British Rail Mark 2
The Mark 2 family of railway carriages are British Rail's second design of carriages. They were built by British Rail workshops between 1964 and 1975 and were of steel construction.
Development and production
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 to the blue and grey that Mark 2 coaches wore for much of their lives.The prototype Mark 2, FK 13252, was built in 1963, and is now preserved by and located at the Mid-Norfolk Railway.
| Variant | Built | Type | Features | No. Built | Original Numbers |
| Mark 2 | 1964–66 | Pullman Kitchen First | The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating. 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. | 8 | 500–507 |
| Mark 2 | 1964–66 | Pullman Parlour First | The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating. 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. | 14 | 540–553 |
| Mark 2 | 1964–66 | Pullman Brake First | The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating. 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. | 7 | 580–586 |
| Mark 2 | 1964–66 | Tourist Open Second | The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating. 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. | 59 | 5070–5228 |
| Mark 2 | 1964–66 | Open Second | The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating. 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. | 28 | 5229–5256 |
| Mark 2 | 1964–66 | Open Brake Second | The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating. 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. | 36 | 9381–9416 |
| Mark 2 | 1964–66 | Corridor First | The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating. 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. | 71 | 13252, 13361–13406, 13410–13433 |
| Mark 2 | 1964–66 | Corridor Brake First | The basic model, with pressure ventilation and wood panelling. Fitted with vacuum brakes, so they could run with Mark 1 stock. Dual heating. 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. | 28 | 14028–14055 |
| Mark 2A | 1967–68 | Tourist Open Second | 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. | 177 | 5257–5433 |
| Mark 2A | 1967–68 | Open Brake Second | 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. | 22 | 9417–9438 |
| Mark 2A | 1967–68 | Corridor First | 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. | 42 | 13434–13475 |
| Mark 2A | 1967–68 | Corridor Brake First | 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. | 48 | 14056–14103 |
| Mark 2B | 1969 | Tourist Open Second | 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. | 64 | 5434–5497 |
| Mark 2B | 1969 | Corridor First | 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. | 38 | 13476–13513 |
| Mark 2B | 1969 | Corridor Brake First | 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. | 9 | 14104–14112 |
| Mark 2C | 1969–70 | Open First | As Mk2b, with lowered ceiling with provision for ducts for air conditioning. Red folding plastic gangway doors and vestibule ends. | 18 | 3152–3169 |
| Mark 2C | 1969–70 | Tourist Open Second | As Mk2b, with lowered ceiling with provision for ducts for air conditioning. Red folding plastic gangway doors and vestibule ends. | 118 | 5498–5615 |
| Mark 2C | 1969–70 | Open Brake Second | As Mk2b, with lowered ceiling with provision for ducts for air conditioning. Red folding plastic gangway doors and vestibule ends. | 40 | 9439–9478 |
| Mark 2C | 1969–70 | Corridor First | As Mk2b, with lowered ceiling with provision for ducts for air conditioning. Red folding plastic gangway doors and vestibule ends. | 48 | 13514–13561 |
| Mark 2C | 1969–70 | Corridor Brake First | As Mk2b, with lowered ceiling with provision for ducts for air conditioning. Red folding plastic gangway doors and vestibule ends. | 26 | 14113–14138 |
| Mark 2D | 1971–72 | Open First | 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. | 47 | 3170–3216 |
| Mark 2D | 1971–72 | Tourist Open Second | 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. | 128 | 5616–5743 |
| Mark 2D | 1971–72 | Open Brake Second | 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. | 17 | 9479–9495 |
| Mark 2D | 1971–72 | Corridor First | 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. | 49 | 13562–13610 |
| Mark 2D | 1971–72 | Corridor Brake First | 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. | 34 | 14139–14172 |
| Mark 2E | 1972–74 | Open First | Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends. | 55 | 3221–3275 |
| Mark 2E | 1972–74 | Tourist Open Second | Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends. | 160 | 5744–5804, 5809–5907 |
| Mark 2E | 1972–74 | Open Brake Second | Luggage racks fitted opposite toilet cubicles, which were reduced in size. Cream folding plastic gangway doors and vestibule ends. | 14 | 9496–9509 |
| Mark 2F | 1973–75 | Open First | Interior panelling made of plastic, new-style seating 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. | 164 | 3276–3439 |
| Mark 2F | 1973–75 | Tourist Open Second | Interior panelling made of plastic, new-style seating 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. | 277 | 5908–6184 |
| Mark 2F | 1973–75 | Open Brake Second | Interior panelling made of plastic, new-style seating 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. | 30 | 9510–9539 |
The final Mark 2 carriage was departmental 999550, in 1977. it is still in service with Network Rail as a Track Recording Coach. The later versions look somewhat similar to the later Mark 3 design. The Mark 3 is longer, 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 coaches were built on a single assembly line at the BR carriage works at Derby.