{"title":"Rapido Trains UK GWR RCH OO Gauge Wagons","description":null,"products":[{"product_id":"rapido-trains-uk-813301-diagram-g31-mogo-van-no-126984-gwr-grey-16","title":"813301 Diagram G31 MOGO Van - No.126984 GWR Grey 16\"","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO Van - No.126984 GWR Grey 16\"\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570283057536,"sku":"RAP-813301","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813301.png?v=1785398864"},{"product_id":"rapido-trains-uk-813302-diagram-g31-mogo-van-no-105742-gwr-grey-16","title":"813302 Diagram G31 MOGO Van - No.105742 GWR Grey 16\"","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO Van - No.105742 GWR Grey 16\"\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570303439232,"sku":"RAP-813302","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813302.png?v=1785398850"},{"product_id":"rapido-trains-uk-813303-diagram-g31-mogo-van-no-126342-gwr-grey-16","title":"813303 Diagram G31 MOGO Van - No.126342 GWR Grey 16\"","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO Van - No.126342 GWR Grey 16\"\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570411311488,"sku":"RAP-813303","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813303.png?v=1785398823"},{"product_id":"rapido-trains-uk-813304-diagram-g31-mogo-van-no-123951-gwr-post-36-grey","title":"813304 Diagram G31 MOGO Van - No.123951 GWR Post-36 Grey","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO Van - No.123951 GWR Post-36 Grey\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570459414912,"sku":"RAP-813304","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813304.png?v=1785398802"},{"product_id":"rapido-trains-uk-813305-diagram-g43-mogo-van-no-65742-gwr-post-36-grey","title":"813305 Diagram G43 MOGO Van - No.65742 GWR Post-36 Grey","description":"\u003cp\u003e\u003cstrong\u003eDiagram G43 MOGO Van - No.65742 GWR Post-36 Grey\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlywood body\u003c\/li\u003e\n\u003cli\u003ePlywood doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570497917312,"sku":"RAP-813305","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813305.png?v=1785398787"},{"product_id":"rapido-trains-uk-813306-diagram-g31-mogo-van-no-126336-gwr-post-42-grey","title":"813306 Diagram G31 MOGO Van - No.126336 GWR Post-42 Grey","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO Van - No.126336 GWR Post-42 Grey\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570547167616,"sku":"RAP-813306","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813306.png?v=1785398769"},{"product_id":"rapido-trains-uk-813307-diagram-g43-mogo-van-no-65801-gwr-post-42-grey","title":"813307 Diagram G43 MOGO Van - No.65801 GWR Post-42 Grey","description":"\u003cp\u003e\u003cstrong\u003eDiagram G43 MOGO Van - No.65801 GWR Post-42 Grey\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlywood body\u003c\/li\u003e\n\u003cli\u003ePlywood doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570672505216,"sku":"RAP-813307","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813307.png?v=1785398751"},{"product_id":"rapido-trains-uk-813308-diagram-g43-mogo-van-no-65797-gwr-post-42-grey","title":"813308 Diagram G43 MOGO Van - No.65797 GWR Post-42 Grey","description":"\u003cp\u003e\u003cstrong\u003eDiagram G43 MOGO Van - No.65797 GWR Post-42 Grey\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlywood body\u003c\/li\u003e\n\u003cli\u003ePlywood doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570854957440,"sku":"RAP-813308","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813308.png?v=1785398735"},{"product_id":"rapido-trains-uk-813309-diagram-g31-mogo-van-no-w105711-brw-grey","title":"813309 Diagram G31 MOGO Van - No.W105711 BR(W) Grey","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO Van - No.W105711 BR(W) Grey\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570898407808,"sku":"RAP-813309","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813309.png?v=1785398714"},{"product_id":"rapido-trains-uk-813310-diagram-g43-mogo-van-no-w65812-brw-grey","title":"813310 Diagram G43 MOGO Van - No.W65812 BR(W) Grey","description":"\u003cp\u003e\u003cstrong\u003eDiagram G43 MOGO Van - No.W65812 BR(W) Grey\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlywood body\u003c\/li\u003e\n\u003cli\u003ePlywood doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58570930160000,"sku":"RAP-813310","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813310.png?v=1785398698"},{"product_id":"rapido-trains-uk-813311-diagram-g31-mogo-no-w105713-br-bauxite","title":"813311 Diagram G31 MOGO - No.W105713 BR Bauxite","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO - No.W105713 BR Bauxite\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571033051520,"sku":"RAP-813311","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813311.png?v=1785398686"},{"product_id":"rapido-trains-uk-813312-diagram-g31-mogo-no-w126381-br-bauxite","title":"813312 Diagram G31 MOGO - No.W126381 BR Bauxite","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO - No.W126381 BR Bauxite\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571084562816,"sku":"RAP-813312","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813312.png?v=1785398661"},{"product_id":"rapido-trains-uk-813313-diagram-g43-mogo-no-w65814-br-bauxite","title":"813313 Diagram G43 MOGO - No.W65814 BR Bauxite","description":"\u003cp\u003e\u003cstrong\u003eDiagram G43 MOGO - No.W65814 BR Bauxite\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlywood body\u003c\/li\u003e\n\u003cli\u003ePlywood doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571219796352,"sku":"RAP-813313","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813313.png?v=1785398645"},{"product_id":"rapido-trains-uk-813314-diagram-g43-mogo-no-w65819-br-bauxite","title":"813314 Diagram G43 MOGO - No.W65819 BR Bauxite","description":"\u003cp\u003e\u003cstrong\u003eDiagram G43 MOGO - No.W65819 BR Bauxite\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlywood body\u003c\/li\u003e\n\u003cli\u003ePlywood doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571276779904,"sku":"RAP-813314","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813314.png?v=1785398632"},{"product_id":"rapido-trains-uk-813315-diagram-g31-mogo-no-kdw105742-br-bauxite","title":"813315 Diagram G31 MOGO - No.KDW105742 BR Bauxite","description":"\u003cp\u003e\u003cstrong\u003eDiagram G31 MOGO - No.KDW105742 BR Bauxite\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571330388352,"sku":"RAP-813315","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813315.png?v=1785398602"},{"product_id":"rapido-trains-uk-813316-diagram-g43-mogo-no-dw65742-br-engineers-olive-green","title":"813316 Diagram G43 MOGO - No.DW65742 BR Engineers Olive Green","description":"\u003cp\u003e\u003cstrong\u003eDiagram G43 MOGO - No.DW65742 BR Engineers Olive Green\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571351228800,"sku":"RAP-813316","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813316.png?v=1785398587"},{"product_id":"rapido-trains-uk-813317-diagram-g43-mogo-no-dw65739-br-bauxite","title":"813317 Diagram G43 MOGO - No.DW65739 BR Bauxite","description":"\u003cp\u003e\u003cstrong\u003eDiagram G43 MOGO - No.DW65739 BR Bauxite\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlanked body\u003c\/li\u003e\n\u003cli\u003ePlanked doors\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003eBy 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. \u003cbr\u003eThankfully, 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. \u003cbr\u003eThe 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.  \u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eBy 1933, it was quite apparent that the popularity of the car was so much so that thousands were being built for export.\u003c\/p\u003e\n\u003cp\u003eSeveral 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.\u003c\/p\u003e\n\u003cp\u003eThey 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. The G31 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. \u003cbr\u003eEach 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. \u003cbr\u003eThey also had side doors and vents on each end so they could be used for general merchandise purposes.\u003c\/p\u003e\n\u003cp\u003eA total of 350 G31 MOGOs were built between 1933 and 1936.\u003c\/p\u003e\n\u003cp\u003eGWR 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.\u003c\/p\u003e\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\u003cp\u003eThey 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.\u003c\/p\u003e\n\u003cp\u003eThankfully, 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.\u003c\/p\u003e\n\u003cp\u003eQuite 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. \u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571361878400,"sku":"RAP-813317","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813317.png?v=1785398572"},{"product_id":"rapido-trains-uk-813901-diagram-x9-mica-no-105842-gw-white-16","title":"813901 Diagram X9 MICA - No.105842 GW White 16\"","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.105842 GW White 16\"\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571418304896,"sku":"RAP-813901","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813901.png?v=1785398362"},{"product_id":"rapido-trains-uk-813902-diagram-x9-mica-no-105848-gw-white-16","title":"813902 Diagram X9 MICA - No.105848 GW White 16\"","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.105848 GW White 16\"\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571538104704,"sku":"RAP-813902","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813902.png?v=1785398377"},{"product_id":"rapido-trains-uk-813903-diagram-x9-mica-no-105799-gw-white-16","title":"813903 Diagram X9 MICA - No.105799 GW White 16\"","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.105799 GW White 16\"\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571599970688,"sku":"RAP-813903","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813903_e8584ad3-ab18-4766-ab98-fa5147163b32.png?v=1785398391"},{"product_id":"rapido-trains-uk-813904-diagram-x9-mica-no-105829-gwr-post-36-white","title":"813904 Diagram X9 MICA - No.105829 GWR Post-36 White","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.105829 GWR Post-36 White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571647615360,"sku":"RAP-813904","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813904.png?v=1785398403"},{"product_id":"rapido-trains-uk-813905-diagram-x9-mica-no-105848-gwr-post-36-white","title":"813905 Diagram X9 MICA - No.105848 GWR Post-36 White","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.105848 GWR Post-36 White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571665211776,"sku":"RAP-813905","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813905.png?v=1785398418"},{"product_id":"rapido-trains-uk-813906-diagram-x9-mica-no-105795-gwr-post-36-white","title":"813906 Diagram X9 MICA - No.105795 GWR Post-36 White","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.105795 GWR Post-36 White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571728322944,"sku":"RAP-813906","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813906.png?v=1785398435"},{"product_id":"rapido-trains-uk-813907-diagram-v32-tevan-no-105804-gwr-post-36-white","title":"813907 Diagram V32 TEVAN - No.105804 GWR Post-36 White","description":"\u003cp\u003e\u003cstrong\u003eDiagram V32 TEVAN - No.105804 GWR Post-36 White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571784978816,"sku":"RAP-813907","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813907.png?v=1785398451"},{"product_id":"rapido-trains-uk-813908-diagram-v32-tevan-no-105845-gwr-post-36-white","title":"813908 Diagram V32 TEVAN - No.105845 GWR Post-36 White","description":"\u003cp\u003e\u003cstrong\u003eDiagram V32 TEVAN - No.105845 GWR Post-36 White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlain roof\u003c\/li\u003e\n\u003cli\u003eNo end handrails\u003c\/li\u003e\n\u003cli\u003e3 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571811324288,"sku":"RAP-813908","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813908.png?v=1785398466"},{"product_id":"rapido-trains-uk-813909-diagram-v32-tevan-no-105847-gwr-post-36-white","title":"813909 Diagram V32 TEVAN - No.105847 GWR Post-36 White","description":"\u003cp\u003e\u003cstrong\u003eDiagram V32 TEVAN - No.105847 GWR Post-36 White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58571963924864,"sku":"RAP-813909","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813909.png?v=1785398482"},{"product_id":"rapido-trains-uk-813910-diagram-x9-mica-no-w105815-brw-white","title":"813910 Diagram X9 MICA - No.W105815 BR(W) White","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.W105815 BR(W) White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58572389974400,"sku":"RAP-813910","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813910.png?v=1785398285"},{"product_id":"rapido-trains-uk-813911-diagram-x9-mica-no-w105798-brw-white","title":"813911 Diagram X9 MICA - No.W105798 BR(W) White","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.W105798 BR(W) White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon conversion, X9 vans that underwent the change were given a new diagram, V32, and were designated as TEVANs. 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Sadly, none made it to preservation.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58572434145664,"sku":"RAP-813911","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813911.png?v=1785398189"},{"product_id":"rapido-trains-uk-bundlec42-diagram-x9-mica-no-w105841-brw-white","title":"813912 Diagram X9 MICA - No.W105841 BR(W) White","description":"\u003cp\u003e\u003cstrong\u003eDiagram X9 MICA - No.W105841 BR(W) White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58572862849408,"sku":"RAP-813912","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813912.png?v=1785398250"},{"product_id":"rapido-trains-uk-813913-diagram-v32-tevan-no-w105821-brw-white","title":"813913 Diagram V32 TEVAN - No.W105821 BR(W) White","description":"\u003cp\u003e\u003cstrong\u003eDiagram V32 TEVAN - No.W105821 BR(W) White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eRoof hatches\u003c\/li\u003e\n\u003cli\u003eEnd handrails\u003c\/li\u003e\n\u003cli\u003e4 end steps\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58573459390848,"sku":"RAP-813913","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813913.png?v=1785398160"},{"product_id":"rapido-trains-uk-813914-diagram-v32-tevan-no-w105846-brw-white","title":"813914 Diagram V32 TEVAN - No.W105846 BR(W) White","description":"\u003cp\u003e\u003cstrong\u003eDiagram V32 TEVAN - No.W105846 BR(W) White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlain roof\u003c\/li\u003e\n\u003cli\u003eNo end handrails\u003c\/li\u003e\n\u003cli\u003e3 end steps\u003c\/li\u003e\n\u003cli\u003eDisc wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58573477544320,"sku":"RAP-813914","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813914.png?v=1785398132"},{"product_id":"rapido-trains-uk-813915-diagram-v32-tevan-no-w105820-brw-white","title":"813915 Diagram V32 TEVAN - No.W105820 BR(W) White","description":"\u003cp\u003e\u003cstrong\u003eDiagram V32 TEVAN - No.W105846 BR(W) White\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003ePlain roof\u003c\/li\u003e\n\u003cli\u003eNo end handrails\u003c\/li\u003e\n\u003cli\u003e3 end steps\u003c\/li\u003e\n\u003cli\u003eSpoked wheels running in metal bearings\u003c\/li\u003e\n\u003cli\u003eNEM 362 Coupler Pockets\u003c\/li\u003e\n\u003cli\u003e1:76 scale, (OO gauge)\u003c\/li\u003e\n\u003cli\u003eUK-designed\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e1930, 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.  \u003c\/p\u003e\n\u003cp\u003eDesigned for the dedicated transport of meat, the X9 MICA was a combination of different design ideas blended together. \u003c\/p\u003e\n\u003cp\u003eThe 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 hanging from either end of its roof, and a type of cork lining to keep its load fresh.\u003c\/p\u003e\n\u003cp\u003eWith 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.\u003c\/p\u003e\n\u003cp\u003eDespite the X9 MICA A vans running in dedicated trains from Birkenhead 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.  \u003c\/p\u003e\n\u003cp\u003eThis resulted in many of the X9s being converted, and their sole purpose amended. Any MICA A that retained their original purpose, lost their MICA code during WW2, and were given the new code INSUL-MEAT, which was painted boldly on their sides.\u003c\/p\u003e\n\u003cp\u003eUpon 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. \u003c\/p\u003e\n\u003cp\u003eFilled with Cocoa and tea, the TEVANs would complete round-trips between Bristol and Paddington, and Greenford and Bristol. The London-bound nighttime train from Bristol went by the name of ‘The Cocoa’ and would go via Fry’s and Co chocolate and cocoa factory in Somerdale. \u003c\/p\u003e\n\u003cp\u003eUpon arrival in London, the wagons loaded with Fry’s sweet treats were taken to their West London depot and swiftly unloaded. From here, they were taken to Greenford, where they were filled at the Lyons Tea warehouses. The TEVANS then moved to Acton and were attached to the early morning Bristol-bound train named ‘ The High Flyer’. \u003cbr\u003eBoth 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.\u003c\/p\u003e","brand":"Rapido Trains UK","offers":[{"title":"Default Title","offer_id":58573485474176,"sku":"RAP-813915","price":27.95,"currency_code":"GBP","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0225\/2858\/9896\/files\/813915.png?v=1785398119"}],"url":"https:\/\/railsofsheffield.com\/collections\/rapido-trains-uk-gwr-rch-oo-gauge-wagons.oembed?page=2","provider":"Rails of Sheffield","version":"1.0","type":"link"}