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R3983SS
LNER, P2 Class, 2-8-2, 2007 'Prince of Wales' With Steam Generator
'OO' Gauge
Released: 18/03/24
DCC Fitted
DCC Sound
Era 11
The 2007 'Prince of Wales' is based on the 2001 ‘Cock O’ the North’, featuring improved design from the A1 ‘Tornado’, including the boiler and pony truck design. Alongside the steam, experience the joys of sound as this model includes a DCC sound decoder adding even more realism to your layout. Featuring the Hornby steam generator and flickering firebox, the LNER, P2 Class, 2-8-2, 2007 'Prince of Wales' is a must-have for any collection.
Our Price:
£265.05
R30195
RailRoad Plus Network Rail, Class 960, Bo-Bo, 901002 'Iris 2'
'OO' Gauge
Released: 18/03/24
DCC Ready (8 Pin)
Era 8
Constructed in Birmingham, the Class 101 DMU was one of the longest lasting DMUs to ever see service in the UK. 527 of the class would be built across many orders from BR between 1956 and 1960. The first units would enter BR service in 1956 in the BR green livery. Class 101 units at the height of their use could be seen in all corners of the UK, at the onset of privatisation in the 1990s the units would appear in all manner of colourful liveries such as the Network South East colours and First North Western. Throughout their life, Class 101 units would occasionally appear as a three car sets where demand dictated. Beginning life as the BR Class 101 unit 50338 On its entry into departmental service the unit would be reclassified as a class 960 and renumbered 901002, it would also gain the name Iris 2 which would be displayed in place of a destination on its destination boards. Iris 2 functioned as a lab for Network Rail undertaking tests around the UK. As Iris 2, the DMU appeared in a Serco Railtrack livery, Network Rail livery and a unique grey Lab 19 livery. Iris 2 is currently preserved on the Barry Tourist Railway in a BR Green livery.
Our Price:
£121.49
R30348
L&MR, No. 58 'Tiger'
'OO' Gauge
Released: 18/03/24
DCC Ready (Next18)
Era 1
Number 58 'Tiger' was the sister engine to 'Lion', one of a plethora of locomotives named after animals as became the norm for the fledgling L&MR. Like its sister engine, 'Tiger' was designed as a luggage engine and was delivered from Todd, Kitson, and Laird alongside 'Lion', having been constructed at the same time as part of the same order. These were the first two locomotives to be built at the Railway Foundry in Leeds. Information regarding 'Tiger' is scant, but as it was built to the same specifications, it is a reasonable assumption that the engine would have served the same duties as its more notable sister. It is also likely that the engine was also rebuilt at Edge Hill in 1841. Likely still in service when the L&MR was absorbed into Grand Junction Railway and then the London and North Western Railway, 'Tiger' would have also been renumbered under its new operator. As it is not in preservation, it is assumed that at the time 'Lion' was withdrawn and converted into a stationary pump, 'Tiger' was also withdrawn and scrapped.
Our Price:
£125.99
377-731A
BR SPA Open Wagon Network Rail Yellow [W]
'N' Gauge
Released: 15/03/24
Era 9
Our Price:
£26.95
377-730B
BR ZAA 'Pike' Open Wagon BR Engineers Grey & Yellow [W]
'N' Gauge
Released: 15/03/24
Era 8
Our Price:
£26.95
372-910
LMS 10000 LMS Black & Silver
'N' Gauge
Released: 15/03/24
DCC Ready (Next18)
Era 3
The LMS ‘Twins’ – Nos. 10000 and 10001 – were the very first mainline diesel locomotives built in the UK and now, this pioneering pair is available in N scale for the first time thanks to Graham Farish. This model of No. 10000 depicts the first of the ‘Twins’ which entered service with the LMS just days before Nationalisation in December 1947, and so carries ‘LMS’ in large chrome letters on the bodyside – the locomotive would carry these during its early years of BR-ownership and was so adorned until 1951. In this original condition, No. 10000 operated on the Midland Region hauling trains both alone and as a pair with its twin, providing additional haulage power and rang
Our Price:
£157.20
372-910SF
LMS 10000 LMS Black & Silver With DCC Sound Fitted
'N' Gauge
Released: 15/03/24
DCC Fitted
DCC Sound
Era 3
The LMS ‘Twins’ Nos. 10000 and 10001 were the first mainline diesel locomotives built in Great Britain. A joint venture between the London, Midland & Scottish Railway (LMS) and English Electric, the pair were first conceived in 1946. The body and chassis design was undertaken by the LMS’s Chief Mechanical Engineer H. G. Ivatt, and English Electric provided the engine, electric systems and machinery. Construction of No. 10000 began at Derby Works in 1947 and the locomotive was outshopped in December of that year, days before Nationalisation of Britain’s railways. Both locomotives entered traffic in an eye-catching black and silver livery, with large chrome numbers fitted at each end of the bodysides, below the cab windows. The letters LMS were also applied in chrome to No. 10000, however No. 10001 did not enter service until mid-1948, with British Railways completing its construction, and so it entered traffic with neither LMS nor BR markings. The locomotives worked both singularly and as a pair on the Midland Main Line and West Coast Main Line, hauling named expresses and lower key services, and venturing north of the border into Scotland. Interconnecting doors were fitted within the noses of each engine, allowing crew and personnel to move between the two in motion, but this feature was seldom used. In 1953 the Twins were sent to the Southern Region, being fitted with an additional pair of marker lights and lamp brackets beforehand which made them compatible with the SR’s practice of using headcodes to denote both train types and routes. During a two year period on the Southern Region the Twins worked alongside the Southern’s own diesel prototypes before returning to the Midland Region in 1955. As prototypes, changes and modifications were made to the locomotives during the years and this included the fitting of water scoops to allow water for the steam heat boiler to be collected from troughs located between the rails ‘on the move’. Ironically, in common with many early diesels, the performance of the steam heat boilers was woeful, and in colder months the pair were often relegated to freight workings where steam heat provision was not required. By the late-1950s new, production series diesel locomotives were arriving en-masse and whilst their time in service had been highly educational and helped to shape the BR diesel fleet, the writing was on the wall for this pair on non-standard prototypes. No. 10000 was officially withdrawn in December 1963, whilst No. 10001 lasted to March 1966, kept going with components salvaged from its Twin. Sadly, neither was saved and both were subsequently scrapped, but their legacy carried on in the Class 40s, 50s and 56s which all used versions of the English Electric 16SVT engine and today, works is ongoing to build a replica of No. 10000.
Our Price:
£242.20
372-911
LMS/BR 10001 Black & Silver
'N' Gauge
Released: 15/03/24
DCC Ready (Next18)
Era 4
The LMS ‘Twins’ Nos. 10000 and 10001 were the first mainline diesel locomotives built in Great Britain. A joint venture between the London, Midland & Scottish Railway (LMS) and English Electric, the pair were first conceived in 1946. The body and chassis design was undertaken by the LMS’s Chief Mechanical Engineer H. G. Ivatt, and English Electric provided the engine, electric systems and machinery. Construction of No. 10000 began at Derby Works in 1947 and the locomotive was outshopped in December of that year, days before Nationalisation of Britain’s railways. Both locomotives entered traffic in an eye-catching black and silver livery, with large chrome numbers fitted at each end of the bodysides, below the cab windows. The letters LMS were also applied in chrome to No. 10000, however No. 10001 did not enter service until mid-1948, with British Railways completing its construction, and so it entered traffic with neither LMS nor BR markings. The locomotives worked both singularly and as a pair on the Midland Main Line and West Coast Main Line, hauling named expresses and lower key services, and venturing north of the border into Scotland. Interconnecting doors were fitted within the noses of each engine, allowing crew and personnel to move between the two in motion, but this feature was seldom used. In 1953 the Twins were sent to the Southern Region, being fitted with an additional pair of marker lights and lamp brackets beforehand which made them compatible with the SR’s practice of using headcodes to denote both train types and routes. During a two year period on the Southern Region the Twins worked alongside the Southern’s own diesel prototypes before returning to the Midland Region in 1955. As prototypes, changes and modifications were made to the locomotives during the years and this included the fitting of water scoops to allow water for the steam heat boiler to be collected from troughs located between the rails ‘on the move’. Ironically, in common with many early diesels, the performance of the steam heat boilers was woeful, and in colder months the pair were often relegated to freight workings where steam heat provision was not required. By the late-1950s new, production series diesel locomotives were arriving en-masse and whilst their time in service had been highly educational and helped to shape the BR diesel fleet, the writing was on the wall for this pair on non-standard prototypes. No. 10000 was officially withdrawn in December 1963, whilst No. 10001 lasted to March 1966, kept going with components salvaged from its Twin. Sadly, neither was saved and both were subsequently scrapped, but their legacy carried on in the Class 40s, 50s and 56s which all used versions of the English Electric 16SVT engine and today, works is ongoing to build a replica of No. 10000.
Our Price:
£157.20
372-911SF
LMS/BR 10001 Black & Silver With DCC Sound Fitted
'N' Gauge
Released: 15/03/24
DCC Fitted
DCC Sound
Era 4
The LMS ‘Twins’ Nos. 10000 and 10001 were the first mainline diesel locomotives built in Great Britain. A joint venture between the London, Midland & Scottish Railway (LMS) and English Electric, the pair were first conceived in 1946. The body and chassis design was undertaken by the LMS’s Chief Mechanical Engineer H. G. Ivatt, and English Electric provided the engine, electric systems and machinery. Construction of No. 10000 began at Derby Works in 1947 and the locomotive was outshopped in December of that year, days before Nationalisation of Britain’s railways. Both locomotives entered traffic in an eye-catching black and silver livery, with large chrome numbers fitted at each end of the bodysides, below the cab windows. The letters LMS were also applied in chrome to No. 10000, however No. 10001 did not enter service until mid-1948, with British Railways completing its construction, and so it entered traffic with neither LMS nor BR markings. The locomotives worked both singularly and as a pair on the Midland Main Line and West Coast Main Line, hauling named expresses and lower key services, and venturing north of the border into Scotland. Interconnecting doors were fitted within the noses of each engine, allowing crew and personnel to move between the two in motion, but this feature was seldom used. In 1953 the Twins were sent to the Southern Region, being fitted with an additional pair of marker lights and lamp brackets beforehand which made them compatible with the SR’s practice of using headcodes to denote both train types and routes. During a two year period on the Southern Region the Twins worked alongside the Southern’s own diesel prototypes before returning to the Midland Region in 1955. As prototypes, changes and modifications were made to the locomotives during the years and this included the fitting of water scoops to allow water for the steam heat boiler to be collected from troughs located between the rails ‘on the move’. Ironically, in common with many early diesels, the performance of the steam heat boilers was woeful, and in colder months the pair were often relegated to freight workings where steam heat provision was not required. By the late-1950s new, production series diesel locomotives were arriving en-masse and whilst their time in service had been highly educational and helped to shape the BR diesel fleet, the writing was on the wall for this pair on non-standard prototypes. No. 10000 was officially withdrawn in December 1963, whilst No. 10001 lasted to March 1966, kept going with components salvaged from its Twin. Sadly, neither was saved and both were subsequently scrapped, but their legacy carried on in the Class 40s, 50s and 56s which all used versions of the English Electric 16SVT engine and today, works is ongoing to build a replica of No. 10000.
Our Price:
£242.20
35-352
Class 20/0 Disc Headcode & Tablet Catcher D8032 BR Green (Late Crest)
'OO' Gauge
Released: 29/02/24
DCC Ready (PluX22)
Era 5
The 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
35-352A
Class 20/0 Disc Headcode & Tablet Catcher D8102 BR Green (Roundel)
'OO' Gauge
Released: 29/02/24
DCC Ready (PluX22)
Era 5
The 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
35-352ASF
Class 20/0 Disc Headcode & Tablet Catcher D8102 BR Green (Roundel) With DCC Sound Fitted
'OO' Gauge
Released: 29/02/24
DCC Fitted
DCC Sound
Era 5
SOUNDS F0 - Directional Lights - On / Off (plus Light Switch Sound) F1 - On - Warm Engine Start / On (with F8 On) - Cold Engine Start F2 - Brake F3 - Single Horn (Speed Related) F4 - Two Tone Horn (Speed Related) F5 - On - Light Train Mode / Off - Heavy Train Mode F6 - Engine Idle / Coasting F7 - Speed Lock F8 - Cold Start F9 - Flange Squeal (Speed Related) F10 - Guard's Whistle F11 - Buffer Up F12 - Coupling F13 - Cab End High Intensity Light (If Fitted) F14 - On - Night Mode Directional Lights / Off - Day Mode Directional lights (If Fitted) F15 - Detonators F16 - Priming Pump F17 - Wagon Snatching & Buffering F18 - On - Driver's Door Open / Off - Driver's Door Closed F19 - Fade All Sounds F20 - Nose End Directional Lights Off F21 - Cab End Directional Lights Off F22 - Cab Light On (Only when Stationary) F23 - Windscreen Wipers F24 - Compressor F25 - Spirax Valves F26 - Shunt Mode F27 - Volume Down F28 - Volume Up Analogue Users: Please note that normal load running sounds and any other automatic or randomised sounds will also operate when this model is used on analogue control (DC) straight from the box!
Our Price:
£276.20
370-221SF
Moving Mountains SOUND FITTED Train Set
'N' Gauge
Released: 29/02/24
DCC Fitted
DCC Sound
Era 8
This SOUND FITTED train set is supplied with a Class 60 Diesel Locomotive which is pre-fitted with a Sound Decoder (manufactured by Zimo), allowing the model to produce realistic sounds when placed on the track and with power applied. What’s more, should you wish to replace the analogue controller supplied with this set with a Digital Command Control (DCC) unit, your model is pre-loaded with a full suite of sound effects which can be controlled at the press of a button when used with a DCC system.
Our Price:
£305.95
374-818A
BR Mk1 FO First Open BR (WR) Chocolate & Cream
'N' Gauge
Released: 29/02/24
Era 5
The British Railways Mk1 was the designation given to BR’s first standard design of main line coaching stock, and one of its most successful. Built from 1951 until the early 1960s to augment and replace the array of ‘Big Four’ and earlier ‘pre-grouping’ designs inherited from the LMS, LNER, GWR and SR, BR took the best features from several of these types to produce the new steel-bodied design. As a result, the Mk1 was stronger and safer than any of the inherited types that came before it. Vehicles providing standard accommodation, with first- or second-class seating, or a composite mix of the two, were built in their thousands, along with many specialist types each with their own dedicated purpose. Numerous different catering vehicles were built, offering as little as a counter service right through to a full restaurant dining experience, whilst vehicles which incorporated an area for the Guard were combined with passenger accommodation and varying spaces for the conveyance of luggage, newspapers and parcels. Sleeping cars were also included, along with various general merchandise and specialised Post Office vans – some of which were equipped with apparatus to allow mail to be collected and set down on the move. Such was their success that following withdrawal from BR service, Mk1 coaches have become the mainstay of preservation operations and hundreds of vehicles remain in service today with heritage railways, whilst several still run on the main line in charter formations.
Our Price:
£43.15
374-820
BR Mk1 FO First Open BR InterCity Charter (Executive)
'N' Gauge
Released: 29/02/24
Era 8
The British Railways Mk1 was the designation given to BR’s first standard design of main line coaching stock, and one of its most successful. Built from 1951 until the early 1960s to augment and replace the array of ‘Big Four’ and earlier ‘pre-grouping’ designs inherited from the LMS, LNER, GWR and SR, BR took the best features from several of these types to produce the new steel-bodied design. As a result, the Mk1 was stronger and safer than any of the inherited types that came before it. Vehicles providing standard accommodation, with first- or second-class seating, or a composite mix of the two, were built in their thousands, along with many specialist types each with their own dedicated purpose. Numerous different catering vehicles were built, offering as little as a counter service right through to a full restaurant dining experience, whilst vehicles which incorporated an area for the Guard were combined with passenger accommodation and varying spaces for the conveyance of luggage, newspapers and parcels. Sleeping cars were also included, along with various general merchandise and specialised Post Office vans – some of which were equipped with apparatus to allow mail to be collected and set down on the move. Such was their success that following withdrawal from BR service, Mk1 coaches have become the mainstay of preservation operations and hundreds of vehicles remain in service today with heritage railways, whilst several still run on the main line in charter formations.
Our Price:
£43.15
374-820A
BR Mk1 FO First Open BR InterCity Charter (Executive)
'N' Gauge
Released: 29/02/24
Era 8
The British Railways Mk1 was the designation given to BR’s first standard design of main line coaching stock, and one of its most successful. Built from 1951 until the early 1960s to augment and replace the array of ‘Big Four’ and earlier ‘pre-grouping’ designs inherited from the LMS, LNER, GWR and SR, BR took the best features from several of these types to produce the new steel-bodied design. As a result, the Mk1 was stronger and safer than any of the inherited types that came before it. Vehicles providing standard accommodation, with first- or second-class seating, or a composite mix of the two, were built in their thousands, along with many specialist types each with their own dedicated purpose. Numerous different catering vehicles were built, offering as little as a counter service right through to a full restaurant dining experience, whilst vehicles which incorporated an area for the Guard were combined with passenger accommodation and varying spaces for the conveyance of luggage, newspapers and parcels. Sleeping cars were also included, along with various general merchandise and specialised Post Office vans – some of which were equipped with apparatus to allow mail to be collected and set down on the move. Such was their success that following withdrawal from BR service, Mk1 coaches have become the mainstay of preservation operations and hundreds of vehicles remain in service today with heritage railways, whilst several still run on the main line in charter formations.
Our Price:
£43.15
R30161
Transport for Wales, Class 67, Bo-Bo, 67020
'OO' Gauge
Released: 26/02/24
DCC Ready (21 Pin)
Era 11
Class 67 locomotives are a class of Bo-Bo diesel-electric locomotives which were built for the English Welsh & Scottish Railway (EWS) between 1999 and 2000 by Alstom at Meinfesa in Valencia, Spain with drive components from General Motors' Electro-Motive Division, builders of the Class 66. The bodyshell is a monocoque load-bearing Alstom design, the bogies are an "H" frame Alstom design, the engine, traction motors and control electronics are GM-EMD products. Unlike the Class 66, the traction motors are frame mounted rather than axle hung to reduce unsprung mass and the gear ratio is increased allowing higher speeds which reflect the locomotives' mixed traffic brief. The cab design has a central driving position. Initially, the class were used primarily on mail trains. In June 2003 EWS lost the Royal Mail mail train contract, with services diminishing to complete cessation in March 2004. The locomotives have since been used by First ScotRail on the Caledonian Sleeper on non-electrified lines north of Edinburgh. In April 2015, GB Railfreight commenced a contract to haul the Caledonian Sleeper with 67004 repainted and renamed for use on the service. When GB Railfreight started to provide the trains and crews for the Serco franchise in 2015, it was planned to use rebuilt Class 73/9s. The first of these came into service in February 2016. The Class 67s continued to be used on some services for another couple of years. Class 67s are also used as Thunderbird rescue locomotives for failed trains on the East Coast Main Line, on some freight trains and for use on chartered tourist trains. Two locomotives were assigned to, and received special liveries for, use with the Royal Train from 2003, and a third had a commemorative jubilee livery applied for use with the Royal Train during the Diamond Jubilee of Elizabeth II in 2012. No. 67020 entered service in 2000 with a standard EWS red and yellow livery. The Class 67 locomotive was transferred to DB Cargo UK from EWS ownership in 2007. In October 2022, 67020 was transferred to Transport for Wales on lease from DB Cargo UK. To haul the TfW Mk4 coach sets, 67020 was repainted into a hybrid DB/TfW black and red livery with TfW branding.
Our Price:
£175.49
R40436
L&MR, Royal Mail Coach
'OO' Gauge
Released: 26/02/24
Era 1
Upon the opening of the Liverpool and Manchester Railway in 1830, an agreement was made to carry mail on the railway. A Royal Mail coach would be placed on the end of a train with a guard seated high up on a special seat at the back of the coach keeping a watchful eye. As the first specifically designed Mail Coach to be used on a railway, it paved the way for a long-standing relationship between railways and the mail.
Our Price:
£35.99
R40439
L&MR, 3rd Class Coach
'OO' Gauge
Released: 26/02/24
Era 1
Having established the concepts of first and second-class rail travel, it was only a matter of time before railway companies created a lower fare 'third class' for the carriage of the working classes, especially in the densely populated industrial areas. Companies such as the Manchester, Bolton and Bury Railway, the Manchester and Leeds Railway, and the Sheffield, Ashton-under-Lyne and Manchester Railway all used open third-class carriages, mostly for standing passengers, but sometimes fitted with a rudimentary bench (or benches). The L&MR considered creating a third class as early as 1839, due to market pressure from the MB&BR and M&LR, but the directors were afraid that, with its lower fares, it would draw passengers away from the first and second-class trains. The introduction of third-class travel on the L&MR dates to April 1844, when the Board ordered new enclosed second-class coaches to replace the older 'blue boxes', which were then downgraded to third class. The first of the L&MR third-class train services ran in October 1844, departing from Manchester at 06:30 and from Liverpool at 18:30.
Our Price:
£26.99
R40445
L&MR, 1st Class Coach 'Sovereign'
'OO' Gauge
Released: 26/02/24
Era 1
The Liverpool & Manchester Railway opened to much fanfare on 15th September 1830. So much so, that a new station had to be built to satisfy passenger numbers and to plan for the ongoing ‘rail fever’ at the time. Liverpool Road Station saw passengers booking tickets and awaiting their train’s arrival. Passengers were separated into first and second class and had different booking halls and waiting rooms. First-class passengers enjoyed a non-stop service between Liverpool and Manchester which was quicker than travelling via second-class trains. They travelled in ‘glass coaches’ that emulated the typical horse-drawn carriage common to the 19th century. First-class passengers also had the opportunity to stop at a first-class station and enjoy food and drink in the refreshment room. The selling of alcohol and food was forbidden for second-class passengers.
Our Price:
£35.99
R7326
HM7040: Bluetooth® Legacy Dongle
Released: 26/02/24
DCC Accessory
This Bluetooth® Legacy Dongle allows the HM | DCC app to work with older DCC Controllers from Hornby. Add Bluetooth and Smartphone/tablet control to your existing Hornby DCC Controllers! The dongle works with all Hornby DCC decoders - including the Elite, Select and Railmaster. This will allow the HM | DCC app to control of all your previous non-Bluetooth decoders. The Legacy Dongle works via the XpressNet socket - this is a common socket included in many other brands of DCC Controller, however, Hornby are unable to confirm if the Dongle will work seamlessly with other brands of controller.
Our Price:
£35.99
R30228
LMS Princess Coronation Class 4-6-2 6222 'Queen Mary'
'OO' Gauge
Released: 26/02/24
DCC Ready (21 Pin)
Era 3
The LMS 'Coronation' Class were an enlarged and improved version of William Stanier's earlier LMS 'Princess Royal' Class, and on test were the most powerful steam locomotives ever used in Britain at 2,511 dbhp, specifically designed for power. The intention from the start was to use them on express services between London Euston and Glasgow Central; their duties were to include the hauling of a proposed non-stop express, subsequently named the Coronation Scot. The first ten locomotives of the 'Coronation's were built in a streamlined form in 1937 by the addition of a steel streamlined casing. 6222 was rare for the Class in that it was named after a Queen, specifically The Queen Mary rather than a Princess. While many 'Princess Coronation' locomotives have been preserved, sadly 'Queen Mary' was withdrawn in October 1963, and scrapped in November.
Our Price:
£217.99
R3895
Rowntree & Co., Ruston & Hornsby 88DS, 0-4-0, No. 3
'OO' Gauge
Released: 26/02/24
DCC Ready (6 Pin)
Era 6
Ruston & Hornsby Ltd, of Lincoln, was formed as the result of the merger between Ruston, Proctor & Co. Ltd and Richard Hornsby & Sons Ltd on September 11, 1918 and their first narrow gauge diesel locomotive left the works on September 1, 1931. In the summer of 1932, production was moved to the larger Boultham Works, where the firm were eventually to become Britain's largest builder of diesel locomotives, with over 6,500 being built by the time production ceased in 1969. Almost as soon as the firm's 44/48HP 0-4-0 locomotives were making an appearance, an upgraded, more powerful 0-4-0 was on the drawing board. Although many of the features of the 44/48HP were retained for the new 80/88HP, such as the chain drive and running gear, a new type of transmission was fitted, along with Westinghouse airbrakes. The new power unit, Ruston's own 4VPB, delivered 80BHP at 1000rpm and was later supplanted by Ruston's improved 4VPH that delivered 88BHP, but it required compressed air to be injected into the cylinders to be able to start. While running, an air reservoir was kept charged via the braking system, but after standing idle for a period the reservoir depleted and a secondary source was required to recharge the reservoir. This was achieved by fitting a small, secondary 1½HP 'donkey' engine, giving rise to a distinctive raised cover on the right hand side of the engine compartment that differed in size and placement depending on the make of engine used. Two basic weight options were offered for the 80/88HP, of 17 tons and 20 tons, the difference being achieved by attaching weights to the outside frames, as well as to the front and rear buffer beams. In 1941, Ruston's locomotive classifications were changed, with the 80/88HP becoming 88DS (with the narrow gauge versions being assigned the DSM and DSN suffix, and the broader gauges assigned DSW). Outward appearance changes to the 'standard' locomotives were mainly confined to the cab area, with examples from mid-1947 replacing the open cab with a fully enclosed cab that featured several ad-hoc styles of front window. The final 88DS, 518494, left Boultham Works on 29 November 1967, bringing to an end a production run of 271 locomotives. Ruston 441934 was built new for Rowntree & Co. Ltd of York, being delivered in April 1960 to join R&H 421419/1958 and 432479/1959 in the confectionery company's fleet of locomotives as No. 3. In 1979, the York factory bought a new 0-6-0 locomotive and No.3 was transferred to Rowntree's Fawdon factory in Newcastle. Rail services at Fawdon came to a halt on 30 January 1987, with No. 3 being handed over to the North York Moors Railway for preservation. After some years being moved about it was purchased in 2013 by two members of the Derwent Valley Light Railway, Glynnis and Tony Frith. 441934 has now been named Ken Cooke, in honour of the former Rowntree's York employee, D-Day veteran and holder of France's highest military honour, the Legion dHonneur.
Our Price:
£102.59
R3896
BR, Ruston & Hornsby 88DS, 0-4-0, No. 84
'OO' Gauge
Released: 26/02/24
DCC Ready (6 Pin)
Era 6
Ruston & Hornsby Ltd, of Lincoln, was formed as the result of the merger between Ruston, Proctor & Co. Ltd and Richard Hornsby & Sons Ltd on September 11, 1918 and their first narrow gauge diesel locomotive left the works on September 1, 1931. In the summer of 1932, production was moved to the larger Boultham Works, where the firm were eventually to become Britain's largest builder of diesel locomotives, with over 6,500 being built by the time production ceased in 1969. Almost as soon as the firm's 44/48HP 0-4-0 locomotives were making an appearance, an upgraded, more powerful 0-4-0 was on the drawing board. Although many of the features of the 44/48HP were retained for the new 80/88HP, such as the chain drive and running gear, a new type of transmission was fitted, along with Westinghouse airbrakes. The new power unit, Ruston's own 4VPB, delivered 80BHP at 1000rpm and was later supplanted by Ruston's improved 4VPH that delivered 88BHP, but it required compressed air to be injected into the cylinders to be able to start. While running, an air reservoir was kept charged via the braking system, but after standing idle for a period the reservoir depleted and a secondary source was required to recharge the reservoir. This was achieved by fitting a small, secondary 1½HP 'donkey' engine, giving rise to a distinctive raised cover on the right hand side of the engine compartment that differed in size and placement depending on the make of engine used. Two basic weight options were offered for the 80/88HP, of 17 tons and 20 tons, the difference being achieved by attaching weights to the outside frames, as well as to the front and rear buffer beams. In 1941, Ruston's locomotive classifications were changed, with the 80/88HP becoming 88DS (with the narrow gauge versions being assigned the DSM and DSN suffix, and the broader gauges assigned DSW). Outward appearance changes to the 'standard' locomotives were mainly confined to the cab area, with examples from mid-1947 replacing the open cab with a fully enclosed cab that featured several ad-hoc styles of front window. The final 88DS, 518494, left Boultham Works on 29 November 1967, bringing to an end a production run of 271 locomotives. Ruston 432478 was built new for British Railways, being delivered in January 1959 to the North Eastern Region Civil Engineers Department at the Leeman Road Permanent Way Stockyard in York, one of six Ruston & Hornsby 88DS locomotives built for British Railways which were distributed between York, Dinsdale Depot, Etherley Tip, Crofton, Hartlepool and Darlington. As well as working shunting duties at Leeman Road, 432478 also worked at the York Central Concrete Depot, which is now the site of the Railway Museum's main visitor car park.
Our Price:
£102.59
922004
'INSPIRED BY TITFIELD' WAGON TRIPLE PACK
'OO' Gauge
Released: 20/02/24
“Inspired by” Titfield wagon pack ‘Iron Mink’ van in Valentine & Taylor Wines & Spirits livery. Always marshalled first in the train, this ex-GWR ‘Iron Mink’ van carries the necessary liquid refreshments required for the buffet car. 1907 five-plank open wagon in Pearce & Crump livery. Ex-cons Pearce & Crump have finally given in and are using the railway for their scrap business, collecting smashed and broken hulks for breaking-up. 1907 seven-plank open wagon in Titfield Coal Company livery. To satisfy the demands of Thunderbolt’s firebox, the nearby Dunkerford Colliery is re-opened, making the Titfield line self-sufficient for many years to come. “THE TITFIELD THUNDERBOLT™ is a trade mark of Studiocanal Films Ltd. and is used under licence from Studiocanal Films Ltd.”
Our Price:
£89.95
35-352SF
Class 20/0 Disc Headcode & Tablet Catcher D8032 BR Green (Late Crest) With DCC Sound Fitted
'OO' Gauge
Released: 20/02/24
DCC Fitted
DCC Sound
Era 5
SOUNDS F0 - Directional Lights - On / Off (plus Light Switch Sound) F1 - On - Warm Engine Start / On (with F8 On) - Cold Engine Start F2 - Brake F3 - Single Horn (Speed Related) F4 - Two Tone Horn (Speed Related) F5 - On - Light Train Mode / Off - Heavy Train Mode F6 - Engine Idle / Coasting F7 - Speed Lock F8 - Cold Start F9 - Flange Squeal (Speed Related) F10 - Guard's Whistle F11 - Buffer Up F12 - Coupling F13 - Cab End High Intensity Light (If Fitted) F14 - On - Night Mode Directional Lights / Off - Day Mode Directional lights (If Fitted) F15 - Detonators F16 - Priming Pump F17 - Wagon Snatching & Buffering F18 - On - Driver's Door Open / Off - Driver's Door Closed F19 - Fade All Sounds F20 - Nose End Directional Lights Off F21 - Cab End Directional Lights Off F22 - Cab Light On (Only when Stationary) F23 - Windscreen Wipers F24 - Compressor F25 - Spirax Valves F26 - Shunt Mode F27 - Volume Down F28 - Volume Up Analogue Users: Please note that normal load running sounds and any other automatic or randomised sounds will also operate when this model is used on analogue control (DC) straight from the box!
Our Price:
£276.20
374-821
BR Mk1 FO First Open 'DIANA' WCRC Maroon
'N' Gauge
Released: 20/02/24
Era 9
Our Price:
£43.15
374-821A
BR Mk1 FO First Open 'ALEXANDRA' WCRC Maroon
'N' Gauge
Released: 20/02/24
Era 9
Our Price:
£43.15