Lion Emulsions Ltd were one of the last companies to operate a small fleet of tank wagons which were acquired secondhand. The collection includes unfitted ones with hawser and anchor mounting and 22 Ton TSVs. They operated from Warrington to Hereford and Bristol. Please don't ask me any more about this fleet, all I know has been published.

A mixed collection of LMS specially constructed wagons operating on BR, many used by the engineers and some in internal use. Includes Lowmac MH, MK & MO, and Flatrol MCC, MR, MBB & MO. Includes details

The most numerous 4-wheel Flatrol on BR reported by Essery & Morgan as derived from LMS diag. 96A, but they are different! BR built 33 for revenue use on diag 2/512 and a further 15 for engineers use on diag 2/904 which had roller bearings. 29ft. oh, 24ft wb.note some floors strengthened and baulks removed. All in collection are in engineers use, it includes details.

The LNER had distinctive BGs which varied in construction from panelled, plywood and matchwood. Also a GUV.

The Procar 80 was a non-articulated twin deck car carrier designed to be compatible with the numerous Cartics. 36 were built 1979-82. 76ft. oh with bogies at 62ft. centres. It was for both block train and Speedlink. Curtain sides were later added, to reduce ballast chip damage. Although seemingly a good idea they lost traffic in the early 1990s and after storage were scrapped.

In an effort to make delivery of cement and other products directly to sites BR introduced a small L container for dry powders. They were gravity charged - through top hatch - and gravity discharged through bottom doors. Two different designs of Conflat carried them. Collection includes later conversion to cable drum carriers and similar, match = coupling converters for EMUs and runner for small diesel shunters.

In mid 1988 BR rebuilt some Grampus with air brake and a substantial fixed end, whilst retaining the original drop doors. These were coded Rudd and were followed by a series of wagons built on ex hopper underframes, see http://gallery6801.fotopic.net/show_collection.php?id=86686

In 1980 BR SR rebuilt a few Grampus with air braking and a new body. They were branded as Hake. The bodies were very poorly constructed. Collection includes detail photos.

A number of the Grampus were rebuilt for loading long welded rail. The winch wagon was partially covered over to protect the power winch, the other was a roller wagon. Collection includes some details.

At some stage during the later 1970s some of the unfitted Grampus wagons were equipped with through air pipes. Lot 2885 appears to have been selected for a disproportionate number of these conversions.

Some of the unfitted Grampus were retrospectively fitted with clasp vacuum brake, making them appear very similar to those built new with VB.

From 1959 BR introduced the final 941 Grampus wagons as vacuum braked with a clasp brake arrangement. Most of them received a form of roller bearing - Hybox - perhaps used as being more resilient to ballast dust than conventional roller bearings.
A drawing is in Bartlett, Paul W. & Mann, Trevor., (l985a) Non Hoppered Steel Ballast Wagons. part 3 The Grampus. Model Railway Constructor vol. 52 (part 610) pp 140 - 143 & 164 - 165.

The standard ballast wagon until the 1980s was the Grampus. The sides were three drop doors and the ends had removable upper parts and a drop down flap, which permitted easy loading and machinery to be driven along the train. Very versatile they carried fresh ballast or spoil, bits of rail, signals etc etc. They could be seen in block trains or individually. The removable ends were placed in a carrier beneath the headstock.Originally there were 3840 unfitted. Later some were rebuilt with through vacuum or air piped and others equipped with vacuum brake. The history is written up in Bartlett, Paul W. & Mann, Trevor., (l985a) Non Hoppered Steel Ballast Wagons. part 3 The Grampus. Model Railway Constructor vol. 52 (part 610) pp 140 - 143 & 164 - 165. which includes a drawing.

A selection of GWR coaching stock, early BR period dining vehicles

A variety of tank wagons were used to carry Distillers liquid Carbon dioxide. They were owned by STS, later CAIB and built by various companies between 1962 and 1978.

In 1946 the Ministry of Supply shipped 7,000 mineral wagons to France with a cupboard door arrangement. In 1953 many were returned and refurbished, some retaining continental fittings. They had gone from mainline use by 1966.

Mineral wagons given BR number series were built before nationalisation for the Ministry of War Transport. Rivetted and welded construction with and without top doors, this collection has this variety, all with independent brakes permitting the fitting of bottom doors. Many in industrial internal use.

The 'standard' mineral wagon on BR. Hundreds of thousands of these welded steel boxes with the most basic of brake arrangement were built. The difference between diagrams is only a 1/4 inch! In later years most survivors were either replated or received new bodies without top flap doors. Some have hangers etc for vacuum brake parts which were never fitted. Look for other differences! NB - 3 pages of photographs

The most numerous wagon built for BR were mineral wagons of welded construction with Morton unfitted brake working on one side only. This collection is of wagons sold out of BR use at collieries and industrial sites.

The standard BR mineral wagon but of rivetted body construction with Morton unfitted brake. Includes some in internal use.

As part of the 1955 modernisation plan BR began building mineral wagons with a clasp vacuum brake, with two differently sized cylinders and changeover lever. These were unsuitable for many unloading facilities and production ceased. This collection includes one of the very rare rivetted body examples and a few in colliery internal use.

In 1952 BR experimented with air braking by equipping 100 16 ton mineral wagons of lot 2385. Later they were converted to vacuum brake but retained a distinctive clasp brake rigging and self- adjusting brake.

BR 16 ton standard mineral wagons converted in later life to have a Morton vacuum brake rigging. It is reported that 5000 were rebuilt between 1966 - 68 from lots 2917 - 2922, but there are some from other lots. Includes a few colliery internal users.

The resurrection by Chris Leigh of Black Dog Halt reminded me to post the Parrot wagons. 25 of these were used during WW2 to carry aircraft parts in crates, or apparently unpacked. They were used on BR including 10 which were transferred to Cable carrying wagons for the Power Supply section of SR.
Other parrots at http://paulbartlett.parrot-conure.fotopic.net/

Chas Roberts in 1969 built 12 bogie hoppers used by Murphy Aggregates and 10 other wagons were introduced in 1983. The earlier ones were partially rebuilt to have a 'nose' casing to protect the ends of the body. Used south of the Thames.

A fleet of 20 bogie hopper wagons owned by Equipment Leasing Co which worked from the Brett loading facility at Cliffe, on the south Thames estuary. Despite numerous visits to Hoo I only ever saw there once, visiting the Cliffe facility later.

The original BR iron ore hoppers of 22 and 24 ton payload. They were a continuation of a design produced pre WW2 for private companies. By the time I found a few of them they were in retirement! Some details.

350 of the standard Iron ore hopper were delivered upgraded by having roller bearings and spindle buffers. Many were rebuilt with vacuum brake. As well as Iron ore some were used for Limestone and Sand.

There were two batches of the standard unfitted BR iron ore hopper wagon on diagram 1/163 with 1500 built. Some were converted to vacuum brake later and some were used for Sand.

In 1957 200 of this batch of 25˝ ton standard iron ore hoppers were built with vacuum brake and roller bearings. 135 were uprated to 33.5 tons and 13 to 30tons. Later some were in coal traffic in South Wales and others used by the engineers for ballast.

Some of the standard 25˝t iron ore hoppers were rebuilt. There were Clinkers which had an extensive rebuild which altered the hopper, had a tarpulin rail, vacuum brake and a diagram of 1/175 and a lighter rebuild for Salt some of which were vacuum brake.

Introduced in 1959 there were 400 of the vacuum braked version of the standard iron ore hopper with 663 cu ft. capacity. They were for Newport Docks to Llanwern and later had various uses for Sand, Colliery waste (possibly coal) and in departmental use. Collection includes detailed photographs

Introduced in 1957 270 were built, larger than the other BR Iron Ore hoppers at 730 cu ft capacity and vacuum braked. They were for imported ore from Glasgow Central Terminal to Colvilles at Clydebridge, Rutherglen. When the traffic passed to PO bogie tipplers the engineers used some for ballast. Collection includes detailed photographs.

BR built two pairs of wagons for the civil engineers for carrying steel girders between them, of up to 100tons. They still exist despite lacking continous brake. I have never seen a diagram for these. Includes details

Built by Standard wagon in 1966 for Timber traffic, British Steel at Corby obtained 40 wagons in 1971 and rebuilt 20 to be longer in 1975. Includes details.

The first Bogie bolster D introduced by BR followed the LMS design and used their diamond bogie. 150 were built but then the LNER design became the preferred standard. This collection includes internal users.

BR built 200 LNER design bogie bolster Ds with their version of the diamond frame bogie. (see http://gallery6801.fotopic.net/p504379.html ) They were allocated diagram 1/472. The collection includes details of an internal user example.

The 'standard' BR Bogie Bolster D was directly derived from the LNER design and continued diagram 1/472. However the many different batches used a variety of plate bogies, descended from GWR practice. The frames from many of these wagons were rebuilt as BDA, and continue in use.

Allocated to the standard Bogie Bolster D diagram 1/472 the final 200 were built with Davis & Lloyd bogies and vacuum brake in 1958-9.

A single build of 200 wagons of vacuum braked Bogie bolster Ds with roller bearing plateback bogies. The electrification engineers used a number, specially lettered and with through air pipe later. Includes one with a wooden coil cradles and another as a crane runner.

The final new build Bogie Bolster Ds for BR, 400 built with Gloucester bogies and vacuum brake. Later some were air piped, had wooden coil cradles and had Mecan Cranes. Includes detail photographs. Other photographs, as BSW timber carriers at http://gallery6801.fotopic.net/c562810.html

BR built 40 more of the last LMS design of grain wagon (see http://gallery6801.fotopic.net/p2060059.html )
with rivetted construction (but see the welded one!) before using the similar body style for later welded construction.

The commonest grain wagon on BR were unfitted, 470 had welded construction. Most received roller bearing axleboxes from the early 1960s, but not all. Privately owned grain wagons replaced these during the 1970s - see http://gallery6801.fotopic.net/c85932.html

BR had just 100 of their standard grain wagons with a through vacuum pipe. Some were converted to carry hydrated lime with air pressure discharge.

BR built just 100 fully vacuum braked grain wagons in 1960. The body was the standard 21ft. 6in. type used on earlier builds, but the wheel base was 12ft. 10in. They had Dowty buffers when built - see no. 24.

Between 1952 and 1958 BR built 80 Carfit A to the Diagram G52. They are 21ft. over headstocks with 13 ft. 6 in. wheelbase. They were vacuum braked.

BR's other Herring design (see http://gallery6801.fotopic.net/show_collection.php?id=51051 ) which was rivetted pressed steel construction by Metro Cammel (see Trout and Mackerel). Vacuum braked with a single hopper door operated from the end platform.

BR Stratford works is credited with building 80 6 wheeled parcels brake vans in 1950, coded BZ on LNER diagram 358. A very neat Thompson era inspired design which lasted into the late 1970s.

Ex HEA coal hopper wagons were converted for use as barriers to work with nuclear flask trains. Only ever recorded on one occasion, but some different livery and body styles.

10 years after nationalisation BR finally introduced a new design of 4 wheel Covered carriage truck, usually used as a general parcels van. They built 822 very quickly but were relatively short-lived with condemnation in the early 1980s, sometimes followed by use by the engineers.

Tiphook had two series of bogie aggregate hoppers for hire during the 1980s, which were available for use on the European Continent. Later they were converted to Autoballasters.

Possibly intended to replace the UM wagons (see http://gallery6801.fotopic.net/c326797.html) Davis refurbished ex Esso 22ton oil tank wagons for Molasses. They may not have been used after these photographs of July 1984 replaced by http://gallery6801.fotopic.net/c302498.html

Tiphook obtained 3 series of 'freightliner' container carrying flat wagons in the late 1980s, two newly constructed in Finland, the others using redundant bogie tank wagon frames and bogies. Collection includes various containers and some used as bolster wagons.

Briggs Dundee operated one of the last fleets of RCH standard unfitted Class B tank wagons. Photographed in summer 1977 with wagons from 1932 - 1954.

The SRly had few SCW, and only two designs persisted into the 1960s and by at least 1959 all were in engineers use, flatrols and lowmacs. They had long lives. Collection includes some details. [Load of APCM depressed centre with ownership plate and PD350 STR]

BR built two distinctive designs of Banana van, initially following LMS ideas. They went out of revenue use in the 1970s when some had second careers as barriers, again short-lived when air braking became necessary for these.

In 1986-7 Powell Duffryn used the frames and bogies from SUKO tanks to make 11 short container flats used for various coil containers in South Wales.

In 1960, following on from the Esso example, Regent introduced Class B tank wagons to similar design, 92 built by Chas Roberts and 50 by Powell Duffryn. Later some had the tanks lagged. Texaco acquired Regent and they lasted until the mid 1980s, possibly the last fleet of this design continuing to operate.

The CEGB operated a fleet of 21ton steel tippler wagons. Built before WW2 for West Midlands Joint Electricity Authority they came from two manufacturers and had differences in body construction. Perhaps the last 'old fashioned' large lettered PO wagons.

The CEGB obtained Esso tank wagons secondhand and re-registered them on TOPs. Some unfitted ones used the frame from CEGB double door minerals and kept the number.

The earliest volume production of vacuum braked Class B tank wagons for heavy oil were introduced from 1957 for Esso. The design was later used by other companies. Includes some photos when new and details.

The earliest volume production of vacuum braked Class A tank wagons for white oil were introduced from 1957 for Esso, the design was later used in smaller numbers by other companies. Includes official photos when new and details.

Between 1962 - 64 BR built just 40 of these 4-wheel wagons to carry strip coil. Lot 3513 was allocated to Margham, the others to Scotland, although many of these migrated to South Wales later. They used underframes from the MDV production line. Collection includes detailed photographs.

Three distinctive van designs, one with sliding roof operating in the UK.

4-wheel FS Italian international vans working in the UK. Varying designs of the 1960s, planked and plywood bodied a few with end doors and brake cabin.

BR built 18 diagram 2/511 Flatrol MHH to the LMS design with Diamond bogies, with lever brake and a further 11 diag. 2/524 MHH & ET with plateback bogie and handwheel brake. All were 58ft. over headstock, 48ft. bogie centres and 35ft. 6in. well length.

In 1983 Standard Wagon at Heywood rebuilt 30 of the British steel lime hoppers for aggregate. Includes detail photographs.

In 1975 Standard wagon built 115 hopper wagons for British Steel to transport of limestone to the smelters on Teeside. Unusually, no TOPS plates or ownership prefix appears to be applied. S-kits have a 4mm kit.

Also between 1977 and 1979 some 459 mineral wagons were produced using frames from 21 and 24.5ton minerals and similar hoppers. Thus underframes differed. All received heavy duty 10 leaf springs, the intention apparently that they could carry 25tonnes, but they were not branded as such (nor as MEO). Renumbered, with just three vacuum braked - one illustrated here.

From about 1978 BR rebuilt ex 21 and 24ton mineral wagons with a new body design which had no end doors and only a single side door offset towards the left. They were all introduced in freight brown, despite being unfitted. The Larkin & Mann MRC article (see below) suggests 946 were rebuilt.

Between 1971 - 3 BR built 2600 new mineral wagon bodies, welded construction with 2 side doors and end door, on redundant underframes from 21 and 24.5ton hoppers. Renumbered B315000 - 1799. Written up in Larkin, David & Mann, Trevor (1983) British Railways 21 ton Mineral Wagons - the rebuilding programme. Model Railway Constructor vol. 50 (part 596) pp 708 - 711 & 697.

In 1940 the MoS for the BEF converted SR PMVs (23 according to Gould but he does not identify many) as mobile workshops, equipped with lathe, grinder, press etc. each had a pair of SR vans - store and generator. Written up, with small drawings in Modern Transport March 30 1940. Remarkable survivors - side door is not original.

The SR design CCTs were not very popular for conversion to engineers use, presumably because the end doors and ventilators were insufficiently secure. Photographs of these vans in revenue use at http://gallery6801.fotopic.net/c382886.html

The SR PMVs were very popular as conversions for the engineers, early ones being done immediately post WW2 and later ones up to the early 1980s. Plenty for everyone here, including SECR origins.

SECR design of 1919, modified with side ventilators by SR, continuing to be built by early BR. Note roof ventilators of SECR also used on some SR - not mentioned in Gould Oakwood Press Southern railway pass. vans - the source for building details on photos. Parkside 4mm kit of SECR.

From about 1971 BR rebuilt LNER hopper wagons with a 3 part side, as they did many of the later BR built wagons. The frames, brake and running gear usually remained as originally supplied.

In 1936 the LNER introduced all steel hopper wagons for coal. Built until about 1950, (when BR continued building the same design) they used three different solebars, riveting and welding for the bodies and a batch of heavier duty wagons were built early in WW2 using fittings originally intended for wagons destined for continental Europe; minor differences were numerous. Includes wagons in industrial internal use.

The SR BY brake vans were a distinctive design, built only between 1937 and 1941, and 36ft long with a wheelbase of 23ft. The last were withdrawn from revenue use in 1978 apart from those converted for engineers use. Hornby have a model in 4mm.

BR developed a new design of multi purpose Rail, Sleeper & Ballast wagon from the LNER Dolphin, which had removable ends. Three diagrams, two distinct designs, numerous conversions and a unique bogie design.

BR placed new bodies on the frames from Bogie bolster E (see http://gallery6801.fotopic.net/show_collection.php?id=74057 ) to make a drop sided ballast wagon. Built over 6 years at Shildon, Swindon and Doncaster. Later a few received new bodies with fixed sides. Drawing and information Bartlett, Paul W. & Mann, Trevor., (1985) Non Hoppered Steel Ballast Wagons. Part 4 The Plaice and Turbot. Model Railway Constructor vol 52 part 615 PP 418 — 422 & 444 — 445.

A single wagon introduced in 1965, so pre-dating the better known SMBP bogie tanks. Originally vacuum braked, and necessarily only 80t GLW with very low tare 18-6. Written up in Bartlett, Paul W. (1998d) Bogie tank wagons of the 1960's. Backtrack 12 (11), pp 634 - 635.

Bogie tank wagons for Liquified Petroleum gas owned by ESSO and built between 1968 and 1978, includes prototype.

24 Procor built aggregate hoppers which were soon converted to covhops originally for Urea or grain and later Potash.

Three container flats built and registered in Germany in 1981 worked to Teeside during the 1980s carrying distinctive containers for Aluminium alkyls.

BR converted LMS long and short wheelbase Double bolsters and BR and LNER Dobols to single bolsters used for long welded rail. Two distinct designs, with two very different loading or shute wagons. May have been introduced 1960.

Ribble cement fleet of 44 cement tanks built by Standard wagon 1977 between Clitheroe and Middlesborough. Later working with Castle Cement PCA.

BR built 3 designs of Borail. The first two designs were both based on different GWR wagons and a new design of 165, with and without bolsters followed. 150 of the final ones were rebuilt with air brake and new bogies in 1981 and these were transferred to the engineers as Parr and Mullet soon afterwards. Drawings of final vacuum brake designs in Bartlett et al, and Cambrian make a kit in 4mm scale.

A collection including Midland Railway Bogie bolster C used by BRB Electrification and LMS BBC, a few Bogie bolster Ds and the 50t rail wagons - Borails and Salmons. Some others, as crane runners are in collection http://gallery6801.fotopic.net/c1211704.html

The LMS inherited very varying van designs and went on to build several significantly different designs, whilst during WW2 receiving SR and LNE designs. Many types included, mostly from near the close of their lives, including in RoF and MoD internal use.

A mixed collection of steel bodied single and double door (Loco) mineral wagons, plus a few wooden bodied, including the rare Loco coal hopper. Many in industrial use, but some revenue and departmental.

Two batches of bogie wagons each with twin depressed centre air discharge tanks. Used for Blue Circle Cement owned APCM and Lloyds and Scottish. TOPS code PDA not carried.

23 wagons built at Ashford in 1980. An unconventional concept of carrying 7 waste skips which can be lifted and moved, using a continous rail along the sides of the wagon. 21m over headstocks with bogies at 15.800 centres.

14 bogie dry powder forced discharge wagons initially used for Sodium tripolyphosphate from Whitehaven for Proctor and Gamble. A prototype like a conventional tank and 5 others were written off in 1977 and the others later went to Corn Products starch traffic from Trafford Park. Detail photographs.

Tiger Railcar owned lagged and coiled 102 GLW bogie tank wagons built by Chas Roberts in 1968, used for Total and later TRL hire for the Ciba Geigy Duxford - Hexham traffic.

A batch of 16 class B lagged and coiled bogie 100t tank wagons used by Amoco and originally leased from Lloyds & Scottish leasing. Includes detail photographs.

Many unfitted tank wagons built early in WW2 for nitric and sulphuric acid photographed in detail. Includes wood framed examples. These are ones not registered by TOPS and out of use and stored at ROF Bishopton from early 1970s. TOPS registered examples in collection http://gallery6801.fotopic.net/c221272.html

As well as the 40ft BAA and 50ft BBA, the same design concept was used for a 60ft BLA. Perhaps surprisingly (see the BDAs at 52ft having to be used with under runners) no more were built. Collection includes details.

Powelly Duffryn built and hired out one open 54 closed coil bogie wagons, the latter having two distinctive end designs. Includes detail photographs.

Twelve wagons to 6 diagrams were built by RFS Doncaster in 1990. Complex multi-purpose steel carriers with a permanent coil cradle V and moveable bolsters, and convertible from uncovered to covered. Withdrawn June 2007.

In 1985 Standard wagon works at Heywood built 5 bogie side tippler wagons to carry Magnesium lime from Ferryhill to Montrose. 4 of a similar design followed in 1989 for Booth Ferry.

In 1970 BR converted 4 BSK coaches to flat wagons with container fixings for bullion. Detail photographs included.

Wagons in internal use at Longbridge British Leyland works in 1991. More general photographs, locomotives, building at http://paulbartlettsotherrailwayphotos.fotopic.net/c1300087.html

A new design in 1951 of ballast wagon with removal ends for the Southern and Scottish Regions. Both unfitted and vacuum brake, some later rebuilt with vacuum brake, different doors and crab with fixed sides. see Bartlett, & Mann, (1984) Non Hoppered Steel Ballast Wagons. Part 2 The Lamprey. Model Railway Constructor vol. 51 (part 607) pp 647 - 652, Models in 4mm by Chivers fineline.

BAA were introduced in 1973. Very successful, only 40ft. long with 100ton GLW, many were fitted with a considerable variety of coil cradles. A few special conversions. 306 built.

BR number series 780xx and 781xx were twin jib cranes, usually used for lifting track panels. Many were based on Warwells, although others had specialist frames.

All four pre-nationalisation companies bought, or had on loan, warwells. Some were converted to different styles of bogie bolster B, others were used to carry locomotive boilers. Includes tunnel inspection conversion.
See also "MODA Warwells PFV, PFB and KWB"
http://gallery6801.fotopic.net/c538203.html

Towards the end of the Great War tank transport became important and a new design of 'Rectank' was introduced. The Railway companies and BR inherited some but these just show a few in internal use, or moving to a museum.

Unexepectedly, BR introduced 78 Rectanks in 1959-60. At 34ft. over headstocks with Davis & Lloyd bogies at 24ft. centres the design and main dimensions were similar to the original Rectanks introduced during World War 1. One was ferry fitted and others were converted to Conflats (see http://gallery6801.fotopic.net/p488595.html). Detail photographs included

BDA rebuilding continued from 950801 with 450 more being built in 1979 and 1980. They differed to the earlier rebuilds in having a hand brake wheel fitted to each bogie. There was some rebuilding and for a period some were used by the engineers as BRILL

From a prototype in 1975 the frames from 1950s unfitted Bogie Bolster Ds were refurbished and equipped with new bogies, brakes etc. These batches built at Ashford and Shildon and fitted with lever brake, some were modified later. They continue in use, the bodies being 60 years or so old. Cambrian 4mm kit and Bachmann RTR available.

A variety of tank wagons for chemicals used on the train ferries before introduction of the Channel tunnel. Includes 3 diagrams which carried ethyl glycol and possibly other chemicals to Middlesborough. Includes discharge direct to a road vehicle - easily modelled. A traffic lost when the Chunnel opened.

In 1984 Marcrofts at Stoke put new 17 tank barrels on secondhand frames from several different types of tank wagon.

204 Plaice were built between 1977-80 having new bodies on underframes from withdrawn Plate wagons; includes detail photographs. Drawing and history in Bartlett, Paul W. & Mann, Trevor., (1985) Non - hoppered Steel Ballast Wagons. Part 4 The Plaice and Turbot. Model Railway Constructor vol. 52 (part 615) pp 418 - 422 & 444 - 445.

Introduce in 1970 a BR version of the SR Walrus with a bolt construction, a few were Seacow from new (only Airbraked). Very varied liveries, apparently black when new. Bachmann produce a RTR model.

BR Civil Engineers Light Duty Diesel mechanical cranes in the number series 81000 - 81053, with ex LMS double bolster jib runners.

BR Civil Engineering Heavy Duty Diesel Mechanical cranes Number series 81100 - 81141 (some of which are pre-natinalisation in origin) with match and runners.

BR Civil Engineers Light Duty Diesel Electric Cranes with Match and runners (ex LMS Long lows, bolsters and GWR Bogie bolster C). Number series 81200-264. Used on the LMR and WR for civil engineering.

BR Civil Engineers Heavy Duty Diesel Electric Cranes with Match and runners (many pre-nationalisation origins). Number series 81300 - 81373, many different types and builders. Widely used for all forms of engineering works.

BR built a single batch of 29t payload vans in 1982-3 with the side opening as double sliding doors. Models available in 2, 4 and 7mm. Article with drawing in Model Railway Constructor 12-1986 p656, 657, 664 - 5.

Single bolsters were often used in pairs or as runners beneath extended loads on other wagons. Unexpectedly, BR built more than 8,000, with 4,000 being built unfitted in 1957. They did not last long, with many in internal use and others as match wagons for engineers cranes. Drawing of diag 1/402 in BR Wagons Bartlett et al.

The Southern Railway had very distinctive Bogie 'parcels' guards and scenery vans, the last of which were built by BR. Collection includes some transferred to engineers use.

Esso was the first major private company to buy into the vacuum braking of their fleet (from 1959) so relatively few of their early wagons survived. Fortunately some persisted in Manchester and were recorded for this collection, and others as IU. Many detail photographs.

Three of Ebano of Grangemouth "The original Mexican Bitumen" tank wagons survived at Bowling into the 1990s. Photographed with details after they had become part of the Esso fleet. Note lower part of axleboxes removed.

Non Passenger coaching stock of the LMS, includes BG, BZ, CCT, some are in internal use and others in engineers use.

BR dropped a wooden frame inside some open merchandise wagons and used them for coil, suitably labelled, lasting long enough to have their own TOPS code KYV. Previously branded HYBAR COIL.

Some of the corrugated end wooden open merchandise were converted to have hoods possibly for coil and possibly similar to some shocks - see http://gallery6801.fotopic.net/p714324.html
Anyone know more about these. One is labelled to Gartcosh, as were shocroof A - http://gallery6801.fotopic.net/p731638.html

Unusually neat conversion of open merchandise wagons to only 3 plank high for the Electrification engineers, apparently introduced mid 1984.

BR inherited several designs of plank ended open merchandise wagons and built them to four different diagrams. Usually unfitted when introduced most were Vacuum braked in the later 1950s. see also http://gallery6801.fotopic.net/c100592.html and http://gallery6801.fotopic.net/c163789.html

BR allocated two diagrams to LMS design open merchandise with corrugated ends, with and without a tarpulin bar. Some were vacuum braked using the LMS clasp rigging, others were initially unfitted, being converted to vacuum brake in later 1950s. In later years the engineers used many of them. see clay liners at http://gallery6801.fotopic.net/c163789.html Not enough model kits exist of these!

100 dropside open merchandise were built on part of lot 2061, possibly as Pipe wagon. They were unpopular, as the doors were too heavy. All should have been vacuum braked in the later 1950s, but some remained with independent brake until 1980s. Also shows two conversions without other known details. Drawing in BR Wagons, Bartlett et al.

The 4 wh PFA by Procor had a prototype and a production run of 40 wagons which differed to one another and to the Standard built Cawood design (see http://gallery6801.fotopic.net/c1099006.html)
Collection includes detail photographs

BR introduced many low tonnage containers during their first 15 years for use with Conflat As and a few specialist conversions. Intended to be a mixed collection of these. Containers AX. See also http://gallery6801.fotopic.net/show_collection.php?id=21115 and http://gallery6801.fotopic.net/show_collection.php?id=43377

Soon after introduction the engineers claimed many of the SPA, calling them PIKE, although TOPS codes varied. Later some had doors sealed up, and others were rebuilt. See http://gallery6801.fotopic.net/c1110090.html for SPA.

Soon after building some SPA plates began to be converted to various uses, including for rod and plate coil, as a bolster wagon, for pig iron etc. see http://gallery6801.fotopic.net/c1110090.html for unconverted SPA.

Following the introduction of 2 prototypes in 1977 (photo of one included) a new design of low sided plate wagon on a new frame design was introduced in 1979. Soon afterwards some were rebuilt or transferred to the Engineers (see other collections). Cambrian make a 4mm kit.

Between 1986-8 Standard wagon built 172 container flats for Cawoods coal containers, shipping coal to Ireland. Later they were repainted British Fuel. Models available - 4mm by D C Kits and 2mm by C-Rail.

Fina had their own fleets of light and heavy bogie fuel oil tank wagons, including lagged examples. 85640, 85641 & 85644 are mistakenly posted as Standard built, they were built by Chas Roberts.

Total, the French oil company used a variety of bogie class A tank wagons in the UK, including unusually a lagged version. Detail photographs.

The LNER introduced a standard 42ft. bogie underframe in c1930 but did not use it to build any trestle plate wagons until BR introduced a design in 1953. The collection illustrates all 4 lots with their different bogies. Most were rebuilt in 1979 see http://gallery6801.fotopic.net/c1084882.html

In 1979 BR took 51 of the Trestle ED and converted them to air brake with contemporary bogies, buffing gear etc. Later some were modified to different types of coil carriers and had all of the body removed as under runners. Many detail photographs.

Charringtons had a varied fleet, including these they owned. Built as several small batches in 1965 and 1966.

Amey Roadstone (ARC) had a fleet of box opens both ex Iron ore tipplers and also new build. Note that the two styles worked together.

Yorkshire Tar Distillers was visited in 1984 when an interesting selection of elderly rectangular and cylindrical tank wagons awaited scrapping. Many details.

In 1982 Foster Yeoman began using a fleet of Procor owned bogie tippler wagons which had been built 10 years before for Iron ore. There were three designs, inners and two different outers.

In 1986 CAIB-STS introduced a fleet of twin silo cement (powder) wagons by cutting down the sides of French wagons originally built about 1964. They also had modified suspension. Used by Tunnel Cement.

Shildon only built one batch of continental style bogie vans, all 30 were used by Danzas and were registered on BR for international use. It had 3 flush fitting sliding doors per side.

Ballast cleaners operated on BR.

BRT - Procor hired a varied fleet to Ciba – Geigy for carrying the chemicals used in glue manufacture, their tanks were lined with epoxy resin. Other wagons from the same building lots are in: http://gallery6801.fotopic.net/c1058454.html
A few bogie tanks for this traffic are at: http://gallery6801.fotopic.net/c20066.html

BRT, later Procor, had many class A tanks on hire to Amoco, BP Chemicals, Carless, Elf, Esso, ICI Agriculture, Mobil, Murco, Petrofina, Phillips Petroleum,Total and VIP. These are all represented in this collection, which has different builders and designs. A separate collection of the Ciba – Geigy tanks lined with epoxy resin for glues is at http://gallery6801.fotopic.net/c1059474.html

BR converted two Bogie bolster C to have air brake, as a BCA prototype on lot 3889 convert Swindon 1975. The concept was not successful (in comparison to the similar BDAs) and the Engineers received them during 1980.

OBA were heavily rebuilt, usually with new bodies, to make a china clay van OEA, runners RRA, timber carriers OTA and as a SEA URCHIN for ballast ZCA.

From late 1982 OBA were transferred to the civil engineers and branded BASS, later grey/yellow livery appeared. Collection has other liveries, CIVIL LINK and details.

BR converted OBA for the concrete block traffic from Heck to Biggleswade repainting some in an attractive livery.

Following the success of the prototype BR built 800 OBA, planned as a replacement for Tubes, they have high ends, turnover bolsters on the floor and extending side stanchions. The second lot were introduced with Bruninghaus suspension, a retrospective modification fitted to many of the first lot. Cambrian make a 4mm kit, and Bachmann a RTR.

In 1974 an OAA (see http://gallery6801.fotopic.net/show_collection.php?id=20791) was converted to a prototype Tube wagon with higher end and extending stanchions. It became a BASS later.

Danzas introduced 120 Cargowaggon bogie vans in 979 - 80 specifically for traffic between Britain and the Continent.

In the HMRS Journal Vol. 19 part 3 p71 - 81 Jonathan David discusses the exhibition trains of the 1970s, this collection illustrates a few of the coaches.

Eighteen tanks for china clay slurry were introduced in 1966 operating as the ‘Clayliner’ from Cornwall to the Bowaters paper manufacturer near Sittingbourne, two more were added in 1971.

Between 1982 and 1984 a small batch of 20 vans were built and owned by Procor for spot hire. They were 41ft. 11in. over headstocks with a wheelbase of 29ft. 6 in and could carry about 31t.

BR converted several types of ordinary wagons for use on the Air Brake Network including 5 LNER and 7 BR steel open merchandise. They were allocated to diagram 1/030. Later the engineers used them for stores transfers.

From 1945 the LNER introduced open merchandise wagons with steel bodies, initially retaining a wooden door, but later these were changed to steel. Later the sides had 'dimples' inside of these were rings for tying loads. Many had the typical LNER vacuum brake, most of the unfitted ones were converted by BR to vacuum brake. Many models exist, including ABS and Slaters.

The LNER number series had a selection of different designs of wooden open merchandise, and were built either vacuum brake or unbraked - which BR usually converted to VB in the later 1950s. Several internal user.

Built in 1981 and 1982 some of the autic were re-registered so that they could be used to Europe on ferries and later the Chunnel.

LNER vans, including from GCR, GER, NER, GNR and fruit and fish vans.

BR built 875 China clay wagons (the first 300 were unfitted when introduced but vacuum brake soon afterwards). They replaced earlier similar wagons, and needed to be unusually small - only 16ft. 6in. over headstocks with 9ft. wheelbase and had an end tippler door. Ratio make a 4mm kit. Drawing in BR wagons repeated in Model Railways vol. 7 (6) pp 308 - 314

Just 4 of these scenery vans were introduced in 1958 fitted for sending to the continent. Very similar to the contemporary GUV, but only 2 side doors and freight red livery.

As Stores vans and in internal use, mostly the 6 wheel Express Fish also a 4 wheel version. I have unuseable photographs showing 6 wh. Fish condemned in 1968 and as a Stores in 1967.

Topes were cut down rebodied 21t coal hoppers introduced in 1988. A few retained their original number but when building finished in 1991 some 856 were renumbered.

Standard 21t welded hoppers with a tarpulin rail and tarpulin. I photographed some, very badly, in about 1967 at Stoke, and from the number series some may have been new into this fleet. Comments about their use associated with http://gallery6801.fotopic.net/photo.php?id=29073583

BR rebodied 21t hopper wagons with a simpler body design which had only 2 upright stanchions. Some of these used U channel and huck bolting, apparently at the same time that Shildon usually used welding construction.

From the early 1970s BR changed to rebodying hopper wagons with a simpler design which had only two upright side stanchions. Until 1977 the wagons retained their original numbers. Some also received vacuum brake at rebuilding. Later renumbered rebuilds are at http://gallery6801.fotopic.net/c465372.html

BR continued to build LNER design hopper wagons of welded and riveted (see http://gallery6801.fotopic.net/show_collection.php?id=29082) construction. Two distinct body styles were used, sometimes the newer one replaced the earlier one during rebuilding. Later simpler rebodying was introduced and later still this included renumbering (see http://gallery6801.fotopic.net/c465372.html)

50 of these were built in 1958 of constructed of tongue and grooved extruded aluminium at Park Royal vehicles Ltd. They were written up in The Railway Gazette in May 30 1958 p 628. They did not need painting with the lettering in black. Thanks to Kevin Prince for recently photographing a lovely survivor. 'Return to Greenford', Historically very important - a predecessor of the Speedfreight light alloys which led to the freightliner containers.

Gulf operated a fleet of 57 Class A and B tank wagons from their refinery at Waterstone, built in either 1964 and 1966 they were air braked and had new suspension during the 1980s. The livery of the preserved example may be fictitious.

Some 300 of these wagons, with two distinct designs, were registered to work from Continental Europe to the UK. Some interesting loads were carried.

BR built 1000 Pig iron wagons (and a further 140 hot pigs see http://gallery6801.fotopic.net/show_collection.php?id=27098 The earliest wagons went to internal use see http://gallery6801.fotopic.net/p2197757.html and the later ones were used as Coil C wagons see http://gallery6801.fotopic.net/p2197757.html. In 7mm Peco model these and a very long time ago Trix modelled in 3.8mm.

To make class A tank wagons for chemicals, in 1985, Marcrofts at Stoke used the frames from 15 ICI caustic tanks (no. series 51612 - 41) http://gallery6801.fotopic.net/c210225.html. I have no photographs in traffic.

Esso had dual propane butane tank wagons working from Fawley. Built with vacuum brake many were converted to air brake with new suspension. Detail photographs.

During 1953 BR bought 2 massive Transformer carrying wagons. An article, with a weight diagram was published in The Railway Gazette March 26 1954 pager 354. One became the last specially constructed wagon in the revenue fleet. Detail photographs.

BR built 10 of the LMS design diag 98a Weltrol MC as diag 1/730 and followed with 4 with more modern running gear as diag 1/746. Detail photographs.

In 1980 and 81 BR rebuilt all of the running gear of 80 unfitted Boplates so they were airbraked, in 1987 some were rebuilt again as BMA and others later as BNA. Unconverted were taken by the engineers until the mid 1990s when some went back to traffic. Various liveries.

BR built 550 boplates with vacuum brake. Most had plate back roller bearing bogies, but 125 had Davis & Lloyd cast bogies, and these were exceptionally popular for conversions - boflats and Conflats. see also http://gallery6801.fotopic.net/c151690.html
Cambrian make 4mm kit.

BR inherited a standardised design of Boplate from the LMS and LNER, quickly altering the design to use plate bogies. 860 were built upto 1958. Collection includes internal users and detail photos. 4mm kit by Cambrian.

A selection of photos during the 1950s of LNER design coaches, include catering, sleeping and non corridor stock.
Many of the details are incomplete. If you know more, please use the comments to add to information. Thanks.

BR built 100 GWR vans to diagram 1/203 with vacuum brake (none in this collection) and a further 230 on diag 1/205 originally unfit. All probably had plywood bodies. Details included

BR built 440 SR vans with RCH brake rigging and 310 with their lift link brake. Plywood was the usual body material, but there is evidence of at least one planked (not here!).

BR built 4 lots of LMS design vans, totalling 3350 varying with plywood and planked bodies. All had LMS clasp vacuum brake from new.

Minilink and Maxilink were Freightliner experiments to permit the transfer of containers without cranage.

BR built 11 Loriots allocated to the Civil Engineers, using 4 lots, each with slight differences one to another. Detail photographs included. Cambrian have a 4mm kit.

BR built a standardised plough ballast van, based on the LMS design. The diagram 1/597 without doors represented only the first 4 wagons of lot 2186, the final diagram 598, although designated only to lot 3285 was more typical of most vans. Cambrian make a 4mm model kit.

The LMS introduced a 16ton plough ballast brake van and BR built 9 more, the final 3 appear to have had their body rebuilt closer to Shark. Includes LMS, early BR and details.

A collection of 4wh and bogie wagons used for china clay in the UK, but with international registration (see also http://gallery6801.fotopic.net/c391048.html)

Collett and Hawksworth BGs, a milk van and bullion van, includes internal user. Other collections have Siphons, Fruit D & Monster.

In 1936 the LMS introduced a 3 plank ballast wagon with drop sides and ends. They built 3160 and BR built a further 350. Despite most being unfitted they lasted into the early 80s, a few were air braked and some were rebuilt.

Introduced in 1981 building was transferred from Shildon to Ashford, with a change in lettering style. Most in collection pre 1990. These had welded bodies, an earlier rivetted version exists. Model in 4mm by Hornby.

Some early pre-group designs and the main LNER designs, the final one leading to the standard BR van design.

BR built a total of 2388 Palvans with heavy doors at diagonal corners using two distinctive brake riggings. Although all had auxiliary suspension they rode poorly causing accidents so most were withdrawn by the mid 1960s, with a few surviving with UIC suspension. Model kits are by Parkside in 4mm kit & Slaters in 7mm.