O Gauge Wagons

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This model finished as diagram AA15 Toad number 56683 in GWR goods grey livery. This diagram featured self-contained style buffers and J hanger type secondary suspension. 25in height lettering, used until 1921.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This model finished as diagram AA21 Toad number 17410 in GWR goods grey livery as running in the first years after nationalisation with BR XP markings, but not yet repainted. This diagram featured full vacuum brake fittings with the brake cylinder mounted between the sand boxes on the veranda. Post 1936 lettering.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This model finished as diagram AA21 Toad number W17445 in British Railways bauxite livery. This diagram featured full vacuum brake fittings with the brake cylinder mounted between the sand boxes on the veranda. Lettered for working 9.35pm (SX) Paddington to Camarthen, 13.30pm to Camarthen Junction, to Lampter and back 8.30am then light Camarthen Junction to Llandilo for the 4.5pm Llandilo to Old Oak Common.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This model finished as diagram AA21 Toad number W17390 in British Railways bauxite livery. This diagram featured full vacuum brake fittings with the brake cylinder mounted between the sand boxes on the veranda. Allocated to goods services on the Tetbury branch.

The slope sided steel bodied 14 ton capacity mineral wagon was designed and patented by Charles Roberts in 1935, these more robust wagons being trialed or purchased by several private wagon operators for coal and iron ore service. In 1943 the Ministry of War Transport (MWT) ordered 9,000 wagons to replace aging requisitioned wooden private owner wagons, with 7,000 completed by nationalization. British railways allocated these wagons diagram 1/100, and uprated them to 16 tons. Four further batches were ordered in 1946 with many lasting into the 1960’s
Model finished in British Railways grey livery with black lettering patches. 1950-1960s

The slope sided steel bodied 14 ton capacity mineral wagon was designed and patented by Charles Roberts in 1935, these more robust wagons being trialed or purchased by several private wagon operators for coal and iron ore service. In 1943 the Ministry of War Transport (MWT) ordered 9,000 wagons to replace aging requisitioned wooden private owner wagons, with 7,000 completed by nationalization. British railways allocated these wagons diagram 1/100, and uprated them to 16 tons. Four further batches were ordered in 1946 with many lasting into the 1960’s
Model finished as Denaby colliery wagon 9151 in black livery. 1935 to early 1950s. The wagon would likely have been 'pooled' at the outbreak of WW2 but faded private owner liveries could still be seen in the 1950s.

The slope sided steel bodied 14 ton capacity mineral wagon was designed and patented by Charles Roberts in 1935, these more robust wagons being trialed or purchased by several private wagon operators for coal and iron ore service. In 1943 the Ministry of War Transport (MWT) ordered 9,000 wagons to replace aging requisitioned wooden private owner wagons, with 7,000 completed by nationalization. British railways allocated these wagons diagram 1/100, and uprated them to 16 tons. Four further batches were ordered in 1946 with many lasting into the 1960’s
Model finished in British Railways grey livery with black lettering patches. 1950-1960s

The British Railways 22-24 ton capacity iron ore hoppers were developed from LNER designs and wagons built for private owners in the 1930s. Charles Roberts built 1,000 22 ton wagons in 1949, likely ordered by the Ministry of Transport before nationalisation and allocated BR diagram 1/161. A year later 1,500 were built by Charles Roberts, uprated to 24 tons capacity and allocated diagram 1/162 along with 500 of the 1949 wagons also uprated. They were initially used for iron ore traffic and latterly Limestone, chalk and sand, lasting in service until circa 1980.
Model finished in British Railways bauxite livery, 1950s.

The British Railways 22-24 ton capacity iron ore hoppers were developed from LNER designs and wagons built for private owners in the 1930s. Charles Roberts built 1,000 22 ton wagons in 1949, likely ordered by the Ministry of Transport before nationalisation and allocated BR diagram 1/161. A year later 1,500 were built by Charles Roberts, uprated to 24 tons capacity and allocated diagram 1/162 along with 500 of the 1949 wagons also uprated. They were initially used for iron ore traffic and latterly Limestone, chalk and sand, lasting in service until circa 1980.
Model finished in British Railways grey livery with black lettering patches, the usual livery applied through most of these wagons service lives. B436275 is preserved as part of the National Collection, currently at the 'Rocks by Rail' museum in Rutland

The British Railways 22-24 ton capacity iron ore hoppers were developed from LNER designs and wagons built for private owners in the 1930s. Charles Roberts built 1,000 22 ton wagons in 1949, likely ordered by the Ministry of Transport before nationalisation and allocated BR diagram 1/161. A year later 1,500 were built by Charles Roberts, uprated to 24 tons capacity and allocated diagram 1/162 along with 500 of the 1949 wagons also uprated. They were initially used for iron ore traffic and latterly Limestone, chalk and sand, lasting in service until circa 1980.
Model finished in British Railways grey livery with black lettering patches, lettered empty to Ardley WR.

The British Railways 22-24 ton capacity iron ore hoppers were developed from LNER designs and wagons built for private owners in the 1930s. Charles Roberts built 1,000 22 ton wagons in 1949, likely ordered by the Ministry of Transport before nationalisation and allocated BR diagram 1/161. A year later 1,500 were built by Charles Roberts, uprated to 24 tons capacity and allocated diagram 1/162 along with 500 of the 1949 wagons also uprated. They were initially used for iron ore traffic and latterly Limestone, chalk and sand, lasting in service until circa 1980.
Model finished in British Railways bauxite livery and lettered for sand traffic with a maximum speed of 35mph. 1960s onwards.

The British Railways 22-24 ton capacity iron ore hoppers were developed from LNER designs and wagons built for private owners in the 1930s. Charles Roberts built 1,000 22 ton wagons in 1949, likely ordered by the Ministry of Transport before nationalisation and allocated BR diagram 1/161. A year later 1,500 were built by Charles Roberts, uprated to 24 tons capacity and allocated diagram 1/162 along with 500 of the 1949 wagons also uprated. They were initially used for iron ore traffic and latterly Limestone, chalk and sand, lasting in service until circa 1980.
Model finished in British Railways grey livery with black lettering patches, maximum speed 35mph. 1960s onwards.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This model finished as diagram AA15 Toad number 68684 in GWR goods grey livery. This diagram featured self-contained style buffers and J hanger type secondary suspension. 16in lettering, applied to new and repainted vans 1921-1936.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This model finished as diagram AA15 Toad number W17953 in British Railways grey livery. This diagram featured self-contained style buffers and J hanger type secondary suspension.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
Unlettered model of a GWR diagram AA15 Toad. This diagram featured self-contained style buffers and J hanger type secondary suspension.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This model finished as diagram AA19 Toad number 114925 allocated to Saltney (Chester) in GWR goods grey livery. Incorporating RCH buffers and fittings this diagram featured T hanger and link type secondary suspension. 16in height lettering applied 1921-1936.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This model finished as diagram AA20 Toad number W68673 in British Railways grey livery. Externally identical to AA19 detail design incorporated the 1930s RCH underframe. Fitted with RCH type spindle buffers and the T hanger and link type secondary suspension.
Allocated to Hartlebury on a schedule working 10-12pm (SX), 8-5pm (SO) light Kidderminster to Hartlebury, 10-25pm Hartlebury to Shrewsbury (Coton Hill) returning with the 10-25am (SO) or 8-20am Shrewsbury (Coton Hill) to Hartlebury.

A highly detailed model of the GWRs standard 24-feet length goods train brake van, introduced from 1912 and built, with many detail differences, until 1950. The long wheelbase of these vans gave the guard a good ride, with a very effective hand brake and a large cabin which allowed extra crew to be accommodated.
This is an unlettered model of a diagram AA21 Toad in British Railways bauxite livery. This diagram featured full vacuum brake fittings with the brake cylinder mounted between the sand boxes on the veranda.

The slope sided steel bodied 14 ton capacity mineral wagon was designed and patented by Charles Roberts in 1935, these more robust wagons being trialed or purchased by several private wagon operators for coal and iron ore service. In 1943 the Ministry of War Transport (MWT) ordered 9,000 wagons to replace aging requisitioned wooden private owner wagons, with 7,000 completed by nationalization. British railways allocated these wagons diagram 1/100, and uprated them to 16 tons. Four further batches were ordered in 1946 with many lasting into the 1960’s
Model finished in Ministry of War Transport bauxite livery. 1944 to early 1950s.

The slope sided steel bodied 14 ton capacity mineral wagon was designed and patented by Charles Roberts in 1935, these more robust wagons being trialed or purchased by several private wagon operators for coal and iron ore service. In 1943 the Ministry of War Transport (MWT) ordered 9,000 wagons to replace aging requisitioned wooden private owner wagons, with 7,000 completed by nationalization. British railways allocated these wagons diagram 1/100, and uprated them to 16 tons. Four further batches were ordered in 1946 with many lasting into the 1960’s
Model finished in bauxite livery as Charles Roberts wagon 33457, likely used as a demonstrator wagons and part of the builders hire fleet. 1935 into 1940s.

The slope sided steel bodied 14 ton capacity mineral wagon was designed and patented by Charles Roberts in 1935, these more robust wagons being trialed or purchased by several private wagon operators for coal and iron ore service. In 1943 the Ministry of War Transport (MWT) ordered 9,000 wagons to replace aging requisitioned wooden private owner wagons, with 7,000 completed by nationalization. British railways allocated these wagons diagram 1/100, and uprated them to 16 tons. Four further batches were ordered in 1946 with many lasting into the 1960’s
Model finished in Ministry of Transport bauxite livery. 1946 to early 1950s

The slope sided steel bodied 14 ton capacity mineral wagon was designed and patented by Charles Roberts in 1935, these more robust wagons being trialed or purchased by several private wagon operators for coal and iron ore service. In 1943 the Ministry of War Transport (MWT) ordered 9,000 wagons to replace aging requisitioned wooden private owner wagons, with 7,000 completed by nationalization. British railways allocated these wagons diagram 1/100, and uprated them to 16 tons. Four further batches were ordered in 1946 with many lasting into the 1960’s
Model finished in black as Tarmac wagon 550 with the basic lettering style applied during WW2. 1940-1950s.

The slope sided steel bodied 14 ton capacity mineral wagon was designed and patented by Charles Roberts in 1935, these more robust wagons being trialed or purchased by several private wagon operators for coal and iron ore service. In 1943 the Ministry of War Transport (MWT) ordered 9,000 wagons to replace aging requisitioned wooden private owner wagons, with 7,000 completed by nationalization. British railways allocated these wagons diagram 1/100, and uprated them to 16 tons. Four further batches were ordered in 1946 with many lasting into the 1960’s
Model finished as Stewarts and Lloyds Tubes wagon 100 in green. 1935 to early 1950s.

The British Railways 22-24 ton capacity iron ore hoppers were developed from LNER designs and wagons built for private owners in the 1930s. Charles Roberts built 1,000 22 ton wagons in 1949, likely ordered by the Ministry of Transport before nationalisation and allocated BR diagram 1/161. A year later 1,500 were built by Charles Roberts, uprated to 24 tons capacity and allocated diagram 1/162 along with 500 of the 1949 wagons also uprated. They were initially used for iron ore traffic and latterly Limestone, chalk and sand, lasting in service until circa 1980.
Model finished in BISC red oxide livery for iron ore service.

The British Railways 22-24 ton capacity iron ore hoppers were developed from LNER designs and wagons built for private owners in the 1930s. Charles Roberts built 1,000 22 ton wagons in 1949, likely ordered by the Ministry of Transport before nationalisation and allocated BR diagram 1/161. A year later 1,500 were built by Charles Roberts, uprated to 24 tons capacity and allocated diagram 1/162 along with 500 of the 1949 wagons also uprated. They were initially used for iron ore traffic and latterly Limestone, chalk and sand, lasting in service until circa 1980.
Model finished in Richard Thomas red oxide livery.