£79.99
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LNER 4-4-0 Hunt "222" "The Berkley" (R3062) Believed to be last one available to order.
£79.99
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LMS Compound 4-4-0 (R3063) Believed to be last one available to order.
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£44.99 £49.99 approx 10% off
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BR 0-4-0ST Class 0F Smokey Joe (R3064)
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£134.99 £149.99 approx 10% off
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LNER 4-6-2 Class A1 "Flying Scotsman" (R3086)
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Britain’s love affair with the Flying Scotsman is showing no sign of slowing down, especially since the iconic high speed steam train underwent a £4.2m restoration to get it back on the tracks for 2016.
Now you can own a slice of model railways history with one of these iconic miniature trains which are finely detailed and just like the original design by Sir Nigel Gresley. Hornby is delighted to offer No. 4472 – the Flying Scotsman – as part of our expanding collection of DCC ready model trains designed by the late, great steam engineer Sir Nigel Gresley.
Now available as a Hornby Railroad locomotive, this version of Flying Scotsman model train is perfect for younger railway modellers because of its robust but attractive detailing. Add this world famous locomotive to your model railway track layout and celebrate a timeless classic that’s been loved by train enthusiasts ever since being built at Doncaster Works by LNER for £7,944 back in 1923.
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£114.49 £127.49 approx 10% off
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LNER 2-8-2 "Cock O The North" P2 Class (R3171)
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The London and North Eastern Railway (LNER) Edinburgh to Aberdeen route had steep gradients and tight curves and the express passenger service was usually worked by a double header of two small engines. To overcome this situation, Nigel Gresley, Chief Mechanical Engineer (CME) of the LNER began designing a new locomotive at the LNER Doncaster Works in 1932. The 2-8-2 configured locomotive was given the classification P2 and had four driving axles for greater adhesion, an A3 type boiler and a Kylchap type blastpipe/chimney system.
A total of six of the Class were built. As the first two were returned to Doncaster for repairs they were fitted with streamlined fronts similar to the A4 Pacifics. The last four to be built were outshopped with streamlined fronts. By 1944 the whole Class had been withdrawn.
The 'A1 Trust', builders of the A1 locomotive 'Tornado', are planning to build a Class P2 locomotive as it was originally outshopped from the LNER and have accordingly formed the ‘P2 Steam Locomotive Company’.
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£103.99
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LMS 4-4-0 Compound With Fowler Tender (R3276)
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£34.99
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Ex-SR 0-4-0 "Mosley Tarmacadam" (R3360)
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LNER BR "Mallard" Class A4 (R3371)
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Scale: 1:76
Length: 291mm
Livery: LNER
Motor: 5 Pole Skew Wound. Loco Drive
RailRoad LNER 4-6-2 'Mallard' A4 Class
It was in July 1938 that 'Mallard' was recorded travelling at 126mph at South Bank on the East Coast Mainline, snatching the record from the German railway by a mere 1.5 mph - a record that still stands to this very day.
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£95.99
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BR 4-4-0 "Sevenoaks" Schools Class Early BR (R3586)
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£105.49
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LNER 4-6-0 "Liverpool" Class B17 (R3588)
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In 1926, with increased loading on the East Anglia passenger services and the introduction of modern, vacuum-braked coaching stock, there was a desperate need for a locomotive that could supplement the Holden B12 Class on the former Great Eastern routes of the London North Eastern Railway. Track limitations prevented the transfer of locomotives from other regions and so Nigel Gresley was tasked by the LNER to produce a three cylinder 4-6-0 design, using the cylinder and motion arrangement of the D49, but with a tractive effort of about 25,000lb and a relatively light axle loading of 17 tons.
The resulting Class B17 design arose from Doncaster Works’ inability to completely satisfy Gresley's specification and the resulting contract for the detailed design and building of the class was, in 1927, given to the North British Locomotive Company in Glasgow. Using some of the features from a batch of A1 Pacific locomotives they had built in 1924, along with some features from the Royal Scot Class produced for the LMS, the cab, cylinders, and motion were all copied directly or modified slightly, whilst most of the boiler design was taken from the Class K3 and Class O2 designs. Darlington Works assisted by providing drawings for the bogies, with Stratford Works providing the design for the Great Eastern type 3,700 gallon tender.
The eventual axle loading was 18 tons and several modifications were required before the first B17, No.2802 Walsingham , was delivered on November 20, 1928, but between 1930 and 1937, a total of seventy three B17 locomotives were produced by the LNER’s Darlington Works, Robert Stephenson & Company and North British. The first ten locomotives delivered by the North British Locomotive Company were designated B17 (later as B17/1), whilst the second and third batches, having boilers supplied by Armstrong Whitworth and different springing, were identified as B17/2.
The next two batches, again with different springing, were designated B17/3, but as the locomotives passed through the works the original springs were replaced by those of the later design and in 1937 the three sub-classes were merged together as B17/1. The final Darlington batch introduced in 1936, as well as those built by Robert Stephenson and Company, had 4,200 gallon tenders and were intended for use in the North Eastern area of the LNER; these were designated B17/4.
In September 1937, No.2859 Norwich City and 2870 Tottenham Hotspur were streamlined in a similar style to Gresley’s A4s, renamed East Anglian and City of London and designated B17/5. The streamlining was cladding for publicity purposes only on the East Anglian service, having little effect on the overall speed of the locomotive and in April 1951 was removed. Between 1943 and 1957, most of the surviving members of the class were rebuilt with a 100A boiler for increased pressure and were designated as B17/6.
£89.99
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GWR Class 3031 Dean Single 4-2-2 Achilles (R3759) Believed to be last one available to order.
£50.99
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GWR Class 101 (R30053) Believed to be last one available to order.
£54.99
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M&GNJR 0-4-0T "100" (R30317) Believed to be last one available to order.
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This small locomotive, painted in the resplendent livery of the pre-grouping M&GNJR, is representative of the kind you might have found shunting around dockyards or hauling mixed traffic on a light railway or branch line in the countryside. Small locomotives like this were easy to operate and maintain and were capable of traversing the tightest radius curves as would often be found in industrial settings. Should a locomotive need to traverse tighter curves that these locomotives could then narrow gauge would be the only way to go.
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S&DJR Class 3F "Jinty" 0-6-0 "25" (R30325) Believed to be last one available to order.
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The 3F 'Jinty' was an LMS tank engine inspired by the design of a Midland Railway designed tank engine. Henry Fowler saw potential in the Midland Railway 2441 Class which itself would prove so dependable that they would last in service until 1966. The Jinty was a simple design with inside cylinders and belpaire firebox that allowed the locomotive to reach up to 60mph. Locomotives were fitted with steam heating for working short passenger trains, which was a far cry from their initial brief as a shunting engine.
The 3F would be the main shunting and tank engine of the LMS and would find itself serving all over the UK when the class came into the ownership of BR in 1948. The Jintys would prove to be useful engines even after larger freight engines would be introduced with some examples lasting until 1967 in service. 9 examples of the class have been preserved including the last to be withdrawn.
An iconic user of the 3F class was the fairly unique Somerset and Dorset Joint Railway. The SDJR became a part of the LMS in 1923 when the grouping act came into effect however it would not have its identity absorbed into that of the LMS. The SDJR would run its locomotives in either its time honoured 'Prussian Blue' livery with SDJR lettering or SDJR Black. The SDJR took delivery of seven examples of the locomotive in 1928. These locomotives would only stay at the railway for a couple of years, being absorbed into the LMSR in 1930 and redistributed.
Locomotive 25 entered SDJR service in 1928 before being taken into LMS stock in 1930 along with the rest of the class. The locomotive would be renumbered twice in fairly quick succession first to 7156 in 1930 and then to 7316 in 1934. In BR service the locomotive would be numbered 47316 and would remain in service until withdrawal and scrapping in 1962.
The Hornby Jinty is fitted with a 3 pole motor and simple gearing, proving to be a reliable runner on any layout. The 6 pin DCC socket allows the model to be used on a digital layout if required and its railroad specification make it ideal as a starter model.
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LNER Class J83 0-6-0T (R30378)
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A North British Railway tradition was to use old tender locomotives for short distance goods and shunting duties. In the 1890s, traffic levels increased at a much higher rate, so Matthew Holmes had to design a new side tank locomotive. Forty NBR Class D locomotives (LNER J83) entered service in 1901 with twenty from Neilson, Reid & Co and Sharp, Stewart & Co.
Each member of the class was fitted with steam brakes. However, ten were converted to the Westinghouse brake system with vacuum ejectors fitted in 1916. After Grouping in 1923, LNER rebuilt the Class D locomotives into the LNER J83’s. During 1924 and 1925, entirely new boilers were fitted. Each dome was reduced in height by 9in with the old dome-mounted lock-up safety valves replaced by Ross pop safety valves that were mounted on the firebox. More new features included helical springs on the rear axles and enlarged front sand boxes.
Their main duties included the transfer of goods, heavy yard shunting, transporting minerals and banking. After Grouping, most of the J83’s main duties changed to shunting. By the time of BR nationalisation, one J83 had been withdrawn from service in 1947, leaving thirty-nine locomotives under BR ownership. In 1951, ten new boilers were constructed. As more diesel shunters were being introduced at this time, it was decided that members of the class would be withdrawn, with the last J83 withdrawn in 1962.
No. 8474 was ordered by North British Railway and constructed by Sharp, Stewart & Company in April 1901. Under NBR, its original running number was 827. After Grouping, LNER renumbered the engine to 9827 and then 8474. When finally transferred to BR ownership, the number changed again to 68474. The locomotive was withdrawn from service in April 1958.
No. 8474 comes complete in a classic and vivid LNER apple green livery. The buffer beam is red and the buffer stocks are black.
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