New LNWR Arc Roof Coaches revealed

Four vehicle types make up the range, D.138 (Tri-)Composite, D.268 Third, D.316 Brake Composite/Third and D.377 Full Brake – the latter being a scale 6 inches wider than its counterparts, as per the prototype.

The extensive tooling suite allows the vehicles to be modelled in any guise throughout their working lives. The real vehicles were constructed with wood-panelled bodies which are replicated in miniature with high-fidelity injection mouldings, adorning which are ventilators above each window and door on the bodysides – these are separately fitted, a necessity to allow the full and ornate LNWR livery to be applied in all its glory. Door handles are brass etchings, which are then added individually, along with the ornate grab handles aside each passenger door – luggage compartment handles are also fitted separately. Each of the handrails applied to the model is replicated in formed brass wire of an appropriate gauge, while separate brass handrails are also fitted inside the models to replicate the handrails fitted along the corridor side windows.

At the vehicle ends, lamp irons are added using brass components and the emergency brake equipment is depicted at one end, along with the roof steps at the other. The corridor gangways, of LNWR pattern of course, are also separately fitted and lead to the corridor door which is similarly detailed and comes complete with flush glazing. Turned brass buffers add the finishing touches in this area.

Turning attention to the roof, all models have separately fitted turtle ventilators, up to 16 depending on the coach type, and turned brass toilet fillers. As-built vehicles with their gas lighting have turned brass gas light tops, along with finely moulded gas pipework interlinking each gas light and extending to the end of each coach. A second tooling set for each vehicle allows coaches to be modelled with their gas lighting removed, in which case the roof presents a much cleaner appearance with just the separately fitted ventilators and toilet fillers present. A novel feature of the Full Brake is the set of four skylight windows, fitted to the roof of the prototypes and replicated in 4mm scale with eye-catching results.

The bogies depict the LNWR’s deep frame type with separately fitted brake and suspension components producing a full relief rendition of the prototype. Footboards are fitted as appropriate, and metal wheelsets are employed as standard, depicting either LNWR pattern wheels complete with their wooden centres or later all-metal wheels. The wheelsets run in metal bearings, incorporating electrical connections to aid those who may wish to fit additional features to their models.

Between the bogies, the underframe is adorned with finely detailed truss rods whilst incorporating the necessary components to depict the Westinghouse brake system, or vacuum brakes, depending on the specific coach being modelled. Large gas cylinders are carried by those coaches which are fitted with gas lighting, whilst these are substituted for battery boxes on later electrically lit vehicles. Footboards were fitted along the bottom of the solebar and between the bogies – the latter were later removed and both options can be depicted on the Branchline models. Standard OO scale tension lock couplings are fitted at either end, attached via NEM coupling pockets to the chassis-mounted close coupling mechanisms.

Inside each coach, along with the separate wire handrails along the corridor side windows, seating and compartment partitions are replicated, including compartment doors with hinge and handle detailing – even the toilet and hand basin are reproduced in the toilet compartments.

This combination of high-fidelity mouldings and separate detailing parts results in the Corridor Third in original condition being constructed from no fewer than 178 separate components, providing the perfect basis for the livery application. Employing authentic colours, fonts and typefaces, the decoration includes ornate crests as etched onto the lavatory windows on LNWR-era vehicles and extending inside to the corridor handrails, partition walls and seating. Here, both the LNWR Society and the M&GN Circle have been particularly helpful, providing their assistance with livery research and consulting on accurate paint colours, ensuring the authenticity of the Bachmann models. Window stickers are also replicated, including the no-smoking signs and, as surprising as it may seem today, those denoting smoking compartments too. Each model will be supplied with an accessory pack including a gangway end cover, bufferbeam pipework and, where appropriate, solebar gas pipes.

The project is the sixth and final new tooling to be revealed by Bachmann during Autumn 2024, ahead of the Winter British Railway Announcements on November 6th, where full details of each of these projects will be publishing and the order books will open with Bachmann stockists.

About the prototype

The London & North Western Railway (LNWR) was a behemoth of the early railway scene, its network sprawled across England and Wales and connected with Scotland, it built the West Coast Main Line and linked four of England’s largest cities.

The LNWR began building corridor coaches during the 1890s as part of the ‘corridor revolution’. Corridor coaches with interconnecting gangways provided clear benefits over the non-gangway types that went before them, as they allowed passengers and staff to move within and between vehicles while in motion. The LNWR’s carriage works, Wolverton, turned out coaches for use by both the LNWR and as West Coast Joint Stock (WCJS) – stock operated jointly by the LNWR and the Caledonian Railway between London and Edinburgh & Glasgow. Of the general service vehicles built by Wolverton for the LNWR/WCJS, 50ft Arc Roof vehicles made up the majority, with 664 passenger coaches turned out covering six different types.

Three of the most numerous passenger vehicles were Diagram 138 Corridor Tri-Composite, D.268 Corridor Third and D.316 Corridor Brake Composite. Of these, 244 D.268 Corridor Thirds were built, the most of any corridor vehicle to be outshopped by Wolverton during the LNWR era. The two Composite vehicles each afforded Second Class travel when built but were later reclassified and designated Corridor Composite (with first- & third-class seating), and Corridor Brake Third after second class accommodation was abolished. Whilst each vehicle was 50ft in length with a width of 8ft, Full Brakes to Diagram 377 were built to a width of 8ft 6in. All types could be found running on deep frame bogies with an 8ft wheelbase.

Employed initially on primary express services and even used on excursions ‘off territory’ as far away as the Kent coast where they could have been hauled by London, Brighton & South Coast Railway (LBSCR) locomotives from H1 & H2 Atlantics to E4 Tanks. The 50ft vehicles were later replaced by longer and more modern types, relegating many of the Arc Roof coaches to secondary lines and services. This saw them used with all manner of motive power including top link locomotives like the Improved Precedents, right through to tank locomotives like the Webb Coal Tank and even freight machines like the G2s for summer traffic and excursion work.

The original gas lighting, a prominent feature adorning the coach roofs and with the associated gas tanks between the bogies, was progressively removed from 1921 as electric lighting was fitted, those vehicles so modified may have had their gas lights and pipework removed, and their gas tanks replaced with battery boxes. Some coaches also received new braking systems, with their Westinghouse brakes giving way to vacuum brakes.

The majority of the fleet passed into London, Midland & Scottish Railway (LMS) ownership upon Grouping in 1923, joining a wide range of inherited stock. Some were given new lives as ‘Caravan’ coaches whilst in 1936, more than 40 vehicles were transferred to the Midland & Great Northern Joint Railway (M&GN) that the LMS operated jointly with the London & North Eastern Railway (LNER) later that year. Here, they found themselves hauled by an eclectic mix of LNER traction.

Those vehicles given to the M&GN would be the last to remain in service, with examples seeing use up to 1953, by which point they had passed into British Railways ownership but still retained their M&GN livery. At the end of their lives some entered departmental or internal use, extending their years but not escaping their ultimate fate as the entire fleet was scrapped and sadly, none were preserved.

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