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British Railways Steel Carrying Wagon Kits:

    Steam and Diesel Era:

C54 Boplate E Wagon
Boplate E wagon

Unfitted type, built between 1951 & 1959. The prototype of this wagon had a mixture of features inherited from the LMS & LNER: LMS "Simplex" brake levers & LNER style buffers. To this was added the BR version of the GWR plate bogie. Some of the wagon lost their floors and bodies to become container flats for the LMR "Condor" service. Modernised wagons became BPA — see below. The kit has one piece bogie side frames and stretchers, with separate axleboxes.

C56 Bolster D Wagon
Bolster D wagon

Unfitted Type, built between 1953 and 1957. LNER style buffers and brake levers. The kit features BR plate bogies with one piece side frames and stretchers, with separate axleboxes.
These wagons were based on the LNER Quint wagons (but with the steel body design of the LNER Sept), and a kit for the wood-bodied Quint will be available in 2011 (C83).

C85 Bolster D VB/BSW Timber Wagon
Bolster D Timber wagon

Bolster D wagon with Gloucester bogies and vacuum brake fittings. Includes stanchions for the BSW conversion used for carrying timber (pictured).

C99 Bolster D Wagon
Bolster D  wagon with LNER Bogies

Unfitted Type, with LNER style buffers and brake levers. The kit features LNER diamond frame bogies with one piece side frames and stretchers, with separate axleboxes. 200 Bolster Ds of this type were built.

C114 Bolster D VB
Bolster D  wagon with roller bearing plate bogie Bogies

BR Bolster D built to D1/478 with roller bearing plate bogies, and handwheels for manual braking. 200 of these wagons were built at Lancing in 1959-60. About 15 of these wagons were "converted" in the mid-60s to carry coils from Corby and possibly other steel mills. This was only a minor alteration using timber to position the coils. Later, a number (7+) were used for overhead electrification work, with "DofM&EE. BRB. HQ. ELECTRIFICATION" in large lettering along the sides. These were air-piped and had the TOPS code YYW.

Modern Image (air-braked)

C22 BAA 77.5tonne Bogie Steel Wagon
BAA wagon
BAA wagon

Built in the early '70s, this type had a modern corrugated 'deck' to aid cooling of hot steel bars. There were two common types of end framing, both of which are included in the kit. Many were later fitted with cradles or boxes for coils. (Boxes & cradles are not included). Etched parts for the full length type of cradle (as on BZA) can be obtained from Colin Craig: CC14D here…
It may also be possible to fit four of these across the wagon to model a BYA.

C23 BBA 75.5tonne Wagon
BBA wagon

Built from 1974, this is a longer version of the BAA. Usually found in block trains, they are used to carry steel coil or billets. Cradles have also been fitted to these wagons (not included).

C24 POA 51tonne Scrap Wagon
BPA wagon

The first 100 were rebuilds of PGA hopper wagons, with stepped solebars & disc brakes. The other 60 were all new with clasp brakes and straight solebars (The "new" type is illustrated). Parts for both types are included. Built from 1982-84 — the kit has square side ribs "as built". With 3 types of suspension & compensated W-irons. The sloping plates added to the horizontal ribs can be added with plasticard strips. When taken into BR ownership they were coded SSA.

C25 BDA 80tonne Bolster Wagon
BDA wagon

These were rebuilt in 1978-9 from Bolster D's. About 1250 wagons were given Y25 bogies & new bolsters. These were of two types — the kit has those fitted to the later wagons, although the bolsters on the earlier 500 are fairly easy to make. Choice of lever or handwheel braking. Y25 bogies. These wagons were also used as Departmental vehicles, coded YAA "Brill".

C26 BPA 58tonne Wagon
BPA wagon

Used for carrying flat steel plate. Built between 1951 and 1959. This is the air-braked version as rebuilt in 1980 with Y25 bogies. In 1984, 30 BPAs were transferred to Departmental use and recoded YNA.

C89 BNA Steel/Aluminium Ingot Wagon
BNA wagon
BNA wagon

Built in 1987/88, this was a conversion of BPA wagons involving removal of the body and replacement with high ends and bolsters. They were used to carry steel plate or billets from Scunthorpe, or aluminium ingots from Fort William. About 50 wagons were rebuilt - coded BMA-A, but changed in 1999 to BNA to distinguish them from the BMA wagons rebuilt in 1989 from BDAs. Lower picture shows an almost new BMA at Mossend in 1988 – it's only taken 25 years to produce the kit!
Available now.
BNA wagon model
Note: the production wagons converted from BPAs differed from the prototype wagon 965077. This was a very unusual wagon indeed, as the conversion involved welding most of two SPA wagons (minus the axleguards etc., but including the solebars) to the solebars of the BPA. The wagon ran for several years with the SPA sides and ends in place. The doors were later removed and BMA bolsters fitted which matched the other wagons, but the floor was higher because of the double solebars. The height of the ends was also raised in a similar way to OTAs. There's a photo here of this wagon in its "original" condition when derailed at Fort William. This picture show that the entire body of the SPAs and the solebars/headstocks was fitted onto the BPA underframe. When derailed, it was loaded with aluminium ingots.

See also: C19 BR SPA wagon