Rapido Trains UK have announced plans to produce a range of OO Gauge Great Western Railway (GWR) RCH G31/ G43 MOGO, X9 MICA and V32 TEVAN vans!

The GWR were well known for producing freight vehicles designed for very specific types of loads or produce. The MOGO, MICA and TEVAN were great examples of this type of specialised vehicle. The new Rapido Trains UK OO Gauge GWR RCH G31/ G43 MOGO, X9MICA A and V32 TEVAN will have the usual wealth of full external and underframe detail. With 4 different wagon body types in the range, there are a large number of tooling variants and separately fitted parts on each model.

All models feature either disc or spoked wheels, NEM coupling pockets, and are finished off with brass bearings and a high-quality livery application. The order book is open for these exciting new models and you can pre-order yours right now at Rails!

In 1930, the GWR introduced the Diagram X9 MICA. This covered van broke the usual GWR van standard of a 9ft wheelbase and 16ft body. Instead, they opted to use the 17ft 6in underframe, 10ft wheelbase and fittings that were RCH compliant.

Designed for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. The X9 was designated MICA A, as it had no vents. However, the X9’s body was based on a stretched version of the X10 MICA design. So, much like its shorter counterpart, it had small feeder ice tanks hangingfrom either end of its roof, and a type of cork lining to keep its load fresh.

With Solid Carbon Dioxide becoming commercially available, the readily available ‘Dry Ice’ made the perfect coolant. It was loaded to each of the wagons via the tank hatches that were on each end of the roof, and accessible via the steps that were at both ends.

Despite the X9 MICA A vans running in dedicated trains fromBirkenhead to London called ‘The Meat’ almost every day for many years, their success was fleeting. By 1938, much of the raw meat that was being transported by the GWR was being moved in more modern wagons, or the business had been taken away by road haulage companies.

This resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost theirMICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.

Upon conversion, X9 vans that underwent the change were given a new diagram, V32, and were designated as TEVANs. The TEVANs continued the vans legacy of transporting perishables; however, this was now of an entirely different flavour.

Filled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. TheLondon-bound nighttime train from Bristol went by the name of ‘TheCocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale.

Upon arrival in London, the wagons loaded with Fry’s sweet treats weretaken to their West London depot and swiftly unloaded. From here, theywere taken to Greenford, where they were filled at the Lyons Teawarehouses. The TEVANS then moved to Acton and were attached tothe early morning Bristol-bound train named ‘ The High Flyer’.

Both the X9 MICA A and TEVANs were painted in white, and remained this way right through to Nationalisation. Examples of both diagrams were inherited and used by BR. Sadly, none made it to preservation.

By the 1930s, the popularity and accessibility of the motor vehicle had exploded in the UK. Many people had opted to drive for the first time; however, the conditions of Britain's roads and the reliability of vehicles of the day didn’t facilitate excessively long journeys.

Thankfully, the GWR were well equipped and experienced at transporting road vehicles, with examples of open and covered carriage trucks being used way back into the pre-grouping era. But this was mainly carts of differing shapes and sizes.

The new motor vehicle presented a new set of challenges, namely the sheer number that needed to be moved. But they were self-propelled, so loading could be done in a slightly different way.

The GWR introduced its first Motorcar Goods Wagon in 1905. This lengthy designation was shortened to MOGO by the GWR. The MOGO was the natural evolution of the traditional covered carriage truck.

By 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.

Several well-known car builders wanted to transfer their vehicles from the factory to the dock by rail. However, the GWR were reluctant to produce wagons that were exclusively designed for this purpose. Any new wagon design needed to be suitable for transporting vehicles and general purposes, in case the movement and export of cars ceased. An almost comical thought process by today's standard.

They settled on Diagram G31. These had the same RCH underframe design as the X9 MICA A, but had an entirely different body, vacuum brakes as standard, 3-hole steel disk wheels, and RCH axleboxes. TheG31 MOGO were rated to carry 12 tons. They featured doors at both ends and a short flap with blocks that could hinge down to rest on the buffers. This allowed vehicles to drive through from wagon to wagon when they were being loaded.

Each wagon could carry one road vehicle, which was easily accessible as there was no internal framing, and could be secured using removable wheel beams and chains.They also had side doors and vents on each end so they could be used for general merchandise purposes.

A total of 350 G31 MOGOs were built between 1933 and 1936. GWR would revise this design in 1946. The new design was almost identical to the G31; however, where the G31 used vertical wooden planks on its side panels and doors, the new design used plywood sheets. This new design was given the diagram G43, and 100 vehicles of this prototype were built between 1946 and 1947.

The G31 and G43 MOGOs were used by the GWR throughout their life for both of their intended purposes. Once inherited by British Railways, both prototypes continued to be used for motor vehicles and general goods.

They worked in revenue stock until the 1960s, when they were sadly withdrawn along with a plethora of similar wagons. This was following several derailments of short wheel-based wagons.

Thankfully, numerous examples survived through to the 1970s in departmental use. This was probably due to how useful a covered wagon with doors on both its ends and sides can be.

Quite a few examples of the G31 and G43 MOGO survived into preservation. Restored examples can be found at lots of preserved railways, including the Seven Valley Railway, Bristol Harbour Railway,and Didcot Railway Centre.