TT:120 Steam Locomotives

The most famous of these A4 locomotives is surely 4468 Mallard, the locomotive that broke and still holds the world record for the highest speed achieved by a steam locomotive. This record was achieved at the height of the streamlined battle between Gresley’s A4 and the Streamline Coronation of Stanier’s LMS. Mallard would go onto serve under BR as 60022 before being withdrawn in early 1963 having been earmarked for preservation as early as 1960, its historical significance recognised and understood.

4472 is a number that is engrained into the brain of every man who was once a little boy staring starry eyed and an Apple Green streak thundering though the countryside. ‘Flying Scotsman’ was built in 1923 as one of the A1 locomotives built under the LNER, it is the only member of the class to go on to be preserved. The trials and tribulations faced by Flying Scotsman in preservation have cemented its status as one of the most famous steam locomotives ever built.

Night Hawk first entered LNER service on the fairly pleasing 24th October 1924 as locomotive number 2577 as an A1 locomotive. Rebuilt in January 1944 to an A3, the locomotive would go in to be numbered 78, and then 60078 under BR. Night Hawk would go on to be withdrawn on the 22nd October 1962, almost making it a nice round 38 years in service, before being scrapped at Doncaster in 1963.

The ‘Night Hawk’, designed by Sir Nigel Gresley was originally built in 1924. Its striking design and distinctive colour will undoubtedly add extra style to any Hornby TT:120 layout.  The Class A1 locomotive, ‘Night Hawk’ first entered LNER service in 1924 as number 2577.  Rebuilt in January 1944 as a Class A3, the locomotive would go on to be numbered 78 and then later under the BR numbering system. ‘Night Hawk’ was withdrawn on 22^nd October 1962 and then later scrapped in Doncaster in 1963.
The locomotive contains a pre-fitted decoder which when used via the FREE to download HM|DCC app, enables access to a whole range of functions including sounds such as multiple whistles, a carriage break squeal, the guard’s whistle and even a slamming door.

2595 Trigo would enter LNER service in 1930, being one of the 27 A3 locomotives to never turn a wheel as an A1. The locomotive would go through the same short lived numbering pattern as its classmates carrying the number 84 for a short time before adopting its longer term BR number of 60084 on nationalisation. Along with all but one other member of the class, Trigo was unceremoniously scrapped in November 1964.

The ‘Trigo’ steam locomotive was designed by Sir Nigel Gresley.  2595 ‘Trigo’ entered LNER service in 1930, being one of the 27 A3 locomotives that never turned a wheel as an A1.  The locomotive had a double chimney fitted in July 1958 and was fitted with German smoke deflectors 1962, it was later scrapped in November 1964. ‘Trigo’ was named after an Irish Thoroughbred racehorse and sire who won several major races including the Epsom Derby and St. Leger Stakes in 1929.
The locomotive contains a pre-fitted decoder which when used via the FREE to download HM|DCC app, enables access to a whole range of functions including sounds such as multiple whistles, a carriage break squeal, the guard’s whistle and even a slamming door.

The most famous of these A4 locomotives is surely 4468 Mallard, the locomotive that broke and still holds the world record for the highest speed achieved by a steam locomotive. This record was achieved at the height of the streamlined battle between Gresley’s A4 and the Streamline Coronation of Stanier’s LMS. Mallard would go onto serve under BR as 60022 before being withdrawn in early 1963 having been earmarked for preservation as early as 1960, its historical significance recognised and understood.
The locomotive contains a pre-fitted decoder which when used via the FREE to download HM|DCC app, enables access to a whole range of functions including sounds such as multiple whistles, a carriage break squeal, the guard’s whistle and even a slamming door.

2511 Silver King was the 3rd A4 locomotive to be built, designed to pull the Silver Jubilee service. The locomotive entered service in November 1935 in the unique LNER Silver livery designed for the service. The locomotive would go on to work under BR before being scrapped in 1965, making it one of the longest serving A4 locomotives.

2511 Silver King was the 3rd A4 locomotive to be built, designed to pull the Silver Jubilee service. The locomotive entered service in November 1935 in the unique LNER Silver livery designed for the service. The locomotive would go on to work under BR before being scrapped in 1965, making it one of the longest serving A4 locomotives.
The locomotive contains a pre-fitted decoder which when used via the FREE to download HM|DCC app, enables access to a whole range of functions including sounds such as multiple whistles, a carriage break squeal, the guard’s whistle and even a slamming door.

4484 Falcon entered service with LNER in January of 1937, following the broad early naming format based around Gresley’s penchant for birds. The locomotive would go on to serve under BR as 60025 before being scrapped in October of 1963.

4484 Falcon entered service with LNER in January of 1937, following the broad early naming format based around Gresley’s penchant for birds. The locomotive would go on to serve under BR as 60025 before being scrapped in October of 1963.
The locomotive contains a pre-fitted decoder which when used via the FREE to download HM|DCC app, enables access to a whole range of functions including sounds such as multiple whistles, a carriage break squeal, the guard’s whistle and even a slamming door.

Duchess of Atholl entered service in 1938 in the striking LMS Crimson Lake livery as locomotive number 6231. The locomotive would go on to serve into the early 1960s under BR until it would be scrapped at Crewe in November 1963. During its time with the nationalised railway it would be numbered 46231 and the locomotive would wear three different liveries one of which being an experimental blue.

Duchess of Atholl entered service in 1938 in the striking LMS Crimson Lake livery as locomotive number 6231. The locomotive would go on to serve into the early 1960s under BR until it would be scrapped at Crewe in November 1963. During its time with the nationalised railway it would be numbered 46231 and the locomotive would wear three different liveries one of which being an experimental blue.

Duchess of Montrose entered service in 1938 in the LMS’ well known Crimson Lake livery being numbered 6232. It would wear this livery and number for the entire time it would serve with the LMS before being adopted into BR as 46232 in 1947. Under BR Duchess of Montrose would wear three different liveries, before being scrapped in November of 1963 at Crewe.

Duchess of Montrose entered service in 1938 in the LMS’ well known Crimson Lake livery being numbered 6232. It would wear this livery and number for the entire time it would serve with the LMS before being adopted into BR as 46232 in 1947. Under BR Duchess of Montrose would wear three different liveries, before being scrapped in November of 1963 at Crewe.

Duchess of Abercorn entered LMS service in 1938 in the LMS Crimson Lake livery. Before nationalisation however the locomotive is said to have been painted into a solid blue-grey colour, the only such example to allegedly receive this paint job however no photos confirm this. Duchess of Abercorn would then go on to be painted in two different liveries under BR and be renumbered from 6234 to 46234. The locomotive would be scrapped at Crewe in June of 1963.

Duchess of Abercorn entered LMS service in 1938 in the LMS Crimson Lake livery. Before nationalisation however the locomotive is said to have been painted into a solid blue-grey colour, the only such example to allegedly receive this paint job however no photos confirm this. Duchess of Abercorn would then go on to be painted in two different liveries under BR and be renumbered from 6234 to 46234. The locomotive would be scrapped at Crewe in June of 1963.

Although often designed as shunting engines the larger 0-6-0 tank engines built from the 1880s onward proved quite capable in many roles from hauling local goods trains to branchline services and often suburban passenger duties. Designed by Sir Nigel Gresley as a replacement for tender 'standard goods' engines on the Great Northern Railway the J50 class became the LNERs standard design for heavy shunting and local goods services. Passenger duties were more unusual than for the LMS jinty and GWR panniers, but a J50 was a capable substitute when a regular passenger tank engine was out of service.
The Hornby J50 has beenh designed to allow some of the many design variations to be recreated, this model finished as BR 68983 in black livery with early emblems on the side tanks. Featuring all wheel pickups and an ABS cab area, this model is also DCC-ready with a six-pin socket and includes a three-pole motor.

Although often designed as shunting engines the larger 0-6-0 tank engines built from the 1880s onward proved quite capable in many roles from hauling local goods trains to branchline services and often suburban passenger duties. Designed by Sir Nigel Gresley as a replacement for tender 'standard goods' engines on the Great Northern Railway the J50 class became the LNERs standard design for heavy shunting and local goods services. Passenger duties were more unusual than for the LMS jinty and GWR panniers, but a J50 was a capable substitute when a regular passenger tank engine was out of service.
The Hornby J50 has been designed to allow some of the many design variations to be recreated, this model finished as LNER 2793 in LNER black livery. Featuring all wheel pickups and an ABS cab area, this model is also DCC-ready with a six-pin socket and includes a three-pole motor.

Although often designed as shunting engines the larger 0-6-0 tank engines built from the 1880s onward proved quite capable in many roles from hauling local goods trains to branchline services and often suburban passenger duties. Designed by Sir Nigel Gresley as a replacement for tender 'standard goods' engines on the Great Northern Railway the J50 class became the LNERs standard design for heavy shunting and local goods services. Passenger duties were more unusual than for the LMS jinty and GWR panniers, but a J50 was a capable substitute when a regular passenger tank engine was out of service.
The Hornby J50 has been designed to allow some of the many design variations to be recreated, this model finished as BR 68965 in black livery with the later lion holding wheel crests on the side tanks. Featuring all wheel pickups and an ABS cab area, this model is also DCC-ready with a six-pin socket and includes a three-pole motor.