Hornby Railroad: BR Mk4 DVT 82200 Intercity

Railroad: BR Mk4 DVT 82200 Intercity Following on from the Mk3 coach, the Mk4s were built between 1989 and 1992 at Metro-Cammell’s Washwood Heath facility for the newly-electrified InterCity 225 services on the East Coast Main Line. A total of 282 carriages were built, to maintain a fleet of 30 fixed formations. Each comprised of nine vehicles, operating with a Class 91 locomotive and a Driving Van Trailer on the other end to allow trains to operate in both directions without needing to turn the locomotive. The Mk4 is an all-steel design which incorporates a number of improvements over the previous Mk3s. Most notably, the inclusion of automatic push-button operated plug-type doors in place of the manually-operated slam doors. The body shells, which were built by BREL and Breda in Milan, also have fully sealed gangways and controlled emission toilets (CETs). This OO gauge model coach represents a Driving Van Trailer (DVT) in BR InterCity livery. - OO Scale

Hornby Railroad: BR Mk4 FO 11241 Intercity

Railroad: BR Mk4 FO 11241 Intercity Following on from the Mk3 coach, the Mk4s were built between 1989 and 1992 at Metro-Cammell’s Washwood Heath facility for the newly-electrified InterCity 225 services on the East Coast Main Line. A total of 282 carriages were built to maintain a fleet of 30 fixed formations. Each one comprised of nine vehicles, operating with a Class 91 locomotive and a Driving Van Trailer on the other end to allow trains to operate in both directions without needing to turn the locomotive. The Mk4 is an all-steel design which incorporates a number of improvements over the previous Mk3s, most-notably the inclusion of automatic push-button operated plug-type doors in place of the manually-operated slam doors. The body shells, which were built by BREL and Breda in Milan, also have fully sealed gangways and controlled emission toilets (CETs). This RailRoad model coach is a durable replica of a First Class Open coach in BR InterCity livery. - OO Scale

Hornby Railroad: BR Mk4 RFB 10321 Intercity

Railroad: BR Mk4 RFB 10321 Intercity Following on from the Mk3 coach, the Mk4s were built between 1989 and 1992 at Metro-Cammell’s Washwood Heath facility for the newly-electrified InterCity 225 services on the East Coast Main Line. A total of 282 carriages were built, to maintain a fleet of 30 fixed formations. Each comprised of nine vehicles, operating with a Class 91 locomotive and a Driving Van Trailer on the other end to allow trains to operate in both directions without needing to turn the locomotive. The Mk4 is an all-steel design which incorporates a number of improvements over the previous Mk3s. Most notably, the inclusion of automatic push-button operated plug-type doors in place of the manually operated slam doors. The body shells, which were built by BREL and Breda in Milan, also have fully sealed gangways and controlled emission toilets (CETs). This OO gauge model coach represents a Buffet Car in BR InterCity livery. - OO Scale

Hornby Railroad: BR Mk4 TSO 12440 Intercity

Railroad: BR Mk4 TSO 12440 Intercity Following on from the Mk3 coach, the Mk4s were built between 1989 and 1992 at Metro-Cammell’s Washwood Heath facility for the newly-electrified InterCity 225 services on the East Coast Main Line. A total of 282 carriages were built, to maintain a fleet of 30 fixed formations. Each comprised of nine vehicles, operating with a Class 91 locomotive and a Driving Van Trailer on the other end to allow trains to operate in both directions without needing to turn the locomotive. The Mk4 is an all-steel design which incorporates a number of improvements over the previous Mk3s. Most notably, the inclusion of automatic push-button operated plug-type doors in place of the manually-operated slam doors. The body shells, which were built by BREL and Breda in Milan, also have fully sealed gangways and controlled emission toilets (CETs). This OO gauge coach model is a replica of a Second Class (Trailer Second) open coach in BR InterCity livery. - OO Scale

Hornby BR Mk1 TSO W3817 BR Lined Maroon (WR)

BR Mk1 TSO W3817 BR Lined Maroon (WR)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 SK E24453 BR Lined Maroon (ER)

BR Mk1 SK E24453 BR Lined Maroon (ER) The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 SK M24404 BR Lined Maroon (LM)

BR Mk1 SK M24404 BR Lined Maroon (LM)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 SK S24314 BR Southern Green (SR)

BR Mk1 SK S24314 BR Southern Green (SR)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 SK W24371 BR Lined Maroon (WR)

BR Mk1 SK W24371 BR Lined Maroon (WR)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 TSO E4050 BR Lined Maroon (ER)

BR Mk1 TSO E4050 BR Lined Maroon (ER)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 TSO M3764 BR Lined Maroon (LM)

BR Mk1 TSO M3764 BR Lined Maroon (LM)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 TSO S3827 BR Southern Green (SR)

BR Mk1 TSO S3827 BR Southern Green (SR) The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 CK S15036 BR Southern Green (SR)

BR Mk1 CK S15036 BR Southern Green (SR)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 CK W15114 BR Lined Maroon (WR)

BR Mk1 CK W15114 BR Lined Maroon (WR)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 CK E15276 BR Lined Maroon (ER)

BR Mk1 CK E15276 BR Lined Maroon (ER) The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 CK M15374 BR Lined Maroon (LM)

BR Mk1 CK M15374 BR Lined Maroon (LM)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 BSK E34740 BR Lined Maroon (ER)

BR Mk1 BSK E34740 BR Lined Maroon (ER)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 BSK M35125 BR Lined Maroon (LM)

BR Mk1 BSK M35125 BR Lined Maroon (LM) The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 BSK S34257 BR Southern Green (SR)

BR Mk1 BSK S34257 BR Southern Green (SR)  The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Hornby BR Mk1 BSK W34897 BR Lined Maroon (WR)

BR Mk1 BSK W34897 BR Lined Maroon (WR) The Mk1 was BR’s first standardised design of railway carriage with thousands built across BR’s carriage works in Derby, Wolverton, Doncaster, York, Eastleigh, and Swindon between 1951 and 1963. The design was also used on first generation Diesel Multiple Units (DMUs) until 1974 and for non-passenger stock such as parcel vans and full brake vehicles. The new coaches gradually replaced older designs inherited from the ‘Big Four’ at nationalisation in 1968 and were used on all British Railways regions. The standard underframe length was 63ft 5in (19.33m) with gangwayed bodies 64ft 6in (19.7m), though suburban coaches and parcel vans were shorter. Coaches were either fully open or were corridor coaches with seating compartments. Bodywork was of steel panels on wooden frames, with a separate underframe consisting of heavy steel sections braced with steel trusses, originally mounted on ‘BR1’ bogies, though these were superseded by a new cast-steel design from 1958 known as the ‘Commonwealth’ bogie. Later examples utilised a Swindon-designed ‘B4’ bogie which gave a much-improved ride and was adopted for use on Southern Region Mk1 Electric Multiple Units (EMUs). - OO Scale

Bachmann LNWR 50ft Arc Roof TC M&GN Brown '81040'

LNWR 50ft Arc Roof Third Corridor M&GN Brown Features: Pristine M&GN Brown livery Running No. 81040 Steel Wheels Gas Lighting – with Roof-mounted Gas Lights and Gas Pipes Gas Cylinders Vacuum Brakes Two-Piece Lavatory Windows Accessory Pack NEM Coupling Pockets Close Coupling Mechanism Length 223mm (over couplings) - Era 3 - OO Scale

Bachmann LNWR 50ft Arc Roof CC LMS Crimson Lake '4415'

LNWR 50ft Arc Roof Composite Corridor LMS Crimson Lake Features: Pristine LMS Crimson Lake livery Running No. 4415 Steel Wheels Electric Lighting – Roof-mounted Gas Lights and Gas Pipes Removed Battery Boxes Vacuum Brakes Two-Piece Lavatory Windows Accessory Pack NEM Coupling Pockets Close Coupling Mechanism Length 223mm (over couplings) - Era 3 - OO Scale

Bachmann LNWR 50ft Arc Roof TC LMS Crimson Lake '2326'

LNWR 50ft Arc Roof Third Corridor LMS Crimson Lake Features: Pristine LMS Crimson Lake livery Running No. 2326 Steel Wheels Electric Lighting – Roof-mounted Gas Lights and Gas Pipes Removed Battery Boxes Vacuum Brakes One-Piece Lavatory Windows Accessory Pack NEM Coupling Pockets Close Coupling Mechanism Length 223mm (over couplings) - Era 3 - OO Scale

Hornby LNER, Gresley Corridor Passenger Brake '4239'

LNER, Gresley Corridor Passenger Brake '4239' This highly detailed Gresley Corridor Full Brake Coach is presented in a varnished teak finish with printed decoration including the LNER branding and its unique number 4239. This coach does not have windows as it wasn’t meant for carrying passengers, it contained the guard’s van. The model has detail underneath and metal wheels for finer running. Hornby’s Gresley 61ft 6in coaching stock represents a standard design that Nigel Gresley continued from his days as CME at the Great Northern Railway, through to the LNER at the Grouping in 1923, with very little change to the basic layout of each vehicle.  Finished in varnished teak, these LNER standard vehicles were ahead of their time, with Pullman-type gangways and buckeye couplings, that would later become standard on BR-built coaching stock. However, the wooden teak-panelled bodies were more traditional than modern, with square mouldings and windows. The company continued to build them until 1942 with little change over the 1923-42 build period. The coaches were mounted on Gresley double-bolster 8ft 6in bogies. - OO Scale

Hornby BR, Gresley Corridor First Class Coach 'E10126E'

BR, Gresley Corridor First Class Coach 'E10126E' Gresley’s standard LNER 61ft 6in coaches were solidly built, and despite being a design inherited from the GNR in 1923 and built until 1942, many of them lasted in service until 1965, working alongside BR Mk1 coaches, which they were compatible with.  The varnished teak finish was vulnerable to extremes of weather and required constant maintenance to stop them from looking tatty with peeled varnish and cracked panels. Because of this, BR painted the wooden panels crimson and cream after nationalisation, with all-over crimson for the full brake vehicles. A total of 38 former LNER teak coaches have been preserved, including some that have been restored to a varnished teak finish. - OO Scale

Hornby BR, Gresley Corridor Passenger Brake Coach 'E70448E'

BR, Gresley Corridor Passenger Brake Coach 'E70448E' Gresley’s standard LNER 61ft 6in coaches were solidly built, and despite being a design inherited from the GNR in 1923 and built until 1942, many of them lasted in service until 1965, working alongside BR Mk1 coaches, which they were compatible with.  The varnished teak finish was vulnerable to extremes of weather and required constant maintenance to stop them from looking tatty with peeled varnish and cracked panels. Because of this, BR painted the wooden panels crimson and cream after nationalisation, with all-over crimson for the full brake vehicles. A total of 38 former LNER teak coaches have been preserved, including some that have been restored to a varnished teak finish. - OO Scale

Hornby BR, Gresley Corridor Third Class Coach 'E11010E'

BR, Gresley Corridor Third Class Coach 'E11010E' Gresley’s standard LNER 61ft 6in coaches were solidly built, and despite being a design inherited from the GNR in 1923 and built until 1942, many of them lasted in service until 1965, working alongside BR Mk1 coaches, which they were compatible with. The varnished teak finish was vulnerable to extremes of weather and required constant maintenance to stop them from looking tatty with peeled varnish and cracked panels. Because of this, BR painted the wooden panels crimson and cream after nationalisation, with all-over crimson for the full brake vehicles. A total of 38 former LNER teak coaches have been preserved, including some that have been restored to a varnished teak finish. - OO Scale

Hornby BR, Maunsell Brake Composite Coach 'S6673'

BR, Maunsell Brake Composite Coach 'S6673' When the Southern Railway was formed in 1923, it continued to build coach designs inherited from the main three constituent companies. Richard Maunsell introduced the SR’s first ‘standard’ coaches, building over 1,200 of them. These were formed into 139 sets, as it was the SR’s practice to keep coaches together for long periods of time, with a set number at each end.  These coaches are the later 59ft type built from 1934 with flush sides, constructed with steel panels over a wooden framework. They were painted olive green in early SR days and, from 1939, in Bulleid’s malachite green, before most received the standard BR crimson and cream following nationalisation from 1949. - OO Scale

Hornby BR, Maunsell Composite Coach 'S2755S' Set 226

BR, Maunsell Composite Coach 'S2755S' Set 226 When the Southern Railway was formed in 1923, it continued to build coach designs inherited from the main three constituent companies. Richard Maunsell introduced the SR’s first ‘standard’ coaches, building over 1,200 of them. These were formed into 139 sets, as it was the SR’s practice to keep coaches together for long periods of time, with a set number at each end.  These coaches are the later 59ft type built from 1934 with flush sides, constructed with steel panels over a wooden framework. They were painted olive green in early SR days and, from 1939, in Bulleid’s malachite green, before most received the standard BR crimson and cream following nationalisation from 1949. - OO Scale

Hornby BR, Maunsell Third Class Brake 'S2756S' Set 226

BR, Maunsell Third Class Brake 'S2756S' Set 226 When the Southern Railway was formed in 1923, it continued to build coach designs inherited from the main three constituent companies. Richard Maunsell introduced the SR’s first ‘standard’ coaches, building over 1,200 of them. These were formed into 139 sets, as it was the SR’s practice to keep coaches together for long periods of time, with a set number at each end.  These coaches are the later 59ft type built from 1934 with flush sides, constructed with steel panels over a wooden framework. They were painted olive green in early SR days and, from 1939, in Bulleid’s malachite green, before most received the standard BR crimson and cream following nationalisation from 1949. - OO Scale

Hornby BR, Collett Corridor Brake Third Class LH Coach '4936'

BR, Collett Corridor Brake Third Class LH Coach '4936' Although introduced onto the GWR by Collett from 1925, many of these modern-for-their-time coaches lasted in service until the 1960s, with many examples passing into departmental use. Some retained their chocolate and cream livery after nationalisation of Britain’s railways in 1948 and others were painted in the new owner’s crimson and cream.  These wooden-framed, but steel-panelled ‘bow-ended’ coaches were also ‘handed’ in a throw-back to the days they were introduced, when coach sets were marshalled with the compartments to the south (sunny) side and the corridors alongside London Paddington’s Platform 1 for ease of loading/unloading. For example, a left-hand brake coach would have its corridor on the opposite side to a right-hand brake. - OO Scale

Hornby BR, Collett Corridor Brake Third Class RH Coach '4937'

BR, Collett Corridor Brake Third RH Coach '4937' Although introduced onto the GWR by Collett from 1925, many of these modern-for-their-time coaches lasted in service until the 1960s, with many examples passing into departmental use. Some retained their chocolate and cream livery after nationalisation of Britain’s railways in 1948 and others were painted in the new owner’s crimson and cream.  These wooden-framed, but steel-panelled ‘bow-ended’ coaches were also ‘handed’ in a throw-back to the days they were introduced, when coach sets were marshalled with the compartments to the south (sunny) side and the corridors alongside London Paddington’s Platform 1 for ease of loading/unloading. For example, a left-hand brake coach would have its corridor on the opposite side to a right-hand brake. - OO Scale

Hornby BR, Collett Corridor Composite LH Coach '6149'

BR, Collett Corridor Composite LH Coach '6149' Although introduced onto the GWR by Collett from 1925, many of these modern-for-their-time coaches lasted in service until the 1960s, with many examples passing into departmental use. Some retained their chocolate and cream livery after nationalisation of Britain’s railways in 1948 and others were painted in the new owner’s crimson and cream.  These wooden-framed, but steel-panelled ‘bow-ended’ coaches were also ‘handed’ in a throw-back to the days they were introduced, when coach sets were marshalled with the compartments to the south (sunny) side and the corridors alongside London Paddington’s Platform 1 for ease of loading/unloading. For example, a left-hand brake coach would have its corridor on the opposite side to a right-hand brake. - OO Scale

Hornby BR, Collett Corridor Composite RH Coach '6150'

BR, Collett Corridor Composite RH Coach '6150' Although introduced onto the GWR by Collett from 1925, many of these modern-for-their-time coaches lasted in service until the 1960s, with many examples passing into departmental use. Some retained their chocolate and cream livery after nationalisation of Britain’s railways in 1948 and others were painted in the new owner’s crimson and cream.  These wooden-framed, but steel-panelled ‘bow-ended’ coaches were also ‘handed’ in a throw-back to the days they were introduced, when coach sets were marshalled with the compartments to the south (sunny) side and the corridors alongside London Paddington’s Platform 1 for ease of loading/unloading. For example, a left-hand brake coach would have its corridor on the opposite side to a right-hand brake. - OO Scale

Hornby BR, Collett Corridor Third Class Coach '4551'

BR, Collttt Corridor Third Class Coach '4551' Although introduced onto the GWR by Collett from 1925, many of these modern-for-their-time coaches lasted in service until the 1960s, with many examples passing into departmental use. Some retained their chocolate and cream livery after nationalisation of Britain’s railways in 1948 and others were painted in the new owner’s crimson and cream.  These wooden-framed, but steel-panelled ‘bow-ended’ coaches were also ‘handed’ in a throw-back to the days they were introduced, when coach sets were marshalled with the compartments to the south (sunny) side and the corridors alongside London Paddington’s Platform 1 for ease of loading/unloading. For example, a left-hand brake coach would have its corridor on the opposite side to a right-hand brake. - OO Scale

Hornby BR, Gresley Corridor Buffet Car 'E12505E'

BR, Gresley Corridor Buffet Car 'E12505E' Gresley’s standard LNER 61ft 6in coaches were solidly built, and despite being a design inherited from the GNR in 1923 and built until 1942, many of them lasted in service until 1965, working alongside BR Mk1 coaches, which they were compatible with. The varnished teak finish was vulnerable to extremes of weather and required constant maintenance to stop them from looking tatty with peeled varnish and cracked panels. Because of this, BR painted the wooden panels crimson and cream after nationalisation, with all-over crimson for the full brake vehicles. A total of 38 former LNER teak coaches have been preserved, including some that have been restored to a varnished teak finish. - OO Scale

Hornby Mk4 Driving Van Trailer (DVT) - GNER Livery

Mk4 Driving Van Trailer (DVT) - GNER Livery Built at Metro-Cammell's Washwood Heath factory, 314 Mk4 coaches were produced between 1989 and 1992. They were built specifically for use on the newly electrified East Coast Main Line, along with hopes that a second order for the West Coast Main Line would be placed at a later date, although this second order never transpired. Mk4 coaches featured many improvements over the Mk3s such as push-button operated plug-type doors, fully sealed gangways and a designed top speed of 140mph. Much of the Mk4 design was based upon the Advanced Passenger Train. In particular, Mk4 coaches feature sides profiled to allow a tilt of up to 6° with newly fitted tilting bogies. Mk4s entered service in 1989 and helped drive a significant increase in passenger traffic. With privatisation in 1996, all Mk4 coaches were sold to Evershot Rail Group who have since leased them out to the holder of the InterCity East Coast Franchise. The franchise was initially awarded to Great North Eastern Railway (GNER) and has since been operated by National Express East Coast, East Coast, Virgin Trains East Coast and London North Eastern Railway (LNER) owned by the Department for Transport. Between October 2003 and November 2005 Bombardier Transportation, under contract from GNER, commenced refurbishment of the Mk4 stock, fitting new seating arrangements and introduced onboard Wi-Fi, a first for British rail services. This refurbishment programme was called 'Project Mallard' named after the Mallard steam locomotive, built in the 1930s by the London & North Eastern Railway and holder of the world speed record for steam locomotives. Built by Metro-Cammell for inclusion in the InterCity 225 sets, 32 Mk4 Driving Van Trailers (DVTs) were built with the bodyshell manufactured under sub-contract by Breda in Italy. Whilst they were designed to operate with Class 91 locomotives as part of the InterCity 225 set, Mk4 DVTs have also operated with Class 90 and Class 89 locomotives. Although Mk4 DVTs have spent most of their lives on the ECML, they are now being cascaded down to other franchises including Transport for Wales due to the introduction of the Class 800 and Class 801 IEPs. Includes - Buffer and cab front detailing - Working Lights - Accessory Bag  - 21 PIN DCC Ready Socket - OO Scale