{"title":"Rapido SER O Class","description":"","products":[{"product_id":"rapido-trains-uk-825001-ser-o-class-no-315-ser-cudworth-green","title":"825001 SER O Class 0-6-0 No.315 SER Cudworth Green Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eNo. 315\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eSER Cudworth Green\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eFlush-riveted smokebox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eOriginal tender with large toolbox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eCoreless motor and flywheel\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003e21 Pin decoder socket in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003ePlunger loco pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eTender wheel bearing pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eFirebox glow\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eTwin speakers in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eNEM pockets front and rear\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eCosmetic scale coupling\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eEtched number plates in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eRoute indicator discs in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eUK-Designed\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive Superintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003cbr\u003e\u003cbr\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003cbr\u003e\u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003cbr\u003e\u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003cbr\u003e\u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003cbr\u003e\u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals. \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003cbr\u003e\u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003cbr\u003e\u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003cbr\u003e\u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003cbr\u003e\u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169580585344,"sku":"RAP-825001","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825001.png?v=1779957879"},{"product_id":"rapido-trains-uk-825002-ser-o-class-no-378-ser-lined-black-red-lining","title":"825002 SER O Class 0-6-0 No.378 SER Lined Black (Red Lining) Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eNo. 378\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eSER Lined Black (red lining)\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eFlush-riveted smokebox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eOriginal tender with large toolbox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eCoreless motor and flywheel\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003e21 Pin decoder socket in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003ePlunger loco pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eTender wheel bearing pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eFirebox glow\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eTwin speakers in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eNEM pockets front and rear\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eCosmetic scale coupling\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eEtched number plates in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eRoute indicator discs in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eUK-Designed\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive Superintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e\u003cbr\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169783320960,"sku":"RAP-825002","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825002.png?v=1779958526"},{"product_id":"rapido-trains-uk-825003-ser-o-class-no-80-ser-lined-black-red-and-yellow-lining","title":"825003 SER O Class 0-6-0 No.80 SER Lined Black (Red and Yellow Lining) Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eNo. 80\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSER Lined Black (red and yellow lining)\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eFlush-riveted smokebox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eOriginal tender with large toolbox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eCoreless motor and flywheel\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003e21 Pin decoder socket in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003ePlunger loco pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eTender wheel bearing pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eFirebox glow\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eTwin speakers in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eNEM pockets front and rear\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eCosmetic scale coupling\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eEtched number plates in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eRoute indicator discs in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eUK-Designed\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169810813312,"sku":"RAP-825003","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825003.png?v=1779958885"},{"product_id":"rapido-trains-uk-825004-ser-o-class-no-1-secr-wainwright-green","title":"825004 SER O Class 0-6-0 No.1 SECR Wainwright Green Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003eNo. 1\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Wainwright Lined Green\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFlush-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eOriginal tender with large toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e21 Pin decoder socket in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eEtched number plates in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169858916736,"sku":"RAP-825004","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825004.png?v=1779959116"},{"product_id":"rapido-trains-uk-825005-ser-o-class-no-381-secr-wainwright-green","title":"825005 SER O Class 0-6-0 No.381 SECR Wainwright Green Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003eNo. 381\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Wainwright Lined Green\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFlush-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eOriginal tender with large toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e21 Pin decoder socket in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eEtched number plates in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169873498496,"sku":"RAP-825005","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825005.png?v=1779959416"},{"product_id":"rapido-trains-uk-825006-ser-o-class-no-171-secr-plain-green","title":"825006 SER O Class 0-6-0 No.171 SECR Plain Green Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003eNo. 171\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Plain Green\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eDome-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eModified tender with rear steps and small toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e21 Pin decoder socket in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eEtched number plates in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169884049792,"sku":"RAP-825006","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825006.png?v=1779959812"},{"product_id":"rapido-trains-uk-825007-ser-o-class-no-142-secr-grey","title":"825007 SER O Class 0-6-0 No.142 SECR Grey Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003eNo. 142\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Plain Grey\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eDome-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eModified tender with rear steps and small toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e21 Pin decoder socket in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169885229440,"sku":"RAP-825007","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825007.png?v=1779959954"},{"product_id":"rapido-trains-uk-825008-ser-o-class-no-a8-sr-lined-black-egyptian-lettering","title":"825008 SER O Class 0-6-0 No.A8 SR Lined Black (Egyptian Lettering) Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003eNo. A8\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSR Lined Black\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eDome-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eModified tender with rear steps and small toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e21 Pin decoder socket in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169888932224,"sku":"RAP-825008","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825008.png?v=1779960118"},{"product_id":"rapido-trains-uk-825009-ser-o-class-no-436-sr-plain-black-egyptian-lettering","title":"825009 SER O Class 0-6-0 No.436 SR Plain Black (Egyptian Lettering) Steam Locomotive","description":"\u003cul\u003e\n\u003cli\u003eNo. A436\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSR Plain Black\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eDome-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eModified tender with rear steps and small toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e21 Pin decoder socket in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169894044032,"sku":"RAP-825009","price":178.45,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825009.png?v=1779960302"},{"product_id":"rapido-trains-uk-825501-ser-o-class-no-315-ser-cudworth-green-dcc-sound","title":"825501 SER O Class 0-6-0 No.315 SER Cudworth Green Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eNo. 315\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eSER Cudworth Green\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eFlush-riveted smokebox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eOriginal tender with large toolbox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eCoreless motor and flywheel\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003ePlunger loco pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eTender wheel bearing pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eFirebox glow\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eTwin speakers in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eNEM pockets front and rear\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eCosmetic scale coupling\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eEtched number plates in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eRoute indicator discs in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eUK-Designed\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive Superintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003cbr\u003e\u003cbr\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003cbr\u003e\u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003cbr\u003e\u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003cbr\u003e\u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003cbr\u003e\u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals. \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003cbr\u003e\u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003cbr\u003e\u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003cbr\u003e\u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003cbr\u003e\u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169899909504,"sku":"RAP-825501","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825001.png?v=1779957879"},{"product_id":"rapido-trains-uk-825502-ser-o-class-no-378-ser-lined-black-red-lining-dcc-sound","title":"825502 SER O Class 0-6-0 No.378 SER Lined Black (Red Lining) Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eNo. 378\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eSER Lined Black (red lining)\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eFlush-riveted smokebox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eOriginal tender with large toolbox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eCoreless motor and flywheel\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003ePlunger loco pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eTender wheel bearing pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eFirebox glow\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eTwin speakers in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eNEM pockets front and rear\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eCosmetic scale coupling\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eEtched number plates in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eRoute indicator discs in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan data-sheets-root=\"1\"\u003eUK-Designed\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive Superintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e\u003cbr\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169901220224,"sku":"RAP-825502","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825002_91e0ea0e-c239-44eb-b310-410332f86d47.png?v=1779960564"},{"product_id":"rapido-trains-uk-825503-ser-o-class-no-80-ser-lined-black-red-and-yellow-lining-dcc-sound","title":"825503 SER O Class 0-6-0 No.80 SER Lined Black (Red and Yellow Lining) Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eNo. 80\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSER Lined Black (red and yellow lining)\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eFlush-riveted smokebox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eOriginal tender with large toolbox\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eCoreless motor and flywheel\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003ePlunger loco pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eTender wheel bearing pickups\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eFirebox glow\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eTwin speakers in tender\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eNEM pockets front and rear\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eCosmetic scale coupling\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eEtched number plates in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eRoute indicator discs in detail bag\u003cbr\u003e\u003c\/span\u003e\u003c\/li\u003e\n\u003cli\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eUK-Designed\u003c\/span\u003e\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169905709440,"sku":"RAP-825503","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825003.png?v=1779958885"},{"product_id":"rapido-trains-uk-825504-ser-o-class-no-1-secr-wainwright-green-dcc-sound","title":"825504 SER O Class 0-6-0 No.1 SECR Wainwright Green Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003eNo. 1\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Wainwright Lined Green\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFlush-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eOriginal tender with large toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eEtched number plates in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169918390656,"sku":"RAP-825504","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825004.png?v=1779959116"},{"product_id":"rapido-trains-uk-825505-ser-o-class-no-381-secr-wainwright-green-dcc-sound","title":"825505 SER O Class 0-6-0 No.381 SECR Wainwright Green Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003eNo. 381\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Wainwright Lined Green\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFlush-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eOriginal tender with large toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eEtched number plates in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169920225664,"sku":"RAP-825505","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825005.png?v=1779959416"},{"product_id":"rapido-trains-uk-825506-ser-o-class-no-171-secr-plain-green-dcc-sound","title":"825506 SER O Class 0-6-0 No.171 SECR Plain Green Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003eNo. 171\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Plain Green\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eDome-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eModified tender with rear steps and small toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eEtched number plates in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169920749952,"sku":"RAP-825506","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825006.png?v=1779959812"},{"product_id":"rapido-trains-uk-825507-ser-o-class-no-142-secr-grey-dcc-sound","title":"825507 SER O Class 0-6-0 No.142 SECR Grey Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003eNo. 142\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Plain Grey\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eDome-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eModified tender with rear steps and small toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169923862912,"sku":"RAP-825507","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825007_c555bd66-adef-4f6c-8fa4-69ed8015dcce.png?v=1779961209"},{"product_id":"rapido-trains-uk-825508-ser-o-class-no-a8-sr-lined-black-egyptian-lettering-dcc-sound","title":"825508 SER O Class 0-6-0 No.A8 SR Lined Black (Egyptian Lettering) Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003eNo. A8\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSR Lined Black\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eDome-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eModified tender with rear steps and small toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169927401856,"sku":"RAP-825508","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825008.png?v=1779960118"},{"product_id":"rapido-trains-uk-825509-ser-o-class-no-436-sr-plain-black-egyptian-lettering-dcc-sound","title":"825509 SER O Class 0-6-0 No.436 SR Plain Black (Egyptian Lettering) Steam Locomotive - DCC Sound","description":"\u003cul\u003e\n\u003cli\u003eNo. A436\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSR Plain Black\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eDome-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eModified tender with rear steps and small toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58169947292032,"sku":"RAP-825509","price":271.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/825009.png?v=1779960302"},{"product_id":"rapido-trains-uk-825010-ser-o-class-0-6-0-no-49-plain-black-secr-lined-green-simplified-steam-locomotive","title":"825010 SER O Class 0-6-0 No. 49 SECR Lined Green (simplified) Steam Locomotive","description":"\u003ch3\u003e\u003cspan style=\"color: #d71a1a;\"\u003e\u003cstrong\u003eExclusive to Rails of Sheffield\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cstrong\u003ePLEASE NOTE: This model \u003c\/strong\u003e\u003cb\u003erequires a 10% deposit at time of ordering.\u003c\/b\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eNo. 49\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Lined Green (simplified)\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFlush-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eOriginal tender with large toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003e21 Pin decoder socket in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eEtched number plates in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58176182059392,"sku":"RAP-825010","price":209.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/0_eb1fee0b-7c7a-4b74-87a5-fd9ebf907593.png?v=1780043379"},{"product_id":"rapido-trains-uk-825510-ser-o-class-0-6-0-no-49-plain-black-secr-lined-green-simplified-steam-locomotive-dcc-sound","title":"825510 SER O Class 0-6-0 No. 49 SECR Lined Green (simplified) Steam Locomotive - DCC Sound","description":"\u003ch3\u003e\u003cspan style=\"color: #d71a1a;\"\u003e\u003cstrong\u003eExclusive to Rails of Sheffield\u003c\/strong\u003e\u003c\/span\u003e\u003c\/h3\u003e\n\u003cdiv\u003e\n\u003cstrong\u003ePLEASE NOTE: This model \u003c\/strong\u003e\u003cb\u003erequires a 10% deposit at time of ordering.\u003cspan\u003e\u003c\/span\u003e\u003c\/b\u003e\u003cbr\u003e\n\u003c\/div\u003e\n\u003cul\u003e\n\u003cli\u003eNo. 49\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eSECR Lined Green (simplified)\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFlush-riveted smokebox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eOriginal tender with large toolbox\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCoreless motor and flywheel\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003ePlunger loco pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTender wheel bearing pickups\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eFirebox glow\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eTwin speakers in tender\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eNEM pockets front and rear\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eCosmetic scale coupling\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eEtched number plates in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eRoute indicator discs in detail bag\u003cbr\u003e\n\u003c\/li\u003e\n\u003cli\u003eUK-Designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eIn 1878, James Stirling was appointed as the Chief Locomotive \u003c\/span\u003e\u003cspan style=\"font-size: 0.875rem;\"\u003eSuperintendent of the South Eastern Railway. He quickly determined an urgent need for new and more powerful goods and passenger locos. \u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003eBringing his experience from the Glasgow and South Western Railway, he proposed some new designs that were distinctly similar to those he had used for the Scottish Company. One such design was a 0-6-0 tender goods locomotive. Stirling's designs were disputed by Ashford Works Manager, Richard Mansell, who had suggested incorporating tried and tested SER features. Stirling insisted that his design be trusted, and his design was backed by the railway's Board of Directors.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eTenders for the contract were received by several locomotive builders, and Sharp, Stewart and Co. were awarded the contract to build the first 20 of the class. This new loco would be designated as the O Class.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe SER O Class had a domeless boiler with a Ramsbottom safety valve, a Stirling steam reverser, and a round-topped cab design, which was characteristic of other Stirling designs. It had a stylish tender with springs that protruded above the running plate and alongside the tender sides.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eA total of 122 of the class were built between 1878 and 1899, with versions being produced almost every year. Sharp, Stewart and Co built a total of 65, and the rest were built at the railway's Ashford Works. Upon the merger of the SER and LC\u0026amp;DR into the SECR, the final 5 examples were built under the new joint committee’s ownership. \u003cbr\u003eThe earliest examples that were built by Sharp, Stewart and Co sadly suffered from poor steaming and weak frames, proving Richard Mansell’s fears were correct. This led to Ashford making modifications to the boiler and structure. The new standards were incorporated into future versions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eBetween 1900 and 1923, 28 examples of the O class were given replacement boilers. These had deeper fireboxes, meaning they were mounted higher on the loco’s frames. But they were otherwise of similar dimensions to the originals.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eThe O Class were used for loose coupled heavy goods trains in their early years, until 1886 when some were fitted with vacuum brakes, and 2 received Westinghouse brakes. O Classes were known for hauling both passengers and goods, but were predominantly a goods engine. They could be seen on routes across the southeast, and even travelled as far west as Reading on regular services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eUnfortunately, like many locos of this era, they were superseded by more powerful and efficient classes that were of a similar size. The SECR C Class was the O Class's replacement on the heavy freight and passenger services, relegating the O to lighter duties, shunting or branchline work.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eIn 1904, Harry Wainwright, who was the new Locomotive, Carriage and Wagon Superintendent of the SECR, set about improving the performance of the O Class. He did this by refitting many of them with his latest domed boiler design and new cab. This rebuilt class would be designated as the O1. Conversions continued through to 1932, by which point 59 of the O Class had been rebuilt into O1s.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eDuring WW1, the O Class were often used in pairs or as a pilot for the O1 or C Class. Some were even fitted with slip couplings. The War Office requested the SECR provide 10 0-6-0 light goods locos, but the SECR refused to transfer them unless they received suitable replacements from northern companies. An increase in suburban services during the 1920s did see many of the O class return to passenger hauling services.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan data-sheets-root=\"1\"\u003e \u003cbr\u003eWhen the railways were grouped into the Big 4 in 1923, 31 O classes entered Southern Railway ownership, and a handful of examples were also sold on to the East Kent Railway. \u003cbr\u003eA significant number of the class had already been scrapped during their SECR days, and with the C, H, R and refitted O1s taking duties previously hauled by the O Class, their days were numbered. The final O Class was withdrawn from service by the Southern Railway in 1932. \u003c\/span\u003e\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58176193069440,"sku":"RAP-825510","price":319.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/0_eb1fee0b-7c7a-4b74-87a5-fd9ebf907593.png?v=1780043379"}],"url":"https:\/\/railsofsheffield.com\/collections\/rapido-ser-o-class.oembed","provider":"Rails of Sheffield","version":"1.0","type":"link"}