Various heavy duty cranes, usually referred to as breakdown cranes, with runners etc. Some were converted from steam to diesel power.

German 4-wheel ferry vans of varying designs introduced between 1953 and 1986.

A collection of French registered SNCF flat Lfls, SNCF high open Ffs and Transfesa Suisse special flat (with a tilt type cover) Ufss operating in Great Britain

A single design of 4 wheel vans were operated by SNCF for the cross channel ferry fleet.

A fleet of 201 vans introduced in 1984 which worked to various UK sites.

During unified days the Yugoslavian Railway operated two distinctive ferry van designs which could be found quite widely across BR.

Introduced in 1969 the main design of air braked vans for BR. A number were used for experimental suspensions (many illustrated). Few appear to have been transferred to departmental use, or rebuilt. The ventilated version is at http://gallery6801.fotopic.net/c379666.html NOTE two pages of thumbnails.

During World war 1 various vans and wagons were built for use on the Continent. They had unusual fittings (long legged W irons) and dimensions. The collection has one of the LMS long lows of diag. 1680 after convert to cable drum carrier and flats internally used at BSC Shelton.

Airbraked BR Vans with the sides and roof removed and replaced by stanchions, initially in 1988 eight per side, and soon afterwards with nine. Used for carrying logs for processing as particle board or for paper. A hurried conversion because of the huge quantities of fallen trees in southern England after 'the hurricane'. worked with OBA http://gallery6801.fotopic.net/c1024705.html and OCA http://gallery6801.fotopic.net/c276358.html rebuilds.

Esso introduced a fleet of monobloc design tank wagons in 1963. 410 were built by Chas Roberts, Pickering and Powell Duffryn. Remarkably soon they would be old technology, with their low 35T GLW and vacuum brake. They were withdrawn in the early 1980s, but many were held as a possible reserve fleet. Collection includes a few in BR engineers and internal user fleets and many detailed photographs. Note 2 pages of thumbnails. Drawing in Fidczuk, Peter & Bartlett, Paul W. (1991) Tank wagons, part 5. Early Monobloc tank wagons, Model Railways vol. 8 (part 7) pp 346 - 353.

Chipmans weedkilling trains operated from Horsham for many years. The photographs are mainly of the train in 1976 after repainting fairly recently from the earlier bright red livery.
see other parts of trains at ADS161 at http://gallery6801.fotopic.net/p46280111.html and TDB975967 http://gallery6801.fotopic.net/p37189317.html

12 long bogie open merchandise wagons were introduced in 1977 to run a Charter service for ICI Mond between Runcorn and Willesden. In 1986 they were converted for use on the short lived Redland tile traffic. Collection includes details.

Railease built 16 PFA which were converted for use on the Redland tile speedlink service and then rebuilt again as PFA - for Ti-oxide containers.

Silcock & Colling Group operated 31 sets of 4 articulated wagons for car transportation. From the mid 1980s they were rebuilt with side screens and a roof which had to lift for loading.

A variety of small batches of bogie tank wagons built by Standard Wagon, Chas Roberts, Powell Duffryn, Metro-Cammel and hired to Murco, Elf, Total, UKF Fertiliser, Hays, Gulf, Esso, Ciba-Geigy, Burmah. Includes some before and after rebuilding and details.

A collection of the first 4 batches of bogie tanks purchased by BRT and hired to various companies including Esso, BP chemicals, Elf, Gulf, Murco, Phillips Petroleum. Includes some delagged for syrene monomer. Detailed photographs in collection.

Just 5 wagons built in France in 1975 and used for china clay slurry. Owned by Tiger Railcar Services Ltd and varying in livery with Crosfield and English China Clay illustrated.

Early in its history BR built two distinctive designs of wooden bodied medium open merchandise wagon. 397 were an LMS design BR diagram 1/017 (see http://gallery6801.fotopic.net/c725403.html ) the other 100 were nominally to an SR design, BR Diagram 1/016; however as they shared the lot with the unacceptable 5 plank dropside and originally had independent brake rigging as shown by some in http://gallery6801.fotopic.net/c1132352.html .

In 1959 Chas Roberts built 10 standard BR vans for the MoD, originally number 41500-09 and allocated diagram 6/495. Registered as 1201 - 1210 they were later TOPS registered. All in collection photographed after transfer to internal use, includes some detail photographs.

In 1966 the Kilmarnock Distillery for Johnie Walker whiskey purchased 20 palvans from BR for a local transfer traffic. They were registered by BRSc and later had TOPS numbers. I do not believe they worked far. Photographs after movement for conservation. The original numbers are provided.

Steel mineral wagons were increasingly introduced from the later 1920s and this collection has a few much later in their lives. They varied in types of doors fitted etc. and some were rebuilt by BR to simplify repair. A history of these wagons is included in Fidczuk, Peter. (1991) The 16ton steel mineral wagon, part one Prewar and wartime designs. Modellers Backtrack vol. 1 (part 3) pp 124 - 133
Collection includes details

A small batch of Tank wagons built and owned by Procor in 1981 and on hire to Murco. Includes photos when new and after repaint in 1992.

Just 5 cement wagons built by Standard in 1969 which had the appearance of a tank wagon with a parallel barrel. They had new suspension from 1983, when generally repaired.

Introduced from 1962 the early batches of depressed centre cement wagons for Associated Portland Cement had air brake and a through vacuum pipe. They appear to have worked in Scotland, at least in later years. The fleet received general repairs during 1983 when Bruninghaus suspension was fitted. Collection includes details

GWR open merchandise wagons evolved over time from 9 to 10ft wheelbase. All were plank ended and they had either a single broad plank or a narrow 6th plank. Those built with vacuum brake appear to have had an upright pipe, a feature which distinguishes them from the BR VB conversions. Includes some clayhoods - see others in http://gallery6801.fotopic.net/c163031.html

The LMS followed MR for open merchandise wagons, later introducing a corrugated steel end. Includes shock wagon and a single plank. Wagons used for clay are at http://gallery6801.fotopic.net/c163031.html

The two distinctive designs of SR open merchandise wagon - 5 plank and 8 plank, including some ex 8pl. as 5 plank. A few other specialities: carfit, shock, weight wagons, cable drum, includes some clayhoods - see others in http://gallery6801.fotopic.net/c163031.html

A collection of GWR specially constructed wagons. Well constructed many had remarkably long lives. Various lowmacs Girder wagons, Weltrols (including from 1888). Includes details

The other LNER specially constructed wagons - Arm ET, Weltrol EL and Flatrol EAB.

The collection features the LNER built Lowmac EQ, EP & EO, including BR Conflat ISO and many for engineers use. The Southern Region had many of them.

Two batches of air braked dry fly ash Presflo were introduced, both numbering 104 wagons. Note that the 12ft. 6in, is taken from diagrams (and 3810 mm is on CS002C) and it is almost certainly correct (see note on Vacuum braked dryfly ash wagons), but most wagons appear to be branded with a 12ft wb (3657.6 mm).

Disposal of fly ash from powerstations became big business during the 1960s, with MGR hoppers (later HAA) being used. After a conventional presflo was converted for this traffic (photos included - it is 10ft. 6in wheelbase) a further 84 vacuum braked ones followed on two lots and diagrams. These were generally larger. Note that the 12ft. 6in, and 18ft. 6in. over headstocks is confirmed as accurate for lot 3516 by members of the BR Wagon Measuring Group and is also on the diagram 1/279. This is despite most wagons appear to be branded with a 12ft wb (3657.6 mm). Many detail photographs, and the prototype .

Following the use of the iron minks the GWR slowly developed a standardised design of van with a double end ventilator - many were rebuilt. Some quite large vans (Mink D) were included and end door Mogo. Expensively and well constructed many had long lives.

A variety of GWR vans used by the engineers as Tool, Mess and sleeping vans and various for Pooley weighing machine contractors. Some built as tool vans (Diag series CC) most ex bloater, fruit, minks and brake vans.

Reportedly in 1976, a few Freightlliner flats were converted to carry lorry chassis by being given a deck, raised ends and plates across the semi-permanent coupling. Each was a set of two outer and one inner wagon. Collection includes detailed photographs.

Two designs of bogie box wagons built 1982 and 1986 for Procor and hired to Sheerness Steel. See also http://gallery6801.fotopic.net/c68067.html for earlier conversions.

In 1983 Procor built 16 PCA depressed centre dry powder tanks which were used by Albright and Wilson for tripolyphosphate from Whitehaven to West Thurrock.

BR stopped carrying livestock in 1972. However, during the 1950s it had built a considerable fleet of cattle wagons and horse boxes just a few of which are illustrated here. Includes some converted for the Dunkirk ferry.

BR owned tank wagons for Scottish cables, Beer, Henry Diaper and Townson Tanker. Diagrams 1/300, 302, 303, 307. Includes detailed photographs, and wagons in departmental and internal use.

BR hired out 3 designs of tank wagons which were partially fitted for ferry use, diagrams 1/301 & 1/304 for Petrochemicals, and 1/305 for TSL. The engineers used many later, including for the Severn Tunnel Fire control train. Collection includes details. Drawing of 1/305 in Bartlett et al.

BR built a number of small batches of demountable tank wagons which were dedicated to beer and cider traffic. A few remained in this traffic until 1979, others were used by the engineers.

There were two distinctive designs of demountable tanks built for Crosfields Sodium silicate, with either one or two fillers. Collection includes details and runners for 03 shunters

A fleet of unfitted bogie wagons were built for J. Summers by Charles Roberts between 1952 and 1958 and carried iron ore from Bidston Docks, Birkenhead to British Steel Shotton BSSH. Out of use in 1983 some were used by ICI. Some also worked for a period from Barry Dock to Llanwern and the collection includes details of one of these.

BR converted Bogie Bolster E to a coil with a hood. Unfortunately none of the photographs are of loaded wagons. Later some were converted as cable drum wagons for the S&T engineers. Includes detail photographs

Unusually when BR converted the Borail WE to Coil X they were provided with new running numbers. Relatively short-lived, possibly because they could carry only two coils on a long wagon. Original Borail WEs are in http://gallery6801.fotopic.net/c1354679.html

Externally identical to the BYA, 50 BRA were built in early 1999. Internally they had four loading racks. [This is the third use of the TOPS code BRA, re-inforcing my disapproval of using TOPS codes for describing wagons!]

The first design to emerge from the Thrall works in York were coil carriers in 1998. They were designated BYA, and 260 were built by the new year. Collection includes detail photographs.

A simple design of steel open wagon with a floor designed to dissipate the heat of hot coils. There were two distinctive designs - the first 35 of 1950 were initially unfitted but later fitted as to appear as the next 15 of 1957. These worked in South Wales. A more robust version of 40 wagons was used in Scotland from 1961. Collection includes detailed photographs.

The first design of wagon introduced in 1957 where the coils were laid on their side in a cradle. 40 were built. Initially they were uncovered, but for much of their lives they had a split hood, although the cradle remained in one long piece. During the 1990s some reverted to original condition without a hood, but with a cut out in the end for the unloading hook. Collection includes detailed photographs

The other coil which was developed from the Slab carriers in about 1966 were 20 strip coil K wagons which had a pair of covered coil cradles, of 7ft 3 3/4in. and 14ft. 1 1/4in. length. Later, unmodified, 10 were redesignated for ferry use (Diag. E490) possibly soon after 1977 and these returned to domestic use. Later some lost the hood and remained in use well into the 1990s. Collection includes detail photographs.

In 1960 BR built 50 Slab carriers which were soon converted to a coil and two slab designs and the latter two were then rebuilt as Coil T, a fleet of 29 wagons. These had a single coil cradle and a single hood, which towards the end of their careers were removed. Some of these worked in Scotland, but they are mainly associated with South Wales. Collection includes detailed photographs.

In 1964 the Western Region of BR used, reportedly, 49 warflats as the basis of a cold Coil wagon which had pairs of covered cradles of 13ft. 1in and 19ft 7in. Initially many, perhaps all, were branded to work between the SCOW Abbey and Orb Works in Newport. Later they were used conventionally, usually out of South Wales to many parts of Britain. Collection includes detailed photographs.

In about 1964 BR Western Region obtained 50 ex MoD Warflats and converted them to carry cold rolled Coil, with two cradles, one of 10ft. 9in. and the other 17ft. 3in. Collection includes details. They worked widely on BR, mainly from the South Wales steel mills.

BR owned Presflo's were painted or plated for use by private companies. This collection includes those for Rugby Cement, Pozzolanic cement and Blue Circle cement. Others include Tunnel Cement see http://gallery6801.fotopic.net/show_collection.php?id=121623

BR converted 10 Presflo to work a fixed route to Continental Europe, they were not RIV approved. The diagram was cancelled in 1972 and the wagons went into domestic traffic, but the ferry fittings were retained.

Introduced in 1954 and withdrawn by 1987 were the very successful Presflos, which were used for cement. This is the main BR collection, however they are also in other collections including:
BR Presflos - Tunnel Cement http://gallery6801.fotopic.net/show_collection.php?id=121623 BR Presflo - twin silo Delafilla, Slate http://gallery6801.fotopic.net/show_collection.php?id=121408 BR Presflo vacuum brake - Tunnel Cement
http://gallery6801.fotopic.net/show_collection.php?id=121236 BR Presflo with additional pipe
http://gallery6801.fotopic.net/show_collection.php?id=117954 APCM Presflos of 1960 and 1963 http://gallery6801.fotopic.net/show_collection.php?id=66758

BR built 58 wagons in 1961-62 which were suitable for carrying steel both as large slabs and also as hot coils. They worked from Abbey Works, Port Talbot WR. Detail photographs, drawing in Bartlett et al.

Using the prototype CCT as a template, BR built 30 Motor car vans for the Southern Region cross channel ferry fleet. Originally they had windows either side of the doors but these were plated over sometime in the 1960s. Later they were used as barriers and for the engineers.

In 1981 - 2 Standard wagon built two distinctive designs of mineral open wagons on underframes reclaimed from APCM vans (see http://gallery6801.fotopic.net/c125427.html ) as well as the clays (see http://gallery6801.fotopic.net/show_collection.php?id=91558 ) Collection includes details

The first design of 4-wheel wagon to carry strip coil. Introduced in 1961 50 were built on underframes diverted from the mineral wagons (lot3390) http://gallery6801.fotopic.net/c20376.html for use from Summers and later were transferred to S. Wales were they worked with the Coil B http://gallery6801.fotopic.net/c1418873.html Collection includes detailed photos, drawing in Bartlett et al

Shell Mex and British Petroleum introduced a large fleet of anchor mounted 20ton capacity tank wagons in 1948 - 49. They were built by a number of manufacturers. Many were later lagged for heavy oils and had a side heating coil. Includes detailed photographs and examples in BR engineers and internal use and private internal use.

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, (the other part as 'medium's is at http://gallery6801.fotopic.net/c1774717.html ) 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.

The Southern Railway, and its immediate predecessors, had distinctive brake van designs. They were surprisingly long lived and found widely across much of BR in engineers use, possibly because of their high 25ton tare. Photographs show them in the Midlands during the 1950s, and more moved when the Southern Region went air brake. Some were rebuilt, some air braked. see also bogie vans at http://gallery6801.fotopic.net/show_collection.php?id=21777 and Sharks at http://gallery6801.fotopic.net/c345282.html

There were just 6 of these short weltrols (40ft. 6in o/h), all built in 1955.

During 1989 a series of air brake scrap wagons were introduced for Allied Steel and Wire in Cardiff. Body styles varied and, as all used redundant frames of varying sources, length, height, suspension etc. varied. 51L have a 4mm model kit.

Early LMS Tube wagons were 27ft. oh with a 17ft 6in wb, from 1937 this altered to 30ft oh and the final batch had corrugated steel ends. Being unfitted they were mostly withdrawn by the late 1970s, with the engineers changing them for the later VB versions. Parkside make a 4mm kit of the short version.

GWR had a long open wagon - the Open C - 25ft. oh with 15ft wb and a 'Tube', of which BR built a further 100. These were 30ft. oh with 19ft 6in. wb. They were not vacuum braked and were mostly withdrawn by the later 1970s

Similar in appearance to the LMS Tube, but longer at 32ft. oh with a wb of 18ft. 6in. The first batch of 450 were built unfitted, but most were rebuilt VB. A total of 2350 were built, some had extended height, and the Engineers branded some as 'COD'. The variety of TOPS codes is noteworthy. The only model I know is 7mm by D A Model Engineering - beautiful castings.

BR built 490 of the LMS long tube, 30 ft. 6in. oh with 17ft 6in wb. Being unfitted they were unsuitable for the more modern railway and they were withdrawn in the later 1970s with only a few used by the engineers.

BR continued to build the LNER long Tube wagons - see http://gallery6801.fotopic.net/c182370.html . They built 500 and the design was popular. Some had extra high ends. Others carried pallets for Ford car parts and had plates fitted to the doors so they could be pushed into place by fork truck tines. The engineers also liked them.

BR built six of the massive Weltrol EJC in 1964-5. They had full vacuum brake and air pipe and were used for continental traffic. See also http://gallery6801.fotopic.net/c749297.html. Many detail photographs

Four entries so far include the two manual cranes at Gateshead, DB967394 & DB967397 + DW32711; DR82101 Viaduct Inspection Unit on DM748327 and DR85001 = DB965168 Trenching Unit [Hunslet 1962] [see also http://gallery6801.fotopic.net/p21013179.html].

Built by Armfield Engineering in 1980 on Weltrol EJC B901202 this massive viaduct inspection unit works across Britain. Detail photographs

BR built 1894 Vanwides, another 100 with a clear polyester experimental roof and 6 with side ventilators as a fruit van. The collection includes some details. 7mm and 4mm kits are available. The airbraked conversions are at http://gallery6801.fotopic.net/c240684.html. Explanation of TOPS coding at http://gallery6801.fotopic.net/photo.php?id=21734292

A batch of bitumen tanks in use with British Petroleum includes detail photographs

The LMS inherited many low drop side wagons, but from 1936 introduced a design built in large numbers with little difference - an extra re-inforcing stanchion was added to the ends from lot 1417 in 1946. Both clasp vacuum brake and unfit were used initially, BR vac braked many of the latter, but a few survived with just one brake per axle. Collection includes a few earlier wagons.

Between 1952 and 1954 BR built 250 insulated and 150 fresh (ventilated) meat vans. The use for fresh meat appears to have ended during the early 1960s however the insulated vans continued in use into the 1970s. Although both rare and specialised in the late 1950s Airfix made a very good 4mm kit for the fresh meat van so every model layout had one!

In 1984 Transfesa introduced a new design of 4 wheeled fresh produce van to replace their elderly fleet (see http://gallery6801.fotopic.net/show_collection.php?id=58387)

A varied collection of Plasser and Matisa on track plant, cranes and some varied departmental related items, upto end of 1980.

Between 1974 - 1980 BR introduced a heavily constructed 50ft. long steel carrier, the BBA. 550 were built. some were equipped with cradles for coils and later some were equipped with telescopic covers as BXA or BWA.

Some photographs of underneath of ex PO mineral wagon, unfortunately refloored after use by NCB.

Between 1955 and 1957 BR built 5,420 vans with plywood sides and the standard RCH brake rigging, which were followed between 1958 and 1962 by another 3,200 with the BR clasp brake.

A small selection of Mark 1 coaches, some from their early days

Despite two very distinctive body designs BR only issued a single diagram for these vans. The first two batches, 75 vans had cupboard doors. 125 more were built in 1961 with the 'squared' sliding door. Being non standard they were largely eliminated by 1976 -7.

BR built a single batch of 500 GWR design shocvans at Ashford. The underframe was 17ft. 6in. with the body about 1ft. shorter.

BR adapted their standard van to a shock van design by shortening the body by 1 ft. Although three diagrams were issued, none reflect the changes in body from plank to ply, nor the three brake riggings or use of internal shock absorbing gear. All are shown, some in internal use and some in detail. Model kits are available from Slaters in 7mm and Parkside in 4mm.

ICI operated a small fleet of Hydrogen cyanide tanks. This is well written up in Rail Express no. 112 (Sept 2005) pages 18 – 25. This collection includes a set of detail photographs of the final air braked type.

Built for general aggregate use by Arbel-Fauvet in 1988 and branded as owned by Tiphook Rail. There is a comment on use associated with image
http://gallery6801.fotopic.net/p19424956.html

The Gunpowder van design stayed very similar throughout the C20th. This collection has representatives from all 4 Companies and ROF.

BR built only 160 Gunpowder vans, and although they retained the RCH standard of only being 16ft. 6in over headstocks the final 40 had a 10ft. wb, the final 25 having clasp brake. The first 65 were built unfitted but the survivors were all converted to vacuum brake.

In the late 1960s BR converted both Lowfits and Conflat As to Twin Bolsters, being semi-permanently coupled together. The last use was to Brymbo Steel works.

Working between Immingham and Scunthorpe steel works for 35 years these bogie wagons were in fixed rakes, tippling using rotary couplings. Built Shildon in 1971-2 and modelled by Lima.

GWR Brake vans, The conversions to permanent way and engineers vans are in collection http://gallery6801.fotopic.net/c1744241.html. Others are in http://gallery6801.fotopic.net/show_collection.php?id=80686

The rail mounted self propelled hydraulic crane introduced by Plasser in 1978. 25 were built, numbered DRP81501 -25. Information on building the 7mm kit by GJH Plant is in Model Rail, August 2005.

A mixed collection of iron ore wagons, includes Private owner 4-wheel and bogie tipplers and BR hoppers. To accompany the articles in Model Rail, August 2005.

The final diagram of BR Brake vans, which included 250 built at Ashford, the only ones of this style of brake van not built at Darlington. Many were air piped. Various liveries shown.
BR brake vans have been written up by Eric Gent in 'BR Brakevans and ballast ploughs pub. by HMRS 1999 and modelling them in Banks, Steve (2002). Bringing up the rear. Model Rail February 2002. pp 18 - 24. Excellent photos of inside, outside and underneath of B954768 at http://www.tom-hunns.fotopic.net/c828306.html

1/506 was the main diagram of BR brake vans and some of the features - buffers. journals, couplings changed from lot to lot. Various writings - brandings are shown.

BR built 4 lots which were allocated to diagram 1/504. These were originally built with vacuum pipe and gauge. Differences to 1/500 include full length footsteps, single central lamp iron.

BR built many brake vans which were similar to the LNER design. However, only lot 2051 built between 1949 and 1950 were allocated to diagram 1/500. As I was scanning this collection when I heard of the death of Gerry Arundel it is dedicated to his memory. He loved LNER wagons, and this design had considerable and long-lasting influence on BR He gave excessively generously of his time to the HMRS and EM Gauge Soc. see http://paulbartlettsotherrailwayphotos.fotopic.net/p12857167.html

Metro-Cammell built 6 batches of the small Catfish ballast hopper wagons for BR between 1954 and 1961, totalling 716. From this collection they would appear to have been restricted to the LMR, ER and NER.

The second design of very large ferry vans to arrive in the UK were these VTG owned vans built 1977 -9. Later Tiphook owned. (The first design are at http://gallery6801.fotopic.net/c315262.html)

In addition to converting LMS (http://gallery6801.fotopic.net/c188844.html) and LNER (http://gallery6801.fotopic.net/show_collection.php?id=20248) coaches BR converted many BR Mark 1 coaches for use for overhead line maintenance.

The LNER used a ballast hopper built by Metro Cammell with inverted U side stanchions, and bought a further 113, calling them 'Trout' and allocating diagram 580. [Note there were other Trouts!]

In 1958-9 Fisons introduced a fleet of 45 35t GLW for Ammonia liquor. These were built by Chas Roberts to the newly introduced standard with vacuum brake and 15ft. wheelbase.

During the mid 1980s some of the most recently built, vacuum braked, Bogie bolster Ds were converted to carry unprocessed timber logs and given through air pipes. Later the vacuum brakes were removed from some.

ICI had an extensive fleet of unfitted wagons for liquid chlorine built between 1943 and 1953 with some similar, longer wheelbase wagons for hydrofluoric acid. They went out of use in 1983. Details and drawing were published as Bartlett, Paul W. & Fidczuk, Peter (1990) Tank wagons, part 2. ICI 14ton liquid chlorine tanks. Model Railways vol. 7 (part 8) pp 421 - 425.

MAT operated many Cartic 4s. This collection represents the first of these, built at Rootes Pressing in 1967-8. Each set had its own number, and the suffix appears to have changed when repainted for Cartrain.

Alongside the cement tanks (see http://gallery6801.fotopic.net/c551110.html) a fleet of 16 clinker covhops were built by Standard in 1982 and worked for a few years for Clyde Cement. After this they were modified to open hoppers. Collection includes locomotive.

Bogie cement carrying wagons were rare, however Clyde Cement operated a fleet of 36 mainly to Clitheroe from their Gartsherrie Works at Gunnie, close to the Motherwell steelworks, as slag was used to make the cement. The wagons went out of use in the mid 1990s, the frames, bogies and numbers being used for bogie steel scrap carriers.

In WW2 Warflats similar to those of WW1 (see http://gallery6801.fotopic.net/c519756.html) were introduced. Unlike Warwells, instead of rebuilding these MODA introduced new wagons in 1976 and 1981. BR used some of the WW2 wagons (see http://gallery6801.fotopic.net/show_collection.php?id=29974)

BR built a variety of vacuum braked pallet vans including 250 for Izal traffic from a new factory at Chapeltown. They were short lived in that traffic, some temporarily being used for Ford traffic see http://gallery6801.fotopic.net/p11536899.html before going from traffic in about 1976. They were unusual in having a 11ft. wheelbase and 18ft. 9 in. over headstocks.

Warwells were introduced in 1942 and a batch were used on BR. In the late 1970s many were rebuilt with Gloucester GPS bogies.

The LNER appears to have been the first railway Company to introduce a multi-purpose engineers wagon capable of carrying 60ft. rails, ballast and sleepers. They were 64ft. 6in over headstocks with 5ft. 6in, wheelbase bogies at 46ft centres. The underframing had several styles and BR converted some to have the ends partly or completely cut down, all sides removed etc as well as to the Morris tracklaying train.

BR built a single batch of 90 of the last type of LNER Dolphin (see collection http://gallery6801.fotopic.net/c534954.html. The collection includes a detail photograph set and conversions with sides removed, ends cut down and the Molex drain train. The Sturgeon replaced the design.

Built in 1963 with ferry fixtures, and anchor I do not know if they carried the international numbers. The survivors in the 1980s were used on various traffic flows. Uniquely, they were built on the underframes of Southern Railway coaches.

The three for Lever Bros. were well known for their brilliant purple livery, two others were for AW. Includes detail photographs

Blue Spot Fish vans were built between 1954 – 1961. With the loss of Fish traffic in 1968 c600 became Express Parcels vans, others went to the engineers. More information and diagram in Bartlett, Paul W. (1992c) Stockspot - Blue spot fish vans. Steam Days no. 36, pp 426 - 430.

Large numbers of Warflats were built towards the end of the Great War. Many were sold off to the Companies and the MR had 412 which were converted to bogie bolsters. They were on page 19 of the LMS Special diagram book, 410 remained on BR at the end of 1951. Some detail photographs of two in internal use.

The final BR Salmons, built between 1955 and 1961 were also the most numerous. They were mounted on an unusual, 8ft. wheelbase plate back bogie. EWS has remounted some on their standard short wheelbase bogie. The later Salmons were introduced with through air pipe and many Salmons received airbrakes from the 1970s. Some were used various conversions by the engineers - single line jib cranes, etc.

BR Salmons are 62ft. long to carry rail, rail panels etc. and have varying features. This collection is of those on a GWR style 5ft. wb bogie and includes detail photos and some adapted by the engineers, for example for viaduct inspection. A 4mm kit is available from Cambrian. See some as rail cranes http://gallery6801.fotopic.net/c313102.html

BR built three batches of the LMS design Salmon wagons with wooden decking and a channel bogie including brake lever. Collection includes detailed photographs. 4mm kit available from www.cambrianmodels.co.uk

Procor built a prototype van for Cory in 1976, it was rebuilt for Ben Chairs of Frome in 1981 and operated on Speedlink to Scotland until about 1986. More details in HMRS Journal vol. 16 part 10 page 400.

BR had a single lot of 134 low capacity Mackerel ballast wagons built by Metro Cammel in 1951. Vacuum braked with a single central hopper door operated from an end platform.

ICI had a fleet of vacuum braked 4-wheel tank wagons working from Tees side for anhydrous ammonia. Two types are illustrated, including some details.

BR built 13,064 (my calculation) standard vans with plank sides and doors and a variety of corrugated ends. All had the standard RCH 4 shoe brake rigging. The collection shows them later in life, many after transfer to engineers use. See also http://gallery6801.fotopic.net/c154241.html

BR small 13ton coal hoppers most of which were condemned in the early 1960s but a few survived until the 1980s, especially in Yorkshire.

BR had been rebodying 21ton hopper wagons for some years before it decided that new rebuilds would be renumbered. The vacuum brake HTV (just over 900) were B340xxx and the unfitted wagons HTO (about 1300) were B345xxx and 346xxx. Most had welded bodies but some had huck bolt construction with U channel stanchions. See the interesting comments from Andy Latham about the respringing and raising of the capacity to 25ton of the HTV and a few HTO which I have associated with B340516.

BR required tank wagons for many purposes - collecting spent oils, storing fuel etc and in the late 1970s acquired a fleet of Class B 22ton tank wagons from Esso and Texaco. A suitable kit exists in 4mm.

Anglo Persian Oil Company 1581 as Lubricant Producers 120 which stood out of use in Newport for years. From registration this is the same wagon as in a frequently published photograph when new (see Tourret Oil tank wagons plate 90). Despite being a popular model it may have been unique, or there may have been only 5 of this design. Note that the barrels are identical - but turned around - the models get this wrong!

Shell Mex & British Petroleum 444 in internal use as 041204 at Tinsley TMD in 1993. Originally built by Midland Rly Carr & Wagon of Birmingham for New Jersey Pure Oil registered by Midland Railway no 38855 in 1902.

BR built just 20 Ferry Tubes - similar in dimensions to the standard tube, including corrugated end, but with two drop doors and full air brake rigging. Later they were popular with engineers, including carrying railway spares on the ferries to Europe. 4mm drawing in Model Railway Constructor Annual 1984 pp 111-118 & Bartlett et al BR wagon book.

Esso rebuilt its own wagons, and some from other companies as Bitumen carrying wagons. The BR TOPS diagrams do not record this alteration.

Esso had batches of vacuum braked Bitumen tanks able to carry 22tons built in 1959 and 1963. During 1984 some of these were converted to air brake with Bruninghaus suspension. They had lagged barrels with air flame tubes in one end. Note that original numbers were four figures; TOPS added an additional '4'.

Norsk Hydro - Isis within Immingham docks operated a fleet of vans which included Holdall which were registered by the DB - German railways. Cargowaggon operated similar wagons (all diagram E690) often carrying steel. The collection includes detail photographs.

A collection of some of the more unusual 4-wheel departmental wagons of BR, includes SLUDGE, HADDOCK, STARFISH, LING, TUNNY, MINNOW and WHITING.

BR built c4290 Bogie bolster Cs without continous brake. Initially they were similar to GWR wagons but the design evolved with varying arrangements of bolsters and bogies. Generally they went out of use around 1980 and the collection contains transfers to engineers, internal use and crane runners. Watch for the Narrow gauge wagon! Similar wagons built for the engineers at http://gallery6801.fotopic.net/c180727.html

A number of Bogie Bolster C were rebuilt to carry cement mixers, water tanks and shutes. They were used for various electrification projects. Most were from the later vacuum braked batches but a few originally unfitted were converted to vacuum brake at the same time.

Bogie bolster Cs were converted to carry cable drums. There were various types of conversion. Although many came from the vacuum braked batches, some remained unfitted whilst a few were converted to vacuum brake. Similar wagons built for the engineers at http://gallery6801.fotopic.net/c180727.html

The final 1400 BR Bogie Bolster C were built with vacuum brake on 6 lots using two distinctive bogie designs. The prototype conversion to air brake was not taken up so they persisted into the 1980s.

With the Ford traffic transferred to more modern vans the underframes from some of the 1960s vans found other uses.

A successful prototype B710250 was followed by 112 vacuum braked vans in 1963-4 and then 182 with air brakes in 1966. They were initially used between Dagenham and Halewood and later to Swansea. These vans were 35ft. over headstocks with a 20ft. 9in wb and an extreme width of 8ft. 0 11/16in.

The Cov CD were built between 1971 - 4 mainly for use in Metal Box traffic from Trostre BSC, Llanelli. Restricted to only central doors meant access was poor and when MB traffic was lost many of the vans were used by the engineers. Others (not included here) were converted.

The final common design of steel open ballast wagon was introduced in 1907 and rated at 20tons. Later designs were 21 ft. 6in. over headstocks with 12ft wheelbase. Built up to nationalisation their code name TUNNY was sometimes carried, including being mis-spelt as TUNNEY.

The GWR introduced a 14t ballast carrying open wagon made of steel in 1899 and, with an increase in length to 20ft. were built upto, and after, nationalisation. Churchward and Morton brake riggings were used. The branding LING was only occasionally carried.

Rail Express magazine, February 2005 has a well illustrated article on Scrap wagons; this collection has a selection of other wagons used on BR for carrying scrap steel. See others at: http://gallery6801.fotopic.net/show_collection.php?id=68067

The GWR introduced an 8t ballast carrying open wagon made of steel in the 1890s and, with a change in the side door arrangement and increase to 10t payload a substantially similar wagon was built until 1949. Some internal users in the collection. Officially known as 'Starfish' I have never seen this branding used.

A selection of the Dogfish Ballast hoppers , includes those extended to carry lighter slag. More photos in Model Rail December 2002. In 4mm Cambrian kit and Heljan RTR available.

Fifteen diagram E554 china clay slurry tanks were operated by the German company VTG both within Britain and to the Continent. They were built by both Linke Hoffmann Busch and Waggon Union in the mid 1970s.

Built during the 1970s Interfrigo registered a large fleet of vans that could cross to the UK on the train ferries. A dynamo working from an axlebox powers the refrigeration plant.

Single unit diesel parcels vans introduced in 1959 built by Gloucester RCW.

The LNER design of ballast brake van was altered and the new style were delivered in the first days of nationalisation. They had varied numbers, reflecting LNER practice for allocating departmental running numbers, and some unusual liveries. Detail photographs included.

Siphon G's were originally milk vans used on the GWR, with many newly built by BR between 1950-55. Those rebuilt as ambulances during WW2 returned but had a noticeable difference in boarding up of the louvres. BR used many for Newspapers. This collection includes some in BR blue and some others from the 1950s. See also some in the Enparts collection http://gallery6801.fotopic.net/c348740.html
Information from Slinn J & Clarke K (1986) GW Siphons. Publ. HMRS ISBN 0 902835106.

The unique Flatrol EG which was RIV equipped for the ferries. Why it was painted grey I cannot explain, perhaps being equipped with through Westinghouse brake pipe but not vacuum brake it was considered to be unfitted?

The Southern Railway produced distinctive wooden bodied 'parcels' vans including these 4 wheel versions with end doors. BR built many of them, with plywood bodies. Withdrawn by BR about 1982. Information on building from Gould, David (1992) Southern Railway Passenger vans, Oakwood Press Series X50 (ISBN 085361 4288).

The Civil engineers used a very varied selection of cranes in both their pre-assembly depots and out on the line for maintenance and destruction. A selection of steam cranes with a variety of runners - many pre-nationalisation.

BR introduced 52 of the small Lowmac EK, which had a payload of only 14t. They were based on a GER design and allocated diagram 2/244. Many were scrapped during the later 1960s with a few surviving, especially for electrification permanently equipped with digging etc. equipment. Prototype of an Airfix/Dapol model.

During the introduction of the first batch of COV AB (later VAA) in 1969 twenty were equipped with conventional hopper end ventilator. The reason is not known to me but no more BR airbraked vans were similarly equipped. They were diagram 1/267.

Between 1984 and 1989 Foster Yeoman hired 36 bogie hopper wagons for aggregates. It was an ill-fated and expensive attempt to get maximum payload by using Aluminium but the wagons proved unsuitable and the bodies were scrapped. Originally they had conventional drawgear but this was altered to some with automatic couplers at one end, and others had them at both.

Foster Yeoman introduced 4 wheeled air braked hopper wagons in 1992 and this collection shows these, and others introduced upto early 1979. Others followed

BR continued to build 104 of the GWR design Gane A for 60ft. rails.

Carrying 60ft. rail lengths required a long wagon, and the GWR had a design of bolster wagon which was 62ft. over headstocks code named Gane A, the earlier J26 had Churchward brake, the later a Morton brake. They strayed from the WR, some being used in Scotland.

TRL POA 5152 - 5181 in Yeoman and non-descript livery worked in South and Scotland with aggregates including Maglime. On underframes of chlorine tank wagons.

BR built a large batch (1000) of Iron ore tipplers which were vacuum braked. Later they converted many of an earlier lot to similar VB. These were used for Stone (aggregate) traffic and later the engineers used for ballast etc.

Conoco used a fleet of 26 bogie tank wagons from Immingham, I understand to Stanlow. Built in 1988-9 and recently withdrawn (and available for sale). Includes general yard photograph.

Mermaid ballast wagons discharge their load by tipping sideways, a feature often found on narrow gauge and industrial railways. Metro Cammel introduced the design in 1930 and it continued to be built for 30 years. Cambrian make a 4mm kit.

A selection of the variety of rolling stock and breakdown cranes at, or associated with, Stewarts Lane. Includes coach conversions, tank wagon, runners.

TRL POA 5352 - 5385 in both nondescript and Foster Yeoman livery worked in South West, South East and Scotland. On underframes of ex Shell bitumen lagged tanks.

Non descript Tiger POA aggregate open in use with Foster Yeoman on underframes from TRL Class B lagged bitumen tank wagons built Chas Roberts 1967

BR had very few Hymacs and this represents one of the only batch of 5 built with vacuum brake on diag 2/393.

The BR Western Region operated a fleet of vans for transporting spare parts for locomotives from Swindon to the larger MPDs etc. Some vans were built new for this traffic and BR transferred others during the 1960s.

Both the LMR and WR converted wagons to carry three removable wooden boxes to carry diesel engine parts to local depots where the parts could be fitted.

The SECR introduced a single ballast brake (illustrated here) in 1914 which became a standard design on the SR with 3 built in 1932 and 8 by BR in 1949. These vans were long lived, as all were equipped with vacuum brake. A drawing is in Bixley et al SECR wagons.

The Esso fleet of bogie LPG tanks was varied, these being built in 1973-4 by Pickering with barrels from Sweden and Schlieren M25D primary suspension bogies. Later in life some were used for BP traffic. From this collection carrying an Esso logo appears to have been rare (see 78545). A drawing and further information was published in Model Railways, January 1978.

A retrograde introduction from the SR were these unfitted ballast wagons with drop doors. Like the Tunny the second 'plank' was steel channel, but the side was only 4 planks high. Many were equipped with through vacuum pipes by BR. With the SR getting rid of all unfitted wagons in the later 1970s these wagons were quite widely transferred. Drawing in Bixley et al, SR Wagons vol. 4.

The SR hauled ballast long distances from Meldon so provided Vacuum braked wagons. 60 were built by Birmingham RCW in 1928 on the standard RCH 21ft. 6in underframe. Unusually the second plank from the top was steel channel. Surviving into the 1990s, by then they were probably the oldest fleet of wagons still operating. A drawing is in SR Wagons vol. 4. by Bixley et al.

The SMBP fleet had a considerable number of 100ton GLW class B bogie tank wagons. However, most were lagged. This collection shows unlagged tanks, mostly just before modification, some with the ends cut off and replaced when internal heating pipes were fitted.

Esso had a fleet of bogie tanks for Liquified Petroleum Gas which included 4 hired from STS and built by Fauvet Girel in France in 1968. They were out of use by 1984.

The SMBP fleet was split and British Petroleum received this batch of Pickering built Class A tanks which were later provided with Bruninghaus suspension in the 1980s.

Further examples of ex SMBP Class B tanks in the SUKO fleet these built by Pickering in 1966. New Bruninghaus suspension supplied in early 1980s.

The SMBP fleet was split up and this batch of Chas Roberts built wagons was originally air and vacuum braked and received Bruninghaus suspension in the early 1980s.

BR built 40 shorter length ferry opens based on a much earlier SR design but with updated running gear. In later years some were reduced in height and other converted to platform inspection wagons for the Thameslink electrification. Some nice liveries and detail photos! Drawing in BR Wagons by Bartlett et al.

The SMBP fleet was split between Shell and British Petroleum, making for complex histories. This is a batch of 60 wagons air braked and re-equipped with Bruninghaus suspension in the early 1980s.

Fifty pipe wagons were converted to Air brake in 1983, as one of the last jobs completed at Shildon works. Initially for the MoD they went off of TOPS when loaded. Later the engineers used them. Detail photographs included.

United Molasses replaced their fleet of unfitted tank wagons during the early 1970s with vacuum brake wagons hired from Tiger Railcar. These had been class B wagons used for fuel oil by Gulf, Charringtons and others. Those at Wellingborough were out of use, replaced by http://gallery6801.fotopic.net/c302498.html. Notice that the design varies between batches and the blue ends appear to correspond with painting the TOPS number beneath the left hand logo. For modellers the Airfix/Dapol Esso tank may be a suitable starter.

The LMS introduced a final design of brake van from 1935 which were built into the BR period. An extensive collection showing many different uses, including as runners with iron ore tipplers and EMUs. 'Bertie' is included. Many RTR and kits exist, including by Slaters in 7mm. I did an article on these in Modeller's Backtrack Feb/Mar 1994 - vol 3 no. 6 pp308 - 315 and have included colour scans of some photos published in black/white.

The LMS inherited an Midland Railway brake van design and added duckets. Later a new long wheelbase version was produced with a deep verandah. This collection shows some of the variety to be seen on BR, with and without duckets, longer wheelbase, vac brake etc. Includes gauging vans. Kits in 4 and 7mm available from Parkside Dundas.

A very successful large bogie flat wagon was introduced for cross channel traffic in 1979. Built over a number of years they carried a variety of traffic to all parts of the UK. Their use continues. An article on modelling these wagons is in Model Rail - November 2004. A 4mm kit is available from Genesis http://www.waveneycottage.co.uk/page8.htm Heljan have introduced a 4mm model for these wagons.

Croxton and Garry had a small fleet of TUA converted from fuel oil tank wagons at Marcrofts towards the end of 1990.

BR WR built a couple of small batches of Monsters to largely GWR design. This example was one of 5 596 - 600 built in 1954 and withdrawn when most prenationalisation NPCCS were withdrawn in 1978.

A batch of 140 bogie vans built in 1976-7 for the cross channel services of VTG and possibly the first 'big' vans seen in Britain. Originally number series 21800299 000 - 139 and later 33 802796 000 - 139.

A batch of 80 bogie vans built in 1977 for the cross channel services of Cargowaggon, and amongst the first 'big' vans seen in Britain. Originally number series 21800298 000 - 080 and later 33 802797 500 - 579.

Salmons were built to carry rail panels however many were fitted with cranes to lift rail and rail panel. LMS with crane DM720905 - KDRB96800 added.

United Molasses - later Distillers Ltd operated vacuum braked tank wagons until replaced by these airbrake conversions of Caustic soda wagons in about 1983. Attractive when new.

Doorand are a low height open wagon with fixed sides and ends for ballast. Converted at York from ex PO stone carrying wagons randomly numbered in the series for Limpets DC390150 - 390331.

There were two batches of Carfit C built for ferry use during 1958. Although only 40 wagons they found extensive use as under runners etc. with steel carrying bolsters and by the engineers. Various liveries and detail photographs and two rebuilt as spoil wagons.

A visit to Hawthorn colliery in 1988 with photographs of hopper wagons, flats, locally constructed van and tank wagon; locos.

Various diagrams of French Curtain sided bogie vans operated by Easiloader, Transferry, Cargowaggon and Norsk Hydro Fertilizers.

A Trestrol EC modified for use by the Research department of BR being used for measuring the rail junction at a long term experiment at Tollerton Junction.

BR experimented with small wheeled wagons to overcome the limitations of the restricted loading gauge. A single set of Lowliner were built to carry lorry chassis.

A batch of 38 wagons built with vacuum brake which found various uses in later years including being able to work to the continent. converted to Conflat ISO and many were used by the engineers. A 7mm model kit is available from 'Welcome Wagons' http://www.modelrailwaywagons.co.uk/.

Palvans were also converted for use in the Airbrake network around about 1970, although the long link suspension was similar to a conversion used on some vacuum braked vans. The diagram suggests 6 numbers but these do not accord with all that were seen (and one listed was a Standard van to diagram 1/264). Some detail photographs included.

BR converted small numbers of some vacuum braked wagons to air brake for the Network in about 1970. They converted at least 11 of the Standard vans which are illustrated in their later revenue use and in departmental use. An interesting conversion for a model - detail photos included.

400 of the steel sided OCA, with turnover bolsters in the floor, were built in 1981-2. Soon afterwards some were transferred to the engineers and others were rebuilt to carry timber and as Seahorse. More recently EWS have transferred some from the engineers to the revenue fleet. There is a 4mm kit by Cambrian and a drawing in Bartlett et al of 1983.

Rod coil was carried in various converted wagons including some based on wooden ended open merchandise wagons originally built by the pre-nationalisation Companies and BR. [See also BR Coil wagons converted from Plates
http://gallery6801.fotopic.net/show_collection.php?id=25622}

The batch of wagons built and owned by Procor 14333 - 14388 allocated to diag. PG016E were built over 3 years and used for varying traffics. The ARC ones were stored at Wellingborough for many months and, I believe, were then repainted for Croft Quarry (a livery with a lot of lettering which I have not photographed). Later these were painted for ECC. Others were used by Yeoman.

Ermefer had a fleet of tank wagons working from Sete which could carry Wine & fruit juices. A number of different diagrams were allocated to the batches.

The LNER built 60 of these 37 ft. 6 in. long vans in 1939 and BR followed with a further 57 in 1950. Atlhough NPCCS, with their 3 sliding doors they had the appearance of a LNER freight van. A drawing is in Historic Carriage Drawings vol. 3 Non-passenger coaching stock by Peter Tatlow and Parkside make a 4 mm model kit.

35 of these polybulks were introduced in 1982 and mainly used from the West Country to Stoke and also to Scotland. Other photographs and drawing in Rail Express Modeller September 2004.

Uniquely amongst pre nationalisation Companies the LNER built steel bodied open merchandise wagons. BR built many more changing the body style with time. An extensive collection showing the BR wagons from 1967 - until withdrawl. Various model kits in varying scales exist - Including ABS, Parkside and Slaters in 7mm.

Many locations manufacturing and receiving munitions had track too sharply curved for the new airbraked vans so some 550 vanwides were converted to airbrake and refurbished between 1977 and 1983. They went out of revenue use in the early 1990s and a few were retained by the engineers.

The Slope sided Mineral was introduced by Chas Roberts and large numbers were built, initially for private owners and during WW2 for the Ministry of War Transport. BR condemned them all by 1967; Unlike other Mineral wagons of similar age very few were saved for either the engineers fleet (possibly none at all) nor for internal user fleets. Parkside make 4 and 7mm kits and Bachmann make a RTR model of these. A drawing is in Bartlett et al (1984) (the number details are dreadfully incorrect in this – for correct details and other drawings see Fidczuk, Peter. (1991) Modellers Backtrack vol. 1 (part 3) pp 124 - 133. and (part 4) pp 148 - 156.

Collection of photographs of SMBP2427 modified in internal use at Stocksbridge UES. The RCH standard was 10ft. 6in wheelbase and 18ft. overheadstocks - later wagons were smaller. Chas Roberts built but I don't have other details.

A batch of 24 tank wagons built by Linke Hoffmann Busch in 1975 operated by VTG-Algeco-CAIB with the similar STS tanks.

STS-CAIB operated a fleet of tank wagons carrying varying chemicals. They all had stainless steel external lagging but age and builders varied. Some had suspension upgraded. Collection includes detail photographs.

A selection of photographs of the wagons allocated to diagram 2/253, including some detail photographs and one with Donelli 350 single line track relayer.

Fifty of the Southern Region design of bogie ballast hopper wagon were built for BR in 1950 by Metro Cammell and allocated diagram 1/585.

Many unfitted tank wagons built early in WW2 for nitric and sulphuric acid photographed in detail. Some survived to be used with TOPS numbers and these are illustrated after going out of use and stored at ROF Bishopton. Many different diagrams in the TR002 - 7 series were issued for these wagons. Surprisingly the nitric acid tanks retained their wartime liveries - with the warning stripes on the lower half of the barrel. Others, not on TOPs in collection http://gallery6801.fotopic.net/c1322839.html

As reparations after WW2 a number of tank wagons built to carry Hydrogen peroxide for the German V bombs were acquired by the MoD. Some were Tops coded and diagram TR020A was issued for them. They worked to Laporte Chemicals etc. Photographed in detail out of use at Bishopton ROF.

The tank wagons which worked from ICI Folly Lane, Runcorn were hired from TRL. They were fitted with new suspensions in the early 1980s and some had a new livery from the early 1990s.

Built on the frame of a Grampus wagons DB991559 a snow blower at Perth, August 1989. Photographs in colour and series of details.

Colour photograph and details of ADB965206 ZZA Independent plough

Famous are the photographs of snowploughs in use, This selection shows the variety to be seen in recent years built on steam loco tenders and diesel bogies.

Selection of the tank wagons hired from Procor for chlorinated hydrocarbons used from the ICI Mond works at Folly Lane, Runcorn.

The Mond Division of ICI operated tank wagons for caustic soda hired from Procor, Tiger Railcar services and British Railway Traction/Caib. Some BP tanks also included. Folly Lane of Runcorn was the main plant loading these wagons.

A varied selection of photographs of maintenance and construction of overhead line electrification. Includes ex GWR cable drum wagons and Type 1 20044.

Maintaining overhead lines requires a range of specialist vehicles including many from coaches usually with the roof cut down. This collection shows many of the coaches mainly used on the LMR West Coast Mainline and on the Midland suburban service from St. Pancras.

The GWR introduced a sleeper wagon in 1894, and built more similar wagons in 1938 and 1942. Some of the later wagons were given wooden sides for use from the concrete works at Taunton. At least one with Churchward brake received full air braking. Cambrian make a 4mm model of these.

BR had many Carflats built on a variety of ex coach underframes. Most were ordinary freight stock but a few of the later ones were dedicated to Motorail use. Other wagons and coaches were also used for Motorail and the collection shows a few of these. A drawing of a diag 1/131 Motorail Carflat is in Illustrated history of BR wagons.

Between 1936 and 1947 the LMS built 459 Sleeper wagons.They were similar to the commoner Sole ballast wagons but had fixed ends. A variety of liveries is shown towards the end of their lives. A few lasted until the general demise of unfitted wagons.

British Steel operated a fleet of 50 covered hoppers carrying limestone from Hardendale Quarry to Ravenscraig, nr. Motherwell.

Tullis Russell operated a small fleet of 9 covhops carrying china clay from Goonbarrow to Markinch.

The LNER had two very distinctive designs of Tube wagons. One type built over a period of 15 years (and made much more numerous by BR building the same design on their lot lists) which had the entire side dropping as a pair (of very heavy!) doors. In later years they were popular with S&T engineers. There was just a single batch of the second design, a shorter 'box on wheels' which lacked any doors.

BR built 3 batches of Bogie Bolster C specifically for use by the Signalling and Telecommunication engineers. They were code named PRAWN. This series of photographs shows various liveries, including gulf red and olive green. All were unfitted and some in later years had cradles for wire drums.

There are two number series of Bulk Salt wagons of similar design. As can be seen they were in a dreadful state within a few years of use. Some were transferred to Aggregate use.
I would like to dedicate this collection to the memory of my friend and early mentor David Jenkinson whom died whilst I was scanning these slides. David may have hated these wagons - they had no style, were ugly, unkempt and were not finished in Midland Red/LMS Crimson or BR Maroon [which he was adamant was the same colour just applied with less and less care}. But they earned their keep and were purposeful, which he respected. However, 35+ years ago he was wonderfully kind and supportive of a callow youth whom he recognised was a kindred lover of railways, especially rolling stock and was willing to spend a life recording their history. A glass to you David! Love.

This collection is of BR open merchandise wagons dedicated, from 1967, to carry china clay from Cornwall. Most were equipped with roller bearings. This collection is restricted to only BR built wagons and includes a few transferred to the engineers and in internal use. There are also BR origin Clayliner conversions within the collection for diagram 1/034 at http://gallery6801.fotopic.net/c100592.html and pre-nationalisation wagons at http://gallery6801.fotopic.net/c163031.html

From 1967 BR dedicated open merchandise wagons to China clay traffic from Cornwall to Stoke and Kent. They were noticeable as they were possibly the only vacuum braked open merchandise equipped with roller bearings. Referred to as Clay liner trains they were replaced in the early 1980s by a specially designed covered hoppers. This collection is restricted to pre-nationalisation wagons and includes a few transferred to the engineers and for internal use.

BR standard vans were non too standard! This collection illustrates those that had a planked body with plywood doors. 2,099 of these had RCH vacuum brake and 2,050 had BR clasp vacuum brake with Dowty buffers. The collection illustrates various lettering and branding styles including a few in engineers use. They went out of revenue traffic in the early 1980s.

Berry Wiggins operated from Kingsnorth at Hoo, Kent to Gloucestershire and also from Manchester. Their fleet was extremely varied using tank wagons obtained secondhand, many before WW2. Only a little of this variety is illustrated. Later wagons were built new for BW such as No. 170, which is notable for being one of the last unfitted, privately owned, wagons to be built, and unusually it has roller bearings. The fleet was condemned in 1971-2 and did not get TOPS numbers.

BR built six Flatrol WX at Swindon in 1951 to a new 40 ton design but using many GWR features, including perhaps the final use of Churchward brake.

Vacuum braked Boplates were converted to several uses including to carry early ISO containers and were suitably branded as Conflat ISO. The Conflats carried various traffics during the 1970s including, in South Wales, to carry flat containers arranged with longitudinal wooden beams to support coils. Some examples of these are illustrated; some with TOPS code FEW showing that they were also air braked.

The GWR introduced a new design in 1939 that they branded the Fruit D. BR built batches until 1958 which were both in the original GWR number series and in number series with their own coaches. The branding ‘Passenger’ indicated their suitability to work in passenger trains. Photographs show all types including many in use by the engineers and internal use. Models include in 4mm Hornby/Wrenn made a RTR and there is a 3mm kit available.

A small batch of TDA recently built in 1991 when photographed at both the Elf and Gulf refineries near Milford Haven. They worked with older Amoco and Murco bogie tank. Collection includes Vanguard and Yorkshire 0-4-0 shunters.

Very large quantities of railway rolling stock were used in Britain during the WW2 and then used on mainland Europe. The photographs are a late survivor of the open wagons from 1944. Note the chain brake arrangement.

During and since WW2 the War Department has used Warflat and Warwell wagons to carry tanks and other armoured vehicles etc. Although they can be loaded from end loading banks there were a number of flat wagons which had removable wheelsets/axleguards and buffers which could hinge out of the way. They then lowered the end and used them as a loading ramp. The photographs give the idea. There was no identification at all on the one seen at Newcastle - although clearly not in internal use! They were built 1941 - 2 and just 5 were registered on TOPS MODA95000 - 04.

In 1976 BR introduced an airbraked coal hopper for domestic and industrial coal (unlike Merry-go-round hoppers they did not use specialist door operating gear). They were coded HBA and just a few were introduced with Bruninghaus suspension. Remarkably within a couple of years some were repainted in the new Speedlink livery. The Bruninghaus suspension was a success and conversion of the fleet was undertaken quickly during the early 1980s and these wagons were coded HEA. Drawing and information were published in Monk—Steel, David., Bartlett, Paul W. and Mann, Trevor, (1986) BR Air— braked Coal Hopper wagons. in Model Railway Constructor Annual 1987 pp 20 — 36 edited by Leigh, Chris.

BR introduced a novel design of large flat bottomed mineral wagon in 1952. They continued building them until 1962 with a total of 3395. The only diagram change was to record the later wagons having roller bearings from new and twin door stops. None were vacuum braked and the design went out of use in 1981 (the photographs in this collection at Wellingborough were the last wagons moving to internal use in Yorkshire). Some of the number series continued in use for a few years as some underframes received new single door bodies. By 1968 some had lost their side doors and were branded 'NO DOORS'. Parkside make both 4 and 7mm kits of these wagons and full number series and drawings have been published in Bartlett et al (1985).

BR introduced a new design of large coal hopper wagon in 1954. The original prototype had a unique body (flat of side deeper than end) which (unfortunately) was reproduced in a 4mm kit produced by K’s. Most had a body where the flat of the end was deeper than that of the side but later the style of body was altered so both were the same depth. They also had several different brake riggings, including clasp vacuum brake. A total of 8263 were built. They went out of use in the later 1980s.

APCM followed up on its Presflo fleet see http://gallery6801.fotopic.net/show_collection.php?id=66758 by using the higher GLW to introduce 285 LA wagon between 1961-5. They were one of the very few successful designs to be built of Aluminium so giving a low tare weight. Being vacuum brake they went out of use in the later 1980s. Collection includes an official photograph when new.

From 1973 BRTE operated a fleet of 15 vans which appear to have been dedicated to Campbells soup traffic from Kings Lynn. Originally finished in a rich navy blue with sliding side doors. Some 8 were rebuilt with curtain sides from 1981, finished in one of the most amazing liveries to be seen of Britains’ railways at the time and the others were withdrawn.

Standard wagon built 96 of these vans for APCM. They were out of traffic in the early 1980s with many having the underframes re-used for box opens (for example see http://gallery6801.fotopic.net/show_collection.php?id=91558
Others were stored before final withdrawl in 1987. Lovely picture of vans in use at http://davesyorkshirerailwayarchive.fotopic.net/p58006892.html

From 1975 Standard wagon built new open box bodies on the underframes from 150 ESSO vacuum braked tank wagons. These were branded MTV and were used for stone, aggregate, sand, scrap etc. From the late 1980s they were transferred to the Engineers fleet and coded Zander. The photographs show them mainly in their MTV condition, including being delivered to the West Country.

These four wagons as freightliner flat wagons with the conversion of two to discharge the Redland/Lafarge self discharging aggregate train.

Many BR Presflo pressure discharge dry powder wagons were written for use by Tunnel Cement, either with a large livery or in the usual BR livery with a T prefix fleet number. As can be seen they appear to have been allocated at random from many different building lots, including one suitable for ferry use.

BR introduced a revised design of Presflo for ICI Salt. These had a pair of silos, instead of just one, and could be distinguished by duplication of the discharge pipes and valves, and a different bottom to the hopper. One batch of twenty were built within lot 3029 (a batch of 100 wagons). No separate diagram was issued and at some time during the 1960s they transferred to other traffic - as recorded here for Delafilla and Slate powder. The ICI blue livery remained but faded with time.

Tunnel Cement owned just 8 Presflo wagons (although many BR owned wagons were in their livery). This shows a selection including many details. Some of the fleet lost the walkways on the roof during the early 1980s. The larger private fleet owned by APCM is illustrated in collection http://gallery6801.fotopic.net/show_collection.php?id=66758

Albright and Wilson operated a fleet of 22 phosphoric acid tanks from their Marchon works. Originally built in 1972 they seem to have gone out of use about 1992. Some were mistakenly coded TTB instead of TUB (as they were a nominal 51t GLW).

During the early 1980s, UKF developed a fleet of tank wagons to carry orthophosphoric acid. They were rebuilt from wagons operated by Fisons for phosphoric acid and BP for Caustic soda. The rebuild included fitting twin fillers, buffer over rides etc. The various fleets, with different suspension systems are illustrated. Another UKF tank is at: http://gallery6801.fotopic.net/p479618.html
and the UKF vans are illustrated in collection: http://gallery6801.fotopic.net/show_collection.php?id=23762

B873240 is possible a unique Presflo which has an additional filler and additional pipes. The purpose is not known and the conversion is not recorded on the lot file. Originally built on Lot 3361 by Glouster RC and W 1960. It was initially seen at Carmarthen working for Aberthaw cement Pool 7075 and later when condemned.

Representative of the batch of 28 PGA hopper wagons BRT14600 - 27 in the Peakstone livery of the early 1980s. Includes 2 more detailed photographs

The collection illustrates various wagons used by T & W. These include all three of the ex Southern Railway Walrus bogie ballast hoppers are illustrated. TOPS code TWT15100 - 102. These are the late SR types with cast bogies. Also flat wagons with various bodies in the series TWT95450 - 61 and also MA50 - 1.

An ex SR bogie ballast hopper at the end of its days working for Grant Lyon Eagre at Littleton Colliery. Note the large SR lettering.

Two batches of PGA stone hopper wagons are included in this series of photographs; TAMC14655 - 14687 & TAMC14840 - 14870.

PGA stone hopper wagons from the number series 14750 - 14839, in both as built Railease livery and varying Redland liveries. Includes a single different design REDA14784.

A selection of Freightliner box containers including some mounted on freightliner rail wagons and others on road trailers. Shows a variety of liveries and container styles.

From 1972 the quarrying companies of the West Country began modernising their wagons fleets. This collection contains some of the 2 axle hopper wagons introduced by Amey Roadstone Construction during the 1970s and includes rebuilding of some during the 1980s.

Although appearing similar to the much earlier mineral wagons BR used the underframes from Palbricks to build 394 new mineral wagons between 1975-8. They were 1 ft. longer than the earlier ones and had two distinct brake riggings, both features making them popular with modellers.

BR built many different styles of open merchandise wagons. These photographs are of a single batch of Southern Railway style ones built in 1950 and allocated diagram 1/034, B477050 – 477649. They had all wood bodies and originally lacked continous brake, which most received in the vacuum braking programme of the mid 1950s.

A batch of 19 wagons introduced in 1976 for hire from Procor, PR10000 - 18, intially for Lever Bros chemicals from Workington to London and Rugby Cement and later many went into CPC Cerestar traffic from Trafford Park in Manchester.

Four batches of PCA dry powder wagons were introduced for Rugby Cement, the first 25 in 1972-3 PR9400 – 9424 had Gloucester primary suspension, the second batch of 25 in about 1975 PR/RC/ML9435 - 9459 had noticeably different BSC pedestal suspension. Both the final batches had Gloucester floating axle supsension; the third of 6 wagons 10019 - 24 and the final of 25 10025 - 49. Several distinctive liveries, including having Rugby Cement on a board were in use during the 1970s and 1980s.

ICI operated two batches of Na Carbonate dry powder presflos hired from Procor - PR9475 - 9489 and 10100 - 10124. Hired to the Mond Division working from Folly Lane at Runcorn. Includes the unique conversion 9484 for Boulby potash.

To finish off the 'Plate wagon collection' photographs of a train observed during 1992 consisting of 4 'Plates' arranged to ramp up to concrete mixers mounted on a Lowmac. If anyone knows when this was formed and what for I would be pleased to know - leave some comments on the site.

One batch of the unfitted Plates were allocated from new in 1951 to the S&T engineers and given a number series in the departmental fleet - DB997500 - 997535 and fleet name 'Winkle'. Later, although many 'Plates' built for the revenue fleet transferred to the engineers there is no evidence they had this name branding. Chester S&T had a unique lettering style with many of their wagons and their Winkles are quite striking. Some different ways to finish those Parkside kits!

One of the more extensive alterations to the Plate wagons was to carry cable drums in electrification trains. A selection are shown. They worked in the same trains as cable drum carrying bogie bolster E conversions - see http://gallery6801.fotopic.net/show_collection.php?id=74057

The LNER developed a new design of steel Plate wagon from an earlier NERly design. The LMS also built to a similar design. BR continued building these - at first all were unfitted but later the LNER vacuum brake rigging was used and later still a BR design of clasp brake was introduced and this was retrospectively fitted to many earlier wagons. The photographs show many different uses of these wagons as they were far more useful than just for carrying sheets of steel. Some departmental, including SATLINK versions are included. Parkside make 4 and 7mm kits for these and full number series and drawings have been published in Bartlett Et al (1985) and in the MRC album 1983.

Loads on bolster wagons etc. often overhang the end of these wagons so it is necessary to have a flat wagon as a spacer before the next wagon. One donor for such wagons were Plates which either had their bodies removed and laid on the floor for weight or ex Conflat Plates which had rail added to the open frame for weight.

Reach wagons were used when there was a need to collect wagons from loading or unloading places where it may be dangerous for a locomotive to approach too close - such as petroleum depots, explosives etc. These photographs show a number of Plate wagons painted and lettered for this use. All lacked continous brakes but had through pipes - air, vacuum or both. I think they are in engineers Gulf red. For modellers they are e.Easily modified from the 4 and 7mm Parkside kits.

Fourteen PRAs RLS6303 – 6316 were introduced in 1983 by Standard wagon at Heywood. They had underframes recovered from APCM PVV vans that had had an open box body built on them at Reddish in mid 1982 with TOPS owner code SRW. The PRAs went out of use during the early 1990s. They worked from Pontsmill in Cornwall to Scotland for Wiggins Teape.

Photographs taken at Ravenscraig BSC steel works in 1990. Mainly the internal user wagons, but general views and internal shunting locos included.

Cowan Sheldon built a number of yard cranes during the second war. The photographs show both 6 1/2 and 10 ton versions in use on BR, some with their runners.

The Whales were the longest ballast hopper wagon used by BR with the highest payload – 50 tons and 1271 cu. ft. capacity. They were 40 ft. 0 ˝ in. over headstocks with 5 ft. 6 in wheelbase plateback bogies at 30 ft. 6 ˝ in centres. A single batch DB982350 – 982439 were built 1966 – 67 at Shildon on lot 3591 and allocated diagram no. 1/589 and TOPS diagram YH500A & B. All were originally allocated to the Engineers of the Southern Region. The entire fleet was refurbished and finished in the engineers ‘Dutch’ grey and yellow livery in the early 1980s and moved to the midlands.

Following the completion of orders for wooden bodied Mediums (see http://gallery6801.fotopic.net/c1774717.html ) these steel medium fitted open merchandise wagon were introduced as, probably, the first new design of wagon introduced by BR which did not have a clear antecedent on the pre-Nationalisation railway. They built 3,600 of them all on diagram 1/019 but with two distinctive designs of brake rigging and suspension – the LMS clasp style and the RCH standard. All were vacuum braked when new. They had a limited life in the revenue fleet, the engineers appear to have got hold of most of them by 1970 and many earlier than this. With their drop side the engineers found them very useful, using them for spoil, sand, ballast as well as more specialist uses. In later years the vacuum brake was often removed. They generally went out of use in the late 1980s as the new Rudds, Clams and Turbots were introduced in large numbers. Parkside-Dundas and Genesis make 4mm kits for these. A drawing and number series details are in Bartlett et al (1984) BR Illustrated wagons OPC.

Clams and Rudds were both introduced in 1989 for ballast, spoil and sleepers. They had new bodies on underframes reclaimed from hopper wagons. They differed in that the Clams had fixed sides and ends and retained vacuum brake whereas the Rudds were similar to the older Tunny with 3 drop doors in the side but had air braking.

From about 1984 BR converted ex VCA vans and SAA bolsters wagons (see http://gallery6801.fotopic.net/show_collection.php?id=26210) to carry coal carrying 30ft. containers for Russell. They work to many part of the system and have several distinct style of containers. A selection are illustrated.

A selection of grain wagons as used on BR, includes GWR, LMS, LNER, unfit PO and BRT Vac brake & Grainflow 4 wheel and various bogie 'polybulks registered in Britain, Belgium and France. Other photographs appear in the January 2004 Model Rail and May 2005 Rail Express. BR Grain wagons are in four collections near http://gallery6801.fotopic.net/c1477752.html

In 1969 BR built 52 covered hopper wagons to carry limestone to steelworks. The design was based on the Merry go round coal carrying hoppers of the time. A further 4 were built in 1977 possibly as a replacement for some damaged wagons.

For the water needed to spray the Atrazine herbicide the Fisons weedkiller trains used tank wagons which came from British Petroluem Oil. These were linked together by pipes so that the spraying was automatically controlled from the control and mixing coaches (see separate collection)

Railway track must be kept in good condition, including freedom from weeds as they prevent good drainage. For many years herbicides have been sprayed on the track using converted passenger rolling stock and tank wagons. One set which operated for some years was owned by Fisons and the ex LMS, GWR and BR passenger stock is illustrated in this collection, depicting 3 of the distinctive liveries carried. The tank wagons will be included in a separate collection. Two train photographs are included from an earlier period.

Ten cranes were built by Joseph Booth Rodley in 1958 – 59 for the Western Region of BR. Originally they had the number series 347 – 356 and were renumbered DRA81547 – 81556 for TOPS. They had an 0-8-0 chassis arrangement. They were general purpose Civil Engineers heavy duty diesel hydraulic cranes used out on the line when bridge and such like renewals were being done and also in the engineers yards. All appear to have worked with similar runners, converted from GWR diagram J25 Macaw H (Bogie Bolster A) built on lot 1014 in about 1927 that were 35ft. over headstocks. Some cranes at least also worked with mess vans converted from GWR brake vans. This series of photographs illustrates both the cranes and their runners and mess vans. A 4mm kit by Airfix/Dapol of a crane has a similar superstructure but is mounted on bogies.

In 1987 BR introduced a fleet of 125 wagons to carry china clay within the West Country. They replaced small open end tippler wagons. A selection of wagons recorded when reasonably new.

A general collection of a few SR wagons, including from prenationalisation period and 1950s.

The short bogie bolster E was popular for carrying steel in coils. A variety of designs are illustrated here, including some which have passed on to the engineers - not always permanently. More history and drawings of some were published in Silsbury, Roger & Mann, Trevor., (1983a) The 30 ton Bogie Bolster E. Model Railway Constructor vol. 50 (part 587) pp 165 - 169.

BR built just two batches of Bogie bolster Es in 1961-2 a total of 1200 wagons. So, all were relatively modern on David and LLoyd cast bogies. At just 32ft. over headstocks they were very short - shorter than a tube wagon, but the 4 axles meant they had a higher payload. Very popular with engineers many found other uses. [Many others were used for coil which feature in another collection]. Drawings and information can be found in Silsbury, Roger & Mann, Trevor., (1983a) The 30 ton Bogie Bolster E. Model Railway Constructor vol. 50 (part 587) pp 165 - 169. and in Bartlett et al 1985. From 1982 many hundreds were rebuilt as Turbots for the engineers http://gallery6801.fotopic.net/c1369307.html

There were 52 (STS10600 – 51) of this batch of wagons built in 1982. Initially they worked with BCC Presflos. They were stored in the later 1980s emerging later to be used for Ketton Cement. The 1980s workings are shown. A 4mm model kit is produced by 51L http://www.51l.co.uk/

A batch of just 12 wagons BCC10838 - 49 built by CFMF in 1981. They worked mixed with other BCC wagons. As recorded during the 1980s. A 4mm model kit is produced by 51L http://www.51l.co.uk/

There were just 15 of this batch of cement Presflo built by Fauvet Girel of France in 1985 and hired to Rugby Cement who used them between Halling and Southampton. Unexplained is the number series 74030 – 44 which is well away from any other similar wagons. Unfortunately I have only ever photographed them once, on a rather dull February day. These are a few of the results. A 4mm model kit is produced by 51L http://www.51l.co.uk/

Unusually 8 Bogie bolsters were built by Procor in 1974 and used by Sheerness Steel. At this time most steel was produced by nationalised BSC and used BR owned wagons. From the early 1980s the wagons were rebuilt as boxes for carrying scrap.

Some 25 pairs of these wagons were built in two batches. As shown they are used for road vehicles which are to high to go on a double decked vehicle. The early Cartrain yellow was replaced by MAT blue. History at http://www.ltsv.com/w_profile_038.php

APCM (Associated Portland Cement Manufacturer) operated a fleet of some 228 Presflos of the design introduced by BR built by Butterley and Metro Cammell. Originally painted yellow with very large name boards these photographs illustrate the final decade of their lives after the boards were removed. These wagons are well known to modellers because of the Airfix/Dapol 4mm kit. Similar wagons owned by Tunnel Cement are in collection http://gallery6801.fotopic.net/show_collection.php?id=121236

Photographs of the small batch of depressed centre wagons number series 9460 - 9474 used by Ketton Cement. It includes views of the Castle Bromwich terminal.

Many of the BR vacuum braked revenue standard vans as introduced in 1951 had brandings about their use. These photographs show a few of these, photographed late in their lives. If there are problems reading details please request via the comments on this site and I'll respond. These are scans done a while ago from prints.

Before 1962, British Railways contributed only specialist wagons to the cross channel fleet of wagons that could operate on the train ferries. They then introduced two batches of ferry vans of diagram 1/227 totalling 400 wagons. These were dramatically different at a time when a variety of rather ordinary, small pallet vans and standard vans were being built. However, they were contemporary in design with European vans. Although in early days some were lettered on the doors others were plain. In the later 1970s a number were repainted but this was short lived as many bogie vans began to appear from 1977. They were only 20 years old when condemnation loomed, however as they were vacuum and air braked many were converted for alternative uses. The photographs show a selection of the later uses, which for some included equipping with Bruninghaus suspension. I wonder if the variety of TOPS codes is a record for a single design? (smile) A scale drawing of the van was reproduced as part of Bartlett, Paul w. & Mann, T., (1984) Cross—Channel Ferry Wagons used on BR in Model Railway Constructor Annual 1985 pp 18 — 29, edited by Leigh, Chris.

The joint marketing company Shell Mex and British Petroleum introduced tank wagons for Liquified Petroleum Gas (Propane and Butane) in the 1963 and had several batches built for them upto 1967. From about 1980 the fleet was rebuilt with new suspension, buffer over-ride protection etc. Some were renumbered, others received frames from ordinary Class A and B tanks. Some of this variety is illustrated.

Transfesa are a Spanish company that operates a large fleet of wagons. These have an interchangeable axle system so that they can operate through to Spain where the track gauge is wider. This selection of photographs is of the vans used to bring fresh produce and other goods to Britain beginning about 1960. Replacements began to be introduced from 1984. Although similar there are three distinct designs – with a plain end, with an end brake platform and with end doors. I have never seen the fourth type SFV 6009 which had an end brake hut.

Photographs of a pair of diagram 1/277 Prestwins awaiting scrapping photographed in considerable detail. Unfortunately there are no photographs of the underneath of the silo, however I can verify that the well known Airfix/Dapol kit is remarkably accurate!

I would welcome comments on the value of this type of presentation.

A selection of TPO coach photographs from the Blue/white and Postman Pat livery periods including some official photographs of interiors and exteriors.
See Model Rail October 2003 for more information on these coach types.

These few photographs represent the earlier design on Prestwin with short 10ft. wheelbase. The rich colour of the scanned official photograph re-inforces that these wagons had an extra layer of body paint - they were red/grey/red.

Built during the last months of the GWR they were a modernised version of the 1902 diagram P6 wagons, of welded construction whereas the earlier wagons were rivetted. It seems likely that they were a straight replacement. Photos include some officials at Whatley Quarry well before the 59s took over.

BR had a single batch of 50 of these GWR design 'Herring' ballast hopper wagons built in 1951. Being vacuum braked and of low payload they were popular until the mid 1980s. They worked on the LMR, ER and ScR.

During the 1950s carrying dry powders in bulk became important on Britains’ railways. The Presflo was the early successful design but it was not suited to all powders so the twin silo ‘Prestwin’ was introduced. These photographs are of the later, smaller and longer design. The design went out of use in 1983.

Small bogie tank wagons were always unusual in Britain. Murgatroyds owned a series of small liquid chlorine tank wagons which were later owned and operated by British Petroleum Chemicals. There were 4 designs. These photographs, which include many detailed ones, were of a batch of 8 numbered T201 – 208 registered BRM 183943 – 183950 built by L&Y wagon at Grazebrook and by Standard. They carried about 35 tons but had very high tare weights of around 27 – 28 tons. These wagons were stored out of use from 10/83 and in 1991 bought by Allied Steel and Wire at Cardiff for conversion to internal use, being stored in the adjacent Tidal Sidings. A history of these wagons has been published Fidczuk, Peter (2007) Gas by Rail Part 3: Murgatroyd’s Railway Archive No. 15 p25 – 42 + back cover.

A pair of diagram E470 tank wagons owned by Etra, registered in Italy and used for Ciba Geigy from Switzerland.

A selection of general and detail photographs of this wagon built in 1984 as in traffic in 1986. Other nuclear flask wagons at http://gallery6801.fotopic.net/c25479.html

Just a single batch of 50 'Pilchards' was built at Butterley for BR. The origin of the design appears similar to LNE and their predecessors but I am unaware of any similar earlier wagon. Being unfitted they went out of use during the early 1980s and they appear to have been allocated to the ER/NER.

BR had many different designs of ballast hopper. The 'Gannets' were an LMS design and two batches were built for BR, originally ordered by the LMS. Unlike most other ballast hoppers they were unfitted and the doors could only be released from the side. This was potentially dangerous and I believe the Health and Safety legislation ensured their early demise. The BR diagram 1/581 has the code name 'Trout' crossed through and replaced by 'Gannet', however 25 years later both of these examples remained as Trouts.

The first diagram 2/001 in the BR Specially constructed diagram book is for a heavily constructed, but unusually short armour plate (carrying) wagon the Arm EL or ME. Just 24ft. over headstocks they could carry 40tons. Genesis make a 4mm kit.

BR had 4 pairs of Girder WG which were all diagram 2/150. When unloaded they were connected together by a semi-permanent bar coupling. However, when loaded they were seperated by the load. All of them were employed carrying replacement girders for the North London Line as it bridged the Midland Main line. Genesis make a 4mm kit.

Selection of the the STS owned Anhydrous Ammonia tanks built by Fauvet Girel in 1968 -9 in Albright and Wilson, UKF and ICI liveries.

VTG is a large German company which operates many railway wagons. Usually they are registered in Germany however they also have various batches registered in Britain including the two batches of wagons illustrated here, both of which were operating for ICI from Haverton Hill. There were 24 in the 2xxx series built about 1980 and a further 18 in the 5xxx series about 1981.

STS had 24 of these tanks hired to ICI and used from Haverton Hill etc. Built by Fauvet - Girel in 1974 - 75.

This was a batch of 18 Anhydrous ammonia tanks which worked from Ince to Barton on Humber carrying Anhydrous ammonia for UKF fertilisers. Later, they worked further afield with ICI by which time they had buffer over-ride plates etc.
Other collections will illustrate other wagons which worked with these.

The AFP container was introduced in 1959 as a technical advance on the AF container. Heavily insulated they were used for Frozen foods. To make for more economical working BR converted Pipe wagons and longer Flat ED to carry pairs of containers. The photographs are a mixture of official and my own. The MacFisheries containers were repaints of the Birds Eye ones.

Associated Octel had wagons for liquid chlorine and ethylene dibromide which worked between Almwych (Anglesey) and their Cheshire plants and others for Antiknock which went to a variety of refineries.

In addition to bulk loads in tank wagons Associated Octel suppliers much of its products in smaller cisterns. These could be loaded in European registered low sided open wagons. Nowadays these cisterns can be seen being carried by road lorry.

Associated Octel operated from Stanlow on the Manchester Ship Canal providing additives for petrol etc. It serves many places in Europe and had a fleet of tank wagons registered to pass on the ferries. They were kept in good condition and underwent modifications, including down grading for use internally in Britain (see other collection) so their history is complex. As with all other hazardous freight the movement was killed off by the opening of the Chunnel and soon afterwards AO ceased using rail!

The British Oxygen Co. ran a fleet of 27 cryogenic tank wagons from Middlesborough and Widnes. Built in 1970 they ran until the late 1990s and could be found in small numbers at many industrial locations and wagon load yards where they could be unloaded directly into road delivery vehicles. The fleet could be used for either nitrogen or oxygen and were carried on either Gloucester cast or GPS bogies. An article with drawings is in Rail Express Modeller Supplement no. 7 November 2004.

Finalising the series of collections showing MGR hopper wagons this collection shows a variety of TOPS codes being carried and various liveries including Railfreight sectors etc. Many have been fitted with new bodies and some scenes in scrap yards show some unusual details. Drawings, building details etc can be found in Monk—Steel, David., Bartlett, Paul W. & Mann, Trevor, (1986) BR Air— braked Coal Hopper wagons. in Model Railway Constructor Annual 1987 pp 20 — 36 edited by Leigh, Chris.

The original design in 1964 of MGR hopper wagons included having an extension - the canopy or 'top skip' which permitted the wagons to carry 32 tonnes - so using the full 45t GLW then the highest weight permitted for a 2 axle wagon. Few colliery screens were high enough to permit their use and they largely remained in Scotland. Without photographs it is difficult to know which wagons had these and when - as they were removed and put on other wagons and published TOPS codes lists are misleading. Lots 3575 and 3647 appear to have all been built with them. Drawing and information were published in Monk—Steel, David., Bartlett, Paul W. and Mann, Trevor, (1986) BR Air— braked Coal Hopper wagons. in Model Railway Constructor Annual 1987 pp 20 — 36 edited by Leigh, Chris.

A collection of various inspection saloons used by the engineers - some for Civil engineers and others for Tunnel inspection etc. Includes BR, LMS, LNER, SR and GWR

A series of black and white photograhs of Coil Ps based on Palbrick Bs at Whitemoor yard on 16 November 1976. It was raining so the quality is poor, but historically interesting as the cradles were later transferred to bogie bolster Es.

In an effort to retain traffic in bricks BR introduced experimental wagons for pallets of bricks which were followed by 1423 palbricks, of 3 different dimension to cope with different pallet sizes. The collection has a few original wagons and others after rebuilding as match wagons for freightliner wagons which lacked conventional buffing and drawgear and others in internal use including at Rail Ring Roll products, Manchester. History, number series, scale drawing and other photographs were published in Bartlett, P., Larkin, D., Mann, T., Silsbury, R., and Ward, A. (1985) An illustrated history of BR wagons, Volume 1 published by Oxford Publishing Company, 192 pages. see information on preservation at http://www.palbrick.com/

Bogie bolster E wagons were very short for a bogie wagon - for example less than contemporary tubes. A very few were converted to have air brake with 4-wheel suspension and this example was further converted to carry the conveyor of a Skate skip train.

The final batch of Merry-go-Round coal hoppers were 450 built in 1982 and designated as HDA. They were capable of working at 60mph making them suitable for long hauls and inclusion in Speedlink trains.
A scale drawing and information were published in Monk—Steel, David., Bartlett, Paul W. & Mann, Trevor, (1986) BR Air— braked Coal Hopper wagons. in Model Railway Constructor Annual 1987 pp 20 — 36 edited by Leigh, Chris.

The most numerous air braked wagon on BR have been the hopper mineral wagons introduced in 1964. They were designed to work in continous rakes from the collieries to the power stations and not to be remarshalled and unloading required specialist equipment to operate the bottom hopper doors. Photographs of a small selection of wagons as they appeared upto 1980 when wagons were still being built whilst others were having new bodies fitted to the chassis.
A scale drawing and information were published in Monk—Steel, David., Bartlett, Paul W. & Mann, Trevor, (1986) BR Air— braked Coal Hopper wagons. in Model Railway Constructor Annual 1987 pp 20 — 36 edited by Leigh, Chris.

A possibly unique conversion of a Bogie Bolster E with a HAP1040 crane mounted on it. At Brent Sidings on 14 October 1979.

GWR, SR, LMS shock open wagons, together with a couple of Shocroof A's. Includes some official photographs and colour slides. SR version in http://gallery6801.fotopic.net/c1761518.html LMS version in http://gallery6801.fotopic.net/c1763177.html GWR version in http://gallery6801.fotopic.net/c1764524.html BR 3plank version in http://gallery6801.fotopic.net/c31438.html 5 plank in http://gallery6801.fotopic.net/show_collection.php?id=30970 steel in http://gallery6801.fotopic.net/show_collection.php?id=30624 Shochood B in http://gallery6801.fotopic.net/show_collection.php?id=31444

British Railways built a single batch of 300 Shock hood Bs at Derby in 1962-3. They were lettered for the Western Region and this seems to have been were most remained. By the late 1970s they were TOPS code OSV and later a few were OSW with an air through pipe. By 1979 some were having the shock gear removed and they became DACE as ballast open wagons with TOPS code either ZDV or ZCV. Some continue in use. A drawing was published by Trev Mann in Bartlett et al 1984 on page 63.

British Railways inherited just 6 LMS built medium shock wagons and immediately added 25 wagons to the fleet - the BR ones having an LNER style vacuum brake rigging. They all worked from St. Helens but this sole example was in engineers use.

The commonest shock open merchandise wagons on BR were constructed with wooden bodies. GWR, SR and LMS body styles were used and the brake rigging varied. One batch had a plain solebar with the shock gear inside the solebars, the others had the shock absorbing gear on the outside. The underframes were a standard 17ft. 6in. long, so the bodies were short. Because of this they had lower capacity compared to the comparative opens, and this may have been a reason for popularity with engineers - they were less susceptible to overloading with dense ballast waste.

Soon after nationalisation BR produced 425 shock open merchandise wagons with bodies of steel. Although clearly built to an LNER design the LNER built no similar wagons. By 1970 they were quite rare and these few photographs show them towards the end of their lives.

BR acquired WW2 Warflats and used them without conversion, or with a bolster modification for carrying Concrete beams.

For ten years British Railways continued to build Coke hopper wagons to a design used by the LMS and many private companies. When wet, coke is corrosive and the wagons had relatively short lives. The last were condemned in South Wales in 1981. Photographs and drawings were published in the Model Railway Constructor August 1983 pages 478 - 482.

British Railways continued to build an LNER design of coal carrying hopper. Many had bodies of welded construction but a good number were rivetted. There were three diagrams allocated to these but there were also many small variations. The photographs show the wagons towards the end of their lives - many were rebodied from the mid 1960s onwards.

British Railways carried Whiskey in bulk container tanks. The containers were of several designs and some had attractive liveries. Both types of the Freightliner flats were unusual - there were only about 25 of the 4 wheel type and just 3 of the bogie ones - as they had buffing/drawgear at both ends.

British Railways built various types of wagons for dry powders. The Covhops were the earliest introduction, based largely on an LNER design and were built for 11 years. Many were unfitted but some later ones were vacuum piped or vacuum braked. There were also conversions to carry sugar and with different fillers for tripolyphosphate. Because the loads could be caustic they had an extra paint coat - an undercoat of the same colour as the top coat with the alternative body colour inbetween - either grey or red. This could give some unusual weathering affects. 2mm kit introduced by S.R. Harris.

British Railways built a single batch of 150 wagons for anhydrite from Long Meg Quarry on the Settle and Carlisle. They well known to enthusiasts and were vacuum brake. Less well known is that some 'escaped' to work from Wellingborough in the mid 1970s. The N gauge society makes a kit available for these.

British Railways built a prototype and then 139 wagons in 1956 of diagram 1/005 which were designed to receive red hot iron pigs at the Scunthorpe steel works. Strongly constructed they had a steel floor which sloped towards the centre line where a slot provided drainage - as the pigs could be sprayed with water to cool them. Later some were converted to carry strip coil, with the centre portion of the ends cut down to allow the 'hook' of crane to pick the coil up.

British Railways built 5 lots of diagram 2/682. These photographs are of the final two batches built in 1959 - 1960, some 85 wagons, which were vacuum piped. They were to carry large sheets of steel. The engineers obtained a number of them and removed the trestles. The last were used as Trestrols in 1984. In 4mm there is a kit of these wagons and a drawing was published in Bartlett et al. (1985) An Illustrated history of BR wagons pub. by OPC.

British Railways built 16 4 wheel Trestles for carrying large plates of steel. Introduced in 1958 they were similar to earlier wagons converted from Plate wagons. They were vacuum braked with clasp brakes.

British Railways built 300 bolster wagons in 1970-1 at Ashford using the standard air braked underframe as used for OAA opens and VAA vans. Quite soon they were being used for other uses, including coils carried eye to sky and as under runners. This is a small selection of wagons which have not had their stanchions removed.

British Railways converted Pig Iron wagons to Coil C KCO later SCO wagons and allocated them to diagram 1/423. They mainly worked in South Wales alongside Coil J wagons but could work further carrying strip coil. At least in later years the coils were wrapped during transport. Peco make a 7mm kit for the earlier pig iron wagon.

Coil J wagons were converted by cutting down iron ore tippler wagons in 1968, and fitting a wooden coil cradle to carry strip coil. Initially they were used by British Railways in South Wales, and had a Richard Thomas & Baldwin fleet number. Later they were also used elsewhere. With Coil C's they were the last unfitted wagons in regular revenue use on BR. Cold strip coils was covered for transport. The means of wrapping the coils altered with time - a variety are shown - at any one time all of the wrappings would have been similar.

A selection of British Railways rod and strip coil carrying converted from Plate wagons coded as Coil E (KEV), Coil R (KRV) and Coil F (KFV). Details and drawings of some are in Bartlett, Paul W. & Mann, Trevor., (1982) BR Plate Wagons and some related conversions in Model Railway Constructor Annual 1983 pp 92 —112, edited by Leigh, Chris.

Nuclear flask railway wagons as used on Britains Railways
A detail collection of 550023 is at http://gallery6801.fotopic.net/c48440.html

Milk tank wagons on British Railways built by the Great Western Railway or to their design. A selection of photographs which includes some as later used by railway engineers.

Building details are largely taken from Jack Slinn's article in the HMRS Journal vol 12 part 3 1985 pages 87 - 92.
Other photographs of GWR milk tanks are included in :

http://gallery6801.fotopic.net/show_collection.php?id=20075

In 1964 British Railways used Warflats constructed in 1940 - 1 to make rail wagons to carry cold strip coil. There were 2 similar designs but the length of the cradles varied. 2 photographs added 27/12/04

Brake tenders were used by British Railways when the brakes on diesel locomotives were inadequate to control an unfitted train. They were introduced in the early 1960s using bogies recovered from coaches. Genesis make 4mm kits.

The content of this collection have been moved to "Bogie strip coil JAV JYV JWV" (C#1689434) – http://gallery6801.fotopic.net/c1689434.html "BR Bogie Coil V JVV BVW JVW" (C#1688083) http://gallery6801.fotopic.net/c1688083.html "BR bogie Coil K JKX BN X JIX" (C#1687331) http://gallery6801.fotopic.net/c1687331.html "BR Coil T JTV BYV" (C#1684755) http://gallery6801.fotopic.net/c1684755.html

Shellstar bogie rail vans used by UKF Fertiliser company for fertiliser from Ince Cheshire to many UK locations. Various liveries of the 1970s - 1990s including the later Kemira. These vans were introduced in 1968 built by Gloucester RCW with curtain sides. However, this was unsuccessful and Chas Roberts rebuilt them to have side doors in 1970 - 71. More were then built with doors from new. The traffic was lost in Jan. 1993 and the vans scrapped in 1994.

VDA vans were a new design introduced in 1975. They have had various uses and liveries and this collection illustrates these. From the later 1980s many were rebuilt to other uses and they are not now in use as vans.

Allied Steel and Wire (ex Guest Keen and Nettlefold) Cardiff - internal user wagons used in the works and docks between 1977 and 1987.

Bogie Aggregate hopper coded PHA & JHA built 1989 used by Foster Yeoman on Britains Railways

VTG (laterTiphook) owned bogie strip steel coil carrying wagon used on ferry and in Channel Tunnel Regd by BR and Germany batches built in 1979 and 1985. Hurst models make a 4mm kit for these wagons. http://www.hurstmodels.com/

Parcels rolling stock - Non passenger carrying coaching stock as used on Britains Railways from the 1950s

Wagons and similar rolling stock built for or operated by the London Midland & Scottish Railway from the LMS and BR period. Other LMS wagons are in specialist collections above.

Southern Railway bogie brake vans (known as Queen Mary's) built in 1936 as running on Britains Railways between 1967 and 1999.

Great Western Railway wagons on BR from nationalisation in 1948 upto the later 1960s - a selection. Other specialist collections of GWR wagons are on this site.

London and North Eastern Railway wagons as operating on BR from 1948 to about 1975. A selection which includes loco coal (Parkside kit), minerals, brake vans, open merchandise (many kits) and specials. Grain wagons in http://gallery6801.fotopic.net/c85932.html

During the 1970s (and well before the Channel Tunnel) British Railways ran a regular freight train to Paris using Freightliner container carrying flats converted for the cross Channel rail ferries. A rake is recorded at Aylesbury in March 1976.

British Railways built 1,950 wagons designated for carrying pipes. They inherited the design from the LNER but most had a modified body style and there were 3 distinct brake riggings. Parkside Dundas make 4 and 7mm models

A selection of Conflat A wagons in use on British Railways.

BR introduced Freight liner container trains during the early 1960s. A selection of the containers used on the early services including earlier attempts at carrying larger containers.

The first design of airbraked open wagons used on British Railways. Original and later liveries, including as used in engineers fleets.

A selection of tank wagons, some built new for the GWR upto nearly 100 years ago,others unusual conversions for use by railway engineering departments. All on British Railways. Milk tanks are in collection http://gallery6801.fotopic.net/c25350.html

A selection of the internal user wagons (and a loco) in use in Workington around the docks and in the steel works.

Pencil mould ingot carrier internal user wagon built by Chas Roberts in 1961 at Stocksbridge UES steel works

Panzer is the nickname of heavily constructed internal user wagons used at Stocksbridge UES steel works for ingots.

Ingot moulds are part of the production process at Stocksbridge UES steel works and various types of wagons are used internally to transfer ingots of steel

Tiger Railcar (TRl) registered wagons used on BR during the 1980s. The collection is varied - including aggregates, china clay bogie covhop, lever brothers depressed centre tank, tank wagons for oil, nitric acid, caustic soda, sulphuric acid, methanol and china clay slurry.

Mineral wagons with 2 side doors and an end door built new between 1961 - 63 for British Railways with Vacuum brake. A 1,000 with ordinary VB were followed by 3950 with self-adjusting brake. Late in life some were given an air pipe, denoted by the TOPS code MDW. Drawings and other details are in Larkin, David & Mann, Trevor (1983b) British Railways 21 ton Mineral Wagons. Model Railway Constructor vol. 50 (part 595) pp 637 - 641. and Bartlett et al 1985.

Double door mineral wagons built for British Railways between 1950 - 1952 as running in the 1970s and early 1980s. There were 1,000 of riveted and 1,500 of welded construction. All lacked continous brakes so they were phased out in about 1982 - their last use being to work coal to the docks in South Wales. Details and drawings were published in Larkin, David & Mann, Trevor (1983b) British Railways 21 ton Mineral Wagons. Model Railway Constructor vol. 50 (part 595) pp 637 - 641. and Bartlett et al 1985.

Wagons owned by British Railways for transporting Sand. Various liveries including Taunton Concrete Works.

Ex LNER railway coaches converted for use by engineers to build and maintain overhead electrification.

This collection is closed and replaced by
BR tank wagons - various
http://gallery6801.fotopic.net/c1705042.html
"BR 4-wheel Ferry tanks ZRP ZRR ZRQ"
http://gallery6801.fotopic.net/c1704429.html
"BR Demountable tanks - beer departmental"
http://gallery6801.fotopic.net/c1702714.html
"BR Demountable tank Crosfields ZRV"
http://gallery6801.fotopic.net/c1701928.html

There were 3150 low open merchandise wagons built for British Railways. Early ones had an LNER style wooden body on a LMS vacuum brake frame. Later ones had two distinct styles of steel body with varying vacuum brake riggings. Details, including drawings are in Bartlett, Paul W. & Mann, Trevor., (1987) BR Lowfit Wagons. Model Railway Constructor vol. 54 (part 633) pp 82 - 85 & 107 - 109 and Bartlett Et al 1985.

Milk carrying tank wagons used on British Railways in the 1970s and 1980s. BR, LNER, SR, LMS, and more recent MMB
More milk tanks, all GWR in origin or by design, can be found at http://gallery6801.fotopic.net/show_collection.php?id=25350

British Railways containers for loading on conflat wagons. Unusual and experimental

This collection has been closed, replaced by extensive collections including "BR Grampus ballast open vacuum braked ZBV" (C#1593499) – 71
http://gallery6801.fotopic.net/c1593499.html
"BR Grampus ballast open unfitted ZBO" (C#1592910) – 209 photographs
http://gallery6801.fotopic.net/c1592910.html

Rail tank wagons registered and used by National Coal Board, UK. A drawing of the long anchor mounted tank is at: Bartlett, Paul W. & Fidczuk, Peter (1990c) Tank wagons, part 3. NCB anchor mounted tar tank. Model Railways vol. 7 (part 10) pp 533 - 537.

STS Anhydrous Ammonia tank wagon built in 1965, vacuum brake

Rail tank wagons for beer built by the LMS railway.