building a network of electrified lines and creating what was once the world’s largest electrified railway system. Electric Multiple Units were principally employed on these electric routes, but as the system expanded beyond the suburbs, the Southern’s Chief Mechanical Engineer Oliver Bulleid and Chief Electric Engineer Alfred Raworth recognised the potential of electricity to power locomotives that could haul coaching stock and freight too. And so, the pair designed a Co-Co electric locomotive, the first of which was built in 1941. The design of the two cabs shared many features with EMUs of the time, whilst between them, within the body of the locomotive, could be found the electrical equipment.
With a much shorter distance between their front and rear pickups, when compared to a multiple unit, locomotives could be prone to losing electrical pickup if any gap in the conductor rail was greater than the distance between the pickups – known as ‘gapping’. To overcome this, two motor generator sets and flywheels were included in the design with the power collected from the third rail used to drive the generators, fitted with heavy flywheels, which then powered the motors. Thus, power to the traction motors would be maintained by the motor generator sets being driven by the flywheel when the traction supply was briefly lost in the event of ‘gapping’. These motor-generator-flywheel sets were referred to as ‘Boosters’, giving the type its nickname. Pantographs were also fitted for overhead pickup in sidings and depots where a conductor rail presented danger to staff.
The first locomotive, No. CC1 (renumbered to No. 20001 by BR) was outshopped by Ashford Works in 1941. Carrying Photographic Grey livery, three horizontal stripes were applied to the bodysides, culminating at the cab end in what we would now call speed whiskers. Being wartime, the cab windows had metal plates added to the top and bottom to reduce the aperture. Next, No. CC1 carried Malachite Green livery with ‘Sunshine’ Southern lettering and yellow lines at solebar and cantrail level. The second locomotive, No. CC2 (BR No. 20002) was built in 1945 and emerged in the same livery. Both were used on express passenger and goods trains.
Passing into BR ownership in 1948, the pair continued in use, with various modifications over the years. A third locomotive, No. 20003 was completed by BR in 1948 however its appearance differed somewhat, having a cab design based on that of more contemporary EMUs with a slab front. Whilst successful locomotives, being a class of three non-standard types, the ‘Boosters’ eventually succumbed to withdrawal with No. 20003 the first to go in October 1968. No. 20002 was withdrawn in December 1968 and No. 20001 survived until January 1969, having been decorated earlier in BR Blue livery with full yellow ends. The trio were classified as Class 70 under the Total Operations Processing System (TOPS), however their withdrawal by 1969, and subsequent scrapping, prevented any of the locomotives from carrying TOPS numbers.
Our Price:
£157.20
£157.20
35-354Class 20/0 Headcode Box 20158 BR Blue
'OO' GaugeReleased: 08/01/24DCC Ready (PluX22)Era 7The British Railways Board's (BRB) 1955 modernisation plan called for a change to alternative forms of traction and manufacturers were asked to produce trial or initial designs for evaluation. English Electric adapted an existing design based on an export model for a 1,000bhp diesel and 20 were built as a pilot scheme for assessment.
The first batch was built in 1957 and the diesels were assigned to work from Devon's Road depot, East London. The design was a success from the start and by 1962 a total of 127 had been built. Following assessment of all the Type 1 diesels, BRB placed a further order increasing the total to 228 by 1968 and the design became the BR standard for 1,000bhp diesel locomotives. With the introduction of TOPS the locomotives were designated Class 20 and renumbered 20001 to 20228. The locomotives were principally designed for freight work but also saw service on summer passenger trains where train heating was not required. The Class 20s worked over the Eastern, London Midland and Scottish regions as well as into Wales and were commonly associated with coal traffic. The only drawback the Class had was its single end cab, unlike modern designs that have a cab at each end. BR resolved this problem by regularly operating the Class 20s as pairs, nose to nose, and with the combined power of 2,000bhp they were able to haul the heavier block freight trains.
BR's decision to switch to Type 5 and in particular Class 60 diesels in the late 1980s started a gradual withdrawal of the fleet, with just 28 left by 1994. A tribute to the design is that after 45 years the Class is still in service with DRS on mainline duties following refurbishment, the resulting locomotives being designated Class 20/3s. At least 28 of the class are now preserved.
Our Price:
£191.20
£191.20
