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British Rail Mark 2
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British Rail's second design of carriages was designated Mark 2.
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British Rail's second design of carriages was designated Mark 2. The Mark 2 has a semi-integral construction, giving it more strength than a Mark 1 in the event of an accident, although a key driver of the changed construction method was to overcome the serious corrosion problem point in the Mark 1 at the base of the body, where it was attached to the underframe. Other changes of design, such as the window units, were for the same reason, which had become a key issue in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided wth the change of livery from the previous dark red (dark green on the Southern) to the longstanding blue and grey which the Mark 2 had for much of their lives (some of the earliest Mark 2 had the old livery at first).
The Mark 2 coach was the mainstay of the InterCity network, but new rolling stock introduced in the post-privatisation era has nearly ended its use on main line inter-city routes. First ScotRail Caledonian Sleeper services between London Euston and Scotland continue to use Mark 2 stock for seated accommodation and lounge cars, whilst Arriva Trains Wales has purchased several vehicles for use on trains from Cardiff to Rhymney and Fishguard. The 4 of the 20 Arriva Trains Wales Mk2s are currently on a Holyhead to Cardiff express service.
Since their withdrawal from most main line duties, Mark 2 coaches have played an increasing role on private rail tours, charter trains, and on heritage railways.
Development
The prototype Mark 2, FK 13252, was built in 1963 and is now preserved at the National Railway Museum, York.
| Design | Built | Features |
|---|
| Mark 2 | 1964-66 | The basic model, with pressure ventilation and wood panelling. The only type with vacuum brakes, so it could run mixed with Mk 1 stock. Dual heating steam/electric. | | Mark 2A | 1967-68 | Adoption of more features from the XP64 set. Air Brakes only, so had to run in dedicated sets (with converted older restaurant cars and locomotives adapted with air brakes). | | Mark 2B | 1969 | Centre door omitted and wide wrap-round doors at the ends | | Mark 2C | 1969-70 | Lower ceiling with provision for ducts for air conditioning (never fitted) | | Mark 2D | 1971-72 | Air conditioned so no opening windows in the seating area, glass area reduced. Electric heating only from here onward. | | Mark 2E | 1972-74 | Luggage racks fitted opposite toilet cubicles, which were reduced in size | | Mark 2F | 1973-75 | Interior panelling made of plastic, new-style seating, automatic gangway doors, lower bodyside heaters. These features had first debuted on the Mark 3 prototypes. | |
The final Mark 2 carriage was departmental no. 999550, in 1977. It is still in service with Network Rail as part of the New Measurement Train. The later versions (2D onwards) look similar to the later Mark 3 design. The Mark 3 is longer (75 feet as opposed to 64 feet 6 inches), has a large skirting between the bogies to conceal the ancillary equipment, and has a ridged roof as opposed to the smooth roof of the Mark 2. The development of the High Speed Train overlapped with that of the final production run, and the Mark 2F "previewed" many features incorporated into the Mark 3, such as new seating, plastic interior panelling, and floor-sensor-operated automatic gangway doors.
Unlike the previous Mark 1 coaches, which were built by a wide range of manufacturers, both BR workshops and private builders, all Mark 2 (and Mark 3) were built on a single assembly ine at the BR coach workshops at Derby.
Current uses
Currently First Scotrail are hiring EWS Mk2F coaches along with one of their Class 67s for use at peak times on the Fife Circle Line. Also First Scotrail use Mk2 coaches for their Caledonian sleeper service using the Mk2 coaches as the seated cars and lounge cars.
Currently First Great Western are hiring EWS Mk2F coaches along with two of their Class 67s for use on the Cardiff due Taunton route due to lack of DMUs.
Arriva Trains Wales started to use Mk2 coaches again in normal service on 15 December 2008. These coaches are hauled by top and tail Class 57 locomotives.
Sales abroad
Northern Ireland Railways and Iarnród Éireann purchased various types from new, and a number of ex-BR vehicles have been sold for further use abroad.
Northern Ireland
In 1970 NIR purchased new Mark 2Bs for the new Enterprise service between Belfast and Dublin. These were painted in an attractive maroon and blue livery and hauled by maroon Hunslet Bo-Bos. This rake included No 547, the only Mark 2B dining car. This carriage was restored in 2008 by the Railway Preservation Society of Ireland(RPSI).
NIR purchased eight British Rail Class 488 electric multiple unit coaches that been converted from Mark 2F coaches for the Gatwick Express service from London Victoria to Gatwick Airport. They were renumbered 8941-8948, and were withdrawn on 19 January 2005, having been replaced by new C3K units. They have recently been reintroduced to provide extra capacity on the Portadown to Belfast (Central) service, making one trip every morning, hauled by a Class 111 locomotive.
The RPSI also acquired some ex-BR mk2s for use in its steam hauled train in Northern Ireland in the early 2000s.
Republic of Ireland
In 1972 CIÉ placed an order with BREL for 72 coaches based on the Mark 2D. With air conditioning as a principal feature they became known as “AC Stock” and ran on type B4 bogies, with vacuum brakes.
The order consisted of six First Class coaches (5101-5106), nine Composites (5151-5159), 36 Standard Class (5201-5236), 11 Restaurant/Buffet Standard Class (5401-5411) and 11 Generator Vans (5601-5611). Internal fit-out was done in Inchicore, and was quite different from the original BR design, using bench seating rather than individual seats and with extensive use of wood veneer panelling.
Their electrical system also differed from the BR and NIR versions. The generator van contained two engine/generator sets, each supplying 220/380 V 50 Hz AC to two separate "buses" in the train. The air conditioning loads were divided in half, each half fed from each "bus". In the case of failure of one generator set, the other set automatically supplies both "buses". Air conditioning output power would then be halved, but all other loads including cooking, lighting and battery charging continue to be supplied. This has remained the model for the electrical power supply on all subsequent IE coaches.
To accommodate changes in traffic, five of the Composites (5153-5156, 5158) were re-classed as Standards, and Restaurant/Buffet Standard 5408 was converted for use as the Presidential Coach.
Iarnród Éireann purchased 15 carriages from a UK scrap dealer in 1989 in exchange for a similar number of scrap diesel locomotives. Older Mark 2A/B/C carriages were scrapped in 2004, as they were heavily corroded, a few were preserved (minus bogies) at certain heritage railways in Ireland.
The remaining Mark 2 carriages were phased out during 2007 and 2008, with the last set operating its final service, the 0505 Athlone-Heuston, on March 31 2008. Two of these coaches, nos.5106 and 5203, have been preserved by the RPSI.
New Zealand
New Zealand rail operator Tranz Rail bought 69 carriages (one damaged by fire after arrival) in 1996, some imported by heritage operator Mainline Steam. Eight were extensively refurbished for the Wellington–Palmerston North Capital Connection train, classified S (for Scenic), with new Japanese-assembled narrow-gauge bogies. The carriages featured new auto plug doors and interiors. The initial refurbishment proved more costly than expected, and the remaining carriages were laid up until a rebuilding programme began for the Auckland Regional Transport Authority for use on Auckland suburban services. These carriages, classified SA/SD, have two sets of sliding doors each side and are operated by Veolia for MAXX in push/pull mode with DC class locomotives leased from KiwiRail. The SD carriages include a driver's cab and operate in a similar manner to DVTs in the UK.
In the northern spring of 2006, Mark 2E and 2F carriages formerly operated by 'one' Anglia that had been replaced by ex-Virgin Mark 3 stock were exported to New Zealand. These were bought by Greater Wellington Regional Council for operation by KiwiRail's Tranz Metro on the Wairarapa Connection service between Wellington and Masterton. They were rebuilt at Hillside Workshops in Dunedin, and classified SW, SWG and SWS.
Six more carriages have been bought by Greater Wellington Regional Council for operation on Tranz Metro suburban services between Wellington, Upper Hutt and Plimmerton, top-and-tailed by class EO electric locomotives. These have been refurbished by Hillside Workshops and classified SE, SEG and SES.
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