The Hornby 2019 Range!
Happy New Year Engine Shed readers and welcome to the first edition of 2019. We are coming to you just a few days since we announced the 2019 Range and there is an awful lot to cover. In this blog we shall be checking in with several new projects, picking out just some of what we will be featuring this year. Much like 2018’s ‘Stop Press’ edition, we will be offering a bit more information on these highlighted projects, with the promise of more to come in the following months.
We should stress this is far from an exhaustive list as we shall be covering as much of the development work as we can during 2019, but these projects will definitely provide the backbone of what you can expect from The Engine Shed in the coming twelve months.
One of the main aims in this month's Engine Shed is provide you with a sense of the journey the team go through with each of our models. From planning and research right through to the finished model, we hope to reflect the journey and just a fraction of the work that goes into producing the models that find their way on to your layout. We hope this is not only enjoyable in and of itself, but that it also offers a greater appreciation of just what goes into getting that model out in the public domain.
So please settle in as we pick out some of the key items you can expect during this hugely exciting year for Hornby.
Just before we get started, we did want to mention that the winner of our Lord Nelson Class sample ‘Sir Francis Drake’ was selected. I am sure you will join us in congratulating Lynne Manton of Melton Mowbray on her unique Engine Shed prize. We would like to thank everyone who entered, and we hope to bring you something similar during the year.
Anyway, back to the 2019 Range. We shall offer a brief history for each project, what the Hornby tooling has accounted for and exactly which models you can find this year. Let us begin…
© W.L. Good/Rail Archive Stephenson
The LMS Railway’s Princess Royal locomotives were a class of twelve 4-cylinder 4-6-2 locomotives, built between 1933 and 1935 by Sir William Stanier. Two examples of the class, 6201 ‘Princess Elizabeth’ and 6203 ‘Princess Margaret Rose’, are currently preserved and are mainline certified. It was the Princess Elizabeth Trust based at Ripley in Derbyshire who offered us the opportunity to photograph and measure 6201 Princess Elizabeth on site at the West Shed, Butterley.
There are a number of variations and changes that have been taken into account with the tooling, such as the different buffers, valve chests, bogie frames, chimneys, cylinder chests, atomiser steam cock covers, mechanical lubricators, reversing levers, sanding pipes, de-sanders, fillers, top feeds, hollow axles, boiler types, pony trucks, cab roofs and interiors, smokebox doors, vacuum pumps, speed recorders, ATS (AWS) equipment, slidebars and motion brackets.
Three new types of tender have also been tooled, the ‘old standard’ 4000 gallon nine ton tender, the self-trimming ‘standard’ 4000 gallon nine ton tender and the ‘standard’ 4000 gallon ten ton tender.
The Princess Royal will be available in three different liveries, the R3709 ‘Princess Elizabeth’ in LMS Crimson Lake, the R3711 ‘Princess Marie Louise’ in BR Experimental Steam Blue and the R3713 ‘Princess Arthur of Connaught’ in BR Crimson. It should also be noted that all three models are available as DCC Fitted: R3709X, R3711X and R3713X. They are currently expected in the last quarter this year.
‘Large Prairie’ Tank Engine
Churchward’s 2-6-2T Class 3100 design was the first of a series of broadly similar 31xx/51xx/5101 and 61xx classes used principally for suburban and rural passenger services across the West Country, into London, up to Birmingham and into Wales. They were built between 1903 and 1950 and such was the longevity and success of the design a total of 306 different locomotives were produced across the classes. While not every variant can be modelled, there is a huge pool of locomotives to choose from with a multitude of variations.
Our tooling will allow for changes featuring the water pick up apparatus, water filler types, journal lubricators, tank front step types, bunker recess differences, sliding cab-side shutters, bunker steps and handrails, fall plates, boiler handrails, steam pipes, rear sanding boxes, extended valve spindle guides, ATC fitment, different chimney types, whistle shields, lamp iron positions, tank balancing pipes, short and tall safety bonnets, inside and outside brake rodding, washout plug positions and stopcock covers.
Included in the 2019 range is the R3719 Class 5101, 4154 in GWR Green, the R3721 Class 61xx, 6110 also in GWR Green, the R3723 Class 61xx, 6145 in BR Black and the R3725 Class 5101, 4160 in BR Lined Green. The ‘Large Prairies’ are also available as DCC Fitted: R3719X, R3721X, R3723X and R3725X. The GWR models are currently due in July, with the other two expected the month after.
© Keith Partlow
With forty locomotives in the class, the B2 class were manufactured over a longer timeframe than our previous Peckett W4 and while they were still, in reality, an Edwardian era engine, their use extended beyond construction projects featuring quite prominently in use across coalfields, steelworks, quarries and docks. A design development from the B1 0-6-0ST, the Peckett B2 six-coupled saddle tank appeared to be a more compact locomotive than its predecessor, though in reality it was the bigger cab and external coal bunker that tended to give this impression.
Tooling changes account for the different smoke box plates, whistles, safety domes, smokebox doors, handrails, buffers and chimneys, along with other ad-hoc detail changes.
Ruston & Hornsby 48DS
© Derwent Valley Light Railway Collection
The smallest standard gauge shunter built for the UK market, Ruston & Hornsby’s first standard gauge production 48hp shunter to be delivered was Works No. 182148 in January 1937. These production shunters featured a much neater bodywork style than previous designs and were, despite their low power and size, ideal for situations where a small amount of traffic needed moving; their maximum speed being 9.36 mph and the maximum load haulage being 226 tons on the level at 5 mph.
In 1941, the 44/48hp classification was replaced by the 48 Diesel Shunter (DS) classification but by 1956 production began to slow; of the 204 constructed, only ten were built between 1961 and 1967 when production ceased and of these, 189 were built to standard gauge.
The tooling suite covers the different cabs, exhaust piping, wheels, buffers and buffer beams fitted to the type by R&H, as well as private contractors.
Four R&H 48DS diesel shunters have been included this year with R3704 Rushton & Hornsby Ltd No. 269595, R3705 John Dewar & Sons No. 458957, R3706 War Dept. ‘Army 802’ and R3707 Longmorn Distillery ‘Queen Anne’.
Each 48DS in supplied with an optional conflat wagon which can be used to aid the locomotive’s pick-up, but these can be removed if desired. They are expected in the second quarter of the year.
A1/A1X Class ‘Terriers’
© Rail Archive Stephenson
Stroudley’s answer to the London, Brighton & South Coast Railway (LB&SCR) struggling to cope with its increasing share of the London suburban traffic was a light six-coupled tank design and in November 1871 a set of drawings were approved for six 'A' Class (later to become A1 Class) locomotives. Construction at Brighton Works began in March 1872, with the first two examples, 71 Wapping and 72 Fenchurch, leaving the works on 28 August 1872.
The distinctive 'barking' exhaust of the locomotive led to the class becoming known as 'Terriers' and a further forty-four locomotives were built at Brighton Works. Initially prevalent in the London area, the ‘Terriers’ became scattered around Southern England and continued in service right up until 1963 and beyond, with ten locomotives being preserved beyond withdrawal.
The tooling suite for these distinctive little locomotives is extensive and reflects the plethora of modifications and variations that have taken place in service and preservation. However, we will look at these in detail in a future edition of The Engine Shed.
A total of six ‘Terriers’ will be available in 2019 and quite soon too. R3767 32655 and R3768 32636 will both be produced in BR livery, with the R3780 LB&SCR ‘Stepney’. The R3781 ‘Rolvenden’ will be in K&ESR livery, R3782 751 in SE&CR and finally R3783 2662 in SR livery. As with all the other featured new tooling engines, these six ‘Terriers’ all have DCC Fitted versions (simply add an ‘X’ to end of the product code).
Mk 3SD Coaches
Technical Specification for Interoperability for Persons of Restricted Mobility (TSI-PRM) requirements and sewage discharge regulations mean that the existing fleet of Mk3 HST, Mk3a and Mk3b coaches need to be withdrawn by 2020. To extend their use on the Network and to improve services on non-electrified lines in Scotland and the West Country, nearly 200 hundred Mk3 coaches are being converted to sliding door operation, extending their working lives by at least ten to twelve years.
Wabtec Doncaster are refurbishing nearly 200 Mk3 coaches for GWR, ScotRail and CrossCountry Trains, fitting them with new external power-operated sliding doors manufactured by Vapor Stone Rail Systems. The interiors, where necessary, have been modified and modern controlled emission toilets from Semvac have been fitted. Passenger Information System fitting and seating upgrades have also been completed, some by the TOCs, some by Wabtec, and the first set was released for testing by GWR during mid-March 2018, being based at Plymouth Laira.
The Hornby tooling allows for complete 2+4 sets on GWR, complete 2+4 and future 2+5 sets on ScotRail and 2+8/2+9 sets on CrossCountry Rail.
A total of ten Mk3 Sliding Door coaches will be produced in ScotRail livery (R4937/A, R4890/A/B/C, R4891/A and R4907/A), with eight also included in GWR livery (R4895/A, R4896/A and R4915/A/B/C) with an amazing 18 in CrossCountry Rail livery (R4938/A, R4939/A/B/C, R4940/A/B/C/D/E/G/H, R4941/A and R4942/A). All are expected later in the year, in the fourth quarter.
We must mention that many of these illustrations included are based on digital artwork and we will share the final colour and details as we approach release.
Mk 2F Coaches
The Mark 2F stock was introduced between 1973-75 and had a modified air-conditioning system to that of the Mark 2E vehicles, as well as the new IC70 seating, plastic interior panelling and power operated vestibule doors. In this respect, the Mark 2F coaches served as prototypes for the later Mark 3 stock. Currently, Mark 2 stock is still in use on Abellio Greater Anglia and ScotRail services, as well as the Cumbrian Coast Line service operated by Northern. Both Riviera and West Coast Railways operate Mark 2Fs in charter services and Network Rail have modified versions forming part of Brake Force Test Trains.
The tooling allows for both the single fan Temperature Ltd aircon equipment fitted to Mk2F FOs Nos 3321-3356/3382-3439 and the twin fan Stones Aircon fitted to Mk2F FOs Nos. 3276-3220/3357-81.
The Mk 2F coaches can be found in ScotRail livery (R4892 and R4893/A), BR livery (R4916/A and R4917/A), BR Intercity (R4918/A, R4919/A, R4920/A and R4921/A) and Network Rail livery (R4901 and R4928). With varying expected release dates, please check the individual coaches.
Collett 57’ Bow Ended Suburban Coaches
As part of Collett’s coach improvement programme between 1927-29, 56 vehicles were built to each of the D98 Brake Third and E131 Composite diagrams with 7ft bogies. Each type was built in two lots, being 1376/1388 for the Composites and 1377/1389 for the Brake Thirds, forming 28 4-car sets that were initially allocated to Birmingham, London and Chester. Following World War II, some sets were dispersed and disbanded, with others being formed into 3-car sets from 1954/55 by the addition of a Third to the Comp/Brake Third coaches. Withdrawal/scrapping began at this time and was complete by 1962.
Bulleid 59’ Coaches
© Mike King
Bulleid’s new coaches, based initially on the Maunsell 59’ stock, were the Southern Railway’s answer to the modern coaching stock being operated by the other three main rail companies and represent the ‘missing’ SR link between the Grouping era and that of the later British Railways standard stock. In 1938, with the assistance of his Technical Assistant, L. Lynes, Bulleid began design work for new steam-hauled stock for the Bournemouth and Weymouth services. The order for 54 57’ 11” underframes was placed with Lancing Works, but the supply of the bodies for these was put on hold with the onset of war.
It was 1944 before the orders for the bodies could be placed and in November 1945, the first of these were finished at Eastleigh Works. The last coaches were withdrawn in July 1967, at the end of Southern steam; with the first withdrawals started in December 1963, leaving just sets 964/967/968/976 and 980 until 1965, when further withdrawals left just 20 loose coaches.
Tooling will allow for the addition of joint strengthening ribs and beading, flush and recessed door toplights, different roof rainstrips, carriage end steps, stepboard and different Guard’s doors.
Warner 20T/24T Good Brake Van, the LSWR ‘New Vans’
© Mike King
Using the same underframe as the previous ‘Road Vans’, Surrey Warner (the Carriage and Wagon Superintendent of the LSWR from 1906) produced 75 Goods Brake Vans (allocated to Diagram 1543 under the Southern Railway) between 1915 and 1921, carrying LSWR numbers between 387 and 15208. To begin with, all the ‘New Vans’ were rated at 20 tons, at least until Grouping in 1923, around which time all but two (54949 and 54987) were uprated to 24 tons by adding scrap metal into pockets cast into the underframe. At the time of uprating, the original spoked wheels were changed to solid wheels.
The uprated vans were numbered in the SR system between 55001-55017 and 55019-55074 and kept their numbering into British Railways’ days. Withdrawal of the type from service commenced in 1957 and by 1961 just two remained, 55006 and 55037, lasting until 1962 and 1963 respectively.
The Hornby tooling allows for variations across the buffer shanks, differing lamp brackets and fix lamps, documents holders, welded and rivetted duckets as well as disc and spoked wheels.
An LSWR 20T Good Brake Van can be expected (R6911/A), as well as an SR 24T Diag. Van 55062/55009 (R6913/A) and a BR 24T Van S55040/S55032 (R6915/A). All three are expected later in the year between September and October.
LMS 20T Brake Van
© 2018 - 53A Models of Hull Collection
The LMS 20T Brake Van to Dia.1919 was first introduced in 1935 and continued in service until the mid-1970s in its final BR form of Dia. 1/505. In all, five different diagrams were issued: 670 vehicles built to D1919, 522 to D2036, 1332 to D2068, 125 to 1/503 and 125 to 1/505, a total of 2774 vehicles. These lasted in BR service until the mid-1970s and in departmental service until the mid-1980s, giving a wide range of liveries.
Tooling allows for the different length over the buffers between piped and hand braked vehicles across all diagrams, different styles of end panels, two sizes of duckets, different ballast wells, different sized buffers and different roof gutters.
We hope you will forgive the brief nature of each section but with so many projects to highlight, we wanted to avoid making this blog much longer than it already is. Highlighting these projects and letting you know what you can expect this year with The Engine Shed is very important to us and we hope you are as excited as we are to embark on another year with some fantastic models.
In a similar style to last year, this ‘quick-fire’ edition will be followed in the coming months by much more detailed blogs concentrating on the highlighted items (amongst other things). We were very pleased with how this worked in 2018 and we hope to replicate that style this year too.
Speaking of last year, we should mention that we will endeavour to come to you at least once a month, but the exact date may change depending on the samples we receive and the upcoming news. We do understand that not knowing exactly when to expect the next edition is not ideal, but it is an acceptable trade for making sure The Engine Shed is right up-to-date and bringing you the latest, exclusive news.
The overwhelming majority of feedback the team have already seen has been massively positive and it feels so good to stand at the start of a long journey. We hope you will be joining us each step of the way and until next time,
The Engine Shed team
© Hornby Hobbies Ltd. All rights reserved.
Featured image illustrated by Stephen Millership