TT:120 Wagons

The vent van was a small multipurpose goods van which would transport all manner of items whilst keeping them protected from the wind and rain. The wagon design features a single vent on each end of the structure allowing air to flow thereby maintaining a cooler air temperature, beneficial for the transportation of perishable food items. Closed vans would often be loaded with all manner of miscellany such as flour, meat, parcels or perhaps scale models.

In the days of the railways when long trains of cargo would be assembled almost ad hoc, it was not practical to hook up brake lines on every wagon. With the need to drop of cargo at many different locations and sometimes in an order requiring some shunting it would not have been practical to disconnect and reconnect brake lines all the time, assuming that this would even be possible across the myriad of different wagon manufacturers of the day. Such trains were referred to as ‘unfitted’.

The logical solution would be to have a dedicated vehicle specifically for the purpose of slowing and stopping the train. A guard would be stationed in the van, often with a small log burner for heat, and would apply strong brakes by means of a wheel internally. When accompanying the locomotive brakes this would bring the train to a controlled stop. On longer, heavier trains there would often be a second brake van immediately after the locomotive to aid the braking force at the front of the train.

Peco have produced a nicely detailed model of the 7 plank open wagon based on the RCH 1923 design for the TT:120 range.
The 7 plank open coal wagons were probably the most common wagons on Britains' railway network throughout the steam era. The standard 12-ton capacity coal wagon was introduced from circa 1907, with the design updated in 1923. Large numbers of these wagons were owned by the railway companies, colliery companies and coal factors, while the small fleets of local coal merchants often carried colourful advertising liveries.
Model finished in Cadbury yellow ochre livery, as applied to the wagons used to supply coal to the chocolate factory at Bournville.

Peco have produced a nicely detailed model of the 7 plank open wagon based on the RCH 1923 design for the TT:120 range.
The 7 plank open coal wagons were probably the most common wagons on Britains' railway network throughout the steam era. The standard 12-ton capacity coal wagon was introduced from circa 1907, with the design updated in 1923. Large numbers of these wagons were owned by the railway companies, colliery companies and coal factors, while the small fleets of local coal merchants often carried colourful advertising liveries.
Model finished in GWR goods grey livery, representing the wagons leased from the Gloucester Railway Carriage and Wagon company.

Peco have produced a nicely detailed model of the 7 plank open wagon based on the RCH 1923 design for the TT:120 range.
The 7 plank open coal wagons were probably the most common wagons on Britains' railway network throughout the steam era. The standard 12-ton capacity coal wagon was introduced from circa 1907, with the design updated in 1923. Large numbers of these wagons were owned by the railway companies, colliery companies and coal factors, while the small fleets of local coal merchants often carried colourful advertising liveries.
Model finished in Southern Railway brown livery, representing the 1923 wagons ordered by the SR for coal traffic from the Kent collieries.

Peco have produced a nicely detailed model of the 7 plank open wagon based on the RCH 1923 design for the TT:120 range.
The 7 plank open coal wagons were probably the most common wagons on Britains' railway network throughout the steam era. The standard 12-ton capacity coal wagon was introduced from circa 1907, with the design updated in 1923. Large numbers of these wagons were owned by the railway companies, colliery companies and coal factors, while the small fleets of local coal merchants often carried colourful advertising liveries.
Model finished in LMS grey livery, representing the many 1923 design wagons built by the LMS for coal and minerals traffic.

Peco have produced a nicely detailed model of the 7 plank open wagon based on the RCH 1923 design for the TT:120 range.
The 7 plank open coal wagons were probably the most common wagons on Britains' railway network throughout the steam era. The standard 12-ton capacity coal wagon was introduced from circa 1907, with the design updated in 1923. Large numbers of these wagons were owned by the railway companies, colliery companies and coal factors, while the small fleets of local coal merchants often carried colourful advertising liveries.
Model finished in British Railways goods grey livery, representing the many thousands of former private-owner wagons inherited by BR at nationalisation.

Peco have produced a nicely detailed model of the 7 plank open wagon based on the RCH 1923 design for the TT:120 range.
The 7 plank open coal wagons were probably the most common wagons on Britains' railway network throughout the steam era. The standard 12-ton capacity coal wagon was introduced from circa 1907, with the design updated in 1923. Large numbers of these wagons were owned by the railway companies, colliery companies and coal factors, while the small fleets of local coal merchants often carried colourful advertising liveries.
Model finished in Colmans Mustard mustard yellow livery.

Well-known biscuit makers Huntley & Palmers established themselves as one of the first global brands through the use of the railways. Their plant at Reading was connected with both the GWR and SECR (later SR) and the company owned a small fleet of coal wagons, finished in an eye-catching red livery, to ensure a steady supply fuel was always available.
Peco have produced a nicely detailed model of the standard RCH 1923 type 12-ton 7 plank open coal wagon for the TT:120 range. These wood bodied wagons carried many colourful private owner wagons and lasted into the late 1950s under British Railways ownership.

While not a standard design, most 7 Plank wagons followed the same build criteria with drop sides to transport general merchandise. The 7 Plank Open Wagon, along with similar 3 and 5 plank versions, is a stalwart for locomotion. Exposed, easy to load, and pleasant in its simplicity, the open wagon was an essential part of the early days of the railway network, before roads had the capacity for freight that they have come to in the modern day. Plank wagons were owned by their respective companies, not leased from the operator as would become normal and as such early trains would be made up of an eclectic mix of colourful sign written wagons.

While not a standard design, most 7 Plank wagons followed the same build criteria with drop sides to transport general merchandise. The 7 Plank Open Wagon, along with similar 3 and 5 plank versions, is a stalwart for locomotion. Exposed, easy to load, and pleasant in its simplicity, the open wagon was an essential part of the early days of the railway network, before roads had the capacity for freight that they have come to in the modern day. Plank wagons were owned by their respective companies, not leased from the operator as would become normal and as such early trains would be made up of an eclectic mix of colourful sign written wagons.

The vent van was a small multipurpose goods van which would transport all manner of items whilst keeping them protected from the wind and rain. The wagon design features a single vent on each end of the structure allowing air to flow thereby maintaining a cooler air temperature, beneficial for the transportation of perishable food items. Closed vans would often be loaded with all manner of miscellany such as flour, meat, parcels or perhaps scale models.

The vent van was a small multipurpose goods van which would transport all manner of items whilst keeping them protected from the wind and rain. The wagon design features a single vent on each end of the structure allowing air to flow thereby maintaining a cooler air temperature, beneficial for the transportation of perishable food items. Closed vans would often be loaded with all manner of miscellany such as flour, meat, parcels or perhaps scale models.

The tank wagon was the main method of transporting liquid cargo in the early days of the railway. Instead of loading liquids into drums or barrels and then having to load these on and off of closed or open vans at each side of a journey, the tank wagon could be filled with the fluid of choice of the operator and then emptied at the other end. This would also increase the carrying capacity of each wagon, as a wagon with a 12 tonne weight limit could carry more fluid if it did not have to factor in the weight of many barrels on top of their contents. This type of tank wagon was more commonly seen hauling hazardous liquid chemicals, with different designs existing for milk and other such cargo.

Built from 1964 to 1977, HAA wagons were built as method to move coal more efficiently, particularly with the aim of improving to supply of coal to power stations. It was intended that trains of these wagons could run in a continuous loop from the colliery to the power station and back, with machinery in place to allow loading and unloading at slow speeds. In reality it was often the case that the infrastructure to allow this type of running did not exist, particularly at the collieries and on the loading side of the journey, but nonetheless these wagons greatly improved coal transfer. With the decline of Britain's coal industry these previously extremely common wagons have now become extremely rare with most having been either scrapped or rebuilt as another form of wagon.

Built from 1964 to 1977, HAA wagons were built as method to move coal more efficiently, particularly with the aim of improving to supply of coal to power stations. It was intended that trains of these wagons could run in a continuous loop from the colliery to the power station and back, with machinery in place to allow loading and unloading at slow speeds. In reality it was often the case that the infrastructure to allow this type of running did not exist, particularly at the collieries and on the loading side of the journey, but nonetheless these wagons greatly improved coal transfer. With the decline of Britain's coal industry these previously extremely common wagons have now become extremely rare with most having been either scrapped or rebuilt as another form of wagon.

Built from 1964 to 1977, HAA wagons were built as method to move coal more efficiently, particularly with the aim of improving to supply of coal to power stations. It was intended that trains of these wagons could run in a continuous loop from the colliery to the power station and back, with machinery in place to allow loading and unloading at slow speeds. In reality it was often the case that the infrastructure to allow this type of running did not exist, particularly at the collieries and on the loading side of the journey, but nonetheless these wagons greatly improved coal transfer. With the decline of Britain's coal industry these previously extremely common wagons have now become extremely rare with most having been either scrapped or rebuilt as another form of wagon.

Built from 1964 to 1977, HAA wagons were built as method to move coal more efficiently, particularly with the aim of improving to supply of coal to power stations. It was intended that trains of these wagons could run in a continuous loop from the colliery to the power station and back, with machinery in place to allow loading and unloading at slow speeds. In reality it was often the case that the infrastructure to allow this type of running did not exist, particularly at the collieries and on the loading side of the journey, but nonetheless these wagons greatly improved coal transfer. With the decline of Britain's coal industry these previously extremely common wagons have now become extremely rare with most having been either scrapped or rebuilt as another form of wagon.

Built from 1964 to 1977, HAA wagons were built as method to move coal more efficiently, particularly with the aim of improving to supply of coal to power stations. It was intended that trains of these wagons could run in a continuous loop from the colliery to the power station and back, with machinery in place to allow loading and unloading at slow speeds. In reality it was often the case that the infrastructure to allow this type of running did not exist, particularly at the collieries and on the loading side of the journey, but nonetheless these wagons greatly improved coal transfer. With the decline of Britain's coal industry these previously extremely common wagons have now become extremely rare with most having been either scrapped or rebuilt as another form of wagon.

Built from 1964 to 1977, HAA wagons were built as method to move coal more efficiently, particularly with the aim of improving to supply of coal to power stations. It was intended that trains of these wagons could run in a continuous loop from the colliery to the power station and back, with machinery in place to allow loading and unloading at slow speeds. In reality it was often the case that the infrastructure to allow this type of running did not exist, particularly at the collieries and on the loading side of the journey, but nonetheless these wagons greatly improved coal transfer. With the decline of Britain's coal industry these previously extremely common wagons have now become extremely rare with most having been either scrapped or rebuilt as another form of wagon.

The TTA tanker was a mainstay of cargo traffic in the latter half of the 20th century. The TTA tanker was not a specific design, but a specification which resulted in largely similar wagons from each company that made them. Initially designed to haul dangerous cargo such as fuel, the use of the wagons would diversify as the came closer to withdrawal in the early 2000s

The TTA tanker was a mainstay of cargo traffic in the latter half of the 20th century. The TTA tanker was not a specific design, but a specification which resulted in largely similar wagons from each company that made them. Initially designed to haul dangerous cargo such as fuel, the use of the wagons would diversify as the came closer to withdrawal in the early 2000s

Sffgmss ISO container flat wagon decorated in Touax livery loaded with DFDS container.
Designed to allow for loading to the UK these wagons carry the Channel Tunnel CT marks.
This model features lots of expertly applied details as based on the prototype, a high level of body detail and excellent running characteristics.

Sffgmss ISO container flat wagon decorated in Touax livery loaded with Hapag-Lloyd container.
Designed to allow for loading to the UK these wagons carry the Channel Tunnel CT marks.
This model features lots of expertly applied details as based on the prototype, a high level of body detail and excellent running characteristics.

Sffgmss ISO container flat wagon decorated in Touax livery loaded with Hanjin container.
Designed to allow for loading to the UK these wagons carry the Channel Tunnel CT marks.
This model features lots of expertly applied details as based on the prototype, a high level of body detail and excellent running characteristics.

To replicate true freight operations on your layout, look no further than this BP/Shell silver-liveried 12T tank wagon with the running number SM1061.

This eye-catching 12T tank wagon is painted in a Benzol & By-Products Limited livery.

Pack of 10 TT couplers. These have NEM355 coupler mount fittings, as used on many N gauge models, making them easy to remove or change if needed.

This single-track level crossing can be adapted perfectly to suit your layout needs:

• There is an option for alternative modern and steam-era gates.
• Can clip onto different road sections.
• There are additional level crossings to make a double, triple or even quadruple – whatever you like!
• You can use any 166mm straight track (TT8002).

Peco have produced a nicely detailed model of the 7 plank open wagon based on the RCH 1923 design for the TT:120 range.
The 7 plank open coal wagons were probably the most common wagons on Britains' railway network throughout the steam era. The standard 12-ton capacity coal wagon was introduced from circa 1907, with the design updated in 1923. Large numbers of these wagons were owned by the railway companies, colliery companies and coal factors, while the small fleets of local coal merchants often carried colourful advertising liveries.
Model finished in LNER grey livery, representing the many 1923 design wagons built by the LNER for coal and minerals traffic.