{"title":"Hornby TT:120","description":null,"products":[{"product_id":"hornby-tt1002m-the-eastern-train-set","title":"Hornby TT1002M - The Eastern Train Set","description":"\u003cp\u003eWhile train travel may have become more standardised in the BR era, this did not dampen the majesty of a steam hauled service. This set includes a 4-6-2 LNER A4 locomotive, William Whitelaw as it could be seen in BR days, with some very complimentary BR Maroon Mark 1 coaches.\u003c\/p\u003e\n\u003cp\u003eThis set contains a starter oval of track and a siding providing a good size layout for you to get started. This included circuit can be expanded with our easy to add track extension packs.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45484993183979,"sku":"TT1002M","price":175.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/TT1002M_1.jpg?v=1717938373"},{"product_id":"hornby-tt6014-br-coal-sector-haa-mgr-wagon-354496","title":"Hornby TT6014- BR Coal Sector HAA MGR Wagon '354496'","description":"\u003cp\u003e\u003cspan\u003eBuilt from 1964 to 1977, HAA wagons were built as method to move coal more efficiently, particularly with the aim of improving to supply of coal to power stations. It was intended that trains of these wagons could run in a continuous loop from the colliery to the power station and back, with machinery in place to allow loading and unloading at slow speeds. In reality it was often the case that the infrastructure to allow this type of running did not exist, particularly at the collieries and on the loading side of the journey, but nonetheless these wagons greatly improved coal transfer. With the decline of Britain's coal industry these previously extremely common wagons have now become extremely rare with most having been either scrapped or rebuilt as another form of wagon.\u003c\/span\u003e\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45798209880299,"sku":"TT6014","price":26.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt6014_1.jpg?v=1726000079"},{"product_id":"hornby-tt4005b-br-mk1-composite-corridor-e15481","title":"Hornby TT4005B - BR Mk1 Composite Corridor E15481","description":"\u003cp\u003eUpon nationalisation in 1947 the newly formed British Railways saw the need to standardise their passenger stock, having inherited a patchwork of coaches of all different specifications from each of the big four who were in turn sometimes running a wide variety of stock from their constituent companies. This new coach would have to be perfect for every possible use that the new BR may need it for, which could be tricky when the coach would need to be used on high speed summer boat trains in the south and cold winter services in the north of Scotland.\u003c\/p\u003e\n\u003cp\u003eThese coaches would be constructed from 1951 to 1963 with only one significant change made during this time, a swapping of bogies in the last gasps of the Mark 1s build cycle. The Mark 1 coach as it would be designated was designed to be a ‘go anywhere, do anything’ coach utilising the best features from each of the big four coaches the company had inherited. The Mark One coaches were stronger than the designs they replaced, with their introduction being commended in rail safety reports. These coaches would be in stock in one form or another in the UK until 2010, when the Mark One based Class 421 was withdrawn from service on the Lymington Branch Line.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45798223282411,"sku":"TT4005B","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4005b_1.jpg?v=1726000642"},{"product_id":"hornby-tt4027-br-intercity-mk3-tourist-standard-open-42199","title":"Hornby TT4027 - BR Intercity, Mk3 Tourist Standard Open, 42199","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eAs BR began to move away from the corporate blue livery, some of the Mark 3 coaches and complimentary Class 43 units were painted into a new Intercity Executive livery. This livery consisted of a dark grey upper body, a stripe of white and red and a light beige sand colour on the bottom of the body. While this would be a popular and long lasting livery, the name Executive was dropped from the side of the units as the livery took over as the only one applied to Intercity sets.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45798297370859,"sku":"TT4027","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/tt4027a_1.jpg?v=1726002887"},{"product_id":"hornby-tt4028-br-intercity-mk3-tourist-guard-standard-44063","title":"Hornby TT4028 - BR Intercity, Mk3 Tourist Guard Standard, 44063","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eAs BR began to move away from the corporate blue livery, some of the Mark 3 coaches and complimentary Class 43 units were painted into a new Intercity Executive livery. This livery consisted of a dark grey upper body, a stripe of white and red and a light beige sand colour on the bottom of the body. While this would be a popular and long lasting livery, the name Executive was dropped from the side of the units as the livery took over as the only one applied to Intercity sets.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45800079163627,"sku":"TT4028","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4028_1.jpg?v=1726081886"},{"product_id":"hornby-tt4029a-br-intercity-mk3-tourist-first-41100","title":"Hornby TT4029A - BR Intercity, Mk3 Tourist First, 41100","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eAs BR began to move away from the corporate blue livery, some of the Mark 3 coaches and complimentary Class 43 units were painted into a new Intercity Executive livery. This livery consisted of a dark grey upper body, a stripe of white and red and a light beige sand colour on the bottom of the body. While this would be a popular and long lasting livery, the name Executive was dropped from the side of the units as the livery took over as the only one applied to Intercity sets.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45800115765483,"sku":"TT4029A","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4029a_1.jpg?v=1726082276"},{"product_id":"hornby-tt4031a-gwr-mk3-trailer-standard-open-42299","title":"Hornby TT4031A - GWR Mk3 Trailer Standard Open 42299","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eSome 40 years after introduction the Mark 3 coaches and Class 43 units are still in service. One of the most prominent users of the train is the GWR, with their Class 255 Castle sets made up of two 43 units and four coaches. These units were refurbished between 2018 and 2020 to make 12 trains, with the first being introduced in March 2019.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45800142143723,"sku":"TT4031A","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4031a_1.jpg?v=1726082934"},{"product_id":"hornby-tt4031b-gwr-mk3-trailer-standard-open-42351","title":"Hornby TT4031B - GWR Mk3 Trailer Standard Open 42351","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eSome 40 years after introduction the Mark 3 coaches and Class 43 units are still in service. One of the most prominent users of the train is the GWR, with their Class 255 Castle sets made up of two 43 units and four coaches. These units were refurbished between 2018 and 2020 to make 12 trains, with the first being introduced in March 2019.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45800165081323,"sku":"TT4031B","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4031b_1.jpg?v=1726083507"},{"product_id":"hornby-tt4006a-br-mk1-brake-second-corridor-e35335","title":"Hornby TT4006A - BR Mk1 Brake Second Corridor E35335","description":"\u003cp\u003eUpon nationalisation in 1947 the newly formed British Railways saw the need to standardise their passenger stock, having inherited a patchwork of coaches of all different specifications from each of the big four who were in turn sometimes running a wide variety of stock from their constituent companies. This new coach would have to be perfect for every possible use that the new BR may need it for, which could be tricky when the coach would need to be used on high speed summer boat trains in the south and cold winter services in the north of Scotland.\u003c\/p\u003e\n\u003cp\u003eThese coaches would be constructed from 1951 to 1963 with only one significant change made during this time, a swapping of bogies in the last gasps of the Mark 1s build cycle. The Mark 1 coach as it would be designated was designed to be a ‘go anywhere, do anything’ coach utilising the best features from each of the big four coaches the company had inherited. The Mark One coaches were stronger than the designs they replaced, with their introduction being commended in rail safety reports. These coaches would be in stock in one form or another in the UK until 2010, when the Mark One based Class 421 was withdrawn from service on the Lymington Branch Line.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45800174846187,"sku":"TT4006A","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4006a_1.jpg?v=1726083899"},{"product_id":"hornby-tt4001a-br-mk1-composite-corridor-e15468","title":"Hornby TT4001A - BR Mk1 Composite Corridor E15468","description":"\u003cp\u003eUpon nationalisation in 1947 the newly formed British Railways saw the need to standardise their passenger stock, having inherited a patchwork of coaches of all different specifications from each of the big four who were in turn sometimes running a wide variety of stock from their constituent companies. This new coach would have to be perfect for every possible use that the new BR may need it for, which could be tricky when the coach would need to be used on high speed summer boat trains in the south and cold winter services in the north of Scotland.\u003c\/p\u003e\n\u003cp\u003eThese coaches would be constructed from 1951 to 1963 with only one significant change made during this time, a swapping of bogies in the last gasps of the Mark 1s build cycle. The Mark 1 coach as it would be designated was designed to be a ‘go anywhere, do anything’ coach utilising the best features from each of the big four coaches the company had inherited. The Mark One coaches were stronger than the designs they replaced, with their introduction being commended in rail safety reports. These coaches would be in stock in one form or another in the UK until 2010, when the Mark One based Class 421 was withdrawn from service on the Lymington Branch Line.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45800177926379,"sku":"TT4001A","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-TT4001A_1.jpg?v=1726084085"},{"product_id":"hornby-tt4002-br-mk1-brake-second-corridor-e34735","title":"Hornby TT4002 - BR Mk1 Brake Second Corridor E34735","description":"\u003cp\u003eUpon nationalisation in 1947 the newly formed British Railways saw the need to standardise their passenger stock, having inherited a patchwork of coaches of all different specifications from each of the big four who were in turn sometimes running a wide variety of stock from their constituent companies. 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These coaches would be in stock in one form or another in the UK until 2010, when the Mark One based Class 421 was withdrawn from service on the Lymington Branch Line.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45800187986155,"sku":"TT4002","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-TT4002_1.jpg?v=1726084584"},{"product_id":"hornby-tt4033-br-57-corridor-third-m1832m","title":"Hornby TT4033 - BR 57' Corridor Third M1832M","description":"\u003cp\u003eAt the start of the 1930s the LMS abandoned the ‘Small Engine Policy that it had inherited from one of its largest predecessors, the Midland Railway. The abandoning of this policy led to some of the most famous Stanier and LMS designs such as the Jubilee, Black 5 and Duchess classes. To accompany this shift in ethos, new coaches were constructed for the LMS, with the 57’ coaches being built between 1931 and 1932.\u003c\/p\u003e\n\u003cp\u003eThese new coaches were steel clad, the first such for the LMS and had seating for 56, 300 such examples were built. In LMS service these coaches were painted in their striking maroon livery with LMS insignia adorning the side. The coaches, being relatively new at the time of nationalisation lasted well into the swansong days of BR, appearing in both its carmine and cream livery and later BR Maroon when BR decided to shift aesthetics back to regional recognition.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":45800312635627,"sku":"TT4033","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4033_1.jpg?v=1726084795"},{"product_id":"hornby-tt4033a-br-57-corridor-third-m1883m","title":"Hornby TT4033A - BR 57' Corridor Third M1883M","description":"\u003cp\u003eAt the start of the 1930s the LMS abandoned the ‘Small Engine Policy that it had inherited from one of its largest predecessors, the Midland Railway. The abandoning of this policy led to some of the most famous Stanier and LMS designs such as the Jubilee, Black 5 and Duchess classes. 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Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eSome 40 years after introduction the Mark 3 coaches and Class 43 units are still in service. One of the most prominent users of the train is the GWR, with their Class 255 Castle sets made up of two 43 units and four coaches. 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To accompany this shift in ethos, new coaches were constructed for the LMS, with the 57’ coaches being built between 1931 and 1932.\u003c\/p\u003e\n\u003cp\u003eThese new coaches were steel clad, the first such for the LMS and had seating for 56, 300 such examples were built. In LMS service these coaches were painted in their striking maroon livery with LMS insignia adorning the side. The coaches, being relatively new at the time of nationalisation lasted well into the swansong days of BR, appearing in both its carmine and cream livery and later BR Maroon when BR decided to shift aesthetics back to regional recognition.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107803025793,"sku":"TT4037A","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Medium-tt4037a_1.jpg?v=1741364589"},{"product_id":"hornby-tt4038-br-ex-lms-57-corridor-brake-third-no-m5769m-copy","title":"Hornby TT4038 - BR ex LMS 57' Corridor Brake Third No. M5769M","description":"\u003cp\u003eAt the start of the 1930s the LMS abandoned the ‘Small Engine Policy that it had inherited from one of its largest predecessors, the Midland Railway. The abandoning of this policy led to some of the most famous Stanier and LMS designs such as the Jubilee, Black 5 and Duchess classes. 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The coaches, being relatively new at the time of nationalisation lasted well into the swansong days of BR, appearing in both its carmine and cream livery and later BR Maroon when BR decided to shift aesthetics back to regional recognition.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107808039297,"sku":"TT4038","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4038_1.jpg?v=1741365248"},{"product_id":"hornby-tt4005-br-mk1-composite-corridor-e15058-1","title":"Hornby TT4005 - BR Mk1 Composite Corridor E15058","description":"\u003cp\u003eUpon nationalisation in 1947 the newly formed British Railways saw the need to standardise their passenger stock, having inherited a patchwork of coaches of all different specifications from each of the big four who were in turn sometimes running a wide variety of stock from their constituent companies. This new coach would have to be perfect for every possible use that the new BR may need it for, which could be tricky when the coach would need to be used on high speed summer boat trains in the south and cold winter services in the north of Scotland.\u003c\/p\u003e\n\u003cp\u003eThese coaches would be constructed from 1951 to 1963 with only one significant change made during this time, a swapping of bogies in the last gasps of the Mark 1s build cycle. The Mark 1 coach as it would be designated was designed to be a ‘go anywhere, do anything’ coach utilising the best features from each of the big four coaches the company had inherited. The Mark One coaches were stronger than the designs they replaced, with their introduction being commended in rail safety reports. These coaches would be in stock in one form or another in the UK until 2010, when the Mark One based Class 421 was withdrawn from service on the Lymington Branch Line.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107820589441,"sku":"TT4005","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/tt4005_1.jpg?v=1741365529"},{"product_id":"hornby-tt4023-br-intercity-mk3-ts-coach-e42063","title":"Hornby TT4023 - BR Intercity Mk3 TS Coach 'E42063'","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eThe Mark 3 coaches were introduced into service with the Class 43s as the Intercity 125 service. This top flight service was dressed in a variation of BR Blue with a grey window surround. The Class 43s would be painted in a complimentary colour scheme with yellow noses for safety reasons. The Mark 3 coaches would continue in service in this scheme until the late 1990s. In preservation, some of these coaches have had this distinctive livery reapplied.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107833598337,"sku":"TT4023","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4023_1.jpg?v=1741365846"},{"product_id":"hornby-tt4041-gwr-mk3-tgs-coach-44040","title":"Hornby TT4041 - GWR Mk3 TGS Coach 44040","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eSome 40 years after introduction the Mark 3 coaches and Class 43 units are still in service. One of the most prominent users of the train is the GWR, with their Class 255 Castle sets made up of two 43 units and four coaches. These units were refurbished between 2018 and 2020 to make 12 trains, with the first being introduced in March 2019.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107841790337,"sku":"TT4041","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4041_1.jpg?v=1741366811"},{"product_id":"hornby-tt4040-gwr-mk3-tf-coach-41146","title":"Hornby TT4040 - GWR Mk3 TF Coach '41146'","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eSome 40 years after introduction the Mark 3 coaches and Class 43 units are still in service. One of the most prominent users of the train is the GWR, with their Class 255 Castle sets made up of two 43 units and four coaches. These units were refurbished between 2018 and 2020 to make 12 trains, with the first being introduced in March 2019.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107846803841,"sku":"TT4040","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4040_1.jpg?v=1741366299"},{"product_id":"hornby-tt4006-br-mk1-corridor-brake-second-e34734","title":"Hornby TT4006 - BR Mk1 Corridor Brake Second E34734","description":"\u003cp\u003eUpon nationalisation in 1947 the newly formed British Railways saw the need to standardise their passenger stock, having inherited a patchwork of coaches of all different specifications from each of the big four who were in turn sometimes running a wide variety of stock from their constituent companies. This new coach would have to be perfect for every possible use that the new BR may need it for, which could be tricky when the coach would need to be used on high speed summer boat trains in the south and cold winter services in the north of Scotland.\u003c\/p\u003e\n\u003cp\u003eThese coaches would be constructed from 1951 to 1963 with only one significant change made during this time, a swapping of bogies in the last gasps of the Mark 1s build cycle. The Mark 1 coach as it would be designated was designed to be a ‘go anywhere, do anything’ coach utilising the best features from each of the big four coaches the company had inherited. The Mark One coaches were stronger than the designs they replaced, with their introduction being commended in rail safety reports. These coaches would be in stock in one form or another in the UK until 2010, when the Mark One based Class 421 was withdrawn from service on the Lymington Branch Line.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107878162817,"sku":"TT4006","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-TT4006_1.jpg?v=1741367258"},{"product_id":"hornby-tt4020-br-intercity-mk2f-tourist-standard-open-coach-5985","title":"Hornby TT4020 - BR Intercity, Mk2F Tourist Standard Open Coach '5985'","description":"\u003cp\u003eThe British Rail Mark 1 coaches were not suitable for higher speed rail services, with the Mark 1 coaches being a perfect compliment for steam locomotives which saw themselves being replaced by diesel and electric locomotives as the 1960s progressed. The Mark 2 coach was introduced in 1964 and was all steel. While the Mark 2 was a progression of the Mark 1, the two shared almost no common parts, and only a passing resemblance.\u003c\/p\u003e\n\u003cp\u003eIn service, the Mark 2 coaches were commonly seen in the BR Blue and Grey livery and Network South East colours. The coaches were mainly hauled by larger express diesel and electric locomotives such as the Class 40, 47 and 86. As of 2022, the only Mark 2 coaches still in service are those that are part of the Network rail fleet.\u003c\/p\u003e\n\u003cp\u003eThe Mark 2 F sub categories had plastic internal panelling with new style seats. Visually they were similar to the Mark 3 coach although there were obvious differences between the two with the length being the most notable. The coaches also had heating and air conditioning as debuted on the Mark 3 prototypes.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107940749697,"sku":"TT4020","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4020_1.jpg?v=1741369008"},{"product_id":"hornby-tt4018-br-intercity-mk2f-first-open-coach-m3345","title":"Hornby TT4018 - BR Intercity, Mk2F First Open Coach 'M3345'","description":"\u003cp\u003eThe British Rail Mark 1 coaches were not suitable for higher speed rail services, with the Mark 1 coaches being a perfect compliment for steam locomotives which saw themselves being replaced by diesel and electric locomotives as the 1960s progressed. The Mark 2 coach was introduced in 1964 and was all steel. While the Mark 2 was a progression of the Mark 1, the two shared almost no common parts, and only a passing resemblance.\u003c\/p\u003e\n\u003cp\u003eIn service, the Mark 2 coaches were commonly seen in the BR Blue and Grey livery and Network South East colours. The coaches were mainly hauled by larger express diesel and electric locomotives such as the Class 40, 47 and 86. As of 2022, the only Mark 2 coaches still in service are those that are part of the Network rail fleet.\u003c\/p\u003e\n\u003cp\u003eThe Mark 2 F sub categories had plastic internal panelling with new style seats. Visually they were similar to the Mark 3 coach although there were obvious differences between the two with the length being the most notable. The coaches also had heating and air conditioning as debuted on the Mark 3 prototypes.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107955921281,"sku":"TT4018","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-TT4018_2.jpg?v=1741369377"},{"product_id":"hornby-tt4019-br-intercity-mk2f-brake-standard-open-coach-m9534","title":"Hornby TT4019 - BR Intercity, Mk2F Brake Standard Open Coach 'M9534'","description":"\u003cp\u003eThe British Rail Mark 1 coaches were not suitable for higher speed rail services, with the Mark 1 coaches being a perfect compliment for steam locomotives which saw themselves being replaced by diesel and electric locomotives as the 1960s progressed. The Mark 2 coach was introduced in 1964 and was all steel. While the Mark 2 was a progression of the Mark 1, the two shared almost no common parts, and only a passing resemblance.\u003c\/p\u003e\n\u003cp\u003eIn service, the Mark 2 coaches were commonly seen in the BR Blue and Grey livery and Network South East colours. The coaches were mainly hauled by larger express diesel and electric locomotives such as the Class 40, 47 and 86. As of 2022, the only Mark 2 coaches still in service are those that are part of the Network rail fleet.\u003c\/p\u003e\n\u003cp\u003eThe Mark 2 F sub categories had plastic internal panelling with new style seats. Visually they were similar to the Mark 3 coach although there were obvious differences between the two with the length being the most notable. The coaches also had heating and air conditioning as debuted on the Mark 3 prototypes.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107966701953,"sku":"TT4019","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4019_1.jpg?v=1741369534"},{"product_id":"hornby-tt4024-br-intercity-mk3-tgs-coach-e44028","title":"Hornby TT4024 - BR Intercity, Mk3 TGS Coach 'E44028'","description":"\u003cp\u003eIn-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe.\u003c\/p\u003e\n\u003cp\u003eMk3 coaches are 75ft (23m) long, enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk brakes and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988.\u003c\/p\u003e\n\u003cp\u003eThe Mark 3 coaches were introduced into service with the Class 43s as the Intercity 125 service. This top flight service was dressed in a variation of BR Blue with a grey window surround. The Class 43s would be painted in a complimentary colour scheme with yellow noses for safety reasons. The Mark 3 coaches would continue in service in this scheme until the late 1990s. In preservation, some of these coaches have had this distinctive livery reapplied.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54107978236289,"sku":"TT4024","price":37.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-TT4024_1-1.jpg?v=1741369696"},{"product_id":"hornby-tt4003d-pullman-1st-class-kitchen-iolanthe","title":"Hornby TT4003D - Pullman 1st Class Kitchen 'Iolanthe'","description":"\u003cp\u003eThe Pullman Car Company took rail travel to the next level of opulence at a time when rail travel was already a premium experience. The Pullman services as operated by the PCC lasted almost a century with the first service operating in 1874 and the last in 1972.\u003c\/p\u003e\n\u003cp\u003ePullman services, with very few exceptions, were made up of the PCC's own rolling stock. This stock consisted of American-style coaches that were unique to the UK, made of wood and painted in the umber and cream livery. Every coach was named, even the third-class coaches although in this case, the name was usually its car number. This name adorned the side of each coach in a painted panel akin to a locomotive nameplate.\u003c\/p\u003e\n\u003cp\u003ePullman services operated on each of the Big Four’s rails and on the later nationalised rail network. The operator most opposed to the notion of the service was the GWR, who saw their own coaches as being luxurious enough and saw little point in operating Pullman trains. Eventually, they did commission some services. Many Pullman coaches have been preserved around the world, with several finding their way over to the United States.\u003c\/p\u003e\n\u003cp\u003eThis elegant Pullman coach is painted in the classic Pullman umber and cream livery and continues the Greek naming convention by being called ‘Iolanthe’. Attention to detail is shown with curtains printed on the inside of the windows and an opulent crest emblazoned on the body side.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54336814940545,"sku":"TT4003D","price":52.5,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt4003d_1.jpg?v=1748081567"},{"product_id":"hornby-tt6033-touax-geest-45ft-container-sffgmss-ifa-wagon","title":"Hornby TT6033 - TOUAX - 'GEEST' 45ft Container - Sffgmss IFA Wagon","description":"\u003cp\u003eThe TOUAX Sffgmss IFA Wagon with a Geest container brings modern freight to your TT:120 layout. Featuring accurate livery, fine detailing and smooth operation, this bold blue wagon is a perfect addition to any collection. \u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eSffgmss IFA wagons were constructed by Arbel Fauvet Rail in France in the 1980s and their main purpose was to transport freight in shipping containers. As ‘Ferryboat Wagons’, they were transported on European ferries and could also pass through the Channel Tunnel to the UK. \u003c\/p\u003e\n\u003cp\u003eThe bogie wagon’s platform length is 16.58m (approximately 54ft 5in) and the average tare is 18 tonnes. Each wagon can carry combinations of 20 and 30ft shipping containers, or a single 40 or 45ft unit. \u003c\/p\u003e\n\u003cp\u003eThese ubiquitous French wagons are now mostly seen in Germany and the UK. Due to its low frame, it is compatible to run on British routes, even with high cube containers as a load. The IFA wagons can often be seen in trains hauled by a Class 66 locomotive. \u003c\/p\u003e\n\u003cp\u003eThese Sffgmss wagons now belong to various owners, such as Touax, Ermewa, CNC, Novatrans and France Wagons.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54439461388673,"sku":"TT6033","price":47.5,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Webimage-tt6033_1.jpg?v=1751122190"},{"product_id":"hornby-tt3035m-br-class-37-37408-loch-rannoch","title":"Hornby TT3035M - BR - Class 37 - 37408 'Loch Rannoch'","description":"\u003cdiv class=\"grid__item grid__item--60\"\u003e\n\u003cp\u003eBuilt at English Electric’s Vulcan Works in 1965, this locomotive entered traffic as D6989 on 17th June and was initially allocated to Cardiff Canton depot. It was renumbered to 37289 under BR’s TOPS system in 1974. In August 1985, the locomotive was fitted with ETH, renumbered to 37408 and repainted in BR ‘large logo’ blue livery as one of 25 that went north to work passenger trains in Scotland. \u003c\/p\u003e\n\u003cp\u003eIt was named ‘Loch Rannoch’ at Eastfield depot, Glasgow, in September 1986 and adorned with the depot’s white Scottie Dog motif. It is in this livery that the model is presented. By November 1989 it had transferred to Immingham and the Departmental Civil Engineers’ pool. \u003c\/p\u003e\n\u003cp\u003eThis was followed by spells in the Trainload Petroleum sector and Trainload Freight West before becoming part of the EWS fleet in 1997. The locomotive was extensively damaged when it ran into parked stock at Rhymney in August 2005 and went into store for component recovery. It was subsequently scrapped at EMR Kingsbury in January 2008.\u003c\/p\u003e\n\u003cp\u003eGiven the designation Class 37 under the TOPS classification system rolled out by British Railways in 1973, 309 examples of what until then had been known as English Electric Type 3s, were built between 1960 and 1965.\u003c\/p\u003e\n\u003cp\u003eThese locomotives had two bogies, each with six powered wheels, referred to as Co-Co, and a power output of 1,750hp (1,305kW) from their turbocharged V12 diesel engines.\u003c\/p\u003e\n\u003cp\u003eThey were designed for freight work, but also for passenger duties on secondary routes, for which many of the class were fitted with steam-heat boilers to warm the passenger coaches. They had relatively low gearing, which was ideal for moving heavy freight trains, yet they were also capable of speeds of 90mph (140km\/h) which was equally useful on passenger trains.\u003c\/p\u003e\n\u003cp\u003eOriginally numbered D6700-D6999 and D6600-D6608, under TOPS they became Nos. 37001-37308. Although it was an English Electric design and built at its Vulcan Foundry at Newton-le-Willows, a number were also built by Robert Stephenson and Hawthorns in the north-east, the company having become part of English Electric in 1955.\u003c\/p\u003e\n\u003cp\u003eThe class 37s were extremely versatile machines and saw service across the whole of the UK, apart from on the Southern Region south of London. In the 1980s, they were selected as a standard Type 3 and many were given overhauls to extend their working lives into the 1990s. \u003c\/p\u003e\n\u003cp\u003eFitted with Electric Train Heating (ETH) several examples went to Scotland to work passenger services on the West Highland Line and also the Far North Line, while others were deployed on Welsh Marches trains, the Wherry Line in Norfolk, South Wales, the West Country and the Cumbrian Coast line.\u003c\/p\u003e\n\u003cp\u003eSome were given replacement Mirrlees or Ruston engines for a proposed Class 38, but in the event were given the sub-classification 37\/9. The locomotives’ relatively low-axle loading for their weight and power, left it as the only main line type available in significant numbers for lines with weight restrictions. \u003c\/p\u003e\n\u003cp\u003eMany are still in use to this day, used mainly on freight, maintenance\/engineering trains and empty stock movement, with a growing number finding their way onto charter work with operators such as West Coast Railways. As of 2024, 65 examples were still registered for main line work, plus there are more than 30 that have been preserved in the UK.\u003c\/p\u003e\n\u003c\/div\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54467962929537,"sku":"TT3035M","price":144.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/tt3035_1.jpg?v=1752247989"},{"product_id":"hornby-tt3036m-br-class-37-d6700","title":"Hornby TT3036M - BR - Class 37 - D6700","description":"\u003cdiv class=\"grid__item grid__item--60\"\u003e\n\u003cp\u003eD6700 was the first member of the English Electric Type 3s (later Class 37) to be built and, as such, was secured for preservation upon its retirement. It is now part of the National Collection but is currently on loan at the Great Central Railway, where it is in operational condition.\u003c\/p\u003e\n\u003cp\u003eIt emerged from Vulcan Foundry at Newton-le-Willows in December 1960 with split-headcode panels and was initially allocated to Stratford depot in East London. Its BR career took it to Haymarket (Edinburgh), March, Thornaby and Gateshead. Originally in all-over BR green, it was repainted into BR blue and yellow ends in June 1969 and received its TOPS number 37119 in February 1974.\u003c\/p\u003e\n\u003cp\u003eIn March 1988, it was reclassified to sub-class 37\/3 and among the changes made, its fuel capacity was increased, utilising the space from the redundant steam-heat boiler and it became No. 37350. After almost 39 years, it was withdrawn in December 1999 after seeing out its later career back ‘home’ at Stratford depot.\u003c\/p\u003e\n\u003cp\u003eThe model is presented in the livery it entered service in 1960, in all-over green – no yellow warning panels – and the BR ‘ferret and dartboard’ logo, the condition to which it has been restored in preservation. \u003c\/p\u003e\n\u003cp\u003eGiven the designation Class 37 under the TOPS classification system rolled out by British Railways in 1973, 309 examples of what until then had been known as English Electric Type 3s, were built between 1960 and 1965.\u003c\/p\u003e\n\u003cp\u003eThese locomotives had two bogies, each with six powered wheels, referred to as Co-Co, and a power output of 1,750hp (1,305kW) from their turbocharged V12 diesel engines.\u003c\/p\u003e\n\u003cp\u003eThey were designed for freight work, but also for passenger duties on secondary routes, for which many of the class were fitted with steam-heat boilers to warm the passenger coaches. They had relatively low gearing, which was ideal for moving heavy freight trains, yet they were also capable of speeds of 90mph (140km\/h) which was equally useful on passenger trains.\u003c\/p\u003e\n\u003cp\u003eOriginally numbered D6700-D6999 and D6600-D6608, under TOPS they became Nos. 37001-37308. Although it was an English Electric design and built at its Vulcan Foundry at Newton-le-Willows, a number were also built by Robert Stephenson and Hawthorns in the north-east, the company having become part of English Electric in 1955.\u003c\/p\u003e\n\u003cp\u003eThe class 37s were extremely versatile machines and saw service across the whole of the UK, apart from on the Southern Region south of London. In the 1980s, they were selected as a standard Type 3 and many were given overhauls to extend their working lives into the 1990s. \u003c\/p\u003e\n\u003cp\u003eFitted with Electric Train Heating (ETH) several examples went to Scotland to work passenger services on the West Highland Line and also the Far North Line, while others were deployed on Welsh Marches trains, the Wherry Line in Norfolk, South Wales, the West Country and the Cumbrian Coast line.\u003c\/p\u003e\n\u003cp\u003eSome were given replacement Mirrlees or Ruston engines for a proposed Class 38, but in the event were given the sub-classification 37\/9. The locomotives’ relatively low-axle loading for their weight and power left it as the only main line type available in significant numbers for lines with weight restrictions. \u003c\/p\u003e\n\u003cp\u003eMany are still in use to this day, used mainly on freight, maintenance\/engineering trains and empty stock movement, with a growing number finding their way onto charter work with operators such as West Coast Railways. As of 2024, 65 examples were still registered for main line work, plus there are more than 30 that have been preserved in the UK.\u003c\/p\u003e\n\u003c\/div\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54467969515905,"sku":"TT3036M","price":144.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/TT3036BRClass37DieselElectricD6700.jpg?v=1752248335"},{"product_id":"hornby-tt3037m-ews-class-37-37704","title":"Hornby TT3037M - EWS - Class 37 - 37704","description":"\u003cdiv class=\"grid__item grid__item--60\"\u003e\n\u003cp\u003eReleased from Vulcan Foundry in March 1962, this locomotive went new to Hull Dairycoates depot as D6734. Under the BR TOPS reclassification scheme, it became Class 37 No. 37034 in March 1974. As built, the locomotive had split-headcode boxes, which allowed for an end gangway door between them, but these were later removed. \u003c\/p\u003e\n\u003cp\u003eIn January 1986, it became part of a dedicated heavy freight fleet of 44 locomotives which were given the sub classification 37\/7 and received the new number, 37704. \u003c\/p\u003e\n\u003cp\u003eThese locomotives were given extra ballast weight and were particularly common on heavy South Wales steel and coal trains. They also worked 32-wagon ‘merry-go-round’ trains trains of 32-tonne air-braked ‘HAA’ hopper wagons. After 1996, No. 37704 became part of the EWS fleet and received its distinctive maroon and yellow livery. \u003c\/p\u003e\n\u003cp\u003eBy the time the locomotive was withdrawn in October 2003, it had completed an incredible 41 years and six months of service. It was scrapped at T.J. Thomson \u0026amp; Sons Ltd’s yard in Stockton by June 2009.\u003c\/p\u003e\n\u003cp\u003eGiven the designation Class 37 under the TOPS classification system rolled out by British Railways in 1973, 309 examples of what until then had been known as English Electric Type 3s were built between 1960 and 1965.\u003c\/p\u003e\n\u003cp\u003eThese locomotives had two bogies, each with six powered wheels, referred to as Co-Co, and a power output of 1,750hp (1,305kW) from their turbocharged V12 diesel engines.They were designed for freight work, but also for passenger duties on secondary routes, for which many of the class were fitted with steam-heat boilers to warm the passenger coaches. \u003c\/p\u003e\n\u003cp\u003eThey had relatively low gearing, which was ideal for moving heavy freight trains, yet they were also capable of speeds of 90mph (140km\/h) which was equally useful on passenger trains.\u003c\/p\u003e\n\u003cp\u003eOriginally numbered D6700-D6999 and D6600-D6608, under TOPS they became Nos. 37001-37308. Although it was an English Electric design and built at its Vulcan Foundry at Newton-le-Willows, a number were also built by Robert Stephenson and Hawthorns in the north-east, the company having become part of English Electric in 1955.\u003c\/p\u003e\n\u003cp\u003eThe class 37s were extremely versatile machines and saw service across the whole of the UK, apart from on the Southern Region south of London. In the 1980s, they were selected as a standard Type 3 and many were given overhauls to extend their working lives into the 1990s. \u003c\/p\u003e\n\u003cp\u003eFitted with Electric Train Heating (ETH), several examples went to Scotland to work passenger services on the West Highland Line and also the Far North Line, while others were deployed on Welsh Marches trains, the Wherry Line in Norfolk, South Wales, the West Country and the Cumbrian Coast line.\u003c\/p\u003e\n\u003cp\u003eSome were given replacement Mirrlees or Ruston engines for a proposed Class 38, but in the event were given the sub-classification 37\/9. The locomotives’ relatively low-axle loading for their weight and power left it as the only main line type available in significant numbers for lines with weight restrictions. \u003c\/p\u003e\n\u003cp\u003eMany are still in use to this day, used mainly on freight, maintenance\/engineering trains and empty stock movement, with a growing number finding their way onto charter work with operators such as West Coast Railways. As of 2024, 65 examples were still registered for main line work, plus there are more than 30 that have been preserved in the UK.\u003c\/p\u003e\n\u003c\/div\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54467974463873,"sku":"TT3037M","price":144.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/tt3037_1.jpg?v=1752248562"},{"product_id":"hornby-tt6030-touax-kfa-container-wagon-with-3x20-containers","title":"Hornby TT6030 - Touax KFA Container Wagon with 3x20 Containers","description":"\u003cdiv class=\"grid__item grid__item--60\"\u003e\n\u003cp\u003eThis KFA bogie wagon features two different liveried 20ft-long shipping containers and a 20ft-long tank container, including those in the colours of AWS (Asian Worldwide Services) and Japanese shipping company ‘K’ Line, while the tank is in the livery of Eurotainer.\u003c\/p\u003e\n\u003cp\u003eThe KFA intermodal wagons were produced using bogies and components reclaimed from redundant wagons, such as the TEA tankers, and were built in Finland in the late 1980s for Tiphook Rail. At just over 60ft-long, the KFA is able to accommodate a mix of different shipping containers from the standardised range, either three 20ft containers, or a 40ft plus 20ft container. \u003c\/p\u003e\n\u003cp\u003eIn total, 240 of these bogie flat wagons were produced and as well as intermodal work, have also been used for transporting waste material, military equipment and on rail infrastructure trains, for which some are still in use today. As well as Tiphook Rail, the wagons have also been operated by Touax and Network Rail.\u003c\/p\u003e\n\u003c\/div\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54467978756481,"sku":"TT6030","price":49.5,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/tt6030_1.jpg?v=1752249585"},{"product_id":"hornby-tt6032-touax-kfa-container-wagon-with-3x20-containers","title":"Hornby TT6032 - Touax KFA Container Wagon with 3x20 Containers","description":"\u003cdiv class=\"grid__item grid__item--60\"\u003e\n\u003cp\u003eThree different 20ft-long containers are featured with this version of Touax KFA, including those representing the Evergreen Marine Corporation, NOL (Neptune Orient Lines) and French shipping company Delmas.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eThe KFA intermodal wagons were produced using bogies and components reclaimed from redundant wagons, such as the TEA tankers, and were built in Finland in the late 1980s for Tiphook Rail. \u003c\/p\u003e\n\u003cp\u003eAt just over 60ft-long, the KFA is able to accommodate a mix of different shipping containers from the standardised range, either three 20ft containers, or a 40ft plus 20ft container. \u003c\/p\u003e\n\u003cp\u003eIn total, 240 of these bogie flat wagons were produced and as well as intermodal work, have also been used for transporting waste material, military equipment and on rail infrastructure trains, for which some are still in use today. \u003c\/p\u003e\n\u003cp\u003eAs well as Tiphook Rail, the wagons have also been operated by Touax and Network Rail.\u003c\/p\u003e\n\u003c\/div\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54467986555265,"sku":"TT6032","price":49.5,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/tt6032_1.jpg?v=1752249973"},{"product_id":"hornby-tt3024m-br-early-j50-class-0-6-0t-68983","title":"Hornby TT3024M - BR (Early), J50 Class, 0-6-0T, 68983","description":"\u003cdiv class=\"grid__item grid__item--60\"\u003e\n\u003ctable border=\"0\" cellspacing=\"0\" cellpadding=\"0\" width=\"624\"\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd width=\"624\" valign=\"bottom\"\u003e\n\u003cp\u003eThe Gresley-designed J50 Class was eventually made up of 102 locomotives, with design variations in the brakes, driving positions, boilers and bunker sizes resulting in four class parts. These locomotives served across the LNER from Eastfield in Scotland to Cambridge. If there was hard work to be done, a J50 was invariably on hand to do it.\u003c\/p\u003e\n\u003cp\u003eBuilt new in 1922 and 1924, 20 locomotives of the LNER J50 Class used a stock of second-hand standard 4’ 5” boilers, becoming J50\/2. By 1926, they were the company’s group standard type. Fifty-two more locomotives were built; 38 at Doncaster Works as J50\/3 and 14 at Gorton, as J50\/4, between 1926 and 1939. The 30 GNR J23 locomotives from 1914-1919 were eventually re-classified by the LNER as J50\/1s.\u003c\/p\u003e\n\u003cp\u003eIn 1946, the class received their LNER renumbering from 8890 to 8991, all surviving to nationalisation to receive their British Rail numbering in the 60000 range. Withdrawals started in September 1958 and were completed by 1963, with six transferred to departmental use afterwards. These locomotives survived until around May 1965, No. 68961 Departmental No. 14 being the last to go in September 1965.\u003c\/p\u003e\n\u003cp\u003eNo. 68983 was built at Gorton Works and entered service in January 1939 under LNER as No. 608. This was the second batch of 14 J50 locomotives constructed at Gorton Works as all the previous members of the class were built at Doncaster Works. It was fitted with vacuum brakes.\u003c\/p\u003e\n\u003cp\u003eThe locomotive's running number was amended under LNER to 8983 in April 1946. After nationalisation in 1948, the locomotive was under BR ownership and was allocated to Sheffield Darnall (SHF) shed in January 1948. It saw another renumbering change to 68983 in July 1950. There was a shed reallocation to Hornsey (34B) in November 1952 and then a final reallocation to Doncaster (36A) in July 1961. After 23 years, the engine was withdrawn from service on 24 April 1962.\u003c\/p\u003e\n\u003cp\u003eThe Hornby J50 model sports an imposing BR Black livery with a BR early crest emblazoned on the bodysides. Featuring all wheel pickups and an ABS cab area, this model is also DCC-ready with a six-pin socket and includes a three-pole motor.\u003c\/p\u003e\n\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003c\/tbody\u003e\n\u003c\/table\u003e\n\u003c\/div\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54468003266945,"sku":"TT3024M","price":135.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Medium-TT3024MBREarlyJ50Class0-6-0T68983.jpg?v=1752250872"},{"product_id":"hornby-tt3026m-br-late-j50-class-0-6-0t-68965","title":"Hornby TT3026M - BR (Late), J50 Class, 0-6-0T, 68965","description":"\u003ctable width=\"624\" cellpadding=\"0\" cellspacing=\"0\" border=\"0\"\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd valign=\"bottom\" width=\"624\"\u003e\n\u003cp\u003eThe Gresley-designed J50 Class was eventually made up of 102 locomotives, with design variations in the brakes, driving positions, boilers and bunker sizes resulting in four class parts. These locomotives served across the LNER from Eastfield in Scotland to Cambridge. If there was hard work to be done, a J50 was invariably on hand to do it.\u003c\/p\u003e\n\u003cp\u003eBuilt new in 1922 and 1924, 20 locomotives of the LNER J50 Class used a stock of second-hand standard 4’ 5” boilers, becoming J50\/2. By 1926, they were the company’s group standard type. Fifty-two more locomotives were built; 38 at Doncaster Works as J50\/3 and 14 at Gorton, as J50\/4, between 1926 and 1939. The 30 GNR J23 locomotives from 1914-1919 were eventually re-classified by the LNER as J50\/1s.\u003c\/p\u003e\n\u003cp\u003eIn 1946, the class received their LNER renumbering from 8890 to 8991, all surviving to nationalisation to receive their British Rail numbering in the 60000 range. Withdrawals started in September 1958 and were completed by 1963, with six transferred to departmental use afterwards. These locomotives survived until around May 1965, No. 68961 Departmental No. 14 being the last to go in September 1965.\u003c\/p\u003e\n\u003cp\u003eNo. 68965 was one of several locomotives built at Doncaster Works. It was part of an order of ten J50 locomotives to the order number 308 and its works number was 1662. The locomotive entered service in December 1926 as No. 1069. Due to the LNER renumbering scheme, the engine’s number was changed to 8965 in January 1946. \u003c\/p\u003e\n\u003cp\u003eAt the start of BR nationalisation in January 1948, the locomotive was allocated to Stratford (STR) shed. A renumbering change to 68965 occurred in August 1949. Various shed reallocations followed, including Immingham (40B), Frodingham (36C), Doncaster (36A), Mirfield (56D) and finally, Ardsley (56B) in May 1962. After 36 years, 68965 was withdrawn from service on 23rd September 1963.\u003c\/p\u003e\n\u003cp\u003eThe Hornby J50 model sports an imposing BR Black livery with a BR late crest emblazoned on the bodysides. Featuring all wheel pickups and an ABS cab area, this model is also DCC-ready with a six-pin socket and includes a three-pole motor.\u003c\/p\u003e\n\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003c\/tbody\u003e\n\u003c\/table\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54468006576513,"sku":"TT3026M","price":135.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Medium-TT3026MBRLateJ50Class0-6-0T68965.jpg?v=1752251157"},{"product_id":"hornby-tt3025m-lner-j50-class-0-6-0t-2793","title":"Hornby TT3025M - LNER, J50 Class, 0-6-0T, 2793","description":"\u003ctable border=\"0\" cellspacing=\"0\" cellpadding=\"0\" width=\"624\"\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd width=\"624\" valign=\"bottom\"\u003e\n\u003cp\u003eThe Gresley-designed J50 Class was eventually made up of 102 locomotives, with design variations in the brakes, driving positions, boilers and bunker sizes resulting in four class parts. These locomotives served across the LNER from Eastfield in Scotland to Cambridge. If there was hard work to be done, a J50 was invariably on hand to do it.\u003c\/p\u003e\n\u003cp\u003eBuilt new in 1922 and 1924, 20 locomotives of the LNER J50 Class used a stock of second-hand standard 4’ 5” boilers, becoming J50\/2. By 1926, they were the company’s group standard type. Fifty-two more locomotives were built; 38 at Doncaster Works as J50\/3 and 14 at Gorton, as J50\/4, between 1926 and 1939. The 30 GNR J23 locomotives from 1914-1919 were eventually re-classified by the LNER as J50\/1s.\u003c\/p\u003e\n\u003cp\u003eIn 1946, the class received their LNER renumbering from 8890 to 8991, all surviving to nationalisation to receive their British Rail numbering in the 60000 range. Withdrawals started in September 1958 and were completed by 1963, with six transferred to departmental use afterwards. These locomotives survived until around May 1965, No. 68961 Departmental No. 14 being the last to go in September 1965.\u003c\/p\u003e\n\u003cp\u003eNo. 2793 was one of several locomotives that were built at Doncaster Works. It was part of an order of six J50 locomotives to the order number 318 and its works number was 1739. The locomotive entered service in April 1930 to start its duties as a reliable tank engine. As part of the LNER re-numbering scheme in 1946, 2793 became 8976. At the advent of BR nationalisation in January 1948, the locomotive was allocated to Annesley shed (ANN). A year later, in April 1949, BR renumbered the locomotive to 68976.\u003c\/p\u003e\n\u003cp\u003eThroughout its working life, several shed reallocations took place where the locomotive was moved to Hornsey (34B), New England (34E) and finally Doncaster (36A) on 9th June 1962. After its withdrawal from service in September 1962, the locomotive became Departmental No. 16 for use as a steam shunter. After 32 years of service, the locomotive was scrapped on 30th May 1965.\u003c\/p\u003e\n\u003cp\u003eThe Hornby J50 model sports an imposing LNER Black livery and represents the prototypical locomotive at the start of its working life. Featuring all wheel pickups and an ABS cab area, this model is also DCC-ready with a six-pin socket and includes a three-pole motor.\u003c\/p\u003e\n\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003c\/tbody\u003e\n\u003c\/table\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54468007526785,"sku":"TT3025M","price":135.0,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Medium-TT3025MLNERJ50Class0-6-0T2793.jpg?v=1752251394"},{"product_id":"hornby-tt6016-21t-mineral-wagon-p200781","title":"Hornby TT6016 - 21T Mineral wagon, P200781","description":"\u003cdiv class=\"grid__item grid__item--60\"\u003e\n\u003cp\u003eYou need a few of these TT:120 21-tonne mineral wagons on your industrial layout. The authentic, highly detailed design replicates the spacious wagons of era 4, with brake pipes included in the accessory pack.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eThe 21 tonne mineral wagon served an essential purpose in the early stages of British Railways' control over the new national railway network. These wagons were essentially coal wagons, the logical evolution of the old 3 – 7 plank wagon designs of the grouping era. \u003c\/p\u003e\n\u003cp\u003eUsed for industrial scale coal transportation, long trains of these wagons were one of the only ways of transporting coal from the coalfields in the quantities required to keep the British steam train fleet running.\u003c\/p\u003e\n\u003cp\u003eWith all-steel construction with common, yet uprated, leaf springs to accommodate the load weight these would commonly haul, these wagons were fitted with side doors, to aid in the ease and speed of unloading the cargo.\u003c\/p\u003e\n\u003c\/div\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54468010279297,"sku":"TT6016","price":20.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Medium-tt6016_1.jpg?v=1752251765"},{"product_id":"hornby-tt6017-21t-mineral-wagon-b316500","title":"Hornby TT6017 - 21T Mineral Wagon, 2277","description":"\u003cdiv class=\"grid__item grid__item--60\"\u003e\n\u003cp\u003eThis branded TT:120 21-tonne mineral wagon is a must-have for your industrial model railway layout. This small model is full of intricate detail and authentic design, with brake pipes included in the accessory pack. \u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eThe 21 tonne mineral wagon served an essential purpose in the early stages of British Railways' control over the new national railway network. These wagons were essentially coal wagons, the logical evolution of the old 3 – 7 plank wagon designs of the grouping era. \u003c\/p\u003e\n\u003cp\u003eUsed for industrial scale coal transportation, long trains of these wagons were one of the only ways of transporting coal from the coalfields in the quantities required to keep the British steam train fleet running.\u003c\/p\u003e\n\u003cp\u003eWith all-steel construction with common, yet uprated, leaf springs to accommodate the load weight these would commonly haul, these wagons were fitted with side doors, to aid in the ease and speed of unloading the cargo.\u003c\/p\u003e\n\u003c\/div\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54468013883777,"sku":"TT6017","price":20.75,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Medium-tt6017_1.jpg?v=1752252228"},{"product_id":"hornby-tt1005m-branchline-freight-train-set","title":"Hornby TT1005M - Branchline Freight Train Set","description":"\u003cp\u003eBranch Line Freight Train Set – Your Ticket to a Timeless Hobby. \u003c\/p\u003e\n\u003cp\u003eStep into the world of model railways with the Hornby TT:120 Branch Line Freight Train Set, the perfect introduction to a rewarding and space-friendly hobby. Whether you're a beginner or a seasoned enthusiast, this compact yet complete starter set brings the charm of a classic railway to your tabletop. \u003c\/p\u003e\n\u003cp\u003eEverything you need is included in the box. The beautifully detailed B4 Class tank engine, \"Normandy,\" takes the lead, hauling an open plank wagon based on Bestwood Iron Works and a grey Southern Railways closed wagon. An oval of track, a power supply, and a controller provide everything required to get your train moving. \u003c\/p\u003e\n\u003cp\u003eWith a minimum space requirement of just 71cm by 83cm, this set is designed to fit comfortably into your home while delivering maximum enjoyment. Your journey doesn’t stop here. Expand your railway with additional track, scenery, and rolling stock from the Hornby TT:120 range. \u003c\/p\u003e\n\u003cp\u003eWhether you want to recreate historic freight operations or build a bustling railway empire, the possibilities are endless. Now, the joy of model railways can be enjoyed in a compact, tabletop space, offering all the fun without the need for a large layout. \u003c\/p\u003e\n\u003cp\u003eSmall footprint, big adventure—your railway journey starts today!\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54470843138433,"sku":"TT1005M","price":90.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Medium-TT1005BranchLineFreightTrainSet-FullRake.jpg?v=1752316148"},{"product_id":"hornby-tt3038m-sr-terrier-w14-bembridge","title":"Hornby TT3038M - SR - Terrier - W14 'Bembridge'","description":"\u003cp\u003eExperience the charm of classic steam with the newly tooled TT:120 SR ‘Terrier’ W14 ‘Bembridge’. Designed for precision and performance, this richly detailed locomotive brings an iconic Southern Railway engine to your layout in stunning TT:120 scale. \u003c\/p\u003e\n\u003cp\u003eFeaturing a powerful coreless motor, the ‘Bembridge’ ensures smooth and reliable operation. The diecast body provides enhanced durability and a realistic weight distribution, while NEM tension lock couplings offer compatibility with a wide range of rolling stock. \u003c\/p\u003e\n\u003cp\u003eReady for digital control, this locomotive is DCC-ready with a 6-pin socket, allowing for easy upgrades. Pair with our exciting range of new TT:120 4-wheel coaches for historic authenticity.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eThis locomotive entered service as LB\u0026amp;SCR No. 78 ‘Knowle’ in 1880. It was rebuilt as an ‘A1X’ in 1911, before later being renumbered 678 under Southern Railway ownership. In May 1929 it moved to the Isle of Wight where it was first numbered W4, then W14 and given the local name ‘Bembridge’, the condition in which the Hornby model is presented. \u003c\/p\u003e\n\u003cp\u003eIt returned to the mainland in 1936, renumbered 2678 by the Southern and put to work on the Hayling Island branch until 1940, after which it went on loan to the Kent \u0026amp; East Sussex Railway and later became BR 32678, before a return to Hayling Island from 1958 to 1961. It then went to Newhaven Harbour from where it was retired in 1963. \u003c\/p\u003e\n\u003cp\u003eAfter going on display at Butlins holiday camp in Minehead, it was eventually acquired by the Terrier Trust and was returned to steam in 2000 at the now-preserved Kent \u0026amp; East Sussex Railway.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54470937182593,"sku":"TT3038M","price":144.0,"currency_code":"GBP","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/Medium-TT3038MSRTerrierW14_Bembridge.jpg?v=1752319606"},{"product_id":"hornby-tt3039m-lb-scr-terrier-40-brighton","title":"Hornby TT3039M - LB\u0026SCR - Terrier - 40 'Brighton'","description":"\u003cp\u003eHornby proudly presents the TT:120 scale LB\u0026amp;SCR ‘Terrier’ 0-6-0T No. 40 ‘Brighton’. A beautifully detailed representation with all-new tooling, this finely crafted model perfectly captures the character of the original locomotive, resplendent in its striking yellow Stroudley ‘Improved Engine Green’ livery.\u003c\/p\u003e\n\u003cp\u003eDesigned for smooth and reliable performance, the model features a coreless motor housed within a robust diecast body, ensuring excellent running characteristics and realistic weight distribution. The locomotive is DCC Ready with a 6-pin socket, allowing for straightforward digital conversion, while NEM tension lock couplings provide seamless compatibility with rolling stock.\u003c\/p\u003e\n\u003cp\u003ePerfect for enthusiasts and collectors alike, the TT:120 LB\u0026amp;SCR ‘Terrier’ No. 40 ‘Brighton’ embodies the charm and elegance of Victorian railway engineering. Pair with our exciting range of new TT:120 4-wheel coaches for historic authenticity.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eEntering service in March 1878, this ‘Terrier’ was chosen by its designer, William Stroudley, to represent the LB\u0026amp;SCR at the Paris Exhibition in 1878. It was purchased by the Isle of Wight Central Railway, where it entered service in 1902 as its No. 11, before a rebuild to ‘A1X’ in August 1918. Passing back into SR ownership at the 1923 Grouping, it was given the name ‘Newport’ in 1930, which it kept until going to Eastleigh for overhaul in 1947. \u003c\/p\u003e\n\u003cp\u003eAfter briefly becoming 2640, it was withdrawn as BR 32640 in 1963. It then went on display at Butlin’s Pen-y-Chain holiday camp, near Pwllheli until 1973, whereupon it went back to the Isle of Wight and returned to steam at Havenstreet in 2014. 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Originally conceived as locomotive-hauled stock, the first to be produced were for the prototype HST in 1972. The first production vehicles entered service in 1975 and continued to be built until 1988. \u003c\/p\u003e\n\u003cp\u003eAlthough outwardly similar to the Mark 2 carriage, it is of a completely different design, having a ridged roof and under-frame skirt, whereas its predecessor had a smooth roof and visible below-frame equipment. The body is 75 ft long (23m), which is 10ft (3m) longer than the Mk2. It is also of full monocoque construction (one-piece body shell) with an all-welded mild steel stressed skin. \u003c\/p\u003e\n\u003cp\u003eTo give it a superior smooth ride, it also has secondary air suspension and disk brakes fitted to the wheels (rather than clasp brakes), which allow for running at speeds of up to 125mph (200km\/h) and efficient deceleration. The Mk3 HST coaches differ from the Mk3A loco-hauled coaches mainly in terms of the electrical arrangements but are otherwise much the same. \u003c\/p\u003e\n\u003cp\u003eThese HST coaches take their supply from a three-phase electrical supply directly from an auxiliary alternator in the power car, whereas the Mk3A convert the single-phase AC supply from the locomotive through motor generator units under the floor, which change the train supply to three-phase.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54471118979457,"sku":"TT4043C","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/TT4043CGNERHSTMk3TS_42241_Coach.jpg?v=1752320810"},{"product_id":"hornby-tt4044-gner-hst-mk3-44098-trailer-guard-standard-coach","title":"Hornby TT4044 -GNER - HST - Mk3 - '44098' - Trailer Guard Standard Coach","description":"\u003cp\u003eThe GNER HST Mk3 Trailer Guard Standard 44098 captures the distinctive look and feel of Britain’s iconic intercity services. \u003c\/p\u003e\n\u003cp\u003eCarrying the running number 44098, this coach was a key part of GNER’s HST sets, operating along the East Coast Main Line during the late 1990s and early 2000s. Finished in the striking deep blue and red GNER livery, this model showcases finely applied branding and crisp detailing, staying true to the appearance of the original Mk3 TGS. \u003c\/p\u003e\n\u003cp\u003eThe GNER HST MK3 TGS pairs seamlessly with other TT:120 Mk3 coaches and power cars, bringing authenticity and prestige to any modern-era railway.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eBR developed the Mark 3 in response to improved comfort provided by airline companies and the convenience provided by the family car, both of which were taking traffic away from the railways in the early 1970s. Originally conceived as locomotive-hauled stock, the first to be produced were for the prototype HST in 1972. \u003c\/p\u003e\n\u003cp\u003eThe first production vehicles entered service in 1975 and continued to be built until 1988. Although outwardly similar to the Mark 2 carriage, it is of a completely different design, having a ridged roof and under-frame skirt, whereas its predecessor had a smooth roof and visible below-frame equipment. The body is 75ft-long (23m), which is 10ft (3m) longer than the Mk2. \u003c\/p\u003e\n\u003cp\u003eIt is also of full monocoque construction (one piece body shell) with an all-welded mild steel, stressed skin. To give it a superior smooth ride, it also has secondary air suspension and disk-brakes fitted to the wheels (rather than clasp brakes) which allow for running at speeds of up to 125mph (200km\/h) and efficient deceleration. The Mk3 HST coaches differ from the Mk3A loco-hauled coaches mainly in terms of the electrical arrangements, but are otherwise much the same. \u003c\/p\u003e\n\u003cp\u003eThese HST coaches take their supply from a three-phase electrical supply directly from an auxiliary alternator in the power car, whereas the Mk3A convert the single-phase AC supply from the locomotive through motor generator units under the floor, which change the train supply to three-phase.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54471239729537,"sku":"TT4044","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/TT4044_1.jpg?v=1752322630"},{"product_id":"hornby-tt405a-gner-hst-mk3-41170-first-open-coach","title":"Hornby TT4045A - GNER - HST - Mk3 - '41170' - First Open Coach","description":"\u003cp\u003eBuilt in TT:120 scale, the GNER HST Mk3 Trailer First with running number 41170 is a superbly detailed model finished in GNER’s distinctive deep blue and red livery. Carefully applied branding, crisp detailing, and an accurately moulded interior capture the sophistication of the original design, recreating the spacious and comfortable seating arrangements seen within the original coaches. \u003c\/p\u003e\n\u003cp\u003eThe GNER HST Mk3 TF 41170 pairs seamlessly with other TT:120 Mk3 coaches and power cars, bringing authenticity and prestige to any modern-era railway.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eBR developed the Mark 3 in response to improved comfort provided by airline companies and the convenience provided by the family car, both of which were taking traffic away from the railways in the early 1970s. Originally conceived as locomotive-hauled stock, the first to be produced were for the prototype HST in 1972. The first production vehicles entered service in 1975 and continued to be built until 1988. \u003c\/p\u003e\n\u003cp\u003eAlthough outwardly similar to the Mark 2 carriage, it is of a completely different design, having a ridged roof and under-frame skirt, whereas its predecessor had a smooth roof and visible below-frame equipment. The body is 75ft-long (23m), which is 10ft (3m) longer than the Mk2. It is also of full monocoque construction (one piece body shell) with an all-welded mild steel, stressed skin.\u003c\/p\u003e\n\u003cp\u003eTo give it a superior smooth ride, it also has secondary air suspension and disk-brakes fitted to the wheels (rather than clasp brakes) which allow for running at speeds of up to 125mph (200km\/h) and efficient deceleration. The Mk3 HST coaches differ from the Mk3A loco-hauled coaches mainly in terms of the electrical arrangements, but are otherwise much the same. \u003c\/p\u003e\n\u003cp\u003eThese HST coaches take their supply from a three-phase electrical supply directly from an auxiliary alternator in the power car, whereas the Mk3A convert the single-phase AC supply from the locomotive through motor generator units under the floor, which change the train supply to three-phase.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54471253918081,"sku":"TT4045A","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/tt4045a_1.jpg?v=1752322870"},{"product_id":"hornby-tt406-gner-hst-mk3-40720-trailer-restaurant-first-buffet","title":"Hornby TT4046 - GNER - HST - Mk3 - '40720' - Trailer Restaurant First Buffet","description":"\u003cp\u003eThe GNER HST Mk3 Trailer Restaurant First Buffet 40720 was a key feature of GNER’s high-speed services on the East Coast Main Line. Finished in the striking deep blue and red livery, this coach combined luxurious first-class seating with a dedicated buffet section, offering passengers a premium onboard experience. \u003c\/p\u003e\n\u003cp\u003eThe model is expertly crafted with precision detailing and an authentic interior layout, capturing the elegance of GNER’s long-distance travel. The GNER HST Mk3 TRFB 40720 pairs seamlessly with other TT:120 Mk3 coaches and power cars, bringing authenticity and prestige to any modern-era railway.\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eHistory\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eBR developed the Mark 3 in response to improved comfort provided by airline companies and the convenience provided by the family car, both of which were taking traffic away from the railways in the early 1970s. Originally conceived as locomotive-hauled stock, the first to be produced were for the prototype HST in 1972. The first production vehicles entered service in 1975 and continued to be built until 1988. \u003c\/p\u003e\n\u003cp\u003eAlthough outwardly similar to the Mark 2 carriage, it is of a completely different design, having a ridged roof and under-frame skirt, whereas its predecessor had a smooth roof and visible below-frame equipment. The body is 75ft-long (23m), which is 10ft (3m) longer than the Mk2. It is also of full monocoque construction (one piece body shell) with an all-welded mild steel, stressed skin. \u003c\/p\u003e\n\u003cp\u003eTo give it a superior smooth ride, it also has secondary air suspension and disk-brakes fitted to the wheels (rather than clasp brakes) which allow for running at speeds of up to 125mph (200km\/h) and efficient deceleration. The Mk3 HST coaches differ from the Mk3A loco-hauled coaches mainly in terms of the electrical arrangements, but are otherwise much the same. \u003c\/p\u003e\n\u003cp\u003eThese HST coaches take their supply from a three-phase electrical supply directly from an auxiliary alternator in the power car, whereas the Mk3A convert the single-phase AC supply from the locomotive through motor generator units under the floor, which change the train supply to three-phase.\u003c\/p\u003e","brand":"Hornby","offers":[{"title":"Default Title","offer_id":54471271154049,"sku":"TT4046","price":37.75,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0645\/5292\/7467\/files\/tt4046_1.jpg?v=1752323075"},{"product_id":"hornby-tt4047-virgin-hst-mk3-42175-trailer-standard-coach","title":"Hornby TT4047 - Virgin - HST - Mk3 - '42175' - Trailer Standard Coach","description":"\u003cp\u003eFinished in Virgin’s striking red and dark grey livery, this TT:120 Virgin HST Mk3 Coach TS 42175 formed part of the iconic High-Speed Train sets that operated on key intercity routes across the UK. 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It is also of full monocoque construction (one piece body shell) with an all-welded mild steel, stressed skin. \u003c\/p\u003e\n\u003cp\u003eTo give it a superior smooth ride, it also has secondary air suspension and disk-brakes fitted to the wheels (rather than clasp brakes) which allow for running at speeds of up to 125mph (200km\/h) and efficient deceleration. 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It is also of full monocoque construction (one piece body shell) with an all-welded mild steel, stressed skin. \u003c\/p\u003e\n\u003cp\u003eTo give it a superior smooth ride, it also has secondary air suspension and disk-brakes fitted to the wheels (rather than clasp brakes), which allow for running at speeds of up to 125mph (200km\/h) and efficient deceleration. 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