British Rail Mark 3: Difference between revisions
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===HST vehicles=== |
===HST vehicles=== |
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====Original formation==== |
====Original formation==== |
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The original Mk3 coaches delivered as part of [[InterCity 125|HST]] sets for [[Western Region of British Railways|Western Region]] ([[British Rail class 253|class 253]]) contained Trailer First (TF), Trailer |
The original Mk3 coaches delivered as part of [[InterCity 125|HST]] sets for [[Western Region of British Railways|Western Region]] ([[British Rail class 253|class 253]]) contained Trailer First (TF), Trailer [[Second class|Second]] (TS), and Trailer Buffet [[Second class|Second]] (TRSB) variants in formation TF-TF-TRSB-TS-TS-TS-TS. Complaints from train guards about engine noise in the guards' compartments (which were located in the [[InterCity 125|HST]] Power cars) led to an additional variant, the Trailer Guard [[Second class|Second]] (TGS), which was based on the TS, but with the end vestibule and one seating bay replaced by a guards compartment. This replaced the last TS in all sets from 1980 onwards. Sets delivered for [[Eastern Region of British Railways|Eastern Region]] ([[British Rail class 254|class 254]]) contained 8 coaches with an additional Trailer Kitchen Unclassified (TRUK) in the middle of the Trailer [[Second class|Seconds]] (sets 1-20) or with a Trailer Buffet Unclassified (TRUB) in place of the Trailer Buffet [[Second class|Second]], and an additional TS (Sets 21-32). |
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====Previous formations==== |
====Previous formations==== |
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====Current formations==== |
====Current formations==== |
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Most operators of HST sets form them in 8 car formations, with [[GNER]] operating 9 car sets, with an additional standard-class vehicle. |
Most operators of HST sets form them in 8 car formations, with [[GNER]] operating 9 car sets, with an additional standard-class (formerly known as Second Class) vehicle. |
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===Hauled stock=== |
===Hauled stock=== |
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Mk3a coaches were deployed on expresses out of Euston and were intended to bring the three main long-distance routes from London up to the same standard. Initial variants were |
Mk3a coaches were deployed on expresses out of Euston and were intended to bring the three main long-distance routes from London up to the same standard. Initial variants were [[Second class|Second]] Open (TSO) and First Open (FO). Catering and parcels continued to be Mk1 stock until the introduction of Restaurant Buffet (RUB) vehicles in 1979-80. |
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Scottish Region Push-Pull services were initially made up with 4 TSO and 1 FO Mark 3a coaches, along with a Mark 2F DBSO. |
Scottish Region Push-Pull services were initially made up with 4 TSO and 1 FO Mark 3a coaches, along with a Mark 2F DBSO. |
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Revision as of 20:36, 19 November 2007
British Rail's third fundamental design of carriage was designated Mark 3, and was introduced in 1976 primarily for use on the High Speed Train (HST). The coaches were also intended to be used as conventional loco-hauled stock as part of the West Coast Main Line (WCML) northern electrification scheme in the mid-'70s; these derivative versions being designated as 3A and 3B. The final batch was built in 1988, however Mark 3-based multiple units continued to be built until the early 1990s.
Construction
At first glance, the Mark 3 looks similar to Mark 2D, 2E and 2F coaches, but is in fact a completely different design.
The bodyshell is 75 feet (22.86m) long, almost three metres longer than the Mark 2, of full monocoque construction and has gained a strong reputation within the railway industry for its exceptional strength and crashworthiness. Another important advance over its predecessor was the adoption of air suspension on the wheel bogies. The bogies, classified BT10, were improved in order to accommodate sustained running at over 110mph, with a 125mph maximum speed - the Mark 2 is nominally limited to 100mph.
Ancillaries such as electrical and air conditioning systems were grouped together in discrete modules housed behind an aerodynamic skirting between the wheel bogies - on the Mark 2 these were randomly mounted above and below the passenger seating area. The lighting and air conditioning fittings were for the first time integrated into the ceiling panels. Other new features (first seen on the Mark 2F) were the pneumatically operated automatic gangway doors which were triggered by pressure pads under the floor, and a speed operated central door locking system for the manually operated slam-doors.
Differences between the HST-only Mark 3 and the hauled Mark 3A were minor, the biggest being that the HST vehicles did not have alternators, meaning that the coaches cannot generate their own electricity for heating, lighting and air conditioning systems - they instead draw their current directly from the power cars.
| Mark | Built | Features |
|---|---|---|
| Mark 3 | 1972-85 | The basic model, for use in High Speed Train sets |
| Mark 3A | 1975-84 | The basic model, for use in locomotive-hauled rakes |
| Mark 3B | 1985-88 | Improvement of the Mark 3A with new styles of seating and lighting |
Usage
The Mark 3 design proved to be highly adaptable for use in BR's multiple unit stock of the 1980s - AC EMU Classes Class 317 - 322, the DC Class 455 and DMU Classes 150 & 156 are all derived from the Mark 3. The Mark 3 bodyshell was also used as the basis for Northern Ireland Railways' 450 Class DMU.
Since 1977, the Royal Train has used nine specially equipped Mark 3 coaches to transport members of the Royal Family. These were rebuilt from the original HST prototype vehicles.
Grand Central, a new open access operator on the ECML, will use HST sets on its newly inaugurated services between London and Sunderland [1]. The Mark 3 coaches to be used are of the loco-hauled type, and so are undergoing modifications to their couplers and electrical systems to make them compatible with Class 43 power cars. They have a limited role on the WCML, with the overnight Caledonian Sleeper services between Scotland and London Euston still using Mark 3 sleeper coaches.
Following the introduction of Virgin Trains' new fleet of Pendolino electric multiple units onto the WCML, a huge surplus of Mark 3 vehicles was created, ending up in storage at Long Marston. Some of the former Virgin coaches were refurbished and cascaded onto the Great Eastern Main Line, replacing the Mark 2E/2F vehicles which were working London-Norwich services. They also continue to be used by First Great Western on the Great Western Main Line, and GNER on the East Coast Main Line franchise. Ex-Virgin Mark 3's have also made a brief return to the WCML in the summer of 2006, with a small number of coaches covering peak time Euston - Birmingham New Street services whilst the Pendolinos underwent modifications.
In January 2007, the first of GNER's refurbished Mark 3 coaches was unveiled - these have been internally refitted to the same standard as its "Mallard" Mark 4 stock with the same styles of seating and lighting. The new Mark 3 Mallard sets have been converted by Wabtec in Doncaster, and will be steadily rolled out over the next two years.
National Express East Coast, the new franchise holder for the East Coast Main Line, plans to introduce new stopping services using formations of Mark 3 coaches pulled by Class 90 locomotives for stopping services to York. Wrexham & Shropshire, a new open access operator, also has plans to use Mark 3 coaches pulled by a Class 67 locomotive for its services between London and Wrexham. Arriva will also be reinstating HST's on the Cross Country Route in 2008 when it takes over the CrossCountry franchise in response to criticism of the lack of seating capacity on the Voyager DEMUs used by previous incumbent Virgin Trains. In order to satisfy demand for these new HST sets, it is anticipated that more loco-hauled Mark 3 coaches will need to be converted for HST operation.
These developments will ensure that the vast majority of the Mark 3 fleet will be back in revenue service, amid earlier fears that a large number of the coaches may end up being exported or scrapped. Arising out of British Rail's over-provision of stock for sleeper services which have long since been withdrawn, two thirds of the Mark 3 sleeper coach fleet constructed were either stored or scrapped.
Variants
HST vehicles
Original formation
The original Mk3 coaches delivered as part of HST sets for Western Region (class 253) contained Trailer First (TF), Trailer Second (TS), and Trailer Buffet Second (TRSB) variants in formation TF-TF-TRSB-TS-TS-TS-TS. Complaints from train guards about engine noise in the guards' compartments (which were located in the HST Power cars) led to an additional variant, the Trailer Guard Second (TGS), which was based on the TS, but with the end vestibule and one seating bay replaced by a guards compartment. This replaced the last TS in all sets from 1980 onwards. Sets delivered for Eastern Region (class 254) contained 8 coaches with an additional Trailer Kitchen Unclassified (TRUK) in the middle of the Trailer Seconds (sets 1-20) or with a Trailer Buffet Unclassified (TRUB) in place of the Trailer Buffet Second, and an additional TS (Sets 21-32).
Previous formations
Virgin Trains frequently operated HST sets in shortened formations during the late 1990's, the most common being 5 car sets. This was to give the trains better acceleration, so as to be similar to the Voyager units.
Current formations
Most operators of HST sets form them in 8 car formations, with GNER operating 9 car sets, with an additional standard-class (formerly known as Second Class) vehicle.
Hauled stock
Mk3a coaches were deployed on expresses out of Euston and were intended to bring the three main long-distance routes from London up to the same standard. Initial variants were Second Open (TSO) and First Open (FO). Catering and parcels continued to be Mk1 stock until the introduction of Restaurant Buffet (RUB) vehicles in 1979-80.
Scottish Region Push-Pull services were initially made up with 4 TSO and 1 FO Mark 3a coaches, along with a Mark 2F DBSO. This was later changed when the FO was converted to a CO by the declassification of half a coach, and installation of a partition between the two classes. An SO was also removed from the formation.
Loco-hauled Mk3 coaches use a single phase electric train heat (ETH) supply instead of the 3-phase used on HST Mk3s. This makes the coaches non-interconnectable in service conditions.
Mk3 coaches overseas
The Mark 3 in Ireland
Republic of Ireland's national rail operator, Iarnród Éireann, operates a fleet of Mark 3 carriages built between 1984 and 1989 with bogies to suit the Irish gauge of 1600 mm (5 ft 3 in). The fleet is 124 Mark 3s and 9 Mark 3 international. As of 2007 they continue form a large part of the intercity rolling stock on the Irish railway network. All the Irish coaches were built with automatic plug doors - the doors caused some concern at the time as additional time and resources were required to perfect them. Most of the fleet is air-conditioned except for a small number of coaches built originally as outer suburban stock which run in push-pull configuration. A number of coaches are first class, and there are several dining carriages and some driving van trailers (DVTs include passenger seating). An accompanying generator van supplies power.
In 2006/7, new carriages built by CAF of Spain (widely referred to as "Mark 4s"), were introduced on the important Dublin-Cork route. The displaced Mark 3s have been cascaded to other Inter City routes. Iarnród Éireann plans to replace most of the Mark 3s within the next few years with "regional railcars" (DMUs).
References
- Cooper, B K (1981). British Rail Handbook. Shepperton: Ian Allan. ISBN 0 7110 1027 7.
- Fox, Peter (1984). Coaching Stock Pocket Book sixth edition. Sheffield: Platform 5. ISBN 0 906579 35 X.
- Haresnape, Brian (1979). British Rail 1948-78: A Journey Through Design.
- Mallaband, P (1976). The Coaching Stock of British Railways 1976. Oxford: RCTS. ISBN 0 901115 39 4.
{{cite book}}: Check|isbn=value: checksum (help); Unknown parameter|coauthors=ignored (|author=suggested) (help) - Mallaband, P (1980). British Rail Coaching Stock 1980. Oxford: RCTS. ISBN 0 901115 50 9.
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See also
External links
