Built at Cowlairs in August 1891, NBR 659 was rebuilt with the NBR Standard Boiler in September 1915. Sent to the Western Front in October 1917, numbered as ROD 6659, on the locomotive's return it was named as Gough in April 1914, being renumbered as 9659 in 1926, then 5235 in 1946 under the LNER. In January 1949, under British Railways, Gough was renumbered as 65235 at which point it was allocated to Bathgate.

Built at Cowlairs in November 1891, NBR No. 662 was rebuilt in May 1915 and was one of twenty five Class C locomotives requisitioned by the Railway Executive on August 4, 1917 for use by the Railway Operating Division of the Royal Engineers. Sent to the Western Front on 7 November, 1917, it is thought that ROD 5662 worked around Verquigneul in the Pas-de-Calais, proving reliable in ROD service. Returning on 12 April, 1919 to the UK, NBR 662 was named Birdwood.

Built at Ashford Works in January 1905, SE&CR No. 552 entered traffic at Maidstone West. Following Grouping, the locomotive was renumbered to A552, then as 1552 in the July 1931 renumbering scheme whilst allocated to Bricklayers Arms. Following Nationalisation, the locomotive spent some time in storage, briefly being reinstated for two months in early 1953, before re-entering traffic properly at Tonbridge in October 1953, now numbered as 31552 and briefly fitted with a push-pull motor for just two months. In November 1961, 31552 was withdrawn whilst allocated to Ashford.

Peckett Works No. 834/1900 was built new for the Dowlais Ironworks, which had been sold to Arthur Keen the previous year. With the Dowlais running number of 33 and bearing the name Lady Cornelia, the locomotive operated over the extensive railway system associated with the works which, unlike Cyfartha, had made an early conversion to steel production, enabling its survival into the late 1930s.

Ideally suited to the demands of suburban workings with frequent station stops, the M7 possessed quick acceleration and good tractive power, equally at home on Branch line workings or acting as station pilots. Unfortunately, following a major derailment at Tavistock in 1898, the Class were withdrawn from fast passenger services, the 0-4-4 arrangement proving inherently unstable at continuous high speeds. While two M7s still exist in preservation, 30244 sadly is not among them after being scrapped at Brighton. This particularly special Hornby model of 30244 comes uniquely liveried in the previously never produced Southern Malachite Green, a particular mark of rarity. Of the Class, only 38, 242, 243 & 244 were turned out in fully lined Malachite Green for Waterloo Station pilot duties after the Second World War.

Known as ‘Black Fives’, or in Scotland as ‘Hikers’, Stanier’s 5MT 4-6-0s were one of the most numerous classes of locomotives built in the UK, with 842 examples built at a variety of locations, including the railway’s own works at Crewe, Derby and Horwich, plus private builders Vulcan Foundry and Armstrong Whitworth, the latter building by far the most with 327 machines. No. 5047 was built at Vulcan Foundry, Newton-le-Willows in 1935 with a domeless boiler and spent most of its career in Scotland. It was withdrawn from St. Margaret’s shed, Edinburgh in July 1966 as BR No. 45047.

Using the very latest state of the art design and manufacturing techniques, this totally new Hornby model includes a flickering firebox and sound. An innovative steam generator has been added to enhance the realism of a steam locomotive on the track as it winds its way around your layout. Extra smoke deflectors have also been fitted.

Class B1 locomotives were designed to be mixed-traffic engines and had various duties such as hauling express passenger trains and freight traffic. Due to their versatility, each B1 worked on main lines from East Anglia to Scotland.

No. 61306 ‘Mayflower’ was constructed in 1948 by the North British Locomotive Company. The locomotive was allocated to Hull Botanic Gardens and then transferred to Low Moor Depot in Bradford. 61306’s final trip, as the last B1 in service, occurred in September 1967 when it hauled the ‘Yorkshire Pullman’ from Leeds. Saved for preservation, it was based at Steamtown in Carnforth. At the time, 61306 was restored for mainline operation. 

The B1 was bestowed the name ‘Mayflower’ in 1970 to commemorate the 350th anniversary of the original Mayflower ship sailing from Plymouth. In 2014, ‘Mayflower’ was acquired by Steam Dreams and was overhauled in 2015. The engine returned to the mainline in a BR Apple Green livery in 2019. 

Its first mainline service occurred in February when it piloted No. 35018 ‘British India Line’ from Carnforth to Carlisle, with the locomotive returning via the Settle route. The Crewe-based Locomotive Services Group acquired the Steam Dreams Rail Company and subsequently ‘Mayflower’ in June 2022. In October 2022, ‘Mayflower’ ran on the Severn Valley Railway for trials.

Our B1 ‘Mayflower’ model comes complete in a vivid BR green livery, reminiscent of the popular LNER apple green livery. This model is DCC-ready and is compatible with our HM7000 21-Pin decoder.

No. 70001 ‘Lord Hurcomb’ was constructed at Crewe Works in February 1951 and bore the name of Cyril Hurcomb who oversaw the Ministry of War Transport. It was constructed to Order No. E479/220 and completed on 14th February that year.

From Stratford shed, 70001 hauled passenger express trains on the Great Eastern Railway such as ‘The Norfolkman’. For over twelve years, the locomotive was in service on the GE section. In 1954, the total mileage was 78,600.

The locomotive was withdrawn from service on 3rd September 1966 and stored at Carlisle Kingmoor Shed (12A) until the end of the year. In January 1967, 70001 was cut up at Motherwell Machinery and Scrap Co in Wishaw, Scotland.

A vibrant BR green livery is applied to this classic Britannia locomotive, No. 70001, and its coupled tender. The ‘Lord Hurcomb’ nameplate adorns the smoke deflectors, and the model also includes handrails. This model is DCC-ready and is compatible with our HM7000 21-Pin decoder. The accessory bag contains a flanged wheel axle assembly and an instruction leaflet.

Twenty-nine steam locomotives of the GWR Class 6000, also known as the King Class, were constructed between 1927 and 1930. These engines were named after notable English kings, and this honour was reflected in their sleek angular lines and rivets that shimmered in the light. The regal class boasted taper boilers, copper-capped chimneys and brass bonnet safety valve covers. Many of the locomotives were in service on the West of England main line between Paddington and Wolverhampton.

No. 6029 ‘King Stephen’ was constructed in August 1930 and, in May 1936, it was renamed ‘King Edward VIII’. A double chimney was fitted in December 1957. The locomotive was withdrawn in July 1962 and scrapped at Cashmore’s, Newport, in November 1962.

A vibrant GWR green livery is applied on this regal model, suited to the King Class of locomotives, along with its coupled tender. Two etched nameplates of ‘King Stephen’ can be applied to the chassis, just above the wheel. Please be aware that this is not suitable for children. This model is DCC-ready and is compatible with our HM7000 21-Pin decoder. The accessory bag contains a vac pipe, a bar coupling, a hook coupling, two cylinder draincocks, a brake rod and a tender brake rod.

Between 1927 and 1930, 29 steam locomotives of the GWR Class 6000, also known as the King Class, were constructed. These engines were named after notable English kings, it was reflected in their sleek angular lines and rivets that shimmered in the light. The regal class boasted taper boilers, copper-capped chimneys, and brass bonnet safety valve covers. Much of the class were in service on the West of England main line between Paddington and Wolverhampton.

No. 6009 ‘King Charles II’ was constructed in March 1928. After nationalisation in 1948, it was painted in a BR Black livery. ‘Alfloc’ water treatment was fitted in 1954 and a double chimney in May 1956. Withdrawn in September 1962, 6009 was scrapped at Cashmore’s.

A vibrant GWR green livery is applied on this regal model, suited to the King Class of locomotives, along with its coupled tender. Two etched nameplates of ‘King Charles II’ can be applied to the chassis, just above the wheel. Please be aware that this is not suitable for children. This model is DCC ready and is compatible with our HM7000 21-Pin decoder. The accessory bag contains a vac pipe, a bar coupling, a hook coupling, two cylinder draincocks, a brake rod and a tender brake rod.

No. 1257 was built at the GNR's Doncaster Works and entered traffic in December 1901. Under the LNER it was reclassified as a J52 and renumbered to 4257 and, under its 1946 renumbering scheme, the 0-6-0ST became No. 8856. This number was prefixed with '6' under BR in 1948 and the locomotive was withdrawn in October 1951, achieving almost 50 years of service.The model is presented in original Great Northern Railway apple green with black and white lining and red-shaded gold lettering and numerals. It also has the earlier-style safety valve cowling.

‘Locomotion No. 1’ earned its place in history as the world’s first steam locomotive to haul a passenger train on a public railway, when it ‘opened’ the Stockton & Darlington Railway in 1825. 

Its importance was recognised at an early stage, and it became one of the first locomotives to be preserved when it was rescued from scrap in 1856 by Joseph Pease and his family. It was steamed again for the S&DR’s Golden Jubilee in 1875, but for most of the time between 1892 and 1975, ‘Locomotion No. 1’ was on static display at Darlington Bank Top station. 

During 1924, however, it received a full cosmetic restoration in readiness for the centenary celebrations of the S&DR in 1925 and, during the celebratory cavalcade, it hauled ten replica chaldron waggons and the ‘company coach’ propelled by a petrol engine hidden in a specially built tender.

This model comes fitted with a Next 18 pin socket but due to the locomotives size limitations sadly it cannot take a HM7000 Next 18 pin decoder.

This locomotive started its career in March 1954 at Kirkby Stephen and operated on the Trans-Pennine Stainmore route, where it famously rescued fellow 2MT No. 78018, which was stuck in a snowdrift at Bleath Gill. Retired from Crewe South in November 1966, it was later rescued from Barry scrapyard in 1973 and moved to the Severn Valley Railway, before transfer in 1998 for overhaul by the Loughborough Standard Locomotive Group, who returned it to steam in 2004.

Of the 15 newly built A2s, only the first, No. 500, emerged from Doncaster under Edward Thompson while he was Chief Mechanical Engineer. That was in May 1946 and, by the end of the following month, Thompson had retired aged 65. The remaining 14 were built under his successor, Arthur Peppercorn, between July 1946 and September 1947. They had planned to build 25 in total, but Peppercorn cancelled the remainder while he made modifications to the design. His new design became the A2 and the Thompson locomotives were designated A2/3s. No. 60521 entered service as No. 521 ‘Watling Street’ at Gateshead in May 1947 and was withdrawn by BR at Tweedmouth in November 1962.

A total of 251 of these heavy-duty freight locomotives were built by BR between January 1954 and March 1960, with construction shared between its Works at Crewe and Swindon who built 198 and 53 of them respectively. No. 92018 went new from Crewe to Wellingborough in October 1954 and was withdrawn from Carlisle Kingmoor in April 1967, after a wastefully short career of just 12 years and five months in service. It is paired with a BR1C type tender.

This was the third prototype of the LMS Princess Royal Class, utilising the same frames as the rest of the class, but having steam turbines in place of conventional cylinders. Completed at Crewe Works in June 1935, the locomotive was used on the West Coast Main Line express and proved to be more economical and eliminated hammer blow to the track. However, it was more complexe to drive and when a turbine failure occured in 1949 it was laid up before being rebuilt as a conversional locomotive, numbered 46202 and named 'Princess Anne', in 1952.

This was the third prototype of the LMS Princess Royal Class, utilising the same frames as the rest of the class, but having steam turbines in place of conventional cylinders. Completed at Crewe Works in June 1935, the locomotive was used on the West Coast Main Line express and proved to be more economical and eliminated hammer blow to the track. However, it was more complexe to drive and when a turbine failure occured in 1949 it was laid up before being rebuilt as a conversional locomotive, numbered 46202 and named 'Princess Anne', in 1952.

Locomotive 21C1 'Channel Packet' was the first of the Merchant Navy class, entering service in 1941 at Salisbury and then Exmouth Junction from 1942. Renumbered '35001' under British Railways in 1948, 'Channel Packet' was allocated to Stewarts Lane from 1957 until rebuilding in 1959. This model features DCC sound and steam functionality to recreate the first of Bulleid’s powerful and iconic Merchant Navy locomotives. 

Detail features: 

• High detail OO gauge model based on extensive research and original works drawings 
• High detail cab with fully decorated backhead and decorated instrument dials 
• Opening cab roof vent 
• Removable simulated coal load with fully detailed tender bunker
• Accurately modelled Merchant Navy Bullied-Firth-Brown wheels
• Early 21C1 'widows peak' front end streamlining and chimney arrangement
• 5000 gallon tender in its original condition with raves yet to be cut back
• Cast trailing truck
• Separately fitted nameplate, number plate and company ownership plate
• Horseshoe smokebox door company plate 
• Sprung metal buffers
• Heavy die-cast chassis, pony truck and trailing truck 

Electronics & traction features: 

• Pre-fitted steam generator system featuring an optical sensor for accurate chuff rate synchronised with the wheel speed. Steam output is created using piezo element technology. This is a cold water-based system (no heating element) 
• Pre-fitted 21-pin HM7000 decoder and speaker. The decoder is compatible with NMRA DCC controllers and HM7000 app control 
• Pre-installed Merchant Navy sound profile for accurate locomotive sounds, synchronised with the chuff rate and steam effect
• Adjustable steam output settings via the decoder 
• Water reservoir for up to 20 minutes of continuous steam running
• Die-cast connecting rods and valve gear 
• Powerful 5-pole skew-wound motor 
• Flywheel with cardan shaft arrangement for smooth running 
• Oilite main drive bearings 
• Wheel pickups on tender & driven locomotive wheelsets 
• Pogo pin wheel pickup arrangement for easy pickup servicing 
• 8-way locomotive to tender drawbar, with integrated electrical connection for easy coupling and decoupling
• Front and rear NEM coupling pockets, with narrow tension lock couplings 
• Optional fit rear flanged wheelset (only recommended for larger layouts with sweeping curves or display purposes) 

Designed as front-line express passenger locomotives, the GWR ‘4073’ Class ‘Castles’ were built over a long period. The first of 155 new locomotives entered traffic in August 1923, while the last was finished at Swindon in August 1950 under British Railways. Sixteen further locomotives – 15 ‘Stars’ and one-off ‘Pacific’ No. 111 Great Bear – were also rebuilt as ‘Castles’, making 171 in total. No. 5081 was built in 1939 and originally named ‘Penrice Castle’ but was renamed ‘Lockheed Hudson’ in 1941. It was withdrawn from Cardiff East Dock in October 1963.

As none of the original ‘Saint’ Class survived into preservation, the last being withdrawn in 1953, the Great Western Society purchased GWR ‘Hall’ Class No. 4942 Maindy Hall from Barry scrapyard in 1974 with the intention of rebuilding it as a ‘Saint’. The ‘Hall’ was a direct development of the ‘Saint’, No. 2925 Saint Martin being used as its prototype in 1924 by Charles B. Collett, Churchward’s successor as Chief Mechanical Engineer at the GWR. Work on the conversion finally got underway in 1995 and, in April 2019, No. 2999 Lady of Legend made its first moves in steam at Didcot Railway Centre.

Entering service in March 1905 as the unnamed No. 175, it was given the name Viscount Churchill in 1907 and numbered 2975 in December 1912. In February 1924, the locomotive was renamed Sir Ernest Palmer, but when Baronet Palmer gained peerage in June 1933, it was subsequently renamed Lord Palmer in the October. The locomotive was extensively damaged in an accident while hauling a goods train at Appleford in December 1942 and was finally withdrawn on 30th November 1944 from Bristol Bath Road shed after a creditable 39 years and nine months of service.

Gresley developed a three-cylinder 4-6-0 to cope with increased loadings on the LNER’s East Anglian passenger services in the shape of the B17 Class, as he could not use his famous ‘Pacifics’ due to weight constraints. Two of the class were given A4-style streamlining in September 1937 for publicity purposes, including No. 2870 Tottenham Hotspur, which was then renamed City of London. They were designated B17/5s, but the streamlining was removed in April 1951. The locomotive, originally built by Robert Stephenson & Co in 1937, was withdrawn in April 1960.

Built in 1901, Peckett Works No. 852 worked at the Madeley Coal, Coke and Brick Co. Ltd at Leycett, near Newcastle-under-Lyme in Staffordshire. This later became part of Madeley Collieries Ltd, where the locomotive was used for shunting coal wagons.

This locomotive was completed at the London & South Western Railway’s Nine Elms Works in late December 1900. Of the 66 built, 35 of the T9 Class were completed at Nine Elms, with a further 31 examples built by Dübs & Co at Polmadie in Glasgow. Nicknamed ‘Greyhounds’ as they consistently ran at speeds of up to 85mph, the last in service was No. 30120, which is preserved as part of the National Collection. Originally paired with a conventional six-wheel tender, it received an eight-wheel watercart version in July 1935. Renumbered 30302 after Nationalisation in 1948, it was withdrawn in September 1952.

Designed for express passenger work on the London & South Western Railway, 66 of these elegant 4-4-0s were built between 1899 and 1901. Built at the LSWR’s Nine Elms Works, No. 30338 entered service in October 1901 as No. 338 and lasted in service until withdrawn by British Railways in April 1961, having completed a respectable 59 years and six months. This locomotive was the last of the class to be built at Nine Elms and had a wider cab and revised splashers compared to earlier class members. It was also paired from new with an eight-wheel water-cart tender.

The S15 Class was introduced by Robert Urie for the London & South Western Railway in 1920 for use on heavy express goods trains. These locomotives continued to be built by the Southern Railway under Richard Maunsell after the 1923 Grouping, with a revised front end and cab design. No. 836 was built at the SR’s Eastleigh Works in 1927, going new to Feltham shed in the December, painted plain black with sunshine lettering on its six-wheel tender. Other than spells at Brighton and New Cross Gate, Lewisham, it was always a Feltham engine and was withdrawn from there in August 1964 as BR No. 30836 and cut up at Cashmore’s in Newport by October the same year.

Five members of Gresley’s 35-strong A4 Class were named after British Empire Countries to haul the LNER’s new Anglo-Scottish ‘Coronation’ train, including No. 4492 ‘Dominion of New Zealand’, which was built at Doncaster Works and entered service in June 1937. Under the LNER’s renumbering scheme in 1946, the locomotive was given the number 13, which under British Railways, following nationalisation in 1948, became No. 60013. The locomotive was initially allocated to King’s Cross, but also spent time at Haymarket in Edinburgh and Grantham, before withdrawal from ‘Top Shed’ in April 1963. It was then scrapped within weeks at Doncaster Works. The model is in LNER Garter Blue with full streamlining – the condition it was in when new in 1937.

Hornby’s SR Merchant Navy Class 21C9 ‘Shaw Savill’, finished in black wartime livery, is an exceptional addition to the Victory over Europe 80th Anniversary Collection. This powerful locomotive 00 model, with its sleek lines and impressive design, is DCC-ready, equipped with a 21-pin socket to easily accommodate digital control.

With its distinctive style and historical significance, ‘Shaw Savill’ is a must-have for collectors and enthusiasts looking to bring a piece of wartime rail history to their layouts.

History

Built at Eastleigh Works, this locomotive entered traffic in July 1942 as one Oliver Bulleid’s unconventional air-smoothed ‘Pacifics’ and named after Shaw Savill Line of London, a well-known merchant shipping company at the time. Turned out in Southern Railway black with green-shaded ‘Sunshine’ lettering, the locomotive was painted into traditional malachite green after hostilities ended. Renumbered to 35009 in August 1949 under British Railways following nationalisation the previous year, it was rebuilt in 1957 to a more conventional design and was allocated to Exmouth Junction, from where it was withdrawn in September 1964.

Celebrating 90 years of style, speed and steam power, the Hornby Dublo LNER ‘A4’ Class 4-6-2 2510 ‘Quicksilver’ proudly joins the 90th Anniversary Collection. Finished in a striking silver livery, this model perfectly captures the distinctive lines and powerful presence of the original locomotive. ‘Quicksilver’ has a flickering firebox and is DCC Ready with a 21-pin socket for simple digital conversion. 

Fitted with a 5 pole skew wound motor this model will not be short of pulling power, while the included accessories pack offers added detail and crew figures. A true classic of British steam, brought to life with all the quality and craftsmanship of Hornby Dublo.

History 

‘Quicksilver’ entered service in September 1935, allocated to London’s King’s Cross shed. LNER Garter Blue was applied in May 1938 and in October 1943 was painted plain black under Second World War austerity measures. Like other members of the class, it was returned to the striking blue livery, in October 1947, carrying the new LNER number 15. 

This was changed to 60015 after nationalisation in 1948, and the locomotive was painted into a new BR blue livery with black and white lining. A double chimney was added in August 1957 and the by now BR green ‘Pacific’ was withdrawn from ‘Top Shed’ in April 1963.