Thompson gangwayed coaches
Introduction
Most of the early design work was done by Newton although Thompson's name, as the eventual CME, became routine. Michael Harris covered the development very well in his LNER Carriages, David & Charles, 1994, reprinted by Noodle Books, 2011. This will be an overview, based on unpublished material from my own collection.
In his introduction Michael Harris suggested that these designs were "a compromise" and while this may be true in some regards there's no doubt about their excellence - superior to what had gone before and, in some aspects, better than was to follow in the BR Mk.1 coach.
The first design was actually the deal 61'6" BG, in December 1944. The first two passenger carriages with steel-panelling emerged the following year, 1945:
D.334 - 61'6" FK - precursor D.329 - 63'0" TK - prototype
Followed in 1946 by production of:
D.328 - 59'6" CK D.329 - 63'0" TK D.330 - 63'0" TO D.331 - 63'0" BTK D.332 - 63'0" FK D.336 - 63'0" TK
Divided between three builders: York, BRC&WC and Doncaster.
The final Diagrams in 1947 and 1948 (catering and sleeping cars are covered separately) were:
D.345 - 63'0" BCK D.346 - 63'0" BTK D.349 - 63'0" TK
Construction of non-gangwayed types for secondary services continued until 1953 (also covered separately).
The precursor - 61'6" 1st
Thompson's first design to begin breaking away from the Gresley format trod cautiously. Steel panelling had already been proven and so was the body length of 61'6". The lavatory windows were in a state of flux. The main difference was in the transverse corridors and the roof, where the domed ends were abandoned.
Diagram 334 showing Thompson's first gangwayed passenger carriage, a 1st. This is sometimes described as "the prototype" but it's better seen as the precursor. Externally, this was a 61'6" Gresley-style design but for the transverse corridors and a flat-ended roof. Note how the Diagram states that oval windows were fitted to the lavatories, but not on the opposite, corridor side. Diagram: author's collection.
Click on the image for an enlargement
The official photograph of FK No.1531 to D.334, taken at Doncaster on completion in January 1945. This is the corridor side with the windows opposite the lavatories still square and whited-out.
Note how uniform the teak finish was. No attempt was made to simulate the chequerboard appearance of variations in the teak panelling of old, it was elegantly uniform across the carriage from one end to the other. It's only a pity photographically that old fashioned orthochromatic film was used which rendered the beautiful panelling almost black: I have tried to correct this but it's not as good as a picture taken with panchromatic film (like the TK below which was photographed by BRC&WC). To my eye the roof is white as befitted a formal portrait but, in a low contrast image on a cloudy day, the screened windows look lighter because they have reflected the sky. Pictures of earlier carriages show a similar presentation of slightly off-white on the roof, probably because of its texture. .Photo: author's collection, LNER PRO.
Click on the image for an enlargement
The prototype - 63' 3rd
Was No. 1347 which was completed at Doncaster in 1945. It became D.329 and is shown below.
63' 3rd
This was the first design to Thompson's new length of 63' and it was a genuine "standard" design with a single Diagram. Production started the following year, in 1946 at BRC&WC and, from 1947, was divided between Birmingham and York.
A change was made to the windows after a few years, from square corners (which went back through LNER to GNR days), to rounded corners to better prevent accumulation of water and corrosion. Other companies had already taken this path and it's curious that Thompson seemed to think that stylistic continuity was desirable in this regard. As was the norm, such a minor change was not covered by a new Diagram - that is to say that a new Diagram number was not issued - but a revised drawing was produced. Both versions are shown below.
The original Diagram 329 as raised when the first one was built in 1945. Leg room was increased from 6'2" to 6'6" but this came at a price - the weight was higher and the overall capacity was reduced to 7 compartments and only 42 seats. Author's collection.
Click on the image for an enlargement
A fine view taken of No 1023 as built by BRC&WC in 1946. Panchromatic film was used and on a sunny day, the teak finish looks deceptively pale, especially when compared with the dark images from orthochromatic film. This is the corridor side with oval windows opposite the lavatories now oval and not whited out. The roof would have been white but with a slight off-white texture as described above.
The solebars appear to be quite dark, similar to the FK above, and while it's impossible to say what the actual shade was, being darker than the body sides helped give these carriages a long, sleek look.
It was all rather elegant and significantly better looking than previous carriages where the natural teak panels had varied so much that the carriage works had been forced to apply a chequerboard pattern, and they aged differently, of course. A more harmonious finish had already been demonstrated with Gresley's steel panelled carriages (see example under Gresley 51'1 1/2" steel-panelled carriages - link below) but it looks like, under Thompson, graining variations were toned down and variations between "panels" eliminated entirely. The combination of old and new technologies was sleek and modern-looking. Photo: LNER, Author's collection.
Click on the image for an enlargement
An unidentified example of a D.329 TK in service in early BR days. From this angle the two doors in the middle of the coach are evident and absence of entrance via the end vestibules.
Ex-LNER livery was still being carried with small BR-style "E" prefix and suffix. Photo: author's collection.
Click on the image for an enlargement
D.329 TK No GE13827E is resplendent in BR maroon livery at Ipwich. Photo author's collection.
Click on the image for an enlargement
The Diagram for D.329 with a revised drawing to show the radiussed corners to the windows.
Some aspects are misleading, however, especially reference to the ones built for the "Flying Scotsman" because they had square cornered windows, as per the written details on the Diagram. Note the greater weight of those coaches, caused by fitting of pressure ventilation and skirting along the solebar. I suspect that they also had heavy bogies. Author's collection.
Click on the image for an enlargement
In service
A grand view taken in 1949 of the "Capitals Limited" behind A4 No 60031 Golden Plover with the formation made up entirely with the new coaches. This is the north end of the train with the Aberdeen portion behind the loco. Coaches 3-5 are TKs. Photo: E.R. Wethersett.
Click on the image for an enlargement
Train pictures in which the radiussed corners can be made out are rare but here is one in a train at Doncaster. V2 No 60938 is heading southwards with an Ordinary Passenger made up with Gresley and Thompson stock:
TO |
3rd Open |
Gresley |
61'6" |
TK |
3rd |
Thompson |
63' |
BG |
bogie van |
Gresley |
61'6" |
TK |
3rd |
Gresley |
52'6" |
It's an unusual formation with no 1st class and the guard riding in the BG. The loco is carrying a March shed plate but was also, briefly, at Doncaster at the time. The 52'6" stock built for the GE Section was dispersed in BR days but it's possible that this may have been an inter-district working. Photo: Eric Treacy.
Click on the image for an enlargement
59'6" 1st/3rd Composite
The unusual length arose because the designers had the wisdom, in what was going to be a much built design, to generate a new standard length which combined the different compartment lengths without compromise (which had not been done in Gresley's composites where the 3rd class compartments were reduced and unattractive half or "coupe" compartments were used). Only a few inches were paired off the lavatories. This composite was to be built consistently into BR days in every year from 1946-50.
D.328 shows the new thinking very well with no entrance via end vestibules but two transverse corridors instead. Indeed, the stock was often titled "transverse corridor" to distinguish from Gresley designs. This concept was not adopted in the BR Mk.1 stock that followed. The ends were still bowed but geometrically. The domed roof end was abolished. By now only Hawksworth on the GWR was employing this feature.
It should be added that the new widths of the compartments, 7'6" for the 1st class and 6'6" for 2nd class were superior to previous designs and that this increase in spaciousness was not employed in the BR Mk.1 stock which followed where compartments were reduced akin to pre-War designs. With the Gresley bogies giving a better ride than early BR designs, the Thompson carriages represented new heights of comfort. Author's collection.
Click on the image for an enlargement
CK No. 143 in 1946, the first one built, stands in the sunshine at York. The quantum leap from Gresley's teak and steel panelled carriages is evident. Orthochromatic film was still being used so the simulated teak finish translated as almost black. I have darkened the roof slightly to show the features: "lead grey" has been quoted for carriage roofs at the time but I am pretty sure that this one was white (see also a picture to follow of a TK built in 1946). Author's collection.
Click on the image for an enlargement
An express on the ECML behind A4 No 60025 Falcon. It's 1953 and the stock is being modernised by BR Mk.1s but the carriage with 1st class passengers behind the BR Mk.1 BTK not only remains a Thompson CK but is still carrying the simulated teak finish. Photo: E.R. Wethersett .
Click on the image for an enlargement
63' 3rd brake
As shown in the chronological list in the introduction, a BTK was introduced when production started in 1946. However, there were to be three types: D.331 BTK(3) D.343 BTK(4) 61'6" on recovered underframes D.346 BTK(4)
and I'm going to combine them in this section with a mixture of Diagrams, photos and train views.
D.331
This is the Diagram of the first BTK in bulk production. The aim was to provide a large van space to avoid having to attach a bogie van. Only ten were built, all in 1946 for the EC fleet, and so rare that I have yet find a picture of one! Diagram: author's collection.
Running numbers were:149-158
Click on the image for an enlargement
D.343
Only two of these were built, in 1946, and they are oddballs really so I shall skip the Diagram but the official picture is useful to see:
This view of No 16855 shows the layout of the BTK(4) with the transverse corridor and two compartments on either side. Orthochromatic film was used which rendered the teak finish almost black. I have tried to fix this in Photoshop but there is a limit to what can be achieved. Nevertheless, it's the best view I have of an early Thompson BTK. Photo: author's collection.
Click on the image for an enlargement
D.346
This was a true "standard" built in large numbers:
This should be looking quite familiar now! Note how much heavier was the quartet built for the post-War "Flying Scotsman" because of the pressure ventilation and skirting over the solebars. Use of the word "ordinary" for the plain version is pretty clear if a little unusual because the word was routinely used for non-gangwayed carriages. Diagram: author's collection.
Click on the image for an enlargement
An official view shows one of these carriages after square corners were abandoned in favour of radiussed ones to counter corrosion. The maker's board states that E1942 was built in 1948 but Harris quotes 1949. It's carrying the experimental LNWR-based livery with lettering in the middle (and quite possibly gold - yellow was used for the carmine and cream livery). Construction of D.346 continued into 1950. Photo: author's collection.
Click on the image for an enlargement
In service
A relatively early view of the "Northumbrian" at York behind A4 No 60022 Mallard. Most of the Thompson coaches are carrying the original simulated teak livery with a D.346 BTK leading.
Behind it appear to be three Thompson CKs. I originally thought that the middle one may be the precursor 61'6" FK to D.334 but am not sure now and (CK, CK, CK) is more plausible. Next is a Gresley Restaurant Triplet Set. Photo: author's collection.
Click on the image for an enlargement
Racing by near Naburn in the early 1950s with "The Norseman" is A2/2 No 60502 Earl Marischal. Behind the tender is a D.346 BTK with a 59'6" CK behind it (one of the "Scotsman" ones with PV and skirt over the solebar), still in simulated teak. Photo: C. Ord.
Click on the image for an enlargement
A 1950s view of A4 No 60007 Sir Nigel Gresley heading away from York with the 8.45am Edinburgh-King's Cross which on a summer Saturday used the stock of the "Elizabethan" but with the BG replaced by a BTK, in this case one of the quartet of D.346 with pressure ventilation and skirts over the solebar. As can be seen, Thompson's all-new formation for the 1947 "Flying Scotsman" was taken lock, stock and barrel for the "Elizabethan". Photo: author's collection.
Click on the image for an enlargement
A grubby A2 No 60513 Dante takes the Ganwick curve with the Down "Heart of Midlothian in 1952. The all-BR Mk.1 formation has had the leading brake replaced by a Thompson D.346 BTK. Photo: BR, author's collection.
Click on the image for an enlargement
63' 1st/3rd brake
The BCK was introduced in 1947 and was a pretty conventional Thompson design. 40 were built with running numbers:
1947 1140-6/50-1/8/60-1/63-4 1948 1169-71/75/77-80/87-90/92-94 1950 10159-68
Click on the image for an enlargement
In service
Built for use as through carriages, as the BR years progressed and gangwayed stock with lavatories began to modernise rural services which had long been provided with lower order secondary stock, some began to be used in these services, as the picture below shows.
So far, I have only one photograph, a view from October 1956 of Thompson K1 2-6-0 No 62022 (Blaydon) with a secondary 3-set near the remote Deadwater Fells on the line between Newcastle and Riccarton Jc. With thanks to Iain Chalmers for caption details. The BCK is at the head, behind the loco. Photo: J.W. Armstrong Trust.
Click on the image for an enlargement
A close-up of the train: (BCK,TK,BTK). Tidy formations like this were not very common!
Click on the image for an enlargement
To be continued...
LNER Gresley 51'1 1'2" steel-panelled carriages: are here.
LNER Thompson kitchen & dining cars: are here.
