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Содержание
Введение
Британские железнодорожные пассажирские вагоны
British railway passenger carriages
Семейство железнодорожных вагонов Mark 2 – это вторая разработка вагонов British Rail. Они строились мастерскими British Rail (с 1969 года British Rail Engineering Limited (BREL)) с 1964 по 1975 год и имели стальную конструкцию.
The Mark 2 family of railway carriages are British Rail's second design of carriages. They were built by British Rail workshops (from 1969 British Rail Engineering Limited (BREL)) between 1964 and 1975 and were of steel construction.
Разработка и производство
Mark 2 имеет полуинтегральную конструкцию, что обеспечивает ему большую прочность по сравнению с Mark 1 в случае аварии. Ключевым фактором изменения метода строительства было устранение серьезной проблемы коррозии в Mark 1 в основании кузова, в месте его крепления к раме. Другие изменения в конструкции, такие как оконные блоки, были обусловлены той же причиной, которая стала серьезной проблемой в затратах на техническое обслуживание вагонов Mark 1. Усовершенствованные методы окраски также были частью этих изменений, совпавших со сменой ливреи с бордового (темно-зеленого на Southern) на синий и серый, которые вагоны Mark 2 носили большую часть своей службы (некоторые из самых ранних вагонов Mark 2 первоначально имели старую ливрею). Прототип Mark 2, FK 13252, был построен в 1963 году и в настоящее время сохранился и находится на Mid Norfolk Railway.
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
ВариантBuiltTypeFeaturesNo. BuiltOriginal Numbers
Mark 2 1964–66 Pullman Kitchen First (PK) Базовая модель с вентиляцией под давлением и деревянной отделкой. Оборудованы вакуумными тормозами для возможности работы в составе с вагонами Mark 1. Двойное отопление (паровое и электрическое). Позже некоторые были оснащены дисковыми тормозами с пневматическим приводом для обслуживания маршрутов Edinburgh – Glasgow Push Pull с локомотивами класса 27, заменившими дизель-поезда Inter City класса 126. 850–507
Pullman Parlour First (PC) 14540–553
Pullman Brake First (PB) 7580–586
Tourist Open Second (TSO) 595070–5228
Open Second (SO) 285229–5256
Open Brake Second (BSO) 369381–9416
Corridor First (FK) 7113252, 13361–13406, 13410–13433
Corridor Brake First (BFK) 2814028–14055
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
Mark 2A 1967–68 Tourist Open Second (TSO) Принятие дополнительных функций от состава XP64. Оборудованы пневматическими тормозами, что требовало эксплуатации в составе специальных поездов. Зеленые складные пластиковые двери прохода и торцевые переходы. 1775257–5433
Open Brake Second (BSO) 229417–9438
Corridor First (FK) 4213434–13475
Corridor Brake First (BFK) 4814056–14103
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
Mark 2B 1969 Tourist Open Second (TSO) Устранена центральная дверь и установлены широкие обтекаемые двери на концах. Пространство, сэкономленное за счет удаления центрального перехода, было использовано для перемещения туалетов к концам вагона вместо одного в одном конце, как было ранее. Красные складные пластиковые двери и торцевые переходы. 645434–5497
Corridor First (FK) 3813476–13513
Corridor Brake First (BFK) 914104–14112
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
Mark 2C 1969–70 Open First (FO) Как Mk2B, но с заниженным потолком и подготовкой для воздуховодов кондиционирования (которое так и не было установлено). Красные складные пластиковые двери и торцевые переходы. 183152–3169
Tourist Open Second (TSO) 1185498–5615
Open Brake Second (BSO) 409439–9478
Corridor First (FK) 4813514–13561
Corridor Brake First (BFK) 2614113–14138
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
Mark 2D 1971–72 Open First (FO) Установлена комбинированная система вентиляции под давлением/кондиционирования, исключающая открывающиеся окна в пассажирском салоне, уменьшена площадь остекления и установлены тонированные стекла. Отныне только электрическое отопление. Вагоны Mk2d FK и BFK были последними локомотивными вагонами с боковыми коридорами, построенными для British Railways, за исключением спальных вагонов. Красные складные пластиковые двери и торцевые переходы. 473170–3216
Tourist Open Second (TSO) 1285616–5743
Open Brake Second (BSO) 179479–9495
Corridor First (FK) 4913562–13610
Corridor Brake First (BFK) 3414139–14172
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
Mark 2E 1972–74 Open First (FO) Установлены багажные полки напротив туалетных кабин, которые были уменьшены в размере. Кремовые складные пластиковые двери прохода и торцевые переходы. 553221–3275
Tourist Open Second (TSO) 1605744–5804, 5809–5907
Open Brake Second (BSO) 149496–9509
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
Mark 2F 1973–75 Open First (FO) Внутренняя отделка из пластика, новые сиденья (сиденья IC70) в большинстве, но не во всех вагонах – некоторые TSO имели те же сиденья, что и в более ранних Mk2, полная система кондиционирования с нижними обогревателями по бокам. Эти функции впервые появились на прототипах Mark 3. Кремовые складные пластиковые двери и торцевые переходы. 1643276–3439
Tourist Open Second (TSO) 2775908–6184
Open Brake Second (BSO) 309510–9539
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
Последним вагоном Mark 2 был ведомственный 999550, в 1977 году. По состоянию на 2020 год он все еще находится в эксплуатации в Network Rail в качестве вагона для записи состояния пути. Более поздние версии (2D и далее) несколько похожи на более поздний дизайн Mark 3. Mark 3 длиннее (75 футов против 64 футов 6 дюймов), имеет большой кожух между тележками для скрытия вспомогательного оборудования и ребристую крышу, в отличие от гладкой крыши Mark 2. Разработка высокоскоростного поезда пересекалась с последней производственной серией, и Mark 2F "предвосхитил" многие функции, включенные в Mark 3, такие как новые сиденья, пластиковая внутренняя отделка и автоматические двери прохода, управляемые датчиками на полу. В отличие от вагонов Mark 1, построенных широким кругом производителей, как BR workshops, так и частными компаниями, все серийные вагоны Mark 2 (и Mark 3) строились на единой сборочной линии на вагоностроительном заводе BR в Дерби.
The Mark 2 has a semi integral construction, giving it more strength than a Mark 1 in the event of an accident. 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 serious problem in Mark 1 vehicle maintenance costs. Revised painting methods were also part of this, which coincided with the change of livery from maroon (dark green on the Southern) to the blue and grey that Mark 2 coaches wore for much of their lives (some of the earliest Mark 2 coaches had the old livery at first). The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid Norfolk Railway. VariantBuiltTypeFeaturesNo. BuiltOriginal NumbersMark 21964–66Pullman Kitchen First (PK)The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating (steam & electric). Later some were fitted with air operated disc brakes for Edinburgh Glasgow Push Pull services with class 27s, which replaced Inter City Class 126 DMUs.8500–507Pullman Parlour First (PC)14540–553Pullman Brake First (PB)7580–586Tourist Open Second (TSO)595070–5228Open Second (SO)285229–5256Open Brake Second (BSO)369381–9416Corridor First (FK)7113252, 13361–13406, 13410–13433Corridor Brake First (BFK)2814028–14055Mark 2A1967–68Tourist Open Second (TSO)Adoption of more features from the XP64 set. Air braked so had to run in dedicated sets. Green folding plastic gangway doors and vestibule ends.1775257–5433Open Brake Second (BSO)229417–9438Corridor First (FK)4213434–13475Corridor Brake First (BFK)4814056–14103Mark 2B1969Tourist Open Second (TSO)Centre door omitted and wide wrap round doors at the ends. Space saved by removal of the centre vestibule used to move toilets to one at each end instead of two at one end, as previously. Red folding plastic gangway doors and vestibule ends.645434–5497Corridor First (FK)3813476–13513Corridor Brake First (BFK)914104–14112Mark 2C1969–70Open First (FO)As Mk2b, with lowered ceiling with provision for ducts for air conditioning (never fitted). Red folding plastic gangway doors and vestibule ends.183152–3169Tourist Open Second (TSO)1185498–5615Open Brake Second (BSO)409439–9478Corridor First (FK)4813514–13561Corridor Brake First (BFK)2614113–14138Mark 2D1971–72Open First (FO)Combined pressure ventilation/air conditioning fitted so no opening windows in the seating area, glass area reduced, windows tinted. Electric heating only from here onward. Mk2d FKs and BFKs were the last locomotive hauled side corridor compartment coaches constructed for British Railways, other than sleeping cars. Red folding plastic gangway doors and vestibule ends.473170–3216Tourist Open Second (TSO)1285616–5743Open Brake Second (BSO)179479–9495Corridor First (FK)4913562–13610Corridor Brake First (BFK)3414139–14172Mark 2E1972–74Open First (FO)Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends.553221–3275Tourist Open Second (TSO)1605744–5804, 5809–5907Open Brake Second (BSO)149496–9509Mark 2F1973–75Open First (FO)Interior panelling made of plastic, new style seating (IC70 seats) in most but not all coaches some TSO had same seats as earlier Mk2s, full air conditioning with lower bodyside heaters. These features had debuted on the Mark 3 prototypes. Cream folding plastic gangway doors and vestibule ends.1643276–3439Tourist Open Second (TSO)2775908–6184Open Brake Second (BSO)309510–9539
The final Mark 2 carriage was departmental 999550, in 1977. as of 2020 it is still in service with Network Rail as a Track Recording Coach. The later versions (2D onwards) look somewhat 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 Mark 1 coaches, built by a wide range of manufacturers, both BR workshops and private builders, all production Mark 2 (and Mark 3) coaches were built on a single assembly line at the BR carriage works at Derby.
Многоуровневые устройства на базе Mark 2
В отличие от многочисленных моторвагонных составов Mark 1 и последовавших за ними многочисленных составов Mark 3, лишь немногие классы моторвагонных составов были основаны на кузове Mark 2. Большинство из них представляли собой электрические моторвагонные составы British Railways, работавшие на переменном токе от контактной сети. Первыми стали составы класса AM10 в 1966 году, обслуживавшие пригородные маршруты из Лондона-Эустона и в Вест-Мидлендсе. После внедрения системы TOPS эти составы были переклассифицированы в класс 310. Другим типом был класс 312, производный и почти идентичный классу 310, поступивший на службу в 1975 году и в основном использовавшийся на пригородных маршрутах из Лондона Кингс-Кросс и Лондона Ливерпуль-стрит – последние моторвагонные составы с распашными дверями, построенные для British Railways. Northern Ireland Railways использовала кузов Mark 2 в качестве основы для 80 дизель-поездных составов (DEMU), поступивших в эксплуатацию в 1974 году. В 1976 году для Тайваня было построено тринадцать пятивагонных электрических моторвагонных составов (выведенных из эксплуатации в 2009 году): серия Taiwan Railway EMU100.
Unlike the many Mark 1 multiple units and the numerous Mark 3 multiple units that followed, few multiple unit classes were based on the Mark 2 bodyshell. Most were electric multiple units with British Railways, and which operated under AC using overhead wires. The first of these were Class AM10 in 1966 operating commuter services from London Euston and in the West Midlands. The introduction of TOPS saw these units reclassified Class 310. The other type was Class 312, a derivative of, and almost identical to, the Class 310, introduced in 1975, primarily used on commuter services from London King's Cross and London Liverpool Street, the last slam door multiple units built for British Railways. Northern Ireland Railways used the Mark 2 bodyshell as the basis for the 80 Class DEMU, which entered service in 1974. Thirteen 5 car electric multiple units were built in 1976 for Taiwan (and withdrawn in 2009): the Taiwan Railway EMU100 series.
Великобритания
Вагоны Mark 2 были одними из основных в сети InterCity, но внедрение нового подвижного состава после приватизации привело к выводу большинства из них из эксплуатации. Вагоны-рестораны по проекту Mark 2 не строились, поэтому все поезда InterCity Mark 2, предлагавшие услуги питания (включая более поздние кондиционированные вагоны), продолжали использовать вагоны-рестораны или буфеты Mark 1. После снятия с большинства основных маршрутов, вагоны Mark 2 стали играть все более важную роль в частных железнодорожных турах, чартерных поездах и на исторических железных дорогах. С 1996 года более 140 вагонов Mark 2 было экспортировано в Новую Зеландию, где они до сих пор эксплуатируются на основных линиях (по состоянию на 2020 год).
The Mark 2 coach was one of the mainstays of the InterCity network, but new rolling stock introduced in the post privatisation era has resulted in most being withdrawn. No catering vehicles were built to Mark 2 design, so all Mark 2 Inter City trains offering catering facilities (including the later air conditioned stock) continued to include Mark 1 restaurant or buffet cars. 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. Since 1996, over 140 Mark 2 carriages have been exported to New Zealand, where they are still in mainline service (as of 2020).
Манчестер Пуллман
Вагоны 2-го типа использовались на маршруте "Манчестер Пуллман" с 1966 по 1985 год, до момента их снятия с эксплуатации. Эти роскошно оборудованные вагоны первого класса отличались несколькими необычными особенностями, такими как двери, открывающиеся внутрь, и отделка интерьера панелями из ореха. Всего было построено 29 вагонов. Окраска вагонов была жемчужно-серой с синими обрамлениями окон – это было обратное сочетание цветов по сравнению со стандартной сине-серой ливреей British Rail конца 1960-х и 1970-х годов. До 1974 года также существовал маршрут "Ливерпуль Пуллман", на котором использовались вагоны того же типа.
Mark 2 carriages were used on the Manchester Pullman service from 1966 until withdrawal in 1985. These luxuriously appointed first class carriages had several unusual features, such as inward opening doors and some interior walnut panelling. Only 29 carriages were built. The livery was pearl grey with blue window surrounds, a reversal of the standard British Rail blue and grey livery of the late 1960s and 1970s. A Liverpool Pullman service was also operated, using the same type of carriages, until 1974.
Текущий
По состоянию на май 2020 года вагоны Mark 2 все еще используются на некоторых маршрутах железнодорожной сети Великобритании. Network Rail эксплуатирует вагоны Mark 2 в качестве тормозных вагонов на своих испытательных поездах. Riviera Trains и West Coast Railways используют вагоны Mark 2 для организации чартерных рейсов; многие из них до сих пор сохраняют окраску компаний Anglia Railways и Virgin Trains.
As of May 2020, Mark 2 coaches are still in use on some services on the UK rail network. Network Rail operate Mark 2s as brake force carriages on its test trains. Riviera Trains and West Coast Railways both operate Mark 2s on charters; many of the former's are still painted in Anglia Railways and Virgin Trains liveries.
Северная Ирландия
В 1970 году NIR приобрела новые вагоны Mark 2B для обслуживания поездов Enterprise между Белфастом и Дублином. Первоначально они были окрашены в привлекательную бордово-синюю ливрею и использовались с бордовыми локомотивами Hunslet Bo-Bo класса NIR 101, построенными BREL. В 1980-х годах была введена светло-серая ливрея с синей полосой под окнами. В состав этого состава вошел вагон № 547 – единственный вагон-ресторан Mark 2B. Этот вагон был восстановлен в 2008 году Ирландским обществом по сохранению железнодорожного транспорта (RPSI). Вагоны Mark 2B были заменены на линии Enterprise новыми вагонами, построенными во Франции компанией De Dietrich Ferroviaire в 1996 году. В 2001 году NIR приобрела восемь электропоездных вагонов British Rail Class 488, переоборудованных из вагонов Mark 2F для обслуживания Gatwick Express из Лондона Виктория в аэропорт Гатвик. Они были перенумерованы как 8941–8948 и работали в связке с вагон-генератором NIR № 8911. 19 января 2005 года они были сняты с эксплуатации и заменены новыми единицами C3K. В сентябре 2006 года они были вновь введены в эксплуатацию для увеличения пропускной способности на маршруте Портадаун – Белфаст (Центральный), совершая один утренний рейс под тягой локомотива класса 111. В том же году был приобретен бывший вагон DBSO MkII Anglia № 9712 (перенумерованный NIR как 8918) для работы с составом Gatwick Express, но капитальный ремонт и смена колеи заняли так много времени, что к моменту его прибытия в Северную Ирландию в 2009 году вагоны Gatwick Express уже были выведены из эксплуатации. Последний пассажирский рейс состоялся 18 июня 2009 года. В начале 2000-х годов RPSI также приобрела несколько вагонов Mark 2 для использования в своих паровозных поездах в Северной Ирландии. Обычно они базируются на депо RPSI в Уайтхеде, и помимо паровой тяги их иногда арендуют для дизельных железнодорожных туров. У них также есть бывшие вагоны NIR и CIE Mark 2, некоторые из которых ранее использовались на линии Enterprise Дублин – Белфаст. RPSI приобрела восемь снятых с эксплуатации вагонов Gatwick Express Mark 2 и вагон-генератор у NIR, которые в настоящее время (2017 год) находятся на хранении в Дандолке и Уайтхеде. Они будут использоваться для увеличения и замены части текущего парка вагонов Mark 2 RPSI, работающих из Уайтхеда. Вагон DBSO был передан на сохранение в Downpatrick and County Down Railway 27 сентября 2014 года, так и не перевозя пассажиров в составе NIR и не покидая депо York Road по железной дороге.
In 1970, NIR purchased new Mark 2Bs for the Enterprise train service between Belfast and Dublin. These were initially painted in an attractive maroon and blue livery and worked by maroon BREL built Hunslet Bo Bos of the NIR 101 Class. A pale grey livery with a blue stripe below the windows was introduced in the 1980s. 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). The Mark 2B carriages were replaced on the Enterprise service by new carriages built in France by De Dietrich Ferroviaire in 1996. NIR purchased eight British Rail Class 488 electric multiple unit coaches in 2001 that been converted from Mark 2F coaches for the Gatwick Express service from London Victoria to Gatwick Airport. They were renumbered 8941 8948, The worked with NIR Generator Van 8911. They were withdrawn on 19 January 2005, having been replaced by new C3K units. They were reintroduced in September 2006 to provide extra capacity on the Portadown to Belfast (Central) service, making one trip every morning, hauled by a Class 111 locomotive. An ex Anglia MkIIf DBSO, No. 9712 (renumbered by NIR as 8918), was bought that year to work with the Gatwick stock, but overhaul and regauging took so long that by the time it arrived in Northern Ireland in 2009, the Gatwicks had been withdrawn. Their final passenger run was on 18 June 2009. The RPSI also acquired some Mark 2s for use in its steam hauled train in Northern Ireland in the early 2000s. These are normally based at the RPSI's Whitehead depot, as well as being steam hauled they are also occasionally hired out for diesel hauled railtours. They also have some ex NIR and ex CIE Mark 2 stock, some of which formerly operated on the Dublin to Belfast Enterprise service. The RPSI bought the eight withdrawn Gatwick Express Mark 2 coaches and generator van from NIR, which are currently (2017) in store at Dundalk and Whitehead. They will be used to augment and to replace some of the RPSI's current Mark 2 fleet that work out of Whitehead. The DBSO entered preservation at the Downpatrick and County Down Railway on 27 September 2014, having never carried a passenger in NIR service or having left York Road depot by rail.
Республика Ирландия
В 1972 году CIÉ разместила заказ в BREL на 72 вагона на базе Mark 2D. Благодаря наличию кондиционирования воздуха в качестве основной особенности, они стали известны как "AC Stock" и эксплуатировались на тележках типа B4 с вакуумными тормозами. Заказ включал шесть вагонов 1-го класса (5101–5106), девять смешанного класса (5151–5159), 36 вагонов 2-го класса (5201–5236), одиннадцать вагонов-ресторанов/буфетов 2-го класса (5401–5411) и одиннадцать генераторных вагонов (5601–5611). Внутренняя отделка выполнялась в Inchicore и значительно отличалась от оригинальной конструкции BR, использовались скамьи вместо отдельных сидений и обширная отделка деревянным шпоном. Их электрическая система отличалась от версий BR и NIR. Генераторный вагон содержал два двигательно-генераторных агрегата, каждый из которых обеспечивал питанием 220/380 В, 50 Гц переменного тока две отдельные электрические шины в составе поезда. Нагрузка от кондиционеров была разделена пополам, каждая половина питалась от отдельной шины. В случае отказа одного генераторного агрегата, другой автоматически обеспечивал питание обеих шин. Выходная мощность кондиционера в этом случае уменьшалась вдвое, но все остальные нагрузки, включая приготовление пищи, освещение и зарядку аккумуляторов, продолжали обеспечиваться. Впоследствии это стало стандартной схемой электропитания для всех последующих вагонов IE. Для адаптации к изменениям в пассажиропотоке пять вагонов смешанного класса (5153–5156, 5158) были переклассифицированы как вагоны 2-го класса, а вагон-ресторан/буфет 2-го класса 5408 был переоборудован для использования в качестве президентского вагона. В 1989 году Iarnród Éireann приобрела пятнадцать вагонов у британского продавца металлолома в обмен на аналогичное количество списанных дизельных локомотивов. Старые вагоны Mark 2A/B/C были списаны в 2004 году из-за сильной коррозии. Некоторые из них были сохранены (без тележек) на нескольких исторических железных дорогах в Ирландии. Оставшиеся вагоны Mark 2 (комплекты Mark 2D 1972 года выпуска) были постепенно выведены из эксплуатации в 2007 и 2008 годах, последний комплект совершил свой последний рейс, 0505 Athlone–Heuston, 31 марта 2008 года. Два из этих вагонов, 5106 и 5203, были сохранены Обществом по сохранению железных дорог Ирландии. Президентский вагон 5408 также был сохранен RPSI.
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), eleven Restaurant/Buffet Standard Class (5401–5411) and eleven 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 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 electrical buses in the train. The air conditioning loads were divided in half, each half fed from a separate 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 would continue to be supplied. This later 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 fifteen carriages from a UK scrap dealer during 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 (the 1972 vintage Mark 2D sets) were phased out during 2007 and 2008, with the last set operating its final service, the 0505 Athlone–Heuston, on 31 March 2008. Two of these coaches, 5106 and 5203, were preserved by the Railway Preservation Society of Ireland. The Presidential Coach, 5408, has also been preserved by the RPSI.
Новая Зеландия
150 отремонтированных вагонов Mark 2D, 2E и 2F First Open и Tourist Standard Open эксплуатируются на железнодорожных линиях Новой Зеландии. Первые 16 были экспортированы в январе 1997 года. Несмотря на более узкую колею 1067 на железнодорожных линиях Новой Зеландии, страна обладает схожей шириной прохода, позволяющей перешитым вагонам BR работать на большинстве линий. Первые вагоны были импортированы в 1996 году операторами Tranz Rail и Mainline Steam. Первые семь отремонтированных вагонов поступили в регулярную эксплуатацию 15 ноября 1999 года на маршруте Capital Connection между Палмерстоном-Нортом и Веллингтоном. До 2015 года бывшие вагоны British Rail обслуживали практически все региональные пригородные перевозки. Большинство из них (104) работали в Окленде, классифицированные как SA (81) и SD (23), в составе пригородных поездов, состоящих из трех-пяти вагонов SA, одного вагона SD (аналогичного оригинальным DBSO Mark 2) и дизель-электрического локомотива класса DC (четырех- и пятивагонные) или DFT (шестивагонный). Окленд впоследствии заменил весь свой пригородный парк на специально разработанные электропоезда класса AM новозеландского производства. Другие вагоны BR Mark 2 курсируют на маршруте Capital Connection (8 вагонов класса S) и Wairarapa Connection между Мастертоном и Веллингтоном (18 вагонов класса SW). Также существует шесть вагонов класса SE, которые использовались с электрическими локомотивами на пригородных линиях Веллингтона с 2008 по 2011 год в качестве временной меры до поставки новых электропоездов. В июне 2013 года вагоны были переведены на маршрут Wairarapa Connection, где пассажиропоток в часы пик начал превышать пропускную способность парка вагонов SW. Mainline Steam также владеет четырьмя отремонтированными вагонами, классифицированными как ML, которые базируются в Плиммертоне (к северу от Веллингтона) и используются для экскурсионных поездов на паровой тяге. Все вагоны Mark 2 в Новой Зеландии сохраняют свои оригинальные номера BR.
150 refurbished former Mark 2D, 2E, and 2F First Open and Tourist Standard Open carriages are operated on New Zealand railway lines. The first 16 were exported in January 1997. Although New Zealand railway lines have a narrower track gauge of 1067, the country has a similar loading gauge, allowing regauged BR carriages to run on most lines. The first carriages were imported in 1996 by then rail operator Tranz Rail and heritage operator Mainline Steam. The first seven refurbished carriages entered regular service on 15 November 1999, on the Capital Connection service between Palmerston North and Wellington. Until 2015, the former British Rail carriages ran virtually all carriage regional commuter services. Most of them (104) operated in Auckland, classified SA (81) and SD (23), in push pull commuter trains, with three to five SA carriages, an SD driving carriage (similar to the original Mark 2 DBSOs), and a DC class (four and five car) or DFT class (six car) diesel electric locomotive. Auckland has since replaced its entire suburban fleet with the purpose built New Zealand AM class electric multiple unit. Other BR Mark 2 carriages operate on the Capital Connection (8× S class), and the Wairarapa Connection between Masterton and Wellington (18× SW class). There are also six SE class carriages, which were used with electric locomotives on Wellington commuter services between 2008 and 2011 as a temporary measure until new EMUs were delivered. The carriages were reassigned to the Wairarapa Connection in June 2013, where peak service patronage was starting to exceed the capacity of the SW carriage fleet. Mainline Steam also own four refurbished carriages, classified ML, which are based in Plimmerton (north of Wellington) and are used for its steam hauled excursions. All New Zealand Mark 2 carriages retain their original BR running numbers.
Тайвань
В результате решения об электрификации оживленной магистрали Западного побережья Тайваня, в 1976 году компания BREL в Йорке построила для Тайваньской железнодорожной администрации тринадцать пятивагонных электропоездов на базе конструкции Mark 2. Однако, из-за проблем с электрооборудованием и избыточного веса, они не смогли вступить в эксплуатацию до 1979 года, после завершения работ по устранению недостатков. Электрооборудование поставляла компания GEC, поезда были построены для существующей ширины колеи. Они использовались на маршруте скоростного экспресса Tze Chiang Limited. Выведены из эксплуатации в 2009 году.
Following a decision to electrify Taiwan's busy West Coast Main Line, thirteen 5 car electric multiple units based on the Mark 2 design were built by BREL in York for the Taiwan Railway Administration in 1976, but following problems with the electrical equipment and excessive weight could not enter service until 1979 following the completion of remedial works. They used GEC electrical equipment and were built for track gauge. They were used on the Tze Chiang Limited Express service. They were withdrawn from service in 2009.
Кения
Вагоны, созданные на базе конструкции Mark 2, были построены компанией BREL для Кенийской железнодорожной корпорации в конце 1970-х годов.
Carriages based on the Mark 2 design were built by BREL for the Kenya Railways Corporation in the late 1970s.
Габарит ОО
На протяжении многих лет конструкция British Railways Mark 2 производилась многими британскими производителями модельных железных дорог. Компания Hornby Railways представила модели Mk. 2 BFK и TSO в конце 1960-х годов, и они периодически оставались в производстве с тех пор, иногда использовались для представления вагонов более поздних модификаций (таких как Mk.2 B BFK в составе Королевского поезда). В 2013 году Hornby объявила о выпуске варианта Mk2E в своей линейке 2014 года. Это переработанные версии, которые будут доступны как в основной, так и в линейке RailRoad. Некоторые модели из основной линейки будут оснащены внутренним освещением. Hornby выпускает три версии Mk2E, а именно FO, TSO и BSO. Airfix представила модели Mk. 2D BSO, FO и TSO в конце 1970-х годов, которые впоследствии производились её преемниками Mainline, Dapol и, в конечном итоге, Hornby. Airfix Mk. 2D была высококачественной моделью для своего времени, отличавшейся большей детализацией по сравнению с большинством современных продуктов, и до сих пор производится Hornby. Lima выпускала модели Mk. 2B BFK, FK и TSO, а также Mk. 2E FO и TSO. Они были примерно на 1 см короче реальной длины и больше не производятся с момента поглощения Lima компанией Hornby. Bachmann Branchline представила модели Mk. 2 и Mk. 2A BFK, BSO, FK и TSO в начале 2000-х годов, которые были более детализированными, чем различные старые модели. Bachmann также объявила о выпуске новых моделей Mk. 2F BSO, DBSO, FO, RFB и TSO для производства в 2013–2014 годах. В конце 2021 года Irish Railway Models и её британское подразделение Accurascale объявили о выпуске линейки Mk. 2B, охватывающей варианты BR и NIR. Они охватят все модификации. Версии BR под брендом Accurascale будут доступны по отдельности, а версии NIR под брендом Irish Railway Models – в комплектах по три вагона.
Over the years, the British Railways Mark 2 design has been manufactured by many of the British model railway manufacturers. Hornby Railways introduced Mk. 2 BFK and TSO models in the late 1960s and these have remained in production intermittently ever since, sometimes being used to represent coaches of later variants (such as the Mk.2 B BFK in the Royal Train). Hornby announced in 2013 that it would produce the Mk2E variant for its 2014 range. These are re tooled versions and will be available in both their main range and their RailRoad range. Some from the main range will have interior lighting. Hornby are making three versions of the Mk2E i. e. FO, TSO and BSO. Airfix introduced Mk. 2D BSO, FO and TSO models in the late 1970s, these later being produced by its successors Mainline, Dapol and ultimately Hornby. The Airfix Mk. 2D was a high quality model for its day, being more accurately detailed than most contemporary products, and it is still being produced by Hornby. Lima produced Mk. 2B BFK, FK and TSO and Mk. 2E FO and TSO models. These were approximately 1 cm under scale length, and have not been produced since Lima was taken over by Hornby. Bachmann Branchline introduced Mk. 2 and Mk. 2A BFK, BSO, FK and TSO models in the early 2000s, which were more detailed than the various older models. Bachmann have also announced new Mk. 2F BSO, DBSO, FO, RFB and TSO models for production in 2013–14. A range of Mk. 2Bs covering both the BR and NIR variants was announced by Irish Railway Models and its British outline arm Accurascale in late 2021. These will cover all variants. The BR versions under the Accurascale brand will be available individually, whilst the NIR versions under the Irish Railway Models brand will be available in 3 car packs.
N калибра
Graham Farish производит модели Mk.2F BSO, FO, RFB и TSO и объявил о выпуске обновленных моделей, включая DBSO на 2013–2014 годы. Модели Mk.2A BSO, FK и TSO были анонсированы в 2012–2013 годах.
Graham Farish produce Mk.2F BSO, FO, RFB and TSO models and have announced upgraded models including a DBSO for 2013–14. Mk.2A BSO, FK and TSO models were announced in 2012–13.