THE OFFICIAL HORNBY IN THIS ISSUE...

COLLECTORS’ CLUB
MAGAZINE Q ‘Merchant Navy’ Liveries Unveiled Q Mobile Work Bench
Issue 109 Q Autumn 2016
Q Featured Model: Raven ‘Q6’ Q Featured Model: Class 71

Q Gloucestershire/Warwickshire Railway Q Twin Track Sound

Q Realistic Wagon Loads Q Competitions & Club Offers

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 CONTENTS & WELCOME
ompiling this issue has been great and we have updates on the new Peckett

C fun as I got to play with some of

Hornby’s new Twin Track Sound
locomotives. It isn’t every day that I get to play
trains at work, but what I found particularly
WWW.HORNBY.COM interesting is how others who work with
me (and not remotely interested in railways)
seemed to be equally fascinated by the scope
‘W4’ 0-4-0ST and Holden ‘B12’ models which
are due to arrive in the autumn (see News).
Paul Isles, Hornby’s Researcher, has also
written a couple of articles for this issue,
including a most unusual and interesting one
about the Boche Buster, a huge rail-mounted
gun that spanned both World Wars. We also

CONTENTS of the digital sound-fitted locomotives.

Sound provides a new angle for many
when it comes to model railways. We
visit the Gloucestershire Warwickshire Railway
which is rapidly expanding in the direction of
the beautiful Cotswold village of Broadway.
have perhaps all seen and heard digital Please let us know about your own layouts
4 Hornby New Releases layouts and locomotives at model railway and projects and don’t forget to tell us what
exhibitions, but Twin Track Sound brings the you think about the new look magazine
6 News technology into the home at an affordable and what you would like to see in it. Q
price. See page 10 to find out how I got on.
10 Wired for Sound The arrival of the Raven ‘Q6’ has caused quite
a stir in model railway circles, so we feature it
12 A Shunter in Every Port
in detail this issue, along with Hornby’s new
15 Member Competition Class 71 Southern Region electric locomotive.
The new Maunsell 58ft coaches have also Paul Appleton
16 Featured Model – Raven ‘Q6’ just arrived in the UK and are available to buy Editor

20 Phil’s Workbench
22 Recommend a Friend SAVE THE DATE
24
Getting Out – Gloucestershire WARLEY NATIONAL MODEL
Warwickshire Railway
RAILWAY EXHIBITION
28 Junior Members’ Section
TAKING PLACE AT BIRMINGHAM’S
30 Mobile Work Bench NEC: 26TH – 27TH NOVEMBER, 2016.
33 Win Tickets to Warley Show!
34 Featured Model – Class 71
40 The Editor Asks
42 Last of the Leviathans
SAVE £5
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46 Product Spotlight
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 NEW RELEASES

SEPTEMBER – DECEMBER 2016

R3398 Lyme Regis Branch Line Train Pack - Limited Edition

R3427 Peckett 0-4-0ST ‘Dodo’ R3396TTS Franco-Crosti boiler 9F - Twin Track Sound

R3471 Network SouthEast Class 50 Indomitable

R4751 Virgin TSO Coach

CAT. NO. DESCRIPTION CAT. NO. DESCRIPTION

SPECIAL COMMEMORATIVE LOCOMOTIVE COLLECTION TRAIN PACKS

R3500 The Sir Nigel Gresley Collection R3398 Lyme Regis Branch Line Train Pack - Limited Edition

STEAM LOCOMOTIVES COACHES

R3405 LNER 0-6-0T J50 Class No. 585 SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Eight Compartment
R4717 R3500 The Sir Nigel Gresley Collection
Brake Third Class Non-Corridor, SR Olive
R3406 BR 0-6-0T J50 Class Departmental No. 14 - Late BR SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six Compartment
R4718 CAT. NO. DESCRIPTION CAT. NO. DESCRIPTION
R3407 BR 0-6-0T J50 Class No. 68959 - Early BR Lavatory Brake Third Class, SR Olive
SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six Compartment R4752 Virgin Rail East Coast MK3 FO R6751 6 Plank Wagon ‘Cadbury Bournville’
R3408 GWR 4-6-0 6000 ‘King’ Class 4-6-0 King Edward V R4719
Lavatory Brake Composite, SR Olive
R4753 Virgin Rail East Coast MK3 Buffet Car R6752 6 Plank Wagon ‘Cory Brothers & Co’
R3409 BR 4-6-0 6000 ‘King’ Class King William IV - Late BR SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Nine Compartment
R4720 R6753 6 Plank Wagon ‘Corker & Bevan’
Lavatory Third Class Coach, SR Olive WAGONS
R3410 BR 4-6-0 6000 ‘King’ Class King Henry III - Early BR
SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Eight Compartment Brake R6754 6 Plank Wagon ‘London Brick Company’
R4746 R6731 LMS 20 Ton Coke Hopper Wagon
R3414 LNER 0-6-0 J15 Class No. 5444 Third Class Non-Corridor, BR maroon
R6769 20 Ton Tank Wagon ‘Industrial Alcohol’
R3415 BR 0-6-0 J15 Class No. 65477 - Early BR SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six Compartment Lavatory R6731A LMS 20 Ton Coke Hopper Wagon
R4747 R6770 14 Ton Tank Wagon ‘Carless Petrol’
Brake Third Class, maroon
DIESEL & ELECTRIC LOCOMOTIVES R6733 BR 20 Ton Coke Hopper Wagon
SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Six Compartment Lavatory R6771 V Tank Wagon ‘Mineral Industries Ltd’
R3471 NSE Co-Co Class 50 Diesel Electric No. 50026 Indomitable R4748
Brake Composite, maroon R6733A BR 20 Ton Coke Hopper Wagon R6758 7 Plank Wagon ‘Arthur Wharton’
TWIN TRACK SOUND LOCOMOTIVES SR 58’ Maunsell Rebuilt (Ex-LSWR 48’) Nine Compartment Lavatory
R4749 R6735 SR Cattle Wagon - Bulleid R6767 SR Brake Van
Third Class Coach, maroon
RailRoad BR 2-10-0 92025 Franco Crosti Boiler
R3396TTS R4750 Virgin Rail East Coast MK3 TGS R6735A SR Cattle Wagon - Bulleid R6768 LMS Brake Van
9F Class - Early BR with TTS Sound
TRAIN SETS R4751 Virgin Rail East Coast MK3 TSO R6737 BR (ex-SR) Cattle Wagon - Maunsell WAGON PACK

R1188 ‘Country Flyer’ Train Set R4751A Virgin Rail East Coast MK3 TSO R6737A BR (ex-SR) Cattle Wagon - Maunsell R6783 BR 20 Ton Coke Hopper Wagons - Three Wagon Pack

4 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 5
 HORNBY NEWS
NEW MAUNSELL 58FT
COACHES LAND
Following
F ll i hot h t on the
th heels
h l off
Hornby’s new range of GWR
Collett bow-ended coaches
released earlier this year, a
second new set of coaches
has now been delivered from
the factory in China, and
is now available to buy.
This time it is the turn of
Southern Railway/Region
modellers, with a set of four brand
new Maunsell 58ft coaches. The
original vehicles were rebuilds of
former London & South Western
Railway (LSWR) coaches which
were originally just 48ft long.
Work started in 1934, rebuilding
the coach bodies onto new 58ft
underframes, which replaced
the original wooden frames.
At the same time, the dated
gas-lamps were replaced with
electric lighting among a number
of mod-cons. The bodies were
actually extended at Lancing
Works and in the case of the brake
vans involved the grafting of a
new 10ft guards compartment
WAGON PROGRESS
Built and part-decorated
samples have now been
received from the factory of
the new LMS Coke and SR
Cattle wagons, which are
due to be available in the
shops before Christmas.
The sample shown here of
the Coke Wagon still requires
lettering and some painted
detail, but nevertheless
shows the detail that has
been incorporated into the
new model. This will be
available in both LMS and BR
6 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109
made using steel panels which
didn’t quite
q ite match the rest of the
wooden panelled bodywork. The
composite bodies were split in the
middle where a new 10ft section
was inserted including a single
compartment and two lavatories
that were positioned side by side.
The defining feature of all these
‘new’ vehicles was the triangular
section weatherboard that ran the
length of the body, disguising the
join (the 48’ body being narrower
than the 58’ underframe).
The conversions
were to diagram 99 for
the 8-compartment Brake
Thirds, diagram 418 for
the 6-compartment Lavatory
Brake Composites, diagram 98
for 6-compartment Lavatory
Brake Thirds, and diagram 31 for
the 9-compartment Lavatory
Brake Thirds.
Well known for their use
in pairs on branch line trains,
especially the likes of the Lyme
Regis, Sidmouth and Torrington
branches, they were also
liveries and is set to appear in
December. RRP is £19.99.
Likewise, the SR Cattle Wagon
seen here, one of two variants
to be made available (Maunsell/
Bulleid eras) requires further
detail work, but the work that
marshalled individually as part
of mixed formations on main
line and cross country trains.
These
Th should
h ld prove very useful
f l
for modellers as go-anywhere,
versatile vehicles and can be
mixed with other SR coaches
in the Hornby range, such as
the Maunsell corridor stock
introduced a number of years ago,
although these new coaches do
not have corridor connections so
MAUNSELL SR (EX-LSWR) 58FT COACHES
CAT REF: R4717 SR 8-compartment Brake Third – Olive Green
CAT REF: R4718 SR 6-compartment Lavatory Brake Third – Olive Green
CAT REF: R4719 SR 6-compartment Lavatory Brake Composite – Olive Green
CAT REF: R4720 SR 9-compartment Lavatory Brake Third – Olive Green
CAT REF: R4746 BR 8-compartment Brake Third – maroon
CAT REF: R4747 BR 6-compartment Lavatory Brake Third – maroon
CAT REF: R4748 BR 6-compartment Lavatory Brake Composite – maroon
CAT REF: R4749 BR 9-compartment Lavatory Brake Third – maroon
RRP: £39.99 each
has gone into making the model
as accurate as possible is clear
to see in this view of the 1947
Bulleid version. Both the 1930
and 1947 versions are set to retail
wouldn’t have been used on high
profile trains such as expresses
or other long distance services.
To start with there are ten new
vehicles, including the two that
come in i the
th Lyme
L Regis
R i Branch
B h
train pack with a BR liveried
Adams ‘Radial’ tank locomotive.
Four of each variant are
initially being made available
individually in SR Olive Green
and BR maroon, with new
numbers to be introduced later.
They retail at £39.99 each. Q
at £19.99 and should be available
to purchase in November.
A full review of both
vehicles will appear in The
Collector in due course. Q
WWW.HORNBY.COM
‘MERCHANT NAVY’ TAKING SHAPE
Earlier this year Hornby ‘Pacifics’ with removal of the which will be part of the Twin will become available,
announced that its proposed casing, fitting of conventional Track Sound range and comes but the target is the ‘early
new model of the original valve gear and fitting of a DCC fitted with sound decoder part of 2017’. See table
‘Merchant Navy’ complete BR-type running plate. and speaker factory fitted. for catalogue numbers
with air-smoothed casing All ‘Merchant Navys’ will be No date has yet been set and prices. We will keep
would not now be appearing DCC ready, apart from No. 35023 for when the locomotives members posted here. Q
until 2017, however, since
making the announcement,
progress has been made
to the point where the first
shot of the new model has
been received at Sandwich.
Seen here are the first
coloured renders of the first
four locomotives. The variation
between the earlier First Series
Southern Railway versions and
the later Third Series BR liveried
locos can clearly be seen, with
different tooling to the cab
shape and side windows, and
a different design of tender.
The first series locomotives
are set to appear as No. 21C1
Channel Packet and No. 21C3
Royal Mail, both in SR Malachite
Green, the former having red-
backed plates on the cab-side
and tender, whereas Royal
Mail has sunshine lettering
and numerals on tender and
cabside. There are other subtle
differences in detail between
these two, including the style
of smoke deflector built into
the flat top and cab roof detail.
The later versions are
Nos. 35023 Holland-Afrika BULLEID ‘MERCHANT NAVY’ CLASS 4-6-2 ORIGINAL (UN-REBUILT)
Line and 35023 Clan Line, CAT REF: R3434 No. 21C1 Channel Packet – SR Malachite Green
both are decorated with CAT REF: R3435 No. 21C3 Royal Mail – SR Malachite Green
the early BR ‘cycling lion’, CAT REF: *R3382TTS No. 35023 Holland-Afrika Line BR early green – Twin Track Sound
the condition they were in
CAT REF: R3436 No. 35028 Clan Line - BR early green
immediately before rebuilding
RRP: £164.99/*£184.99
as more conventional
‘B12/3’ IN BR BLACK
A decorated sample of the new
Hornby Holden ‘B12/3’ in early
BR black has been received
ahead of the anticipated release
date in late November.
The picture shows No. 61533
in lined black livery with the early
‘cycling lion’ emblem on the
tender sides. The ‘B12/3’ were model of
a larger boilered version of the the ‘B12’ in the new
original Holden design which range. As well as No. 61533
dates back to 1911, the rebuilds in The (Cat Ref R3431), there will be
appearing from 1932. The Collector once versions available initially in
example preserved at the North the first production models are late BR black as No. 61580
Norfolk Railway, No. 8572, is the A detailed available to photograph. This is (R3432) and lined Apple Green
only survivor of the class and feature about these a completely new tooling and as No. 8573 (R3430). The retail
is one of the ‘B12/3’ versions. versatile 4-6-0s will be included replaces the much older Hornby price has been set at £144.99. Q
WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 7
 HORNBY NEWS
PECKETT ‘W4’
GETS CLOSER
Hornby now have decorated
samples of all of the first three
of the all-new Peckett ‘W4’
type 0-4-0ST. This diminutive
model will be perfect for those
who have layouts with an
industrial theme, or private
sidings that require shunting.
DELIVERIES COMING
THROUGH THICK AND FAST
Several new models were
due to arrive in the Hornby
warehouse as this issue
was going to press.
These include LNER
‘J15’ 0-6-0s No. 5444 (R3414),
early BR-liveried No. 65477
(R3415) and late BR-liveried
No. 65464 (R3416), LNER
‘K1’ 2-6-0s No. 62065 in
8 HORNBY COLLECTORS CLUB MAGAZINE ISSUE 109
These locomotives were
used far and wide across the
whole of the country. Their
short wheelbase made them
ideal for docksides, colliery
sidings and anywhere that
space was at a premium.
Relatively quick to steam,
late BR livery (R3417) and
No. 62006 (R3418) which is in
the early post-Nationalisation
livery with ‘BRITISH RAILWAYS’
spelled out on the tender sides.
Yet another LNER locomotive
is the ‘D16’ 4-4-0, this time in
full LNER Apple Green livery
in the shape of No. 8900
Claud Hamilton (R3433).
they were popular and useful
locomotives, with several
examples preserved.
A full review will be
published in The Collector
once they are available, which
is expected to be December
this year. Hopefully, we will
One for Southern fans
is a new version of the
‘N15’ 4-6-0 ‘King Arthur’
class, with early BR green
liveried No. 30792 Sir Hervis
de Revel (R3456). The latest
version of Flying Scotsman,
as BR green-liveried
No. 60103 – as returned to
traffic earlier this year – also
SPECIAL PUBLICATION
ORDER YOUR HORNBY
HANDBOOK TODAY!
have a sneak preview in
our Christmas edition.
Although these models
are among the smallest that
Hornby has ever manufactured,
they are not short on detail
as the accompanying
photographs show. There are
two finished in typical industrial
green liveries; Manchester
Ship Canal No. 11 (R3428) and
No. 563 ‘Dodo’ (R3427), while
the third is in a very striking
blue as Huntley & Palmers
works No. 832 (R3429).
The recommended retail price
of these is set to be £79.99. Q
The Hornby Handbook is your one-stop source of information for all things
landed at the warehouse
in late July (R3443).
As well as the new Bulleid
Hornby in 2016, with exclusive news and information about the latest products
and new releases for the year.
coaches reported on separately,
more of the new K-type
Pullman cars have also arrived. Whether you’re just starting out in the hobby, or a fully-fledged expert,
These are Third Class Parlour the Hornby Handbook is packed with handy tips and information,
Car No. 83 (R4694) and First
Class Parlour Car Ursula
detailed previews of key 2016 releases, a full list of the 2016 Hornby range
(R4697). A number of new and much, much more.
Skaledale buildings have also
arrived, including the ex-
Barracks Room Building (R9813)
The Hornby Handbook is also available from Hornby stockists
and a modern pre-fab park and newsagents nationwide.
home-type building (R9802). Q
WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 9
 WIRED FOR
house one – the technology
wasn’t available at the time.
Today, new Hornby
locomotives are designed with
space for a speaker, often in the
tender of a steam locomotive,
but diesels usually have enough
space under the body, so no
problem there. But even if

SOUND
you want to fit decoders and
speakers there is a cost – a
not inconsiderable one – with
prices starting around £20 for a
standard decoder and around
£80 for a sound decoder.
Locomotives fitted with a
standard decoder usually cost
Editor, PAUL APPLETON, takes a look at Hornby’s Twin Track Sound range. a little more to allow for the
cost of the decoder unit, but
igital technology in calls, but can (apparently) take chances of converting to DCC diesel locomotives, as well as saves the modeller the trouble
There is plenty of room underneath the body shell of the class 67 to accommodate
the eight-pin decoder, 40mm x 20mm speaker and all of the associated wiring.
opportunity to try out a couple By selecting F1 the ‘2P’ burst activates engine start up, which is
of the latest models, and wow, into life with a realistic steam most realistic, there are two horn
I have to say that I was suitably sound and as the controller is types and you can apply brake
impressed! Using a basic Hornby ‘opened up’ the sound from squeal as the loco slows down.
Select DCC controller, I set up a the loco copies that of an Other functions that were beyond
basic oval of track with siding on accelerating steam locomotive. my reach include buffering, fan
two of the office desks – much There are various whistle options and door slam. Unless you turn

D
model railways has been
with us now for some
time, initially as a more realistic
way of controlling our trains –
and with much less wiring of the
layout to boot – but for many
people, particularly those of a
certain generation, like me, it was
an area to be left well alone –
the domain of the younger and
more techno-savvy modeller.
Yes, I admit to being something
of a luddite when it comes to
technology. I have begrudgingly
conceded to modern technology
with a mobile telephone that
doesn’t just make ‘phone
photographs, tell me the weather
forecast in New York and control
my central heating at home
while I am in Outer Mongolia.
I have watched the
development of Digital
Command Control (DCC) from
a safe distance, and having had
the opportunity to operate digital
layouts at exhibitions through
my association with Hornby
Magazine, I must admit to have
been impressed by its capabilities.
However, with a large number
of older locomotives – many
of which are kit built – that
would need to be chipped, the
for me looked remote at best.
For a good number of years
now, Hornby has offered
locomotives either DCC Ready or
DCC Fitted. In the former case,
you can shop around and fit a
decoder of your own choice,
there being an increasing number
of suppliers over the years as the
technology has become more
accessible. These decoders
along with the DCC controller,
have allowed an increasing
number of digital functions,
at first including the individual
operation of locomotives on
the same track, lighting on
a range of functions to cover
acceleration, double-heading
and so on, and most recently
a range of realistic sounds.
And herein lies a small
problem for people like me.
If I was tempted to go down
the DCC route, then although
fitting decoders to my older
locomotives is entirely possible
so they can be operated as part
of a fully functioning digital
layout, I would want to go the
whole hog and have sound too,
but where would I fit a speaker
into an old Wills white metal
kit? They weren’t designed to
of dismantling his loco to fit
one, with potential damage
to the delicate body parts.
However, now there is an
economical way of having
sound-chipped locomotives
with the introduction of Hornby’s
Twin Track Sound system. An
increasing number of models are
currently available, each factory
fitted with a DCC sound decoder
and speaker system. What’s
more, the additional price to each
model is little more than that of
a standard DCC-fitted loco.
In my privileged position as
Editor of The Collector, I had the
to the amusement of the staff –
and within minutes I was able to
programme the two locomotives
and use the various functions.
I chose one steam and one
diesel electric to get the full
range of sound options. The
steam locomotive was a Fowler
‘2P’ class 4-4-0 No. 40626
(R3459TTS) and by contrast, the
very modern Caledonian Sleeper-
liveried Class 67 No. 67004 Cairn
Gorm (R3388TTS). The steam
locomotive has 18 functions, the
Class 67 has 25, although there
are many other things you can
do beyond the basic function
menu, including changing the
volume of each sound. The Select
controller will only support the
first nine of the functions (F0-F8),
but that gives more than enough
play value, while the Hornby
Elite will support all of them.
and you can simulate wheel
slip, while other functions
include the sound of coal being
shovelled and blow down. With
the full range available, you can
also enjoy couplings clanking
together, the guard’s whistle,
cylinder drain cocks emitting
steam, brake block squeal, the
blower being activated and
switching between ‘chuffing’ and
‘coasting’. I wasn’t around when
the ‘2Ps’ were still working, but
the sound from the model was
convincing enough for me.
The Class 67 has more options,
starting with the lights which
are activated by simply touching
the ‘Function’ button once. F1
the locomotive off, it happily
idles in the siding making all
the right noises. Likewise, the
‘2P’ gently simmers when not
actually running round the track.
Even running these
locomotives on a rudimentary
loop on a desk top in the office
was tremendous fun, so I can
only imagine what enjoyment can
be had running them on a proper
layout with appropriate trains
behind them. A decision has been
made; I must now build a new
layout with a dedicated fleet of
sound-fitted locomotives. DCC
Sound has well and truly arrived,
and I have been hooked! Q

The eight-pin decoder and 26mm diameter

speaker are neatly packaged into the
space beneath the ‘2P’ 4-4-0’s tender.

HORNBY TWIN TRACK SOUND LOCOMOTIVES

R3459TTS Fowler ‘2P’ class 4-4-0 No. 40626 – early BR RRP £139.99
R3393TTS RailRoad RfD class 47 No. 47033 RRP £89.99
R3388TTS Bo-Bo class 67 No. 67004 Cairn Gorm RRP £169.99
R3284TTS Railroad LNER 4-6-2 ‘A1’ class No. 4472 Flying Scotsman RRP £109.99
R3460TTS Fowler ‘4F’ class 0-6-0 No. 44198 – late BR RRP £129.99
R3390TTS Class 43 HST Virgin East Coast (inc dummy power car) RRP £254.99
R3394TTS Railroad class 20 No. 20163 – BR blue RRP £99.99
R3396TTS BR 2-10-0 Franco Crosti ‘9F’ No. 92025 – early BR RRP £139.99
R3385TTS Stanier ‘Black 5’ 4-6-0 No. 45116 – early BR RRP £179.99
R3384TTS Collett 6000 class 4-6-0 No. 6000 King George V – late BR RRP £189.99
R3285TTS RailRoad LNER ‘A4’ 4-6-2 No. 4469 Gadwall RRP £99.99
R3395TTS RailRoad LNER ‘A4’ 4-6-2 No. 4468 Mallard RRP £119.99
*R3382TTS Bulleid ‘Merchant Navy’ 4-6-2 No. 35023 Holland-Afrika Line RRP £184.99
*Due early 2017

10 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 11

A SHUNTER IN
EVERY PORT...
F
Following the Second World War, the Société Nationale des Chemins de fer
Français (SNCF) was faced with a shortage of power for shunting and trip
work beyond the existing life-expired steam locomotives that had become
ill-suited and impractical for the post-war working environment. Hornby
researcher,
h PAUL ISLES, looks back at the Sulzer-powered 030 DA class shunter
and how it heralded a new era of dieselisation in the shunting yards of France.
he history of diesel
T
powered rail traction can
be dated back to 1888,
when William Dent Priestman,
of Priestman Brothers in
Kingston-upon-Hull, first tested
a 12hp diesel powered truck on
temporary lines within the North
Eastern Railway’s Alexander
Docks. This ‘locomotive’ was
examined by Sir William Thomson,
later Lord Kelvin, who reported
upon it as being “mounted upon
a truck which is worked on a
temporary line of rails to show
the adaptation of a petroleum
engine for locomotive purposes.”
It was to be 1912 before
a consortium consisting of
Sulzer, Diesel, Klose and Borsig
produced a diesel locomotive
of considerable size and
12 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109
power, this being the 4-4-4
direct-drive, 95 ton, 1,000hp
‘Thermo-lokomotive’, which
while not a success in itself, led
to the first real investigations as
to what diesel engine powered
rail vehicles could offer. At this
point, Sulzer decided to focus
on a range of smaller diesel
engine designs suitable for railcar
and small locomotive use, the
first of these being fitted to five
railcars for the Prussia and Saxony
Railways, delivered in 1914.
These railcars were powered by
a 6LV26, four-stroke air blast ‘V’
engine, but development and
research was interrupted by the
outbreak of the First World War.
Following the cessation of
hostilities, the Sulzer LV engine
range continued in development
030 DA class 0-6-0 No.C61035 in operation with SNCF.
and production throughout
the 1920s and, between 1929
and 1933, the engines powered
many locomotives and Railcars,
not just in Europe. Armstrong
Whitworth manufactured the
engines under licence in the
United Kingdom and exported
units to Argentina, India and
Ceylon, while other builders sent
units to Siam, France, Russia,
Manchuria and Argentina.
Sulzer was looking to build
a range of larger engines for
the developing locomotive
market, but with other builders
already marketing locomotives
developing 1,500hp, a new
approach needed to be found.
Between 1933 and 1935, a new
range was put into development,
this being the ‘LD’ series of engine,
destined to become the major
basis of traction power for the
next 50 years. Initially offered over
the 400hp - 2,200hp range, with
several different cylinder sizes, the
LD engine incorporated a number
of notable features, common
throughout the range. These
power units were specifically
designed for rail traction and
the Sulzer LDA (prefixed by the
number of cylinders and with
a suffix related to the cylinder
bore) engine became the most
important traction source in
the early days of dieselisation.
In the UK, Armstrong Whitworth
was laying the foundations of
future 0-6-0 diesel shunting,
with ten Sulzer powered 400hp
locomotives being built for the
London, Midland Scottish Railway
WWW.HORNBY.COM
in 1936, but in 1938, an order
for three Bo-Bo shunters for
the Compagnie des Chemins
de fer de Paris à Lyon et à la
Méditerranée (PLM) was to signal
change for the French railways.
The three 66.7 ton, 40ft
locomotives were built by Forges
et Acieries de la Marine et
d’Homecourt, with the electrical
equipment being fitted by Forges
et Ateliers de Construction
Electriques de Jeumont (FACEJ).
The locomotives were powered
by a Sulzer turbo-charged,
six cylinder 6LDA25 engine,
providing 635hp and giving
a maximum tractive effort
of 37,500lb. Capable of a top
speed of 31mph, the locomotives
could haul a load of 1,000 tons
on a level track, at 18.6mph, for
a period of 30 mins and were a
quantum leap forward for the
railways in France. By the time
they were delivered, the Société
Nationale des Chemins de fer
Français (SNCF) had taken over
the running of the railways
and the locomotives were
based at Paris-Bercy, working
duties in the freight yards and
passenger station areas.
The Second World War left
France’s railways in tatters,
restoration of the railway
infrastructure taking precedence
over new rolling stock and it was
not until the late 1940s that the
SNCF was in a position to order
new locomotives to replace the
ill-suited and decrepit steam
stock being used. With a clean
sheet to work from, and with
the experience gained from the
pre-war diesel operations, orders
were placed for several types
of new diesel shunter capable
not only of shunting rakes of
rolling stock weighing over 2,000
tons, but also for tandem
working use, hauling 1,000 ton
WWW.HORNBY.COM
SNCF No. 61047 sometime during 1969, location unknown. No. 61047 entered
service at Sotteville Rouen as 030 DA 47 and was withdrawn on December 31, 1981.
trains at 60km/h, as well as
working in a station pilot role.
With an order for 48 of
the 030 DA 0-6-0 shunters
placed in 1948, the first
locomotive, C61002, entered
service on July 10, 1950. Although
there were major changes in
the new design over that of
the previous 1938 Homecourt
Bo-Bo shunters, the same basic
Sulzer engine was installed in this
new series, this time designated
as 6LDA22. With a starting tractive
effort of 35,000lb, this power
unit had a one-hour output
of 570hp at 950rpm, with the
continuous output being 510hp
at 890rpm. The mechanical build
of the locomotive was again by
Homecourt, but the electrical
components were installed by
Compagnie Électro-Mécanique Plan view of 030 DA and booster unit.
(CEM), who located the engine-
generator group with the At 51 tons, with a length necessarily prevent their use,
generator at the forward end of of 31ft 2in and a six-coupled, as one locomotive allocated to
the locomotive, in front of which outside connected wheelbase Annemasse carried out pick-
was the cooling group that utilised of 15ft, the locomotives suffered up freight duties on the Jura
an electrically driven fan. The from gauging issues which
region branch line, Bellegarde to
batteries and the motor blower prevented their original intended Divonne-les-Bains, until 1958.
group were housed in casings to use on some lighter branch The primary task though was
the sides of the engine bonnet. lines, although this did not that of shunting duties, for which
No. C61021 with booster unit. J.B. ROUANET
ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 13

SNCF Class 030 DA (then C61000) and a TC 61100 booster ‘slug’ on yard service.
some machines were additionally
ballasted up to 54 tons to make
the most of their tractive capacity.
Originally numbered in the
range SNCF 030 DA 1-48, the
class were initially attached to
depots across all six regions of the
SNCF and as part of its widespread
dieselisation plan, no less than 15
depots had allocations of them
by the beginning of 1954. At the
same time that the locomotives
were delivered, twelve cabless
booster units, numbered 030
DTA 1-12 (later TC61001-012)
were also supplied; these had
the same chassis and electric
traction motors of the 030 DAs
but no diesel engine, that being
replaced by 42,000lbs of ballast
and a 528.23 gallon fuel tank,
which was connected to the
main tank on the locomotive.
The locomotive and booster
combination were then used
on hump duties, to be found
RATP ‘DA’ 0-6-0 No. T132.
14 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109
in almost every French port
from Dunkirk to Marseilles.
Between 1956 and 1958 these
locomotives were re-allocated
to just three regions (Ouest,
Nord and Est) and in 1962 the
locomotives were renumbered
to SNCF C61001-048. A
further re-allocation was made
between 1967 and 1969,
leaving them operating from
just three sheds; Sotteville at
Le Havre, Lens at Lille and La
Villette at Paris Gare de l’Est.
At Sotteville, the area of
operation included the port,
the passenger station and the
various marshalling yards, while
those at Lille, a crossroads for
traffic travelling between France,
Benelux and the Channel ports,
worked the large yards servicing
the port, as well as the very
important coalfield. Paris la Villette
used its locomotives to shunt at
Gare de l’Est, particularly between
Booster tractor unit TC61000.
the termini and a group of sidings
used for stabling coaches. Vaires
marshalling yard also fell in their
‘territory’ and from here, equipped
for multiple unit operation, they
hauled 1,500 ton coal trains, down
the Paris-Strasbourg mainline,
to Pomponne power station.
During the building of
the SNCF’s 48 class 030 DA
locomotives, contracts were
placed for four more units: two
for EDF, one for Houillères du
Bassin de la Loire (HBL) for use
at its coke plant and one for
RATP. Between 1973 and 1981,
RATP launched a permanent way
and electrification equipment
renewal program which led to a
number of the SNCF’s C61000’s
being purchased, many after
some years on hire. These
locomotives were renumbered
RATP T104 - T108, formerly
being C61019, C61025, C61011,
C61024 and C61006. The two
locomotives delivered to EDF
were for the Arrighi power station
at Vitry sur Seine, which were
then resold to SECO-Rail and
renumbered 134-01 and 134-02.
General withdrawals of the
class by the SNCF began in 1978,
with Sotteville losing its last
locomotive in 1981, Lens in 1983
and La Villette in 1985. Today two
of the class, C61041 and C61042,
are operational in preservation,
while one of those sold to RATP
is preserved in a museum. Q
THE HORNBY MODEL
SNCF liveried 030 ‘DA’ class 0-6-0
No. C61026 is available from Hornby
International, in the Lima Junior 1:87
(HO) range, Item Code: HL2104.
WWW.HORNBY.COM
REGULARS
CLUB COMPETITION
PAGE HEADER
YOU COULD BE THE WINNER OF A
SANTA’S EXPRESS
CHRISTMAS TRAIN SET
For your chance to win this
fantastic prize, just answer
this question:
What is included within
the set?
A: A steam engine,
wagon and a closed van
B: A steam engine,
wagon and a carriage
C: A steam engine,
wagon and a reindeer
D: A steam engine and
a wagon
Please send all entries to; Hornby Issue 109 Competition, Hornby Hobbies Ltd, 3rd Floor, The Gateway,
Innovation Way, Discovery Park, Sandwich, Kent, CT13 9FF or e-mail them in to club@hornby.co.uk – send your
answer of either a, b, c or d and include your name, address and membership number.
Closing date for all entries is 30th November 2016
YOU HAVE TO BE IN IT TO WIN IT!
WHO KNOWS… YOU COULD BE THE LUCKY WINNER!
RULES OF ENTRY
1 The winner of the competition will be picked at random from all entries
received by the closing date of 30th November 2016.
SUMMER ISSUE
2 The competition is limited to one entry per current member of the
Hornby Hobbies Club.
COMPETITION WINNER
3 The results of the competition will be announced in Issue 110 of the The winner of the Flying Scotsman
Hornby Collectors’ magazine and the winner will be notified by post on the
release of the product. Train Set is
4 The competition is not open to employees of Hornby Hobbies Ltd., their D. HAWES
agents or families.
5 No correspondence to be entered into in conjunction with the competition. from Strood, Kent.
6 The Hornby Collectors’ Club accepts no responsibility for entries lost in the CONGRATULATIONS MR HAWES
post or damaged or defaced in any way.
7 No cash equivalent is available. The judges’ decision is final. The correct answer to the
8 Hornby reserves the rights to change the terms and conditions of the competition was A - 25th Feb 2016
competition.
WWW.HORNBY.COM ISSUE
ISSUE109
109HORNBY
HORNBYCOLLECTORS’
COLLECTORS CLUB MAGAZINE 15
 FOCUS ON...

…THE RAVE N ‘Q6’ 0-8-0

ot long after we went to

N press with issue 108 of

p
The Collector,r the first
of the production run of the new
‘Q6’ 0-8-0 arrived in the office,
giving me the chance to take a
much closer look at the model
model,
and an excuse to dig deeper into
the history books to find out more
about these unsung workhorses.
There is no doubt about
it though, this model has
generated more interest
among enthusiasts than a lot of
releases, perhaps because of its
pedigree dating back to North
Eastern Railway days, perhaps
because it is an unusual model
– it is the first ready-to-run
outside cylinderr 0-8-0
0-8-0 to be
manufactured for this country,
or possibly because preserved
No. 63995 is currently in service,
plying its trade on the North
Yorkshire Moors Railway, Britain’s
most popular heritage line.
Whatever the reason, the Raven
‘Q6’ seems to have caught the
imagination of modellers, and
not just from its native North East
Region. As a dedicated heavy
goods engine, it is a relative
rarity in model railway terms,
with so many models for so
man years
many ears based on the more
glamorous ‘namers’, such as the
‘A3’, ‘A4’, ‘Princess’, ‘Duchess’,
‘King’ and ‘Merchant Navy’
classes, to name just a few.
When we think of the ‘Q6s’ in
service, thoughts turn to those
grainy black and white images of
run-down locomotives coughing
and wheezing their way along
with heavy freights, towards the
final days of steam in Britain. I
am sure it will be only a matter of
time befo e Hornby
before Ho nb brings
b ings out
o ta
heavily work-stained version of it.
The models that have arrived
so far are No. 63443 in early BR
black livery, and LNER liveried
No. 3418, both seen here in the
accompanying photographs.
These will be joined soon –
possibly by the time you read
this – by a third, No. 63429 in
later BR black. For catalogue
reference numbers and price,
see the separate panel.
At the end of the first decade Newly preserved ‘Q6’ 0-8-0 No. 63395 seen inside Tyne Dock shed, once the
preserve of the class, on September 7, 1968. RAIL PHOTOPRINTS COLLECTION
of the 20th century, the upsurge
in the growth of mineral traffic
in the North-East exceeded
the amount of steam haulage
available to transport it. The
existing North Eastern ‘Q5’
locomotives, designed by Wilson
Worsdell, were extremely capable
engines but the new Chief
Mechanical Officer, Vincent
Raven, felt a more powerful,

Typical fayre for the Raven ‘Q6’ class, a surprisingly clean No. 63395
nears Ryhope Junction with coal empties from Sunderland
in August 1965. RAIL PHOTOPRINTS COLLECTION

superheated design would be

justified in the circumstances.
Between February 1913 and
March 1921, 120 examples of
Raven’s new ‘T2’ eight-coupled
locomotive were built, in six
batches, resulting in a powerful,
sturdy and reliable engine design
that fulfilled its requirement
to haul mineral and heavy
freight traffic, right through
to late 1967. The first 70 were
built at Darlington, with the last
batch of 50 being constructed
by Armstrong Whitworth & Co.
of Newcastle. The class was not
intended for passenger traffic and
was therefore purely equipped
with steam braking for both
engine and tender, hence there
is an absence of vacuum pipes
on these models. Five different
types of tender were used with
the locomotive over the course of
the class’s life, which ranged from
the early 3,940 gallon tenders to
the later 4,125 self-trimming type.
Raven also designed a
three-cylinder version of
the 0-8-0, designated ‘T3’
by the NER and introduced
in 1919. Later designated ‘Q7’
by the LNER, only 15 of them
were built, all at Darlington.
One of
each example has
survived into preservation, both
at the North Yorkshire Moors
Railway, although as No. 901,
the ‘Q7’ is currently on loan for
display at the Darlington Head
of Steam Museum. The only
operational former NER 0-8-0
is ‘Q6’ No. 63995, owned by
the North Eastern Locomotive
Preservation Group, which has
also appeared in its NER guise
as ‘T2’ No. 2238. Hopefully,
we will get to see a version

16 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 17
 FOCUS ON...

of the model back-dated to
NER guise in due course.
At Nationalisation in 1948,
all 120 engines were taken on
by British Rail, their numbers
being placed in the 60xxx
range and the process was
completed by June 1951. The
first withdrawal from service
came in May 1960 and this
only arose due to an accident.
It was to be December 1961
before the next occurred and
it wasn’t until April 1963 that
withdrawal started in earnest.
Although mostly associated
with the North East, particularly
Tyne Dock shed, they did stray
further north into Scotland, and
south as far as Peterborough,
while they have also been
spotted as far west as Liverpool
along the former Cheshire
Lines Committee route from
Manchester. There was also a
strong allocation at Hull, with
others scattered across Yorkshire,
Durham and Northumberland.
The model itself carries off
the unusual look of the original,
dominated by the large boiler
with its round-top firebox. Each
end of the loco itself hangs over
for a considerable distance,
not having any pony trucks or
bogies. Because at the front,
the leading driving wheels are
actually behind the line of the
smokebox, the overhang is
particularly pronounced and
gives a clear view of the simple,
cylindrical outside cylinders. That
might seem a strange thing to
say, but later locomotives had
much larger and more complex
cylinders with a prominent piston
valve chamber above the main
cylinders. The ‘Q6’ cylinders
therefore look disproportionately
small for such a big locomotive,
just like the prototype, but is part
of the character that makes these
goods engines so unusual.
The NER style cab, with its
arched windows, survived
through until withdrawal, in
fact there were very few visible
modifications to the locomotive
itself. The boilers were updated,
starting between 1927-29,
identified by the boiler dome
being placed just over a foot
further back towards the cab,
with a flatter aspect, in due
course all the engines were fitted
with these new Diagram 50A
boilers. Other detail differences
were evolutionary, rather than
revolutionary, with items such
as smokebox doors, chimneys
and buffers changing form, Today, sole surviving ‘Q6’ No. 63395 is regularly employed on passenger trains at the North
while the introduction of positive Yorkshire Moors Railway. Here it is seen effortlessly climbing the 1:49 to Goathland. For an
image of this locomotive running as NER ‘T2’ No. 2238, see page 20 of issue 108. P BENHAM
drive led to changes in the
position of the lubricators.
The rest of the model’s plate is attached to the side top edge and coal rails. The if you want to pull passenger
detail is up to the usual Hornby of the sand boxes above the same style of tender is used on coaches with one, why not?
standard that you would expect third set of driving wheels. No. 63429, showing that many of They do at the North Yorkshire
these days, with sprung buffers The tender on the LNER the earlier NER tenders lasted well Moors Railway. Although you will
and a high degree of cab example is the earlier 3,940 into BR days. The one paired with need to fit some vacuum pipes!
interior detail. A small builder’s gallon version with a straight No. 63443 as a later LNER type, All three of the new ‘Q6s’
with flared tops to the tender come DCC ready with the
sides and a shorter coal space. eight-pin decoder socket in
Trundling round our the tender, where there is also
demonstration track, the ‘Q6’ space for installation of a round
pulled everything we had that we speaker. As I mentioned last issue,
could put behind the drawbar, if you want one of these you
even when we put a set of nine will have to move pretty fast as
carriages, plus some wagons! retailers already have exhausted
The model is certainly powerful, allocation in some places.
just like the prototype – they Currently, all three are available
were designated ‘6F’ by BR – and on the Hornby on-line shop. Q

FACT PANEL

EX-NER/LNER RAVEN ‘Q6’ 0-8-0

DESIGNER: Vincent Raven
BUILT: 1913-1921
TOTAL BUILT: 120

HORNBY MODELS
CAT REF: R3425 ‘Q6’ 0-8-0 No. 63443 – BR early black
CAT REF: R3424 ‘Q6’ 0-8-0 No. 3418 – LNER black
Ex-NERE/LNER Raven-designed ‘Q6’ 0-8-0 No. 63395 passes CAT REF: R3426 ‘Q6’ 0-8-0 No. 63429 – BR late black
Seaton Carew with a coal drag, on September 9, 1967. It was
actually withdrawn from Sunderland (52G) the same night.
RRP: £139.99
PAUL CLAXTON/RAIL PHOTOPRINTS COLLECTION

18 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 19
 PHIL’S WORKBENCH

LOAD YOUR
WAGONS BY PHIL PARKER
Removing the load
is easy if you take
a length of wire
(a straightened
paper-clip will work)
PART and bend a hook
n steam days,

I
goods trains
were the lifeblood
of the railway system. Miles
of wagons rolled around the
country hauled by locomotives,
such as the ‘Q6’ 0-8-0, recently
added to the Hornby range.
On a model, we can do the
same, but our wagons really need
to be full. After all, transporting
empties around represents lost
money and companies didn’t
do this if they could help it!
Moulded plastic loads are
available, but these normally
look exactly what they are,
plastic. It’s not difficult to do a
much better DIY job, and often
it is an awful lot cheaper too.
You don’t have to glue anything
into the wagons, so they won’t
be damaged. In fact, removable
loads are the best idea as they
allow you to run full trains to the
destination,
empty them,
and have an excuse
to run the train back
in the other direction.
To start with we are looking at
suitable loads for mining areas.
Coal is an obvious choice, but
coke, stone, ballast and ore all
kept the railway in employment.
Modelling each is basically the
same, just use a different material.
Be aware though that coal
weighs more than coke, but less
than stone or ore. All wagons
have a maximum ‘tare weight’
(the weight they are permitted
to carry) and
should not be
overloaded. Therefore,
you see a greater
volume of coke than stone
in a wagon, but this would still
represent the same weight.
To complete the mining
theme for steam era layouts,
wooden pit-props were vital to
the industry and millions were
shipped from wood-yard to
coal pit. This is another cheap
modelling project, a pound’s
worth of cocktail sticks will load
at least two wagons. Mind you,
at the end of it.
ONE Very specific instructions were laid down for transporting pit-props. I cut This is poked into
mine from cocktail sticks, each 28mm long, and fixed onto a cereal packet the foam and the
floor with PVA. Time-consuming but looks great once painted dark brown.. load pulled o ut.
out.
I’m using real coal here and crushing it with pliers. You can use a hammer but
it’s very messy. Coal sold for model engineers is best as it’s nice and soft – try
on-line auctions or exhibitions. I bought a lifetime supply for under ten pounds!
Coke is very light so the loads are much higher than those for coal. Wagons
were often fitted with extension boards to allow the full capacity to be used.
doing this is time consuming,
Using some old cereal packet, I’ve made a similar load for
but ultimately satisfying.
limestone ballast. This is heavier than coal so wagons weren’t
Filling up your wagons adds loaded so full. About 5-7mm from the top is perfect.
a real sense of purpose to a
model railway. A few evenings’
work can transform a model and
provide a reason that the trains
are running, yet you only need
a knife to cut some cardboard,
and a bit of glue and coal. Q

MATERIALS USED

A simple-to-use kit from Geoscenics containing some
high quality corrugated cardboard and a bag of load
material, in this case coal.
Q Hornby R6599 – Tirpentwys 21-ton wagon with Geoscenics coal load kit
If you have some foam or dense sponge to hand, try cutting
Q Hornby R6444 – Bedwas coke wagon with crushed real coal it to fit the wagon and then trimming the top into a mound
Q Hornby R6473 – Mineral wagon* with Geoscenics stone shape with a pair of curved nail scissors. As the foam is springy,
it can be slightly bigger than the inside of the wagon.
Q Hornby R6117 – Ammanford coke wagon* with Co-op cocktail sticks
Q Geoscenics – www.geoscenics.co.uk
* Wagon is part of a 3-pack

A quick coat of black paint is followed by a sprinkle of load material

Work starts by cutting a piece of card so it just fits into the M
More card is used to make up supports. For a coal load, the top Once built, the load should be easy to remove by pushing one held in place with diluted PVA glue (50/50 water/PVA). Note the little
wagon. This needs to be a good fit, but not tight. should be around 2-3mm below the top edge of the wagon.
sh end. If it’s too tight at this stage, trim some more card away. mounds showing where coal is poured into the wagon from above.

20 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 21
 RECOMMEND
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22
2 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 23
 GETTING OUT
BROADWAY
STAGE IS SET
After the setback of two major land slips, the Gloucestershire Warwickshire
Steam Railway is back on course and set to complete its latest major extension
within the next couple of years, as PAUL APPLETON found out.
he Gloucestershire
T Warwickshire Steam
Railway is one of Britain’s
longest and most established
heritage railways, yet it is still
expanding – in both directions
– as it edges closer to linking
Cheltenham with the Cotswold
tourist hot spot of Broadway.
Work on the new extension
is at an advanced stage with
a recent share issue launched
to raise sufficient money to
complete the last mile of track
into the station, which has been
gradually built up from nothing by
volunteers over the past five years
or so. However, at one stage
the very existence of the railway
was threatened when two major
landslides severed the railway.
No. 7903 Foremarke Hall on the impressive Stanway Viaduct on
the new section of line towards Broadway. J BOSKETT/GWR
24 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109
The first was in 2010 at
Gotherington, and again at
Chicken Curve, just north
of Winchcombe station the
following year. The railway found
itself on a real knife-edge, not
having a major centre such as
Bridgnorth when a similar thing
happened at the Severn Valley
Railway in 2007. Then, the town’s
traders noticed a downturn in
custom when the railway closed,
but the GWR’s rural location
meant that, at a time of major
recession, there was not a great
number of well-funded local
authorities to turn to for help
in order to raise the necessary
funds to put things right.
Insurance cover went a long
way towards funding the first
major slip at Gotherington,
covering £500,000 of the cost,
but with insurance companies
reluctant to provide greater
indemnity against landslips in the
face of claims from a number of
preserved railways, this simply
wasn’t the case when Chicken
Curve decided to give up the
ghost one night in January 2011
– the severe cold snap really
was the last straw and that was
that – the railway was faced
with the daunting prospect of
raising a further million pounds.
What happened next was truly
remarkable though. Railways
large and small, private individuals
- and the volunteers themselves -
all chipped in and helped to raise
the money the railway needed
to get the work done – all within
just one year – and after the body
blow of having its line severed,
with a period of restricted
operation between Toddington
and Gotherington, it again had
to contend with a line of two
halves. Well, not halves really,
Chicken Curve is just a short
distance south of Toddington.
However, with the repairs
completed at Gotherington,
steam engines were relocated
from the railway’s HQ at
Toddington to Winchcombe
so that a service could be
maintained between there
and Cheltenham Racecourse,
a distance of seven miles. A
temporary steam depot was set
up, which included a new ash/
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inspection pit being built at a time
when funds were non-existent.
Meanwhile a DMU service
ran from just north of the slip
at Chicken Curve through
Toddington station and on to just
beyond Stanway viaduct along
newly laid track towards Laverton.
Operationally it was tricky to set
up, but it was vitally important
to keep the railway running and
maintain an income stream.
Consultants had told the
railway’s management that there
was no future for the railway, and
for many organisations it would
have been easier to give up, sit
back and wait for something
to happen. Buoyed by the
support from other railways and
private individuals, the railway’s
staff just battened down the
hatches, rolled up their sleeves
and simply got on with it.
The line does have a history
of embankment failures with the
route between Stratford-upon-
Avon and Cheltenham being
closed by BR because a goods
train hauled by a ‘9F’ 2-10-0
derailed as a result of a slippage
at Chicken Curve. As the G/
WR has since found out, the
embankments were built straight
onto the fields. In some places
you could see evidence of early
farm trenching – the railway was
built directly on top with little
or no preparation. The sub-soil
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Toddington station in 1981, before the preservationists
arrived. Even the platforms have gone! GWR
here is heavy with clay and the
old culverts and drains had been
badly maintained in BR days.
Add to this that some of the
embankments were repaired
using ash and the modern day
heritage operation knew that
potentially there would be a
problem one day. However, in
early preservation days, relatively
light trains hauled by small saddle
tanks wouldn’t have disturbed the
formation too much. Trains have
progressively got heavier as the
railway has gained in popularity.
With sufficient funds raised,
the railway was able to bring in
contractors who have rebuilt the
embankment and put in new
drainage, making the formation
as good as new and unlikely
to give any further trouble.
The work was completed in
October 2012 and the railway
was able to enjoy its first full
season of operation along the
whole length of the line in 2013
– for the first time since 2009. Today, the platforms at Toddington are beautifully presented
Contrary to what one might with hanging baskets and period furniture. J BOSKETT/GWR
expect, these major setbacks
appear to have given the G/ S&T Manager, responsible for the landslip problems, the railway
WR a new momentum, with signalling and communications is now forging ahead with its
record visitor numbers over the equipment on this rapidly expansion plans at a great rate
past couple of years and work expanding railway. Its directors of knots. Its recent ‘Bridges to
forging ahead on the extension and the staff who maintain and Broadway’ appeal successfully
to Broadway. What makes all of operate the railway on a day- raised £500,000 to repair five
this even more remarkable is that to-day basis are all volunteers. railway bridges along the section
the railway is run almost entirely The policy at the G/WR from Laverton to Broadway
by volunteers, with just three is to maintain the present so that the railhead could
employees; an office manager to infrastructure from railway progress from Laverton towards
deal with day-to-day enquiries, income, with special appeals Broadway. Now the railway is
administration and organisation and donations funding new actively trying to raise a further
of supporting facilities; an development. Although to a £1.25m to purchase materials to
Operations Manager who is large extent new development complete the track and fencing
responsible for the day-to-day was put on hold while resources into Broadway where a brand
operation of the railway; and a were diverted to solving its new station building, to an
ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 25
 GETTING OUT
Work underway to repair the first of the
major landslips at Gotherington. GWR
original design, is currently being
constructed. A new signalbox
as well as two new platforms
will welcome trains – hopefully
in 2018 – and a footbridge
recovered from Henley-in–Arden
is in store, ready to span the two
platforms there. As of July 2016,
over half of the target had been
raised and it is hoped that if the
present rate of fundraising can
be maintained, the full amount
will be raised by Easter 2017.
The railway currently
operates over a distance of 12
miles and once the extension
to Broadway opens this will
give a run of 15 miles in each
direction. Toddington is the
railway’s headquarters where
The National Railway Museum’s ‘City’ class 4-4-0 No. 3717/3440
City of Truro draws into Winchcombe as a GWR small ‘Prairie’
waits for the road to Toddington. C FEWELL/GWR
26 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109
locomotives are maintained
and where most passengers
start their journey. There is also
an operational narrow gauge
railway across the car park from
the main station, known at the
North Gloucestershire Narrow
Gauge Railway, which is run
as a separate operation to the
standard gauge railway. Trains
run through Winchcombe,
where the railway has its carriage
and wagon restoration facility,
through Greet Tunnel, through
Gotherington, where the station
is in private ownership but is
sometimes open to the public
during special events, and on to
Cheltenham Racecourse where
trains currently terminate. In
the opposite direction, trains
run as far as Laverton along
the completed section of the
extension towards Broadway.
There are long-term plans
to relay the railway a further
five miles to Honeybourne and,
maybe one day, all the way back
to Stratford-upon-Avon, but a
bigger priority is to return trains
to Cheltenham itself. Once the
extension into Broadway has
been completed, the railway will
turn its attention to the half-
mile or so of trackbed it already
owns beyond Cheltenham
Racecourse that would take
it to within a stone’s throw of
Cheltenham High Street. Running
trains from the centre of the
Regency town will no doubt
create a lot of extra traffic for the
railway, taking passengers to the
attractive villages of Winchcombe
and Broadway in particular.
Once the railway is open
to Broadway it is planned to
maintain an hourly service,
which due to the extra distance
means having additional trains.
The railway has invested in new
carriage restoration facilities
at Winchcombe and it has a
programme that will give it the
extra vehicles that will be needed.
Two sets of coaches are currently
operational and a third set is now
being assembled in readiness
with two ex-BR Mk. 1 coaches
recently arrived on the railway for
overhaul. The present two main
sets each have seven vehicles,
with one set in chocolate &
cream, while the second operates
in BR maroon. The future third
train set already exists in shorter
form and is currently available
for service at galas. The railway
has enough vehicles undergoing
restoration to bring this up to
full strength, ready for when
the extended service starts.
More locomotives are also
needed, so the G/WR has a
programme designed to prepare
it for when the extension opens
and beyond. Locomotives
that will provide the backbone
of the steam service include
No. 7820 Dinmore Manor,
returned to steam two years ago
after overhaul at Tyseley, heavy
GWR freight 2-8-0T No. 4270,
also recently restored after a
long restoration programme,
GWR 2-8-0 No. 2807, ex-Turkish
‘8F’ 2-8-0 No. 8274 and GWR
small ‘Prairie’ 2-6-2T No. 5542.
Two locomotives have
returned to steam this year;
Ex-SR ‘Merchant Navy’ 4-6-2
‘Pacific’ No. 35006 Peninsular
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& Oriental Line, a locomotive
capable of hauling the heaviest
trains on the line and currently
the only operational example of
its class, and the line’s stalwart
perform of recent years, former
BR(WR) No. 7903 Foremarke Hall,
which bowed out of service at
the end of December 2013 and
has been fast-tracked through
its ten-yearly overhaul, returning
to traffic in the spring. The
National Collection ‘4F’ 0-6-0
No. 44027 is also undergoing
overhaul in the workshops and is
a candidate for a return next year.
The railway also has an
impressive fleet of diesels,
including former BR classes 47, 37
and 24. It also operates some of
its off peak trains, and services
along the extension towards
Broadway, using diesel railcars.
The railway tries to run
locomotives and stock that would
have run on the line in GWR
and BR days, bringing in guests
locomotives for galas. Apart from
the ‘Merchant Navy’ the G/WR are
able to offer visitors an authentic
experience in that respect.
As well as the North
Gloucestershire Narrow Gauge
Railway, the visitor experience at
Toddington is also enhanced by
a newly refurbished restaurant,
the Flag & Whistle. There is also
the extensive garden centre
next door, a free heritage trail
with 16 locations of interest
around the site, a new viewing
area behind the locomotive
sheds and, for the children, a
refurbished playground area.
At Winchcombe, passengers
can enjoy the 1950s style
tea rooms, often used by TV
companies for filming, as well
as an ever-growing model
railway exhibition. There are
plans to develop a new visitor
centre here, with interactive
displays and information about
the railway and its history.
Elsewhere on the railway there
is investment planned for the
locomotive works, where it is
proposed to extend the present
(already impressive) shed and
add engineering equipment to
make the railway more self-
sufficient, although its boilers will
always go elsewhere for major
work. There are also plans for a
viewing gallery so that visitors
can view work in progress.
A new diesel shed has been
funded by the line’s resident diesel
groups and there are thoughts
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Undergoing testing in the yard at Toddington is newly restored ‘Manor’
4-6-0 No. 7820 Dinmore Manor in March 2014. PAUL APPLETON
of a new carriage storage shed
at Winchcombe, although the
exact location and how to fund
it still need to be addressed.
Gotherington station is
privately owned and has been
tastefully restored along with its
own short length of operational
track which sees use at special
events, its owners being very
supportive of the railway. One
of the railway’s biggest events
is its Wartime weekend and
proportion of this centre on
Gotherington, with an array
of army personnel encamped On October 14, 2014, former Senna Sugar Estates Henschel
there and artistes performing ‘Brigadelok’ 0-8-0T (1091 of 1917) stands at the narrow gauge station
on the station platform. at Toddington with a short passenger train. MALCOLM RANIERI
In the summer season the
railway operates on Tuesdays,
Wednesdays, Thursdays and at
weekends, with Mondays reserved
for maintenance and the Fridays
for the ‘Fire & Drive’ sessions.
With on-going investment in
drainage and ditch maintenance,
including working hand-in-
hand with local farmers and
landowners, it is hoped the
railway never again has to suffer
such calamities as it faced in the
period 2009 to 2011. Certainly
it has a robust plan in place,
operates within its means and
has a volunteer workforce to be A classic car passes under Evesham Road Bridge, Broadway. This was
proud of. It is only a matter of one of five bridges to be overhauled following the G/WR’s successful
time before the G/WR becomes ‘Bridges to Broadway’ appeal in 2013/4. S STANDBRIDGE/GWR
one of the best and busiest
HORNBY G/WR LOCOMOTIVES
heritage railways in Britain. Q
Locomotive types that are based on the G/WR
Further details; The and also represented in the Hornby range.
Gloucestershire Warwickshire Q Ex-GWR ‘2800’ class 2-8-0 Q Ex-BR class 20
Railway, The Railway Station, Q Ex-LMS ‘8F’ class 2-8-0 Q Ex-BR class 37
Toddington, Gloucestershire Q Ex-GWR ‘4200’ class 2-8-0T Q Ex-BR class 47
GL54 5DT. Tel: 01242 621405 Q Ex-SR ‘Merchant Navy’ class 4-6-2 Q Ex-BR class 73
Q Ex-LMS ‘4F’ class 0-6-0 Q Ex-BR ‘Bubble Car’ single unit
Email: info@gwsr.com Web
Q Peckett 0-4-0ST Q Ex-BR class 117 DMU
site: www.gwsr.com
ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 27
 JUNIOR SECTION

See, Find and Win with Hornby SPOT THE DIFFERENCE

Can you spot the seven differences between the two pictures?
MAZE
Can you help this Smokey Joe through the maze to get back on track?

NAME THE LOCO PARTS

Put your knowlege to the test to see if you can
name the parts of a locomotive BOGIE WHEEL SMOKEBOX
CAB COUPLING ROD
B E BOILER BUFFER
I A CYLINDER CHIMNEY
TENDER SAFETY VALVES

F G C
G

Answer the question below to win a mystery prize!

What is the name of Hornby’s founder?
a. Felix Hornby
b. Frank Hornby
c. Fred Hornby
Please send your answers to: Hornby Junior Competition 109, Hornby Hobbies, 3dr Floor, The Gateway,
Innovation Way, Discovery Park, Sandwich, Kent, CT139FF or email your answer to club@hornby.co.uk H
Closing date for entries is 30th November 2016 J
Hornby reserves the rights to change the terms and conditions of the competition. D PICTURE COURTESY RAIL PHOTOPRINTS COLLECTION

28 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 29
 FOCUS ON...
...THE SOUTHERN REGION
‘HA’ ELECTRIC
he latest locomotive in
T Hornby’s 2016 new-
release programme is
the Southern Region Class 71
electric locomotive, originally
known as ‘HA’ prior to the arrival
of the new TOPS system.
All three versions of those
announced have arrived at the
same time, adding a splash
of colour and variety to the
range of diesel and electric
34 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109
locomotives in the current
range of Hornby models.
The Class 71/’HA’ is an unusual
and very interesting locomotive;
unlike most other Southern
Region locomotives, they couldn’t
work away from the 750v
DC electrified system. That is
not until ten were converted
to electro-diesels in 1967/8
allowing them to operate away
from the third rail and therefore
increasing their operational
flexibility. These locomotives
became designated Class 74
and the last example remained
in service with BR until 1977.
One, E5001, the second
in the original ‘HA’ series, has
been preserved as part of the
National Collection and it is
this locomotive that provided
the team at Hornby with the
opportunity to carry out a full 3D
laser scan, when they travelled
up the M1 to Chesterfield and the
nearby Barrow Hill roundhouse
where E5001 is on extended loan.
This was one of the first new
models to benefit from the new
technology, and taking careful
measurements and copying all
of the fine detail has resulted
in as accurate a model as you
will probably see anywhere.
The model has especially
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Southern Region Class 71 Electric
E5004 approaches Ashford with
the Down ‘Golden Arrow’ in 1962.
DAVE COBBE/RAIL PHOTOPRINTS
benefitted from the 3D scanning
technology’s ability to properly
track the complex curve profile
of the cabs and bodysides.
On opening the box, the first
thing you notice is just how
solid and weighty this new
model is. The other thing that
is quite obvious is that it has an
overhead pantograph on the
roof. This doesn’t mean that
they ran shoulder-to-shoulder
with the West Coast AC electrics
at any stage, there certainly
With Battersea Power Station as a backdrop,
E5018 and a fellow class member are seen at
Stewarts Lane Depot on March 7, 1962.
JOHN CHALCRAFT/RAIL PHOTOPRINT
WWW.HORNBY.COM
ideas, not least where the
railways were concerned, but
wasn’t any compatibility there,
had their pantographs removed
– indeed not all of them had
them fitted. When not in use,
still recovering from the financial
effects of the Second World
War, many of these plans had to
be implemented in a measured
but rather they were for use in
marshalling and goods yards
where the electrified third rail
was too dangerous for those
railway staff working at ground
level. In such places a 660v DC
they simply folded down into
a recess in the roof and were
barely noticeable when the whole
roof was covered in grime.
These locomotives were
conceived soon after the
way. Electric traction was seen
by the newly formed British
Railways to be the answer and
so attention was focused on
Southern Region routes where
third rail electrification had been
overhead catenary was set up,
but it was relatively short lived
and many of the locomotives
Nationalisation of Britain’s
railways. The early 1950s were a
time of great plans and modern
in place since 1923. Much of
BR’s Southern Region passenger
traffic could be accommodated
ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 35
 FOCUS ON...
by the use of EMUs, but to cover
the motive power requirement
for 900 ton freight services,
as well as the ‘Night Ferry’ and
‘Golden Arrow’ workings, a new
electric locomotive was required.
36 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109
The design specification
was based on the experience
gained in the previous 15 years,
through the operation of Bulleid’s
CC1/2 Class 70 locomotives.
By adopting the continental
practice of reducing the weight,
without sacrificing tractive effort,
a smaller engine could be built,
resulting in a 750v DC, 77 ton,
Bo-Bo locomotive, 24 of which
were built by BR’s Doncaster
works between 1958 and 1960.
Numbered E5000 – E5023 as
built (E5000 was subsequently
renumbered to E5024 in
December 1962), the type was
classified by BR Southern Region
as ‘HA’. As well as the single
pantograph, a booster system
was also fitted, avoiding the
problem of ‘gapping’ across short
breaks in the conductor rail.
The locomotives gave great
service over the years, despite
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largely being relegated to freight
work towards the end, but in 1977,
it was decided that the Class 33
and 73 electro-diesels could take
over the Class 71’s duties and they
were withdrawn from service.
Withdrawn as BR No. 71001,
E5001 was saved for the National
Collection and moved to York
and restored to its original BR
green livery and number. Having
worked a number of mainline
specials during the 1990s, it was
placed on display at Ashford, York
and latterly, Shildon until it moved
to Barrow Hill roundhouse.
Class 71 E5012 runs through Folkestone Warren with a fitted
freight in June 1969. RAIL PHOTOPRINTS COLLECTION
WWW.HORNBY.COM
E5001 is one of the three
released by Hornby, in the original
green livery, but with small
yellow warning panels on the
cab ends. The bodyside features
a white-edged red stripe which
extends between the cab doors
and has the later style BR logo
underneath the centre-point.
E5022 is the second version
and is in original green but
without the yellow warning panel,
as it would have emerged from
Doncaster Works in the 1950s. It
is otherwise the same as E5001
in terms of decoration. The third The National Collection’s E5001 is rolled out of Barrow Hill
roundhouse so that Hornby’s researchers can 3D scan and
measure it as the basis for the new model. PAUL ISLES
is in 1970s BR corporate blue how to do this in a forthcoming
with full yellow ends and carries issue of The Collector.
the TOPS number 71012. See The models feature a 5-pole
panel for catalogue reference skew-wound motor with double
numbers and price. flywheel powering both bogies,
Distinctive features include the a removable front valance panel
cab end handrails that wrap round which covers the NEM coupling
the front, a detailed driver’s desk pocket, accurate running
inside the cab and the white third- light modes and cab lighting,
rail current collector shoes, along a choice of headcodes and
with a wealth of body and chassis operational pantograph. The
detail. Paul Isles and his team pantograph is raised by gently
can be justifiably proud of their twisting the pantograph shoe
latest creation! The Class 71s will to unhook it from its lowered
happily run on your standard two- position. Underneath the
rail track, but if you are feeling locomotive are two switches;
adventurous, you could add that one switches between track
extra bit of authenticity by adding and overhead catenary as the
a dummy third rail to your track source of power, while the
simply by soldering lengths of other switches the tail light
spare rail (cheap second-hand on or off, depending upon
lengths of track from a swap whether a train is being pulled.
meet would do the trick) to track DCC ready, the models have
pins every tenth sleeper or so. It an eight-pin decoder socket
is planned to include an article on hidden under the body. Q
FACT PANEL
SOUTHERN REGION ‘HA’ ELECTRIC/CLASS 71
BUILDER: BR DONCASTER
BUILT: 1958-1960
NUMBER BUILT: 24
HORNBY MODELS AVAILABLE:
CAT REF: R3373 E5001 – BR green with small yellow warning panels
CAT REF: R3374 No. 71012 – BR blue with full yellow ends
CAT REF: R3376 E5022 – BR original green
ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 37
 Did you know that we at Hornby Hobbies run a
selection of clubs? If you do that’s great, but if not
we have detailed below all you need to know about
our other clubs, which may be of interest to you. Scalextric is a toy brand for a range of slot car racing sets which first appeared in the late 1950s, as
a creation of British firm Minimodels. The brand has grown dramatically over the years and now
includes a large selection of sets, from race, digital and micro, cars, track, controllers
controller and accessories.

Hornby is a household name and is famous as the UK brand leader in the model railway
hobby. The company’s founder was Frank Hornby (1863 - 1936) who applied for a
patent in 1901 to protect an invention he called ‘Improvements
Improvements in Toy or Educational
Devices for Children and Young People’. Nobody then could have imagined how
this product would influence the model railway hobby that we know today.

Airfix is the oldest UK manufacturer of scale plastic model kits and

has been producing kits for the mass market since 1952. Airfix
produces a wide range of kits aimed at all types of scale modellers
with subjects such as military aircraft, civil aircraft, ships, galleons,
cars, space, figures, dioramas and military vehicles.

Corgi’s famous model vehicles captured the imagination of mimillions of baby boomers
and, what were once simply toys for boys, are highly sought-
sought-after in the expanding
collectables market. In 60 years, Corgi has produced models of virtually every type
of car, bus and truck, some of which are now of extrem
extremely high value.
Join any Club from just
£15 per year to access
exclusive news and
views from each brand,
plus a whole host of
member benefits!
EACH MEMBERSHIP
ERSHIP INCLUDES::
Q 10% discount* for the duration of your membership Q 4 Club magazines per year
Q Club welcome pack with membership card Q Priority pre-order access on selected lines
Q Access to exclusive Club models – Q Competitions including chances to win
only available to Club members entry to events and brilliant prizes
Q £20 voucher** to spend on exclusive Club models Q Junior section with competitions, games and puzzles
MEMBERSHIP OPTIONS:
Option 1 DOWNLOAD 1 year Membership £15 Receive a £20 voucher
Option 2 UK POSTAL 1 year Membership £20 Receive a £20 voucher
Option 3 EU POSTAL 1 year Membership £25 Receive a £20 voucher
New applicants will receive a welcome pack and a £20 voucher within 28 days. For more information
please call our dedicated club helpline on 01843 233512 or email us at newclubs@hornby.com
* Discounts applies to full price items
** Cannot be used in conjunction with any other offer

38 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 39
 THE EDITOR ASKS...
Ever wondered how Hornby decide what model to produce next?
The Editor asked former marketing guru, SIMON KOHLER...
...HOW DOES HORNBY DECIDE
WHICH NEW MODELS TO PRODUCE?
his question, along with
T
“Do you have a model
railway at home?”,
or “Do you ever get tired of
playing trains?” were probably
the questions most asked of
me during my time at Hornby.
The last two questions I shall
leave and answer another
time, but as for ‘how Hornby
decides on which new models
to produce’ is possibly the one
that would interest most Hornby
Collectors’ Club members.
One of the very first meetings
I attended at Hornby, over 30
years ago was a ‘New Product
Development Meeting’ which
focused on deciding which
totally newly tooled models
Hornby was going to introduce
over the following two or three
years. Those attending included
the Marketing Director, the
Marketing Manager, myself as
Brand Manager, plus several
members of the Research &
Development Team, and we all
sat around a very large table as
the list of potential new models
were read out by a member
of the R&D team. Being very
much the new boy I just sat,
watched and listened to what
was being said and as I was
the new boy I had to take the
minutes of the meeting.
As each locomotive was
mentioned, one of the R&D
assistants would read from
their notes and list when
the locomotive or class was
first introduced, the type of
locomotive and whether it was
used for passenger, freight or
mixed traffic use. The R&D
assistant also mentioned how
many were in the respective
40 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109
Eurostar, one of the first of the new generation of Hornby models overseen by Simon.
class and if any had names. After
the assistant had finished there
would be those sitting around
the table who would appear to
ask meaningful questions such
as when the locomotives were
withdrawn from service and if
any had been preserved. Another
key question asked was if the
model would be suitable for
inclusion in train sets because
this would add a considerable
number to the production run
which in turn would appeal to
the Hornby accountants. These
questions were each individually
answered and after some
deliberation a decision was made
as to whether the locomotive
in question would make it
onto a ‘Possibles’ list or not.
At this same meeting other
models that had already
been discussed at previous
gatherings and placed on ‘the
list’ were once again raised and
I clearly remember two that
were definitely scheduled for
production. The first was the
GWR ‘City’ Class 4-4-0 No. 3440
City of Truro. This model was
to be tooled so that it could be
produced at two different detail
levels. The top specification
would be for the enthusiast while
the lower specification would be
attractive to youngsters as well
as making the model affordable
Streamlined ‘Duchess’ - for Simon it had been 18 years in waiting.
to be included in a train set. The
second model confirmed was
the LMS Princess Coronation
Class ‘Duchess’ which was to
be produced with the full ‘metal
jacket’ of streamlining. Hornby
already had such a model in
its range, but it suffered from
being too short having been
produced so that it would fit on
an existing chassis. I remember
being very excited about these
introductions and felt that both
would not only be incredibly
popular but also, and probably
more importantly, they were
models that would remain in the
Hornby range for many years.
However, my excitement was
soon to be dashed as Hornby’s
fortunes took a major turn for
the worse. Suddenly the effects
of electronic games introduced
at the end of the 1970s were
having a major impact on sales
of all traditional toys and by the
very early 1980s Hornby could
no longer afford to lavish money
on totally new locomotives.
Consequently, any plans to
announce such items, let
alone produce them, had to be
cancelled. In 2009 City of Truro
eventually made an appearance,
but it wasn’t from Hornby.
However, the sparkling new
and correct length streamlined
‘Duchess’ did eventually make an
appearance in the Hornby range,
but this was almost 20 years later!
The following years proved
quite tough for Hornby as its
traditional revenue streams
generated by the sales of
Hornby and Scalextric reduced
dramatically, severely affected
by the constant onslaught of
the ever-new and developing
electronic games craze. During
these times the budget for any
new tooling was drastically
restricted as any plans to do with
spending tooling money had to
reflect a very positive pay back.
Any new model had to prove
its worth on paper before it was
even considered for production.
By the mid 1980s not only
had the demand for model
railways reduced but so too had
the Hornby personnel. In a very
short period of time the Hornby
workforce had been reduced
from 2,000 in the late 1970s
to a little over 300 by 1985.
Production was still being carried
out in the Margate factory as
was the decision making in the
front offices, but with a greatly
reduced number of people and
this included the development
team. No longer was there a
committee deciding which new
models should be produced,
in fact that responsibility fell
full square on my shoulders
WWW.HORNBY.COM
and it was left to me to decide
which models, either from
existing or new tooling, should
make up the following year’s
Hornby railways range.
I still had to go through
all the hoops and jump the
numerous fences to have my
range approved, although in
some cases approval could be
removed at the last moment in
favour of monies being spent on
a new doll range or some such
item. Nevertheless, I persevered
and although I had a good
number of sleepless nights, it was
during this rather turbulent and
at times frustrating period that I
learnt a great deal about myself
and how to be cunning when
asking for money to spend on
a new model. Over this period I
was successful in introducing a
new ‘Princess Coronation’ 4-6-2
class, without the steamlining,
two new Electric locomotives,
the class 90 and 91, although
perhaps not as detailed as I
had wished. I also oversaw the
introduction of an LMS ‘8F’,
a GWR 28xx 2-8-0 and the
re-tooling of the Class ‘A1/A3’
Flying Scotsman, which was an
amazing success and one that
the Hornby Managing Director
at the time was able to relate to
because even he had heard of
Flying Scotsman! There were
other models that, through fair
means or foul, I had managed
to have modified without too
much attention being drawn
to them, but I had to wait
until 1995 before I could have a
model produced to a standard
close to what the modellers
of the day were demanding
and that was the Class 92. This
model was the first totally new
locomotive carrying the Hornby
brand that was produced in
The re-tooling of Flying Scotsman was a tremendous success for Hornby.
‘P2’ Cock o’ the North, one of the new breed of ‘unique’ models which has been successfully launched.
WWW.HORNBY.COM
a Chinese factory and was
critically acclaimed by many
as a massive improvement on
earlier models produced by
the company. However, things
at Hornby were scheduled
to change quite dramatically
over the following few years.
In the latter half of the 1990s
there was a major shift in the
direction that Hornby was going.
A new Chairman was appointed
to the Hornby Board who
decided that Hornby’s strength
and future did not lie with toys
but in the brands that it was
famous for; model railways and
Scalextric. In his words, that was
“what the company should be
focusing on”. For me this was
music to my ears but with such
a decision came a great amount
of responsibility as the pressure
was on me to come up with a
series of brand new models that
would not only convince the
buying public that Hornby had
left the toy years behind, but
also produce models that the
enthusiast wanted to buy. All
of a sudden I was in a situation
where my decision was at the
forefront of Hornby’s future
success and that was for me a
huge and daunting responsibility.
The first model introduced
during this new era was not
actually my idea but that of the
Chairman. On his journey from
London to Margate he would
catch one of the new Class 466
‘Networkers’ and thought that
this would be a good model
to produce, which is what we
did. Well, after all, he was the
Chairman, and who was I to
argue? The next new model
was the Eurostar, which was
sold not only in a train set but
also as a train pack and was
notable at Hornby as being a
model that was drawn, tooled
and produced in nine months.
This was a record but I became
determined that we could not
continue with this knee jerk way
of introducing new models.
What we needed was a plan.
From my point of view the only
people who were best qualified
at deciding which new models
Hornby should introduce were
those who would actually buy
them, that is to say the modeller,
which is why at the 1996 Warley
Model Railway Exhibition held
at the NEC, Birmingham, I had
produced a simple questionnaire
that plainly asked what models
the enthusiast would like
Hornby to produce. The clear
favourite by miles was the rebuilt
‘Merchant Navy’, a model that
was launched in 2000 and
marked the unquestionable
renaissance of Hornby. Of
course, prior to that Hornby had
acquired many of the old Airfix/
Dapol tooling and manufacturing
had been moved to China, but
the ‘Merchant Navy’ was the
herald of things to come with the
second being the streamlined
‘Duchess’. For me, the launch of
the ‘Duchess’ was quite personal
as it was a model that needed to
be produced accurately and a
model long over due. Eighteen
years overdue to be exact.
After the 1996 Warley
exhibition the questionnaire
was expanded to include rolling
stock requests as well as other
extremely useful marketing
information. However, research
did not just rely on the answers
from the questionnaire, I
paid great attention to what
was being asked for in other
mediums including the well
established and annual Wish
List Polls, not to mention those
ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE
models independently asked for
in correspondence and gleaned
from conversations at exhibitions
and other similar events.
Therefore, armed with such a
variety of information resource,
I was able to create plans and
projections of completely new
models up to five years ahead
and although there were times
when models were either
cancelled or moved to another
year, the system did tend to
work and I understand that a
similar style of development
schedule is still in operation.
The fact of a model appearing
at the top of any wish list poll
does not always mean that it
would be chosen as a suitable
contender. Certain other criteria
were, and probably still are,
brought into play before a final
decision could be made. Firstly,
how many were in the class?
Were there any named? Did the
locomotive span pre- and post-
Nationalisation, and did the class
appear in a variety of liveries?
And were they seen all over the
country? If the majority of these
questions were answered in the
positive then there was a good
chance that the model would
be produced, however there
were exceptions to the rule.
For example, the SR ‘Q1’ 0-6-0,
a locomotive that was top of
the most wanted list for several
years before I convinced myself
that it would be successful. The
problem was that although it
spanned the pre- and post-
Nationalisation period it was
always black, none were named
and they all operated on a
narrow part of the Southern
Region, however, it was a
very successful introduction.
Similarly, the ‘P2’ 2-8-2 Cock
O’ the North and BR ‘8P’ Duke
of Gloucester were unique
locomotives in their respective
classes and certainly did not
‘tick many boxes’, but all the
same each has proved to
be incredibly successful.
What of course all this tells
me is that although one can
be guided and work within
certain parameters, sometimes
deciding to commit what is not
a small amount of money to
producing a new model can, in
the end, just depend on what
some might call ‘experience’
but others possibly consider as
a matter of ‘luck’. I personally
would go with experience. Q
41
 Barrel L4, mounted on Boche Buster, at Halwill Junction We m
We must insist upon maintaining
military sidings, Devon. AUTHOR’S COLLECTION
ssuperior
upe artillery positions on
the Dover promontory, no matter
what form of attack they are
exposed to. We have to fight
for command of the Straits by
artillery, to destroy the enemy
emy
batteries and fortify our ownown.
WINSTON CHURCHILL, AUGUST 1940
signalling the end of the Spanish
War of Succession. Because
of the complexity of the move
and the logistics in arranging it,
Channel 5 featured the howitzer’s
trip as part of its Monster Moves
series, the programme airing in
the UK on September 27, 2013.
Barrel number L1 was one of
five 18in barrels, sequenced L1
to L5, built by Elswick Ordnance
Company between 1917
and 1919 as replacements for
the existing 14in barrels fitted
to Railway Truck Mountings
(RTM) Boche Buster and Scene
Shifter. Completed too late to
made it back as far as Marseille in
France, from where Major Cleeve
had to travel to Cherbourg,
before returning on a liner to
Southampton. Awaiting him on
disembarkation was a telegram
from the War Office, ordering him
back to London with all urgency
and tasking him with finding
and preparing all railway artillery
for immediate deployment to
defend Britain’s south coast.
With newly designed railway
artillery pieces being out of the
question, engineering firms
around Britain were given the
plans of the former First World
re-manufacture them. From his
headquarters in Shoeburyness,
Major Cleeve set out to locate
any survivors from the 1919
disarmament programme and
remembering a comment from
his father, who had served on
the Disarmament Board, he
made for Chilwell Ordnance
Depot, near Nottingham. There,
with the help of the Head Clerk,
he made his way to a weed
choked, derelict transport shed
on the far perimeter, to be
confronted with three partially
hidden railway tracks leading
to locked and rusted doors.
“With the greatest of difficulty,
we forced the rusted doors
open and gasped at what we
saw. Through a whole stream of
massive cobwebs that created a
sort of fog, were the bogies of an
awfully familiar looking vehicle. I
made my way through the shed
and climbed up onto it, and upon
entering the engineering space
I discovered the same greased
hessian that I had placed over the
valves of HMG Boche Buster in
February 1919, at Arras, to protect
them from freezing up on the
voyage back to Britain. On the left
hand road were Boche Buster,
Scene Shifter and Gladiator, all
without their barrels, while on
the other two lines were about
nineteen 9.2in Mark 13 guns
and 12in howitzers, in a deplorable
state, just as they were abandoned
in 1919. Later, someone else found
the mounting of Piecemaker,
but I cannot now remember
how this came about. All were
sent to various engineering
firms to be refurbished.”
Major Cleeve had the RTMs
sent to the LNER’s works at

THE LAST OF THE

see action in the First World War, War equipment and told to
all except barrel L1 were put into
storage, with that barrel being
sent to Shoeburyness, on the
Essex coast. Here, at the War
Department’s gunnery range,

LEVIATHANS I
Inspired by Tim Thomas’ scratch-built model of HMG Boche Buster, Hornby
the barrel was mounted on an
RTM, as part of an 18in howitzer,
for accuracy testing, which it
passed with flying colours.
In late 1939, at Winston
Churchill’s express command,
the War Department was under
instruction to recommission
Maker’s plate, believed to be
from HMG Boche Buster.
© IMPERIAL WAR MUSEUM (FEQ92)

Troops pose with HMG Boche Buster at

Ashbury Station. AUTHOR’S COLLECTION
Soldiers at the School of Super Heavy Artillery in Catterick practice loading a
six foot long, 1½ ton shell on December 12, 1940. © IWM (H6091) KESSELL

researcher PAUL ISLES traces the remarkable history and movements Britain’s railway artillery, but the
of a full-size 195-ton howitzer, the largest survivor of all the UK’s artillery only officer in the British Army
with any experience was Major
pieces, and a monument to the Gunners of the Royal Regiment of Artillery. Stewart Montague Cleeve of
the Royal Artillery, who was
here are just twelve preparation for the move, funded in Hong Kong in temporary

T surviving railway artillery

pieces left in the world
and the 195-ton, breech
loading, 18in Howitzer, serial
number L1, manufactured at the
Elswick Ordnance Company on
Tyneside, is one of the largest
and best known survivors.
On display in the grounds of
the Royal School of Artillery at
Larkhill, in Wiltshire, since moving
there in May 2008, the howitzer
When it was decided to move L1 to Woolwich, the howitzer proved and its proofing sleigh departed
too heavy for the P&EE’s diesel shunters, so Hunslet ‘Austerity’ 0-6-0ST on a historic journey to Holland
Waggoner was called upon and proved to be equal to the task. on Monday March 25, 2013. In
by the Dutch National Railway
Museum, the artillery piece
underwent extensive renovation
work, the result of a campaign
to make sure it was presented
to a standard that both serving
and retired gunners could be
justly proud of. The reason for
the move to Holland arose from
the Museum’s desire to feature
the howitzer as part of its ‘War
and Peace’ exhibition, which was
held to commemorate the 300th
anniversary of the signing of
the Treaty of Utrecht in 1713,
command of HMT Ettrick. Major
Cleeve had commanded HMG
Boche Buster, fitted with the
original 14in barrel, after it had
been transported out to the
Western Front via the Train Ferry
at Richborough, on May 26, 1918
and in mid-1939, had written to
the War Department, offering his
services in rebuilding the railway
artillery. The request refused, his
services being deemed “no longer
required”, he was posted out to
the Far East. Finally embarking
in October 1939, HMT Ettrick

42 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 43
 Another view of Boche Buster in France during the First World War, before it returned to Britain in February 1919
and was put into storage at Chilwell Ordnance Depot, near Nottingham. AUTHOR’S COLLECTION
Darlington for overhaul, while he
set about setting up a School of
Super Heavy Artillery at Catterick,
which was better suited to the
task than Longmoor. Four 18in
barrels – L2, L3, L4 and L5 – were
located and sent to Catterick,
where L4 was fitted to HMG
Boche Buster to make it ready
for service. Barrel L1, being
surplus to requirements at this
point, was kept at Shoeburyness
Soldiers of the School of Super
Heavy Artillery at Catterick
pose with HMG Boche Buster
on December 12, 1940.
© IMPERIAL WAR MUSEUM
(H6089) KESSELL
for ballistics testing and instead
of being fitted to an RTM, was
placed upon a 95-ton proofing
sleigh, a lighter and more versatile
carriage system for the barrel.
HMG Boche Buster travelled
to Kent from Catterick in an
epic 43-hour journey during
February 1941, some reports
stating that it was loosely rigged
to resemble a locomotive, while
others mention it resembling
a train of Banana wagons.
Based on the Elham
Valley Light Railway,
on a stretch of line
that included the
Bourne Park
Tunnel near
Bishopsbourne, the gun was
manned by 50 men and several
specialist gunnery officers from
the 2nd Regiment Royal Artillery,
the complete battery of 80
men being known as the 11th
Super Heavy Battery. Four brick
magazines were built in the
cutting north of the tunnel and
steps were cut into the banks
either side of the southern portal,
while timber baulks were installed
beneath the bridges to support
the girders, as at 250-tons, HMG
Boche Buster far exceeded the
weight limit of the line. The
Southern Railway’s platelaying
gangs were busily engaged in
relaying certain sections of the
track between Bishopsbourne
and Barham with 24 sleepers
per 45ft length, instead of the
regulation 18, as the track was
strengthened ready for its duties
as an anti-invasion battery.
Calibration shots were fired
between February and
April 1941, the howitzer
firing a 6ft shell,
weighing 1½ tons,
over a range of 12½ miles, at a
maximum elevation of 40°, but
with a limited traverse of only 2°.
Here, the winding Elham Valley
line came to the rescue, allowed
the gun to sweep virtually the
complete south-eastern corner
of Kent, especially when a 200
yard firing spur was constructed
in a new cutting, west of the line
at Kingston where, by reversing,
the gun could even be aimed at
Pegwell Bay near Ramsgate.
HMG Boche Buster never
fired a shot in anger and
although it was sent to Salisbury
Plain in 1943, for trials to test
fire a new heavy concrete
penetrating shell, by the end of
the year all the railway artillery
was withdrawn from Kent’s
railways and the detachments
and manpower dispersed.
The rapid advance of the Allies
in Europe put paid to plans to
send the railway artillery out in
support and both the barrels
and the RTMs were put aside
at Woolwich Arsenal, to be
scrapped during the 1960s.
The only survivor was barrel L1,
still mounted on its proofing
sleigh at Shoeburyness and
used for testing the efficiency
of 1,000lb ‘Bunker Buster’
bombs. During its time at
the Proof and Experimental
Establishment (P&EE), L1
fired 430 rounds, with the last
recorded firing taking place on
November 27, 1959. It remained
at Shoeburyness, unused, until
June 1991 when it was gifted
to the Royal Artillery Historical
Trust and moved to Woolwich.
The proofing sleigh upon
which barrel L1 is mounted is of Mission accomplished after the heavyweight crane completes the task of lowering the barrel onto the sleigh.
as much historical significance INSET: Warrant Officer Class 2 Nick Shipton (left), with Lieutenant Colonel John Le Feuvre of the Royal
as the weapon. Manufactured Artillery at Larkhill Garrison. BOTH SHANE WILKINSON: © MOD/CROWN COPYRIGHT 2013
in 1884 and riding on six axles,
it alone weighs 95 tons and
with the barrel, collar, breech
and mount fitted, the weight
rises to over 200 tons, making
it the heaviest railway vehicle
in Great Britain today. Such
was this combined weight,
that when it was scheduled
to be moved to Woolwich the
surveyors found that the track
had sunk by 12in. This incline
proved too much for the two
diesel shunters allocated to the
task of moving the howitzer and Hunslet 0-6-0ST WD 192 (now
so the P&EE’s last remaining WD92) Waggoner (3792 of 1953) in The compact lines of the 200-ton howitzer are evident in this view.
Hunslet ‘Austerity’ 0-6-0ST action at the Isle of Wight Railway. SHANE WILKINSON: © MOD/CROWN COPYRIGHT 2013
Waggoner was drafted in to
make the move instead, a task TIM THOMAS’ SCRATCH-BUILT HMG BOCHE BUSTER
it completed with undue fuss.
The howitzer is now homed Tim Thomas has been a member of
at the Royal Armouries Museum the Twickenham and District Model
at Fort Nelson in Fareham, Railway Club for over ten years and is
Hampshire, having returned from currently group leader of one of the
Utrecht on September 6, 2013 clubs ‘OO’ gauge layouts, ‘Northwick’
and is now at the centre of Interested in model railways all
the Museum’s First World War of his life, as a child he used to build
Centenary commemorations. Q Airfix kits and then progressed on to
railway kits, but only recently has he
moved into scratch-building items.
One of the main areas that interests
Tim are those more unusual items of
rolling stock that are not represented
in kit form, and if it’s big and
complicated, then it is of even more
interest. The reason Tim chose to
build HMG Boche Buster is because
he was doing some research into the
railways in the UK during the Second
World War and, coming across the
story of Boche Buster, decided that
it was a ‘must build’ project for him.
After more research he came
across the drawings for the gun
carriage and set about working out
how to go about constructing it. After Two views of Tim Thomas’ superb scratch-built model of the HMG Boche Buster.
much planning, as well as visiting the
gun barrel at Fort Nelson, he made the axle boxes and buffers, which constructed so that the gun barrel
a start on building it, using Plasticard are cast white metal and some pivots, as it did on the real thing, and
as his main material for building small detailing parts, like the ladders, the cranes have also been made so
pretty much everything, apart from which are brass. The model has been that they move like the originals. Q

44
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 PRODUCT SPOTLIGHT

SOUTHERN ‘BLACK MOTOR’ minimal expenditure. At

Three versions of the ‘700’
class are currently in the
Hornby range, making the
perfect bedfellow for the
new Adams ‘Radial Tank’.
Although initially used on
passenger trains as well as
goods, they were primarily
used as goods engines from
the early part of the 20th
century. However, the ‘700’
class story goes back to the
end of the previous century.
It was in 1895, with the
London and South Western
Railway (LSWR) in desperate
need of new freight locomotives
that Works Manager, W.F
Pettigrew, broached the
subject of ordering 30 0-6-0
tender locomotives with the
Locomotive Committee in
February that year. His boss,
Locomotive Superintendent,
William Adams, was on
extended leave due to illness,
and although the committee
agreed in principle, expecting
Adams to seek tenders for the
work based on his designs,
it wasn’t until his successor,
Dugald Drummond, arrived on
the scene that action was taken.
Drawing on his previous
design work at the Caledonian
Railway, the winning tender
went to Dübs & Co. in
Glasgow, with a price of
£2,695.00 per engine and
tender (around £155,000 today)
and delivery promised for
June 30, 1897. Known as the
‘700’ class or, ‘Black Motors’
from around 1903, many of
its components were shared
with the ‘M7’ class, particularly
boiler, cylinders and motion.
Lever reversing, in common
with locomotive and tender
vacuum braking, made shunting
duties quicker but the care
and attention lavished on the
locomotives’ appearance when
they entered service meant that
they were just as likely to be
spotted on passenger specials
or seaside excursions, as hauling
main line goods duties.
With increasing levels of
freight, particularly during the
First World War, the 700s were
seldom noted on passenger
duties and many ran well
over 100,000 miles between
general overhauls. In 1920
the new Mechanical Engineer,
Robert Urie, decided that
modernisation would benefit
the class and his extended
smokebox, improved
superheater, higher working
pressure and more efficient
firebox and boiler barrel
positioning achieved greater
locomotive efficiency, with
the Grouping in 1923, all of
the 700s entered the Southern’s
stock book. The new CME,
Richard Maunsell, put his mark
upon the class with further
modifications including new
pattern superheaters, stove
pipe chimneys and the tenders
from the 700s passing to
the ‘D15’ and ‘T9’ classes,
to be replaced with those
from the ‘D10/L11’ classes.
The entry of Maunsell’s ‘S15’
and ‘H15’ classes into traffic
relieved the 700s of most of
their mainline freight duties,
until the Second World War
intervened and the 700s
returned to those duties. By
Nationalisation all necessary
remedial maintenance from
the neglect of the war years
had been carried out and all 30
locomotives entered British
Rail service. Rapid decline in
goods traffic, as well as local
branchline and secondary
lines in the early 1960s, led
to a wholesale withdrawal of
the class taking place in 1961
and 1962, although several
of the last survivors were
taken out of normal service
and fitted with snow ploughs
in the autumn of 1963.
The original No. 30346
entered service in August 1897
as LSWR No. 711 at Strawberry
Hill, being renumbered as 346
at a point between June and
August 1898. In early 1917, 346
was one of three locomotives
transferred to Bournemouth to
assist with the large volumes of
special traffic coming from the
Somerset & Dorset Joint line
and in November 1923 was one
of the batch of locomotives to
SR ‘700’ CLASS 0-6-0
CAT REF:
RRP:
DCC:
receive the Urie modifications.
By 1931, No. 346 was
allocated to Feltham and
following Nationalisation and
re-numbering to 30346 in
November 1949, spent most of
its BR service allocated to 70C
Guildford Shed. No. 30346
was withdrawn from service
from 70B Feltham Shed on
November 17, 1962. Q
R3419 No. 693 – Southern black
R3420 No. 30346 – late BR black
R3421 No. 30698 – early BR black
£114.99
Ready

SOUTHERN RAILWAY 2-HAL

With the recent arrival of
the brand-new ‘HA’/Class
71 (see separate feature) it
is perhaps timely to remind
ourselves of Hornby’s 2-HAL
two-car Electric Multiple Unit
(EMU) released not too long
ago, which complements
the new Bo-Bo electric
locomotive very well.
Designed for long distance,
semi-fast services, the Class 2-HAL
was a development of the earlier
Class 2-BIL, with some changes
to the body construction. The
wooden frame and canvas covered
wooden roof was retained, while
the cab was constructed of
welded steel. The galvanised steel
sheeting sides replaced wooden
panels, with internal partitions
being made of plywood. Powered
by two 275hp traction motors
via a third rail, the 129ft 5in long
two car unit had a top speed
of 75mph and weighed 76 tons.
Works. The first batch of 76,
numbered 2601-2676, were
built in 1938 for service on
the London to Maidstone and
Gillingham routes in Kent. This
was far more than was actually
third class where seating was
thinly padded, drably upholstered
and with painted woodwork
replacing the traditional polished
mahogany. The 2-HAL had
only one lavatory per two
car set, as opposed to two
on the 2-BIL. The passenger
in the third class coaches. Some
of the 2-HALs allotted to Medway
were subsequently moved to the
Aldershot/Reading routes, being
used for mass transportation
of troops around Southern
No. 2700, was built in 1950 as
an accident replacement.
The class as a whole passed to
the newly formed British Railways
in 1948, being re-classified as TOPS
No. 2698 and No. 2699, which
were withdrawn in July 1971.
The set shown here is No. 2603
comprising of S10721S, which

is the powered vehicle in the

A total of 100, two car sets
were built at the Southern
Railway’s Eastleigh Works,
using frames from the Lancing
required for the Medway service
and was the largest single batch
of main line semi-fast stock ever
built by the Southern Railway.
The finish was less luxurious
than the 2-BIL, particularly in
capacity was originally 32 in first
class, which was later reduced
to 24, and 102 in third class.
In 1939 a second batch,
numbered 2677-2692, was
built for service on the London
Waterloo to Aldershot and Reading
routes, the only improvement
being more attractive upholstery
England at the start of the
Second World War and following
the evacuation at Dunkirk.
In 1948 a third batch,
numbered 2693-2699, was
built but these units had a
completely different appearance,
being all-steel construction
and looking very much like the
standard 4-SUB units being built
at the same time. A final unit,
pair, and S12188S, the dummy
Class 402 and remaining in service power car. Also available in
until the mid-1960s when they later BR blue as set No. 2623,
were replaced by the large new both are sold out at the Hornby
build of 2-HAP units. The last sets warehouse, but retailers still
in passenger traffic were No. 2695, hold supplies around the UK. Q
BR 2-HAL 2-CAR EMU
CAT REF: R3340/A Set No. 2603 – BR green
R3341/A Set No. 2623 – BR blue
RRP: £134.99
DCC: Ready

46 HORNBY COLLECTORS’ CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 47
 PRODUCT SPOTLIGHT
LMS BRAKE VAN
‘V’ TANK WAGON
The Vee Tank Wagon is a fairly
modern design of vehicle
for moving bulk cement and
similar materials, the V-shape
indentation encouraging the
flow of material to a centrally
mounted discharge door
under the wagon’s floor.
This type of wagon was
fairly short-lived, with modern
V-TANK WAGON
CAT REF: R6771 Mineral Industries Ltd
RRP: £22.99
NEW 7-PLANKERS
Guaranteed to brighten up
any model railway layout
are Hornby’s private owner
wagons, with several
new liveries appearing
over recent weeks. Two of
the new 7-plank wagons
are shown here and by
48 HORNBY COLLECTORS CLUB MAGAZINE ISSUE 109
freight haulers using bogie
tank wagons so that trains can
run at faster speeds on the
ever busy modern rail network.
The new model is a
representation of the
Mineral Industries Limited
fleet, with a 16ft wheelbase
and a carrying capacity
of just over 37 tons. Q
coincidence, both fleet
numbers on the two wagons
are the same, No. 109.
The grey wagon on the
left was owned by Gregory
Coal Merchants whose wharf
The most common brake van on the LMS was
the 20 ton, two-axle vehicle consisting
of a wooden plank body on a steel
underframe. The LMS had a large
fleet comprising those absorbed from
the pre-1923 companies and others
built during the LMS’s own tenure.
As freight train speeds increased the
brake van wheelbase was lengthened
to improve riding stability. The
model is of the later 16ft
wheelbase vehicle with a body
length of 24ft. Q
LMS 20-TON BRAKE VAN
CAT REF: R6768 No. 730159
RRP: £14.99
vehicle on the right is from
the fleet of Richard White &
Sons, Coal Factors of Evesham,
Worcestershire. The firm had
was at Kentish Town in North premises on Vine Street and they
London and was served by were served by the GWR. Q
the Midland Railway. The blue
7-PLANK 10-TON COAL PRIVATE OWNER COAL WAGONS
CAT REF: R6755 Gregory No. 109
R6757 Richard White & Sons No. 109
RRP: £11.99
WWW.HORNBY.COM
MEMBERS’ GALLERY
atthew Murphie
M from Grantown-
on-Spey in
the Scottish
Highlands (Member
MURP56AE480) has recently
joined the Hornby Collectors’
Club as a 12th birthday present.
Once his introductory
Member’s Pack arrived he
couldn’t wait to choose ‘Battle
of Britain’ No. 34070 Manston
as his first special model. He
proudly places his new Bulleid
‘Light Pacific’ onto the track
on the new section of layout
being constructed to turn
the completed ‘Chawton’
station complex project into a
continuous run, oval layout.
The construction of
‘Chawton’ was covered in
detail by regular contributor,
Ian Lamb, in recent issues
of The Collector, and was
concluded in Issue 107.
Picture by Ian Lamb.
Get into the Christmas Spirit with your
very own Santa’s Express Train Set
The ultimate Christmas
decoration. Santa’s special train
includes his very own steam
engine, a wagon full of presents
and a closed van in which he
keeps his reindeer. The spritely
little engine, with its colourful
seasonal livery, is more than
capable of pulling such an
important train around the base
of your Christmas tree, delivering
seasonal cheer on the circle of
track included in this set.
Contents:
Q 0-4-0T locomotive
Q 7 plank open wagon
Q LWB box van
Q Controller
Q Double curve 1st radius track x 8
Q Power clip
Q Hornby owner’s manual
Buy yours today at www.hornby.com or visit your
local Hornby Stockist
WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 49
 NEW BOOK
I N!
W
A NC
E TO SPECIAL OFFERS
YO
U R C H
& ATTRACTIONS
The Railways 10% discount
Nation, Network and People
Simon Bradley for all new patrons
An extraordinary social history of Britain’s rail networks
and its people, that will appeal to railway enthusiasts, Helps us to inspire the next generation
commuters and everyone else who travels by train.
and influence the way people connect
Sunday Times History Book of the Year 2015. with the National Railway Museum
Britain’s railways have been a vital part of national life for nearly 200 now and in the future.
years. Transforming lives and landscapes, they have left their mark on
everything from timekeeping to tourism. As a self-contained world
governed by distinctive rules and traditions, the network also exerts For more details on all the exclusive
a fascination all its own. From the classical grandeur of Newcastle access and events for patrons contact:
station to the ceaseless traffic of Clapham Junction, from the
mysteries of Brunel’s atmospheric railway to the lost routines of the
great marshalling yards, Simon Bradley explores the world of Britain’s The National Railway Museum
railways, the evolution of the trains, and the changing experiences of
passengers and workers. The Victorians’ private compartments, railway Development Team, Leeman Road
rugs and foot-warmers have made way for air-conditioned carriages York YO26 4XJ
with airline-type seating, but the railways remain a giant and diverse 01904 685774 or development@nrm.org.uk
anthology of structures from every period, and parts of the system are
the oldest in the world. Using fresh research, keen observation and Reviews
a wealth of cultural references, Bradley weaves from this network a The Railways - history book of the year: Bradley’s loving tribute to the Offer is available until the end of 2016
remarkable story of technological achievement, of architecture and golden age of the railway is a magnificent achievement ... a gorgeous
engineering, of shifting social classes and gender relations, of safety Christmas pudding of a book ... Most eye-catching are the superbly
and crime, of tourism and the changing world of work. The Railways crafted chapters on accidents and murders, yet where his book really
shows us that to travel through Britain by train is to journey through shines is in its portraits of the British themselves ... His book is so
time as well as space. colourful, so rich and engaging, that even if you don’t like railways
you should love it.
768 Pages, Published by Profile Books - Dominic Sandbrook, Sunday Times PLEASE PRESENT/QUOTE YOUR MEMBERSHIP CARD/NUMBER IN ORDER TO REDEEM THIS OFFER
About the author Simon Bradley’s The Railways is magisterial. It’s both authoritative and
Simon Bradley is joint editor of the celebrated Pevsner Architectural absorbing. A first class journey.
Guides, to which he has contributed a number of notable revised
volumes. He started trainspotting aged eleven, and his interest in
railways has broadened and endured. He is the author of St Pancras
- Michael Palin

Rich and revealing ... [Bradley’s] special delight is in ferreting out the
CONCESSION 10%
Station (Profile), and lives in London. telling, often surprising detail that brings the great themes of his story
alive ... a monumental work. DISCOUNTS OFF
Currently filming for BBC programme Full Steam Ahead - Daily Telegraph Use your membership card to get a 10% 0%
discount in all of the following concessions:
HORNBY HAVE A COPY OF THIS RULES OF ENTRY Q Hornby Shop, Swindon Q Wonderful World of Trains and
1 The winner of the competition will be picked at random from all Q Harrods Concession, London Planes Concession, Birmingham
NEW BOOK TO GIVE AWAY
To be in with a chance of receiving it, simply tell us about your
fondest real railway experience or memory, in no more than 250
entries received by the closing date of 30th November 2016.
2 The competition is limited to one entry per current member of the
Hornby Hobbies Club.
Q Fenwick Concession, Newcastle
Q Fenwick Concession, Canterbury
Q Bentalls Concession, Kingston
Q Hamleys Regent Street
Concession, London
Q Hamleys Glasgow
T&C: This voucher allows 2 children
into the HVC centre free of charge. KIDS GO
FREE!
Valid until 31st December 2016.
3 The results of the competition will be announced in Issue 110 of
words. The book will go to the first entry drawn at random after the Q Daniels Concession, Windsor Concession, Glasgow Under 18’s must be accompanied
the Hornby Collectors’
closing date. We will publish the best of your stories too! magazine and the winner will be notified by post on the release of Q Boswells Concession, Oxford Q Hamleys Manchester by an adult - under 5’s come in for
free. Not to be used in conjunction
the product. Q Houghton Hall Concession, Carlisle Concession, Manchester
Please send all entries to; Hornby Issue 109 Book Competition, with other offers. Show your
4 The competition is not open to employees of Hornby Hobbies Q Chester Model Centre Q Hamleys Dundrum EIRE Use your membership
Hornby Hobbies Ltd, 3rd Floor, The Gateway, Innovation Way, membership card with the voucher.
Ltd., their agents or families. Concession, Chester Concession, Dundrum
Discovery Park, Sandwich, CT13 9FF or e-mail them in to club@ 5 No correspondence to be entered into in conjunction with the
card to get a discount on
Q Shildon Railway Museum Q James Pringles Weavers *WESTWOOD, MARGATE
hornby.co.uk – send your short story and include your name, address competition. Concession, Shildon Concession, Anglesey KENT CT9 4JX
your favourite brand!
and membership number. 6 The Hornby Collectors’ Club accepts no responsibility for entries On the A254 Ramsgate Road,
Closing date for all entries is 30t November 2016 lost in the post or damaged or defaced in any way.
To find out more information about the concessions between Westwood Cross * Hornby Visitor Centre,
Hornby reserves the rights to change the terms and conditions of 7 No cash equivalent is available. The judges’ decision is final. Shopping Centre and Margate. Margate, 20% discount!
the competition. search for one of the above at corgi.co.uk/stockists

50 HORNBY COLLECTORS CLUB MAGAZINE ISSUE 109 WWW.HORNBY.COM WWW.HORNBY.COM ISSUE 109 HORNBY COLLECTORS’ CLUB MAGAZINE 51
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