Parkside

6,500 of these wagons were built in the early 1950s to a post-war LNER design. They were used for general merchandise traffic. Many were still to be seen in traffic in the early 1980s and some lasted a few more years in the Civil Engineers fleet.

Over 8,000 of these wagons, with their characteristic corrugated steel ends, were built to an LMS design in the 1950s. Used for a wide range of goods traffic until the 1980s, some had their life extended for another decade in the Civil Engineers fleet.

This was the first BR high capacity coal wagon, being introduced in 1951, coming from a GWR pedigree. Rivetted construction was used for the prototype this model depicts. These wagons were used for domestic as well as industrial coal, until withdrawl in the mid 1970s

These wagons were first built to replace the pre-nationalisation wooden bodied LOCO coal wagons, then in use. However they became most widely used for carrying coal to power stations and large works. They have also been used for carrying stone and aggregate traffic.

These wagons were built by the LNER from the end of the Second World War. 3,250 were constructed to this diagram. Lasted until the early 1970s.

Over 17,000 of these vans were built in the 1950s to carry general merchandise traffic. The design has GWR features but without the characteristic roof profile and has the corrugated ends favoured by the LMS and LNER. Many were in service into the 1980s. Alternative plywood doors are included. The above kit replaces an earlier kit, now withdrawn, and features an entirely new body. Alternative ends with both spring or hydraulic type buffers are included.

These vans, of which over 3,500 were built in the 1950s, have plywood substituting for timber planks in the body. Ventilation scoops are included with this kit, which allow the Fruit Van derivative (diag.1/233) to be built. This kit replaces an earlier kit, now withdrawn and features an entirely new body. Alternative ends with both spring or hydraulic type buffers are included.

250 of these vans were built in 1952/53 for carrying chilled meat. In the 1960s many were used as ordinary goods vans before withdrawal in the early 1970s.

These wagons were based on a GWR design, and at first they worked only from Hull Docks. The last war saw them in use throughout Britain, carrying grain from ports and growing areas to flour mills, maltings and breweries. First built in 1931, they lasted till the mid 1970s, when even then some were sold for private use. Two are preserved in Lough, Lincs.

The LNER introduced these plate wagons in 1940. The all welded body is of especial interest. During the war, the LMS built vehicles for its own use to this design. This wagon was a development of a 1937 prototype and itself became the basis of the BR standard wagon. Primarily used to carry steel plates, other conmmon loads were farm machinery, motor cars and large packing cases.

The LNER trestle wagon is essentially a development of the standard plate wagon. It allows plates too wide to be loaded flat, to be carried safely. In pratice the trestles could be removed and refitted as required to meet traffic fluctuations. Because of the large loads, these wagons mainly ran on the main lines between steel mills and shipyards and fabrication works.

The double bolster is another development of the standard plate wagon. Typical loads were short steel sections, girders, reinforcing rods and pipes. In later days most of these wagons reverted to simple plate and trestle wagons. Chains are included in this kit for attaching to the bolsters.

This kit represents a vacuum brake fitted version on the standard BR mineral wagon. Some of these are still in use carrying Civil Engineers spent ballast and waste.

These were the biggest British open goods wagon when built, and were used to carry ammonium sulphate fertilizer fron ICIs Havertonhill Works on Teeside. Most of the fleet met an inglorious end carrying London rubbish from Enfield in the 1960s. The sulphate was carried in sacks and the wagons were sheeted (tarrpaulined).

These wagons were built in vast quantaties in the 1950s, chiefly as a replacement to the older wooden bodied design. As such they are an essential part of the railway scene of the third quarter of this century, being seen in nearly every railway yard and siding.

Built 1945/46 to relieve war damage on the French railways, they were repatiated in 1951/52 lasting until the mid 1960s. They are noteworthy for the lack of an end door and the cupboard style side doors.

Around Peterborough, the Great Northern Railway served extensive brick works which supplied the London market. To give extra brake power to the heavy brick and coal trains from Peterborough, the GNR built in 1921, some 50 ton fully braked fitted wagons to carry bricks. A gross laden weight of over 60 tons would be a very effective brake. In 1930 the LNER built a further 25, it is this variation which is depicted in our kit.

Of an earlier generation than our other steel carrying wagons, this complements them by giving a bogie steel carrier. These particular vehicles survived from the First War to the early 1950s, and would be used for carrying long girders and steel sections.

From 1938 the LNER altered its design of vacuum fitted open wagon to conform more closely to the practise adompted by the other Companies. It continued as a standard design until 1945, when it was given a steel body (our PC01A kit). These vehicles were common until the late 1960s, although some lasted longer on service department use.

This design was introduced in 1934, but our model features the slightly narrower body (by 2) standardised later, of which over 7,000 were built by the LNER. Most lasted in traffic until the late 1960s.

About 1,900 of these wagons worked on the French railways after the War. After they were returned, almost 8,000 operated throughout BR until the middle 1960s. Our kit gives the choice of either pressed steel doors or the standard replacement welded type, which many carried.

Built 1955/58 these wagons could be seen with a wide vareity of fragile loads such as glass crates, barrels of whisky and earthenware pipes. Our model incorporates a tarpaulin rail, which can be omitted if required.

These vans were introduced in 1953/56 and were heavily utilised until the decline of traditional merchandise traffic in the late 1970s.

117 of these vans were constructed from 1939 until 1950, lasting until about 1978.

These wagons were built in the 1930s to carry coal to engine sheds. After BR abandoned using wagons exclusively for this purpose they joined the general fleet, lasting into the middle 1960s.

This model represents the final stage of development of the traditional British mineral wagon. Built in the late 1970s using chassis from older wagons over 900 wagons were involved, but most were out of service after the 1984-85 coal strike.

125 vehicles of this design were built in 1935-37, with examples lasting into the early 1970s. Having end doors they could be used to carry motor vehicles, as well as parcels and mails which would be handled through the side doors.

This vehicle is basically a standard Southern Railway van extended to include a guards compartment. First built in 1937, 250 of these vans were widely used throughout the network. This is an ideal vehicle for Southern branch line trains.

This vehicle originated in the 1930s as the LNERs standard container wagon. Many examples survived until around 1970 carrying all types of continers. Open containers were used for traffics such as building materials.

Almost 300 of these vans were built between 1935-38 for parcels traffic, with some lasting into the 1970s. Some were adapted to work on push-pull trains and some were later converted into Engineers mess vans. Our kit allows the SECR design (without vents) to be built, as well as the Southern style.

Built in 1914, the 20 vehicles in this series were in use until the early 1950s.

50 of these large capacity vans were constructed in 1906. The last survivors were withdrawn from regular traffic during the second world war, but several continued in use as Stores Vans into the 1950s.

50 of these vehicles were built in 1938. Having end doors, they could carry motor vehicles as well as parcels, luggage and mail. Equally at home on branch trains or mainline expresses they lasted until the early 1980s.

The LMS constructed 150 of these vans in 1938, with a further 75 by BR in the 1950s. They were a development of the diag. 1929 vans (our PC33 kit) and many lasted into the late 1970s with a few surviving in departmental service.

This was the most successful BR design of van for carrying palletised loads. The 9ft. wide doorway gave easy access for fork lift trucks. 1944 were built from 1960. They were intesively used for twenty years. Then a small fleet was upgraded with a modified suspension and air brakes and was mainly for Ministry of Defence traffic beween many of their depots which had sharply curved sidings unsuitable for more modern rolling stock (our PC76 kit).

After the second World War, the LMS built 6 of these experimental fruit vans. A further 200 were built by BR at Wolverton in 1949. They were in regular use until the mid 1970s and could be seen on parcels and passenger trains as well as freight trains. A batch of 250 were built at Darlington with a LNER type chassis.

800 of these wagons were built between 1949 and 1954, to an LMS design, to carry iron pipes chiefly from the giant works at Stanton and Stavely. They were vacuum fitted during the 1950s and our model repesents this variation. With the decline in pipe traffic in the 1970s these wagons were utilised for various other traffic and some were transferred to the Engineers fleet.

Introduced in 1916, these attractive vehicles with their louvered sides and ends, carried fish traffic from the many fishing ports on the Great Western system. In use up to 1943.

4,000 of these wgons were built in 1950-55 to carry such loads as farm machinery and containers. In the 1960s they had a second lease of life as Civil Engineers ballast wagons until withdrawal in the 1970s and 1980s.

The heyday of container traffic was in the 1950s and 60s. Withdrawal was mainly in the 1970s. The FM container was used for chilled meat andfish as well as food products such as sausages and pies. Withdrawal took place in the late 1960s.

This is the BR built version of our PC39 kit. The main difference is that this type has plywood body sides but retains timber doors for strength. 150 were built between 1951 and 1955. Withdrawal took place in the early 1980s.

In 1931 the GWR built 100 vacuum braked goods vans with a 20 ton capacity for goods traffic between the main GWR centres. They were not common user and did not regularly work off the GWR system until Nationalisation. Examples continued in revenue traffic into the middle 1960's.

This design superceded diag. 1659(above) and 950 were built between 1927 and 1931. Operationally the main difference was the addition of side lookouts, but other features such as the construction of the verandah ends were also altered.The LMS had a lot of Midland Railway influence in many of its earlier rolling stock designs not least its Goods Brake Vans. Our models are of types, which although built in the 1920s lasted through LMS times and indeed were quite common until the 1960s, by which time they had also spread into ex LNER areas. Vans transferred to the Cilvil Engineers fleet were still around in the 1970s.

This is the standard LNER cattle wagon built in the late 1920's. This kit represents the vacuum braked version many of which lasted in service into the 1950's. A feature of this kit is the moveable internal partition used for part loads of cattle.This kit is an ex 'Westykits'. They vary in some details of construction from our own kits. They are more suitable for the experienced modeller but we are sure that the builder will be well rewarded by the effect of the completed model.

This design dates back to 1903, but the kit features the steel chassis used from the 1920's. They were used to carry grain to mills, distilleries and breweries. The LGW fleet, based in Edinburgh, lasted till 1969.This kit is an ex 'Westykits'. They vary in some details of construction from our own kits. They are more suitable for the experienced modeller but we are sure that the builder will be well rewarded by the effect of the completed model.

This was one of the most common combinations of container wagon and container on British railways. 4,500 of the Conflat A wagons were built by BR along with no less than 9,080 of the BD contailer. The BD container was used for all types of general merchandise traffic. Period early 1950s to early 1970s.

This well known vehicle stemmed from the final LNER fish van design. BR built over 1,000 of them. At first they had oil axle boxes, but for long distance work many were given roller bearings. The blue spot identifying these gave them their nickname. After fish service many were converted to Parcels Vans (SPV) and lasted into the 1980s. Our kit allows both oil and roller bearing axlebox versions to be built.

Well over 21,000 of these wagons were built from 1951-59. With a riveted body, some had fabricated welded end doors while others had pressed steel doors. Both these variations are catered for in this kit. Withdrawals took place in the 1960s, but many were bought by the NCB and steel works.

2,388 of these vans were built in the period from 1952 to 1961 to carry goods loaded on pallets. Various changes were introduced over this period especially in the suspension which was the Achilles Heel of this design and our model represents construction over the 1952 1957 period. Withdrawal took place in the middle 1960s. Several survive on various preservation sites

The LNER carried a hugh fish traffic. Almost 2,000 of these vans were built in 1938/39 and run until the 1960s. Their 12 foot wheelbase made them ideal for express fish trains and as tail traffic on passenger trains.

These vans were rebuilt from diagram 134 (PC56). They had insulated bodies and reccessed side doors and ran until the late 1960s latterly on shorter distance work.

849 of these vans were built exactly to a Midland railway design (diagram 1240) bewtween 1924 and 1927. They all had hand brake only.It is possible to build diag. 1656 vacuum braked vans of 1926/27 by replacing the sides of this kit with those of PC49 (below). Contact us for details of extra parts.The LMS had a lot of Midland Railway influence in many of its earlier rolling stock designs not least its Goods Brake Vans. Our models are of types, which although built in the 1920s lasted through LMS times and indeed were quite common until the 1960s, by which time they had also spread into ex LNER areas. Vans transferred to the Cilvil Engineers fleet were still around in the 1970s.

75 of these vans were built in 1941 for express fish traffic. Unusually in BR days they carried a crimson lake livery, in contrast to their larger capacity ex LNER brethern. Most lasted into the middle 1960's.

A small fleet of these wagons were rebuilt from BR Tube wagons (PC55 above) in the middle 1960s to carry palletised beer barrels and kegs between breweries and distribution depots. Each wagon could carry 14 tons gross of palletised beer. The traffic declined in the 1970s but some of these vehicles lasted on as barrier wagons for hazardous loads.

2,167 of these vans were built in the middle 1930's for general goods traffic. Unusually for 10 foot wheel base vehicles, they still retained wooden chassis. Originally they were 'non pool' and had to be returned to the LNER system, although by 1937 this restriction no longer applied and they were used throughout Britain. They were substantially built and many lasted into the middle 1960's.

Similar in construction to PC61 (above), 500 were built in the middle 1930's for the LNER's substantial fruit traffic. This originated mainly in East Anglia but ports such as Harwich, Hull and Leith were also important. Outwith the fruit season, they might also be used for general traffic. Most lasted into the middle 1960's.

1,000 of these wagons were built in 1960/61 to carry both imported and home produced iron ore. Changes in the steel industry saw them transferred to other traffics, most commonly stone, in the early 1970s. Some were taken into the Civil Engineers fleet, where a few still last (1999).

Ten of these vans were built in the 1920s to an Edwardian design and continued in traffic well into BR days. They were used for carrying valuable cattle with their attendants and hence would commonly be seen on passenger trains.

2,388 of these vans were built in the period from 1952 to 1961 to carry goods loaded on pallets. Various changes were introduced over this period especially in the suspension which was the Achilles Heel of this design and our model represents construction over the 1952 1957 period. Withdrawal took place in the middle 1960s. Several survive on various preservation sites

Although built in batches in the middle 1930s they still retained the time honoured wooden chassis. 1,378 in all were built to carry road vehicles, machinery or large packing cases. The drop sides and ends made them easy to load. Most lasted till around 1960

Introduced in 1909, these vans were a successful design, which was repeated two decades later, but with significant alterations to the ends and the passenger compartment. In service into the 1950s.

400 were built in 1989-91, using redundant 21 ton hopper chassis to carry waste ballast.

Many thousands of these wagons were built between the Wars for private owners such as coal companies and merchants to a standard Railway Clearing House design. This type was much used by both the LNER and LMS. Widely in use until the early 1960s.

Like the Clam these wagons are built on redundant underframes to carry waste ballast. Drop side doors are a feature of this design.

These wagons were a development of the 7 plank wagon (above) to carry less dense coal and coal products, where their extra 3 of height gave them an advantage. Common into the early 1960s.

This kit builds either the vacuum fitted Grampus wagon or the air brake fitted Rudd, which were rebuilt from some Grampus in the early 1990s. The wagons are used to carry track materials, such as ballast (especially waste ballast) and sleepers. 722 Grampus were built in 1958-62. They have removable ends allowing plant to move between wagons. The Rudd rebuild has very heavy fixed steel ends. The unfitted Grampus wagons (previously our PC15, now being withdrawn) can be built using parts from our PA10 chassis kit.

The third member of our RCH coal wagon series, these wagons tended to be owned by domestic house coal merchants, who had no need for end door discharge at tippers.

This was the final design of GWR Fruit Van of which 50 were built in 1939-1941. More were built by BR in the 1950s and some were in service into the 1970s. They were also used for parcels traffic outside the fruit season.

Many of these wagons were built in the 1920s to carry roadstone. Our model features a Charles Roberts design with steel sheet floor. Some examples were around until the early 1960s.

By the late 1970s a lot of merchandise was being carried on air braked trains. To cater for this 550 of the original Vanwides were rebuilt with air brakes, roller bearing axle boxes and an improved suspension (FAT19). The main use was on MOD traffic. By the 1990s this traffic was decreasing and many vans went into store.

16,800 of these wagons were built between 1952 and 1958. They were widely used for coal traffic especially in North East England. Common well into the 1980s. The kit has a choice of roller and oil axleboxes.

In the 1970's BR started to put new bodies on some of the older hopper wagons built in the 1940's and 1950's. Although basicaly the same design as previous some differences in body supports were made to simplify production. Some ran with vacuum brakes, while some were never given the continous brake. Examples lasted into the 1990's.

300 of these vehicles were built in the 1920's with many lasting into the 1950's and 60's. They were to be seen throughout Britain carrying horses to racecourses and stables. Invariably horse boxes were marshalled in passenger or parcel trains often for detachment at intermediate stations.

13,645 were built. Our kit represents the first batch of 409 built by Hurst Nelson in 1936. It features rivetted construction and the unique LNER brake gear. Examples lasted into the 1970's.

Over 12,000 of these versatile open wagons were built between 1909 and 1922 with some lasting into the 1950's. O11 wagons had Dean-Churchward hand brakes only and O15 wagons were also fitted with vacuum brakes.

500 of these wagons were built in 1913 to carry china clay. Apart from short run traffic in Cornwall, these wagons could be used to carry china clay to potteries and paper mills. Final withdrawal took place in the late 1950's.

30 of these horseboxes were built by the LNER in 1938 mainly to carry racehorses to meetings throughout Britain. The first to include lavatories for the travelling grooms, the large rectangular lavatory windows made them very recognisable. Many lasted into the early 1960's.