Hornby Europa (precio EUR)

Era 4 was the period which saw early railway nationalisation and large-scale regeneration of the railway network, with the aim of moving towards modernisation. The BR, D2068 20T Brake Van, M731456 - Era 4 was one of these wagons designed during this fast-moving period and definitely a worthy addition to any collection or railway layout. This model has planking detailing, a painted finish and measures in at 92mm.

Era 4 was the period which saw early railway nationalisation and large-scale regeneration of the railway network, with the aim of moving towards modernisation. The BR, D2068 20T Brake Van, M731792 - Era 4 was one of these wagons designed during this fast-moving period and definitely a worthy addition to any collection or railway layout. This model has planking detailing, a painted finish and measures in at 92mm.

The BR Departmental, ex-Mk1 SK Ballast Cleaner Train Staff Coach, DB 975805 - Era 7 was a former Mk.1 SK, M24972, that was converted into an BR Departmental RCE Staff and Dormitory coach in 1978. The livery represents the coach during the period when it served with the ballast cleaning train in 1985. Pick up yours today in olive painted finish and measuring in at 265mm in length.

The BR Departmental, ex-Mk1 SK Ballast Cleaner Train Staff Coach, DB 975805 - Era 7 was a former Mk.1 SK, M24972, that was converted into an BR Departmental RCE Staff and Dormitory coach in 1978. The livery represents the coach during the period when it served with the ballast cleaning train in 1985. Pick up yours today in olive painted finish and measuring in at 265mm in length.

BR Departmental, ex-Mk1 SK Ballast Cleaner Train Staff Coach, DB 975805 - Era 7 was a former Mk.1 SK, M24972, that was converted into an BR Departmental RCE Staff and Dormitory coach in 1978. The livery represents the coach during the period when it served with the ballast cleaning train in 1985. Pick up yours today in olive painted finish and measuring in at 265mm in length.

A classic British Rail 20T Brake Van to Diagram 1/507, in BR Departmental Green with Railfreight logo. Whether you are collecting wagons from all eras or are looking for something new for your layout, then this break van is worth picking up today!

Calling all farmyard and countryside layout collectors! The BR, Dia. 1530 Cattle Wagon, 552347 - Era 4 is a must-buy for your collection, with its wooden planking, metal bolt detailing and brown painted finish. Measuring at 90mm makes this wagon a fantastic gift for young collectors to enjoy too.

Entering traffic as E852 Sir Walter Raleigh in July 1928, smoke deflectors were added in December 1929 and the 'E' prefix was removed in June 1931. Following nationalisation, Sir Walter Raleigh was renumbered as 30852 in February 1949, while in Malachite Green with an unlettered tender and was repainted into British Railways Dark Green in December 1951. The late BR totem was added in October 1958.

Pull-Push' is a mode of operating a locomotive-hauled train fitted with the facility for it to be controlled from either end. Originally pioneered by the GWR, other railway companies adopted the same practice. Southern Railways introduced Pull-Push trains fairly early on and British Railways continued the practice using converted Maunsell coaches on the Southern Region. Running numbers: S 6695 S / S 1359 S.

A Closed Cover Truck (CCT) was a type of goods van used for transporting goods whilst keeping them protected from the wind and rain. Along with side doors, CCTs also featured opening ends which allowed them to be used to transport motor vehicles as well as parcel traffic. 37ft. 6 in. long vans were initially built by LNER in 1939 and featured three large sliding doors on each side making access extremely easy. The design was successful enough that BR built a further batch of wagons in 1950.

The introductory Hornby RailRoad range offers a selection of individual locomotives, rolling stock and accessories plus an assortment of train and wagon packs ideally suited for train set rolling stock enhancements or for those who wish to experiment and try their hands at developing their modelling techniques. All RailRoad models are fitted with the standard Hornby hook and bar type couplings and will therefore easily couple to those locomotives and rolling stock in both the standard Hornby and Thomas & Friends ranges. The Hornby RailRoad range is a simple and cost effective way of adding to a train set, providing a suitable and most appropriate stepping stone into the varied and fascinating World of model railways.

Built at Ashford Works in March 1909, SE&CR No. 177 entered traffic at Bricklayers Arms and following Grouping, in 1924 the locomotive was renumbered as A177. Between January 1943 and August 1944, 1177 went on loan with the LMS, based at Forfar, working Arbroath local traffic. In May 1953, now numbered 31177, the locomotive received a push-pull motor, keeping it until withdrawal in October 1961.

BR, HAA Top Skip, 352741 - Era 8

The BR, HAA wagon with graffiti, 355855 - Era 8 is much more of a modern day wagon and the ideal choice if you're simply looking to add a splash of colour to your collection, thanks for the graffiti detail. Each model measures at 120mm.

The City People set adds dynamic realism to urban layouts with seven detailed figures and a scale moped. The pack includes a diverse mix of male and female characters and is perfect for populating city streets, business districts and town centres. These figures help create authentic scenes of bustling activity across your layout and offers an easy way to improve the narative quality of any urban or town setting.

Coal Staithes bring authentic industrial character to your layout. The realistic coal storage represent the historical fixtures once common throughout railway yards and sidings across the country. Suitable for enhancing yard scenery, railway sidings, or urban settings, this building accessory adds period-appropriate atmosphere to any model railway landscape. The static coal staithes stand as a reminder of the vital role railways played in fuel distribution in Britain.

Transform your OO gauge layout with this finely detailed Coaling Stage from Hornby's Skaledale range. This resin model authentically recreates a traditional hand-loading coal facility used to fill locomotive bunkers. Meticulously crafted with multiple textured finishes including coal, wooden planking, and authentic brickwork, the structure features realistic staining effects for added realism. A perfect operational feature for your depot scenes, this highly detailed coaling stage adds both functionality and character to any collection.

The Coloured Light Signal features remote control operation, allowing you to switch seamlessly between red and green when connected to your controller's accessory power output or a 16V DC supply. This post is designed to integrate with any layout, providing realistic signalling capabilities. The signal is operated via an 'on-on' lever switch R046 (not included), giving you complete control over your signalling system.

Plate Layers Huts were vital structures along British railways, providing essential shelter and storage for maintenance crews responsible for track upkeep. These practical buildings were commonly seen alongside railway lines until the 1970s, when their use declined following the introduction of more flexible working practises and modernised maintenance methods. This Concrete Plate Layers Hut from the Hornby Skaledale range brings railway infrastructure to your scale model layout. Made from resin, this compact model structure features metal and moss detailing, capturing the utilitarian design of these once-essential lineside buildings.

The first phase of building British Railways' Mark 1 catering vehicles followed the traditional pattern of dining that had been catered for since Edwardian times, with large Kitchen Cars preparing multiple course dining for consumption in both First and Third Class Dining Cars. However, during the early 1950s it became apparent that social patterns regarding rail travel catering were changing as a direct consequence of WWII attitudes towards dining. The catering department of British Railways was experiencing a demand from travellers for cheaper and lighter meals as well as an increase in social drinking that was not related to dining. This change in dining patterns meant that the use of a Buffet vehicle, rather than a full Kitchen Car/Dining Car combination, was sometimes a better option and the third phase 1957-62 Mk.1 building program provided many of BR's vehicles with buffet facilities. Not just in addition to full meal provision, but also replacing it. Three prototype catering vehicles were built by Eastleigh to basic requirements set out by the Hotels and Catering Services Department of British Railways, with each stage of construction incorporating feedback from restaurant car staff- these being M1546 Kitchen-Buffet (RKB), W1900 Unclassed Restaurant (RU) and E1700 Buffet-Restaurant (RB). The RB kept the same kitchen, staff area and seating type as the other two vehicles, but by sacrificing ten seats, the pantry was extended, and a new service counter was introduced for the serving of light refreshments. Propane gas units were introduced for gas cooking. This meant reducing the reliance on electric power which allowed for a smaller dynamo and battery. Access to the water tanks was also improved, along with door access for the catering staff; the single 24Ó doors being replaced with a 'door and a third' arrangement that offered a second 9Ó wide door alongside the main door. The prototypes were a success and 128 vehicles were ordered, built in four lots between 1960 and 1962 by Pressed Steel and Birmingham RC&W. But in a change from the prototype, some of the window sizes were altered and the serving area was rotated through 90 degrees to become longitudinal. By 1977, British Rail had come to realise that the existing Mk.1 catering stock would have to be retained for a longer period on long haul services than originally anticipated, especially as the APT and HST programs were behind schedule. The catering fleet was suffering as vehicle availability decreased and services increased, leading to a lack of morale among catering staff and an increase in public dissatisfaction with on-train catering. In 1960, 850 catering vehicles covered 794 daily booked services but by 1977 this had dropped to 460 vehicles covering over a thousand daily services. Following a high profile public opinion survey, BR realised that catering needed to become part of the corporate InterCity image and an accelerated program of refurbishment ensued. The onboard equipment and interior layout needed to be standardised to ensure that spares were readily available to keep the vehicles in services and that serving patterns were consistent across the fleet to improve working conditions for staff. The resulting fleet refurbishment of all catering vehicles was based on alterations to the diagram 24 vehicles and was grouped under diagram 33 RB(R). Doors were installed between bars, pantries and kitchens which allowed for manning by fewer staff and interiors were improved by raising illumination levels through fluorescent lighting and removing bulkheads, using brighter colours and having 'wipe-clean' surfaces and seating. With no Mk.2 catering cars being built from new, Mk.1 restaurants and buffet vehicles were included in Mk.3 rakes on the major main lines until the Mk.3 catering coaches became available. Certain services continued to use them into the early 1990s; The Clansman and the Holyhead trains had RBRs in 1990/1991 and Norwich services still had them in 1993 according to the coaching stock book. Once the Mk.2f RFBs were fully in service, especially on InterCity cross country services, there was no further need for Mk.1 stock and the vehicles were relegated to charter stock.

The first phase of building British Railways' Mark 1 catering vehicles followed the traditional pattern of dining that had been catered for since Edwardian times, with large Kitchen Cars preparing multiple course dining for consumption in both First and Third Class Dining Cars. However, during the early 1950s it became apparent that social patterns regarding rail travel catering were changing as a direct consequence of WWII attitudes towards dining. The catering department of British Railways was experiencing a demand from travellers for cheaper and lighter meals as well as an increase in social drinking that was not related to dining. This change in dining patterns meant that the use of a Buffet vehicle, rather than a full Kitchen Car/Dining Car combination, was sometimes a better option and the third phase 1957-62 Mk.1 building program provided many of BR's vehicles with buffet facilities. Not just in addition to full meal provision, but also replacing it. Three prototype catering vehicles were built by Eastleigh to basic requirements set out by the Hotels and Catering Services Department of British Railways, with each stage of construction incorporating feedback from restaurant car staff- these being M1546 Kitchen-Buffet (RKB), W1900 Unclassed Restaurant (RU) and E1700 Buffet-Restaurant (RB). The RB kept the same kitchen, staff area and seating type as the other two vehicles, but by sacrificing ten seats, the pantry was extended, and a new service counter was introduced for the serving of light refreshments. Propane gas units were introduced for gas cooking. This meant reducing the reliance on electric power which allowed for a smaller dynamo and battery. Access to the water tanks was also improved, along with door access for the catering staff; the single 24Ó doors being replaced with a 'door and a third' arrangement that offered a second 9Ó wide door alongside the main door. The prototypes were a success and 128 vehicles were ordered, built in four lots between 1960 and 1962 by Pressed Steel and Birmingham RC&W. But in a change from the prototype, some of the window sizes were altered and the serving area was rotated through 90 degrees to become longitudinal. By 1977, British Rail had come to realise that the existing Mk.1 catering stock would have to be retained for a longer period on long haul services than originally anticipated, especially as the APT and HST programs were behind schedule. The catering fleet was suffering as vehicle availability decreased and services increased, leading to a lack of morale among catering staff and an increase in public dissatisfaction with on-train catering. In 1960, 850 catering vehicles covered 794 daily booked services but by 1977 this had dropped to 460 vehicles covering over a thousand daily services. Following a high profile public opinion survey, BR realised that catering needed to become part of the corporate InterCity image and an accelerated program of refurbishment ensued. The onboard equipment and interior layout needed to be standardised to ensure that spares were readily available to keep the vehicles in services and that serving patterns were consistent across the fleet to improve working conditions for staff. The resulting fleet refurbishment of all catering vehicles was based on alterations to the diagram 24 vehicles and was grouped under diagram 33 RB(R). Doors were installed between bars, pantries and kitchens which allowed for manning by fewer staff and interiors were improved by raising illumination levels through fluorescent lighting and removing bulkheads, using brighter colours and having 'wipe-clean' surfaces and seating. With no Mk.2 catering cars being built from new, Mk.1 restaurants and buffet vehicles were included in Mk.3 rakes on the major main lines until the Mk.3 catering coaches became available. Certain services continued to use them into the early 1990s; The Clansman and the Holyhead trains had RBRs in 1990/1991 and Norwich services still had them in 1993 according to the coaching stock book. Once the Mk.2f RFBs were fully in service, especially on InterCity cross country services, there was no further need for Mk.1 stock and the vehicles were relegated to charter stock.