Hornby Europa (precio EUR)

The BR InterCity, Mk2F Brake Second Open, 9525 - Era 8 with it's contrasting green and pale beige livery is guaranteed to stand out amongst the others on the railway scene. Let's not forget this will be a much appreciated gift for a friend or yourself on any occasion as well.

The BR InterCity, Mk2F Brake Second Open, 9533 - Era 8 with it's contrasting green and pale beige livery is guaranteed to stand out amongst the others on the railway scene. Let's not forget this will be a much appreciated gift for a friend or yourself on any occasion as well.

The BR InterCity, Mk2F First Open, 3295 - Era 8 with it's contrasting green and pale beige livery is guaranteed to stand out amongst the others on the railway scene. Let's not forget this will be a much appreciated gift for a friend or yourself on any occasion as well.

Entering traffic as E855 Robert Blake in November 1928, smoke deflectors were added a year later in November 1929 and the 'E' prefix was removed in July 1931. Following nationalisation, Robert Blake was renumbered as 30855 in February 1949 while in Malachite Green livery with an unnumbered tender, not receiving the early BR crest until repainted to BR Green in September 1950. The later BR crest was added in August 1958, with the Lions correctly facing left and right.

In order to cope with the steadily increasing weight of express passenger traffic on the Southern Railway in the early years of Grouping, Richard Maunsell, the Chief Mechanical Officer, needed a locomotive that was more powerful than the King Arthur class, but one that would still conform to the various gauging and weight issues within the region and still be capable of hauling 500 ton trains at a speed of 55mph. The new Lord Nelson design had to fit within the profile of the King Arthur class and having previously used a Drummond four cylinder locomotive as a test bed, Maunsell altered the positions of the cranks on the Lord Nelson design to give eight exhaust pulses per revolution, rather than four. The resulting increase in power over the two cylinder design of the King Arthur class was significant. A longer, Belpaire boiler, with a completely differently designed firebox was used, the cab design was similar to the L1 4-4-0 and the bogie was of a new design, being independently coil-sprung. Maunsell decided to produce one example as a prototype ordered from Eastleigh Works on May 29, 1925, which replaced the last engine on an existing King Arthur build order. The locomotive, No. E850, was completed on August 11, 1926 and after trials at Eastleigh, was sent to Nine Elms for trial running on the Western section mainlines to Bournemouth, Portsmouth and Exeter before moving across to Battersea for trials on the Dover boat trains. Although areas for improvement were noted, there was enough confidence in the locomotive's design for a further fifteen engines to be ordered; ten on March 13, 1927 and a further five on March 23, 1928. These locomotives were completed at Eastleigh between June 1928 and November 1929 and once the decision was taken to name the class after naval leaders, the Southern Railway's publicity department went to work promoting the introduction, basing their claim of the class being 'the most powerful express locomotive in Britain' on the theoretical tractive power of 33,300lbf. Both Maunsell and his successor, Oliver Bulleid, bought a number of modifications to the class, the most noticeable being the introduction of smoke deflectors but chimneys, bogie frames and cylinders were all modified, giving a subtle range of external differences over the pre-war appearance of the class. Post-war, speed recorders and AWS apparatus were added by British Railways but it was the range of tenders that added interest. For most of their service life, the class ran with flat-sided 5000 gallon bogie tenders, but modified Urie style 5000 gallon bogie tenders from the S15 class were also used, along with 4000 gallon six-wheel tenders. The first withdrawal came in May 1961, the last in October 1962 and one locomotive, No.30850 Lord Nelson, was saved for preservation in the National Collection. Built at Eastleigh in October 1929, 863 Lord Rodney entered traffic at Stewarts Lane, before moving to Nine Elms in October 1938 following the fitting of an experimental large diameter chimney. Moving between these two sheds, Lord Rodney moved to Bournemouth in June 1945, but was at Nine Elms when renumbered under British Railways to 30863 in August 1949. Whilst at Eastleigh in 1956, Lord Rodney had the front end renewed following a collision, but was not withdrawn from traffic until February 1962.

During 1927 and 1928, the Southern Railway found itself with a large surplus amount of ex-LSWR underframes, as many of the former LSWR Bogie Block 4-coach sets were converted to EMUs on new 62' underframes. The spare underframes proved an ideal base for the new Gangwayed Bogie Luggage Vans (GBL) that the SR were looking to build at the time. The GBL vans were mainly used across the SR's Western Section, with just a few working in the Eastern Section on Parcels traffic and Chatham passenger trains. In the west, their use extended to Newspaper, Parcels, Dairy and Bicycle traffic, as well as for passenger baggage on the South Coast express trains and in 1939, at the Ministry of Health's request, thirty were converted at Lancing Works for use in Casualty Evacuation Trains with more converted to ambulance coaches before the end of the war. The GBL vans were rapidly replaced in traffic by BR bogie GUV vans and virtually all were withdrawn during 1959 and 1960, with just a few survivors continuing in service as Pigeon vans until November 1961. Other examples were transferred into Departmental use, with some modifications taking place such as the widening of doors and the removal of gangways, however one van, No. 2464, found fame by being re-entered into traffic to convey Sir Winston Churchill's body from London to Handborough on 30 January 1965.

During 1927 and 1928, the Southern Railway found itself with a large surplus amount of ex-LSWR underframes, as many of the former LSWR Bogie Block 4-coach sets were converted to EMUs on new 62' underframes. The spare underframes proved an ideal base for the new Gangwayed Bogie Luggage Vans (GBL) that the SR were looking to build at the time. The GBL vans were mainly used across the SR's Western Section, with just a few working in the Eastern Section on Parcels traffic and Chatham passenger trains. In the west, their use extended to Newspaper, Parcels, Dairy and Bicycle traffic, as well as for passenger baggage on the South Coast express trains and in 1939, at the Ministry of Health's request, thirty were converted at Lancing Works for use in Casualty Evacuation Trains with more converted to ambulance coaches before the end of the war. The GBL vans were rapidly replaced in traffic by BR bogie GUV vans and virtually all were withdrawn during 1959 and 1960, with just a few survivors continuing in service as Pigeon vans until November 1961. Other examples were transferred into Departmental use, with some modifications taking place such as the widening of doors and the removal of gangways, however one van, No. 2464, found fame by being re-entered into traffic to convey Sir Winston Churchill's body from London to Handborough on 30 January 1965.

Maunsell's diagram 2652 third class dining saloons were built in 1927 to provide an area for third class passengers to make use of the kitchen services provided in first class kitchen/dining coaches. The exterior of the coaches utilised the 'low-window' Maunsell styling, with ventilators above the windows and doors at each end which were gently recessed to accommodate their grab handles within gauging limits. Inside, each coach could accommodate 64 diners and two toilets were located at the end of the coach furthest away from the kitchen/dining first coach. Whereas a further 40 kitchen/dining firsts were built to the same 'low-window' style from 1929 onwards, accompanying third class dining was felt to be better served by the new 'high-window' open third saloons and as a consequence, from 1930, the six third class restaurant dining saloons were reclassified as open thirds. In 1947 the six coaches received updated interiors, with 4 of the coaches becoming composite coaches and two becoming first class coaches. The four composite coaches, nos. 1365-1368, served on the South Western section of the railway network paired with diagram 2659 Kitchen & Buffet Cars.

Maunsell's diagram 2652 third class dining saloons were built in 1927 to provide an area for third class passengers to make use of the kitchen services provided in first class kitchen/dining coaches. The exterior of the coaches utilised the 'low-window' Maunsell styling, with ventilators above the windows and doors at each end which were gently recessed to accommodate their grab handles within gauging limits. Inside, each coach could accommodate 64 diners and two toilets were located at the end of the coach furthest away from the kitchen/dining first coach. Whereas a further 40 kitchen/dining firsts were built to the same 'low-window' style from 1929 onwards, accompanying third class dining was felt to be better served by the new 'high-window' open third saloons and as a consequence, from 1930, the six third class restaurant dining saloons were reclassified as open thirds. In 1947 the six coaches received updated interiors, with 4 of the coaches becoming composite coaches and two becoming first class coaches. The four composite coaches, nos. 1365-1368, served on the South Western section of the railway network paired with diagram 2659 Kitchen & Buffet Cars.

The Maunsell High Window stock was initially authorised in 1929 by the Southern Railway. The BTK stock was built to Order No. E707, under diagram D2110, with thirty vehicles entering service in September 1933, whilst the FK stock were built to Order No. E490 and delivered in August 1930. Comprising sixteen vehicles under diagram D2501, they originally formed part of eleven coach trains for the Waterloo-Southampton services. The TK stock was built to Order No. E705, a large order of fifty vehicles to diagram D2001 that was delivered in December 1933.

Another one of Richard Maunsell's railway creations is the BR, Maunsell Corridor Composite, S5145S 'Set 399' - Era 5. Running from the years of 1956 to 1968, this coach has a green livery and measures 243mm which makes it a great addition to any landscape, be it the center of town or the country hills.

Another railway creation by Richard Maunsell is the BR, Maunsell Corridor Composite, S5673S 'Set 230' - Era 5. Running from the years of 1956 to 1968, this coach has a green livery and measures 243mm which makes it a great addition to any landscape, be it the center of town or the country hills.

The Maunsell High Window stock was initially authorised in 1929 by the Southern Railway. The BTK stock was built to Order No. E707, under diagram D2110, with thirty vehicles entering service in September 1933, whilst the FK stock were built to Order No. E490 and delivered in August 1930. Comprising sixteen vehicles under diagram D2501, they originally formed part of eleven coach trains for the Waterloo-Southampton services. The TK stock was built to Order No. E705, a large order of fifty vehicles to diagram D2001 that was delivered in December 1933.

Another railway creation by Richard Maunsell is the BR, Maunsell Corridor Four Compartment Brake Second, S3232S 'Set 399' - Era 5. Running from the years of 1956 to 1968, this coach has a green livery and measures 243mm which makes it a great addition to any landscape, be it the center of town or the country hills.

Another railway creation by Richard Maunsell is the BR, Maunsell Corridor Four Compartment Brake Second, S3233S 'Set 399' - Era 5. Running from the years of 1956 to 1968, this coach has a green livery and measures 243mm which makes it a great addition to any landscape, be it the center of town or the country hills.

Another one of Richard Maunsell's railway creations is the BR, Maunsell Corridor Second, S1135S - Era 5. Running from the years of 1956 to 1968, this coach has a green livery and measures 243mm which makes it a great addition to any landscape, be it the center of town or the country hills.

Another one of Richard Maunsell's railway creations is the BR, Maunsell Corridor Six Compartment Brake Second, S2764S 'Set 230' - Era 5. Running from the years of 1956 to 1968, this coach has a green livery and measures 243mm which makes it a great addition to any landscape, be it the center of town or the country hills.

The Maunsell High Window stock was initially authorised in 1929 by the Southern Railway. The BTK stock was built to Order No. E707, under diagram D2110, with thirty vehicles entering service in September 1933, whilst the FK stock were built to Order No. E490 and delivered in August 1930. Comprising sixteen vehicles under diagram D2501, they originally formed part of eleven coach trains for the Waterloo-Southampton services. The TK stock was built to Order No. E705, a large order of fifty vehicles to diagram D2001 that was delivered in December 1933.

Following the introduction and demand of dining-orientated passenger coaches, the BR, Maunsell Kitchen/Dining First, S7858S - Era 4/5 also joined the increasing list of these types of coaches. Designed by Richard Maunsell and featuring a crimson and cream livery in addition to the windows that detail the coach's interior. This subtle detail brings out the very best of the 'Kitchen/Dining First, S7858S' history and, as a result, is the perfect option for any new collection addition. The coach measurements are 244mm.

Southern Railway inherited a variety of coach stock that had been used by other railway companies pre-grouping. Furthermore, Southern Railway continued to build new coaches to the design of the three largest companies. The Maunsell carriage was intended to be the standard carriage design for use across the Southern Railway lines, incorporating the best features of each of the former companies' designs. Maunsell Coaches were constructed between 1925 and 1936 at Eastleigh, with 1200 being built. The standard coach design was 59ft long and made from wood with steel sheeting. One feature of the coaches was the low window placement which while less of an issue when seated, meant that whilst stood up it was difficult to see outside the coach without ducking. In 1929 this feature was amended, resulting in the introduction of 'high window' coaches, although on corridor coaches the low windows remained on the compartment side of the coach. In operation, coaches were grouper together to form sets. The intention was that coaches would remain in these sets for long durations, with the set numbers appearing at the brake end of the set. 139 sets were created with loose stock being used to supplement the sets on busier trains. In August 1925, construction began on six First Class Dining Saloons for the Western Section. The first of a batch of twenty-six such vehicles under Diagram 2651, they were intended for the London-Bournemouth, London-Portsmouth and London-Exeter services and were of the low-windowed design. Seating twenty four passengers in four seating bays at one end and the kitchen, pantry, service vestibule and side corridor at the other, a set of double loading doors opened into the vestibule, while the passengers accessed the Restaurant from the gangways at either end. Four further low windowed Dining Saloons were completed between July and December 1929, intended for the inter-regional through sets and in May/June 1930, ten further Dining Saloons entered service, under Order 464, on West Country workings.

Southern Railway inherited a variety of coach stock that had been used by other railway companies pre-grouping. Furthermore, Southern Railway continued to build new coaches to the design of the three largest companies. The Maunsell carriage was intended to be the standard carriage design for use across the Southern Railway lines, incorporating the best features of each of the former companies' designs. Maunsell Coaches were constructed between 1925 and 1936 at Eastleigh, with 1200 being built. The standard coach design was 59ft long and made from wood with steel sheeting. One feature of the coaches was the low window placement which while less of an issue when seated, meant that whilst stood up it was difficult to see outside the coach without ducking. In 1929 this feature was amended, resulting in the introduction of 'high window' coaches, although on corridor coaches the low windows remained on the compartment side of the coach. In operation, coaches were grouper together to form sets. The intention was that coaches would remain in these sets for long durations, with the set numbers appearing at the brake end of the set. 139 sets were created with loose stock being used to supplement the sets on busier trains.