Accurascale have today announced their first foray into O Gauge Diesel locomotives with the Ruston and Hornsby 88DS Shunter Locomotives!
The announcement was made at the 2023 “Great Electric Train Show” (GETS) at the Marshall Arena, Milton Keynes, with a fully tooled sample on display on the Accurascale stand.
The announcement was made at the 2023 “Great Electric Train Show” (GETS) at the Marshall Arena, Milton Keynes, with a fully tooled sample on display on the Accurascale stand.
A model Accurascale had begun work on in the days before the pandemic, the Ruston 88DS has been an exciting project for Accurascale as they look to further develop their range in O gauge. Following extensive surveys of a couple of prototype subjects, not to mention Accurascale’s trademark extensive archive research and development, tooling was initiated following plotting out of the various detail differences to cover the major variants of this venerable locomotive. This process began earlier this year and the first tooling sample was received in late September.
Nine versions available in this announced batch with DCC Ready and DCC Sound available for each. All available to pre order from Rails with FREE UK POSTAGE!
Range expected Q1 2025.
Pricing as follows:
DCC Ready - £229.95
DCC Sound - £319.99
DCC Ready - £229.95
DCC Sound - £319.99
DESIGN SPECIFICATION and CONSIDERATIONS
• Die-cast metal chassis, body frame and footplate, with plastic cab and engine panels. Target weight of 475g.
• Scale length of 143.8mm over buffers, 54.85mm wide and height over cab of 70mm.
• Wheelbase of 40.54mm, for all vehicles, allowing operation over a minimum radius of 1020mm (2nd radius set-track).
• Choice of metal 3-link, or screw couplings for prototypical coupling.
• Brake blocks fitted and aligned with wheel centres for 0 Gauge, ensuring that they do not rub on wheel rims.
• Single style of 21mm solid wheel, correctly profiled both on the inside and outside and chemically blackened, set in blackened brass bearings or contact strips and conforming to Accurascale standards of 29.2mm back-to-back, on 4.763mm diameter axles.
• Fully detailed die-cast underframe with all cylinders, linkages and piping applied separately
• Eroded metal, plastic and wire detail parts, including (but not limited to) handrails, door handles, lamp brackets, brake gear, brake discs, draw gear, vents, louvres, radiator grilles and builders’ plates.
• Prism free flush glazing.
• Easily removable cab roof, to allow access to cab interior for customer detailing.
• Sprung metal buffers, and draw hooks.
• Authentic livery, markings and numbers, accurate to time period modelled, achieved by use of part painting and pad printing.
• Die-cast metal chassis, body frame and footplate, with plastic cab and engine panels. Target weight of 475g.
• Scale length of 143.8mm over buffers, 54.85mm wide and height over cab of 70mm.
• Wheelbase of 40.54mm, for all vehicles, allowing operation over a minimum radius of 1020mm (2nd radius set-track).
• Choice of metal 3-link, or screw couplings for prototypical coupling.
• Brake blocks fitted and aligned with wheel centres for 0 Gauge, ensuring that they do not rub on wheel rims.
• Single style of 21mm solid wheel, correctly profiled both on the inside and outside and chemically blackened, set in blackened brass bearings or contact strips and conforming to Accurascale standards of 29.2mm back-to-back, on 4.763mm diameter axles.
• Fully detailed die-cast underframe with all cylinders, linkages and piping applied separately
• Eroded metal, plastic and wire detail parts, including (but not limited to) handrails, door handles, lamp brackets, brake gear, brake discs, draw gear, vents, louvres, radiator grilles and builders’ plates.
• Prism free flush glazing.
• Easily removable cab roof, to allow access to cab interior for customer detailing.
• Sprung metal buffers, and draw hooks.
• Authentic livery, markings and numbers, accurate to time period modelled, achieved by use of part painting and pad printing.
HIGH PERFORMANCE TRACTION and MECHANISM, TO INCLUDE:
• Centrally mounted, best quality 5-pole skew-wound motor, with flywheel, driving both axles.
• All-wheel pickup.
• Helical gear box for maximum performance and slow speed running.
• Gearing arranged so locomotive can achieve a scale maximum top speed of 15.4 mph (24.78 kmh), with a load of 1.1kg.
• DCC ready with PowerPack capacitor for uninterrupted power, or similar stay alive arrangement.
LIGHTING and DCC FEATURES, TO INCLUDE:
• Designed around PluX22 ESU Decoders with easy access to decoder via removable bonnet.
• Switchable shunting lights.
• Full cab interior lighting, set at correct colour temperature.
• Permanently fitted speakers.
• Centrally mounted, best quality 5-pole skew-wound motor, with flywheel, driving both axles.
• All-wheel pickup.
• Helical gear box for maximum performance and slow speed running.
• Gearing arranged so locomotive can achieve a scale maximum top speed of 15.4 mph (24.78 kmh), with a load of 1.1kg.
• DCC ready with PowerPack capacitor for uninterrupted power, or similar stay alive arrangement.
LIGHTING and DCC FEATURES, TO INCLUDE:
• Designed around PluX22 ESU Decoders with easy access to decoder via removable bonnet.
• Switchable shunting lights.
• Full cab interior lighting, set at correct colour temperature.
• Permanently fitted speakers.
History
Ruston & Hornsby Ltd, of Lincoln, was formed as the result of the merger between Ruston, Proctor & Co. Ltd and Richard Hornsby & Sons Ltd on September 11, 1918 and their first narrow gauge diesel locomotive left the works on September 1, 1931. In the summer of 1932, production was moved to the larger Boultham Works, where the firm were eventually to become Britain’s largest builder of diesel locomotives, with over 6,500 being built by the time production ceased in 1969.
Almost as soon as the firm’s 44/48HP 0-4-0 locomotives were making an appearance, an upgraded, more powerful 0-4-0 was on the drawing board. Although many of the features of the 44/48HP were retained for the new 80/88HP, such as the chain drive and running gear, a new type of transmission was fitted, along with Westinghouse airbrakes. The new power unit, Ruston’s own 4VPB, delivered 80BHP at 1000rpm and was later supplanted by Ruston’s improved 4VPH that delivered 88BHP, but it required compressed air to be injected into the cylinders to be able to start. While running, an air reservoir was kept charged via the braking system, but after standing idle for a period the reservoir depleted and a secondary source was required to recharge the reservoir. This was achieved by fitting a small, secondary 1½HP ‘donkey’ engine, giving rise to a distinctive raised cover on the right hand side of the engine compartment, that differed in size and placement depending on the make of engine used.
Two basic weight options were offered for the 80/88HP, 17 tons and 20 tons; the difference being achieved by attaching weights to the outside frames, as well as to the front and rear buffer beams. In 1941, Ruston’s locomotive classifications were changed, with the 80/88HP becoming 88DS (with the narrow gauge versions being assigned the DSM and DSN suffix, and the broader gauges assigned DSW). Outward appearance changes to the ‘standard’ locomotives were mainly confined to the cab area, with examples from mid-1947 replacing the open cab with a fully enclosed cab that featured several ad-hoc styles of windows and fittings, depending on the customers’ requirements.
As a shunter, the 88DS was never going to be a greyhound in terms of speed, the four-speed gearbox delivering a maximum speed of just under 15½ mph, but it could deliver some impressive haulage figures, being capable of shifting a 510 ton train from a standing start on the level, down to a 56 ton load on a 1:20 incline. With the widespread delivery of the type, to all areas of industry and use, it is difficult to give an idea of a typical train, but photos showing consists of 8 covered vans, or mixed open/van consists of a similar number are common.
The first 88 to leave Ruston’s works was 192325 on 27 June 1938, bound for Tunnel Cement at Grays in Essex and the subsequent orders were spread across the country; from Kent and Dorset in the South, through the Home Counties, East Anglia and the Midlands, to the North of England and into the far reaches of Scotland. Customers tended to be those whose industries were reliant on internal railway systems, so the 88DS were in common use in various Gas Works, Paper Mills, Manufacturing Works, Refineries, Chemical Works, Quarries, Steelworks, Power Stations and Collieries.
The War Department/Ministry of Supply were a large customer for the type, with the 88DS being employed in Ordnance and Maintenance duties, often being flameproofed or provided with spark arrestors as a minimum. British Rail also took a number of 88DS into service, notably working at Reading and in the North-East from York and Hartlepool, to Newcastle.
Ruston also widely exported a large number of 88DS types: to Ireland, France, Holland, Portugal, Switzerland, Norway, Sweden, Turkey, Yugoslavia, Sierra Leone, Sudan, Kenya, Brazil, Argentina, India, Burma, Ceylon, Singapore, Malaysia, Indonesia, Australia, Rhodesia, South Africa and even Mauritius and Alderney!
The final 88DS, 518494, left Boultham Works on 29 November 1967, ending a production run of 271 locomotives, but a significant number have survived into preservation, albeit in varying states of completeness or operation.
Ruston & Hornsby Ltd, of Lincoln, was formed as the result of the merger between Ruston, Proctor & Co. Ltd and Richard Hornsby & Sons Ltd on September 11, 1918 and their first narrow gauge diesel locomotive left the works on September 1, 1931. In the summer of 1932, production was moved to the larger Boultham Works, where the firm were eventually to become Britain’s largest builder of diesel locomotives, with over 6,500 being built by the time production ceased in 1969.
Almost as soon as the firm’s 44/48HP 0-4-0 locomotives were making an appearance, an upgraded, more powerful 0-4-0 was on the drawing board. Although many of the features of the 44/48HP were retained for the new 80/88HP, such as the chain drive and running gear, a new type of transmission was fitted, along with Westinghouse airbrakes. The new power unit, Ruston’s own 4VPB, delivered 80BHP at 1000rpm and was later supplanted by Ruston’s improved 4VPH that delivered 88BHP, but it required compressed air to be injected into the cylinders to be able to start. While running, an air reservoir was kept charged via the braking system, but after standing idle for a period the reservoir depleted and a secondary source was required to recharge the reservoir. This was achieved by fitting a small, secondary 1½HP ‘donkey’ engine, giving rise to a distinctive raised cover on the right hand side of the engine compartment, that differed in size and placement depending on the make of engine used.
Two basic weight options were offered for the 80/88HP, 17 tons and 20 tons; the difference being achieved by attaching weights to the outside frames, as well as to the front and rear buffer beams. In 1941, Ruston’s locomotive classifications were changed, with the 80/88HP becoming 88DS (with the narrow gauge versions being assigned the DSM and DSN suffix, and the broader gauges assigned DSW). Outward appearance changes to the ‘standard’ locomotives were mainly confined to the cab area, with examples from mid-1947 replacing the open cab with a fully enclosed cab that featured several ad-hoc styles of windows and fittings, depending on the customers’ requirements.
As a shunter, the 88DS was never going to be a greyhound in terms of speed, the four-speed gearbox delivering a maximum speed of just under 15½ mph, but it could deliver some impressive haulage figures, being capable of shifting a 510 ton train from a standing start on the level, down to a 56 ton load on a 1:20 incline. With the widespread delivery of the type, to all areas of industry and use, it is difficult to give an idea of a typical train, but photos showing consists of 8 covered vans, or mixed open/van consists of a similar number are common.
The first 88 to leave Ruston’s works was 192325 on 27 June 1938, bound for Tunnel Cement at Grays in Essex and the subsequent orders were spread across the country; from Kent and Dorset in the South, through the Home Counties, East Anglia and the Midlands, to the North of England and into the far reaches of Scotland. Customers tended to be those whose industries were reliant on internal railway systems, so the 88DS were in common use in various Gas Works, Paper Mills, Manufacturing Works, Refineries, Chemical Works, Quarries, Steelworks, Power Stations and Collieries.
The War Department/Ministry of Supply were a large customer for the type, with the 88DS being employed in Ordnance and Maintenance duties, often being flameproofed or provided with spark arrestors as a minimum. British Rail also took a number of 88DS into service, notably working at Reading and in the North-East from York and Hartlepool, to Newcastle.
Ruston also widely exported a large number of 88DS types: to Ireland, France, Holland, Portugal, Switzerland, Norway, Sweden, Turkey, Yugoslavia, Sierra Leone, Sudan, Kenya, Brazil, Argentina, India, Burma, Ceylon, Singapore, Malaysia, Indonesia, Australia, Rhodesia, South Africa and even Mauritius and Alderney!
The final 88DS, 518494, left Boultham Works on 29 November 1967, ending a production run of 271 locomotives, but a significant number have survived into preservation, albeit in varying states of completeness or operation.