In stock now are two distinct newly tooled GWR wagon ranges from Rapido Trains UK - the Diagram N19 Loco-Coal Wagons as well as the new Diagram O18 5-plank open wagons too!

These new models join the range alongside a myriad of other GWR releases from Rapido, enabling you to build up an accurate mixed freight train - such as the Mink Vans, 4-plan opens, 'Toad' brake vans and more. As with these other releases, the models feature intricate detailing and a robust chassis, with metal bearings fitted as standard for free rolling.

Coal is King – that is certainly true for any steam locomotive. Without copious amounts of ‘Black gold’ the railways in the heyday of steam would grind to a halt.

The GWR was no exception and even had a Central Coal Office in Pontypool Road that coordinated the supply of coal from the private South Wales collieries (where much of the GWR’s coal came from) to large locomotive depots and small engine sheds alike. Large motive power depots could receive up to 3,000 tons per week, whilst small branch line sheds might only receive 20 tons.

The GWR had their own Loco Coal wagons to manage this constant flow of coal. Some would be found running in special trains, whilst many Loco coal wagons sent to local sheds would be attached to ordinary freight trains. This meant that Loco Coal wagons could be seen all across the GWR network on their way to all the Company’s sheds. Originally, wooden-bodied wagons were used. However, the first official diagram – the N6 in 1889 – had an iron body, a practice the GWR would continue.

The last 120 N19 wagons built in 1913 featured rolled corners (like that seen on the ‘Iron Mink’) with distinctive triangular-shaped capping, DCIII brake gear and self-contained buffers. A central 5ft 4in drop door was on each side – increased from 5ft on previous wagon diagrams, which allowed for easier unloading into tubs on coaling towers or onto small coal stages at remote engine sheds.

These wagons survived in good numbers well into British Railways, having carried several different liveries and lettering styles throughout their lifetime.

A step change in GWR open wagon design occurred in 1902 when a fifth plank was added to its four-plank design. The five-plank became the GWR’s standard wagon design and, essentially, variations on the post-1904 version with a 3ft 3in deep and 8ft body continued to be built well into the 1940s.

Much like their predecessors, the Diagram O18 have a 10t carrying capacity (later built as 12t) and uses a 16ft underframe with GWR self-contained buffers. The only difference was on the drop-side door. Unlike the O11 and O15 which had a flat door, the O18 featured a tapered foot drop door with the bottom plank of the door set at an angle along with adjustments to the metalwork. This feature became standard on many of the later GWR open wagon designs. In later life, many of the original 10t wagons were up-rated to 12 or even 13 tons.

The GWR built 2850 O18s ‘Open A’ wagons between 1914-1924. As records are few and far between, it’s not known exactly when the last of these wagons were withdrawn as they slowly disappeared over the years, but they lasted well into BR days. A batch of O18s was also built for the Rhymney Railway and delivered complete with their own lettering – these were identical, except they were provided without the sheet rail. Many wagons were sold out of service into private railway companies including the Port of Bristol Authority, Port of London Authority and Manchester Ship Canal. Thankfully, several O18 wagons have survived into preservation including examples at the Severn Valley Railway and Bristol Harbour Railway.