A 7mm Kit in etched nickel silver requiring wheels/motor/couplings/livery painting to complete.

Wheels
The following wheels sizes and nearest Slater’s equivalent are listed below.
Bogie 3’6” dia. 10 spoke
Driving 6’0” dia. 20 spoke 10” crank throw 7872NE
Tender 3’10” dia. 11 spoke 7845GC

Notes

As traffic increased on the Cambrian before the end of the 19th century, it became obvious that the 6 Sharp Stewart 4-4-0 of the‘16’ or ‘Beaconsfield’ class were unable to cope with the volume of traffic. Accordingly, the first of 8 engines of the ‘61’ class was delivered in April 1893 and they proved to be very successful. The class was quickly expanded to a total of 22, with eight more coming from Sharps in the following two years, four from Robert Stephenson in 1897-8 and 2 being ‘built’ at Oswestry in 1901 and 1904, almost certainly from two spare boilers and other parts acquired as a consequence of having such a large number of identical engines.

The GW renumbering was, at best, slightly random, but as the engines gradually went to Swindon for overhaul, they were
slowly withdrawn, being replaced with standard locos that were probably older and no better, resulting in a fortunate few to be
returned to the Cambrian for a few more years. GW1110 was the last to be broken up at Swindon in 1934, after some years on
the sales list.
The engines were little changed throughout their service, new boilers of exactly the same external dimensions were fitted from 1912 onwards.
The tenders were standard to the class for their whole lives, but photographs show two different patterns of coal rails, and finally solid fenders. Consultation with a photograph of your prototype is strongly recommended!
Livery would have been of the standard Cambrian pattern of the period, always black with originally red/yellow/red lining with Cambrian Railways divided by the Prince of Wales feathers to red/grey/red with CAMBRIAN in French grey after 1912.Those surviving into the GW period would have received the normal unlined green with Great Western in full on the tender. They remained on main line duties right up to the end, working all types of traffic as intended, for nearly 40 years.

History – Furness engines
Through the good offices of Mike Peascod, it has been determined that there were two significant differences between these
engines and the Cambrian ones. Firstly the wheelbase was increased, driving wheel by 3”, front driver to rear bogie by 1 ½”,
and bogie wheelbase by another 3”. Additionally these engines had a slightly smaller boiler, diameter reduced by 2”, and
increased in length by 6”. The reasons for these differences are not known.
The first six engines were built in 1896.
Two further engines were added in 1900. In 1913, two of the class, 37 and 34, were fitted experimentally with Phoenix
smokebox superheaters, this apparatus, with its greatly extended smokebox and chimney perched right forward, completely
spoilt the neat appearance of the engines. Moreover, it did not prove much advantage either to the running or steaming
qualities and was removed in 1914, these being, along with 6 D class 0-6-0s, the only superheated engines owned by the
Furness.
All eight were still in service in 1923, and were renumbered in the LMS series 10135-42. They lasted until the late 1920s, on
secondary duties on their home ground. A considerable amount of renumbering took place in Furness days, making the history
of this class somewhat complicated.
From the limited number of photographs I have available, it would appear that none of the tenders were fitted with coal rails.