The train carriage Mark 2 is British Rail's second carriage. They were built by British railway workshops (from 1969 British Rail Engineering Limited) (BREL) between 1964 and 1975. They were made of steel construction.
Video British Railways Mark 2
Introduction
Mark 2 has a semi-integral construction, giving it more power than Mark 1 in the event of an accident, although the main driver of the altered construction method is to address the serious problem point of corrosion in Mark 1 on the base of the body, where it is attached to the bottom frame. Other design changes, such as window units, are for the same reason, which has become a serious problem in Mark's vehicle maintenance cost 1. The revised painting method is also part of this, which coincides with the change of livery from maroon (dark green in the South) to blue and gray used by Mark 2 trainers for most of their lives (some of the earliest Mark 2 trainers had an old livery at first).
Coach Mark 2 is one of the main ones of the InterCity network, but the new rolling stock introduced in the post-privatization era has caused most of it to be withdrawn.
Since their withdrawal from most of the main tasks, coach Mark 2 has played an increasing role on private railroad tours, chartered trains, and inherit trains. Since 1996, more than 140 Mark 2 trains have been exported to New Zealand, where they are still in main line service (in 2013).
Maps British Railways Mark 2
Development
The Prototype Mark 2, FK 13252, built in 1963, is now preserved by the National Railway Museum and is located on the Mid-Norfolk Railway.
The last Mark 2 train was the 999550 department, in 1977. On July 20, 2009 it was still in service with Network Rail as a Track Recording Coach. The newer version (2D and so on) looks a bit like the latest Mark 3 design. Mark 3 is longer (75 feet compared to 64 feet 6 inches), has a large curve between the bogies to hide additional equipment, and has a serrated roof in opposition to Mark's smooth roof 2. The development of High Speed ​​Trains overlaps with final production, and Mark 2F "previews" many of the features incorporated into Mark 3, such as new seating, plastic interior panels, and floor-sensor automatic door wiring.
Unlike the Mark 1 coaches, built by various manufacturers, both BR repair shops and personal builders, all production Mark 2 (and Mark 3) trainers are built on a single assembly line on the BR train working in Derby.
Manchester Pullman
Mark 2 carriages were used on the Manchester Pullman service from 1966 until withdrawal in 1985. This stylish first-class carriage has some unusual features, such as the entrance to the inside and the walnut interior panel. Only 29 carriages were built. The livery is a gray pearl with a blue window surround, a standard reversal of British Blue Rail and gray livery from the late 1960s and 1970s. The Liverpool Pullman service also operated, using the same type of carriage, until 1974.
Current use
Until August 2016, coach Mark 2 is still used on some services on the UK rail network.
- Abellio Greater Anglia operates the Mark 2s Direct Release Service on the Wherry Line service from Norwich to Great Yarmouth and Lowestoft top and is categorized by Class 37.
- Abellio ScotRail operates two sets of six Riviera Train Mark 2s that are transported by Class 68 at rush hour on the Fife Circle Line.
- Sleeper Caledonian uses Mark 2 trainers as a seat and a lounge car in his sleeper, this should be replaced by 2018.
- Network Rail operates Mark 2s as a brake-style carriage on the test train.
- The North Direct Train Service, Mark 2s at Cumbrian Coast Line service from Preston to Carlisle with Class 37 and DBSO.
- The Riviera Train and the West Coast Railway both operate Mark 2s on charters; many of which are still painted on Anglia Railways and Virgin Trainies.
Some units are based on Mark 2
Unlike Mark 1, some class units are based on Mark 2 bodyshell. Most are some electric units with British Railways, and that operate under air conditioners using overhead cables. The first is the AM10 Class in 1966 operating a commuter service from London Euston and in the West Midlands. The TOPS introduction sees these units reclassify Class 310. The other type is Class 312, a derivative of, and almost identical to, Class 310, introduced in 1975, primarily used on commuter services from London King's Cross and London Liverpool Street, several units the last slam-door built for British Railways. The Northern Ireland Railway uses mark 2 bodyshell as the base of the 80th Class DEMU, which began operations in 1974. Thirteen five electric car units were built in 1976 for Taiwan (and withdrawn in 2009): the Taiwan Train EMU100 series.
Sales to other railway operators
The Northern Ireland Railway and IarnrÃÆ'³d ÃÆ'â € ireann buy different types of new ones, and a number of used BR vehicles have been sold for further use outside the UK and abroad. Electric Multiple Units based on Mark 2 design are also exported to Taiwan.
Northern Ireland
In 1970, Northern Ireland Railways bought a new Mark 2B for the company's train service between Belfast and Dublin. It was originally painted with a charming maroon and blue color and worked by maroon BREL-build Hunslet Bo-Bos of the NIR Class 101. A pale gray pattern with a blue line under the window was introduced in the 1980s. This slurry includes No. 547, the only car eating Mark 2B. The train was restored in 2008 by the Irish Railway Preservation Society (RPSI). The Mark 2B carriage was replaced at Enterprise service by a new carriage built in France by De Dietrich Ferroviaire in 1996.
NIR purchased eight British Electric Class 488 trainers of several electrical units in 2001 that had been converted from the Mark 2F trainer for Gatwick Express services from London Victoria to Gatwick Airport. They were numbered back 8941-8948, The worked with NIR Generator Van 8911. They were withdrawn on January 19, 2005, which had been replaced by a new C3K unit. They were reintroduced in September 2006 to provide extra capacity in Portadown to Belfast (Central) service, making one trip each morning, transported by Class 111 locomotives. Former DBSO Anglia MkIIf, No. 9712 (Weighed down by NIR as 8918), purchased that year to work with Gatwick stocks, but repair and regauging took so long that by the time it arrived in Northern Ireland in 2009, Gatwicks had been withdrawn. Their last passenger was on June 18th, 2009.
RPSI also acquired several Mark 2s for use in steam-driven trains in Northern Ireland in the early 2000s (decades). These are usually based on Whitehead RPSI depots, as well as steam being transported, they are also sometimes rented for diesel transport trains. They also have ex-NIR and ex-CIE Mk2 stocks, some of which were previously operated in Dublin to Belfast Enterprise service.
RPSI purchased eight retractable Gatwick Express Mk2 trainers and a generator van from NIR, which is currently (2017) in stores in Dundalk and Whitehead. They will be used to add and replace some of the current MPS RPSI fleets that work from Whitehead. DBSO enters preservation on Downpatrick and County Down Railway on September 27, 2014, for never carrying passengers in the NIR service or leaving the York Road depot by train.
Republic of Ireland
In 1972 CI an placed an order with BREL for 72 trainers based on Mark 2D. With air conditioning as their main feature became known as "AC Stock" and ran on B4 type bogies, with vacuum brakes. The order consists of six Major Trainers (5101-5106), nine Composites (5151-5159), 36 Standard Class (5201-5236), eleven Restaurant/Buffet Standard Class (5401-5411) and eleven Vans Generators (5601-5611). ). Internal fit-out is done in Inchicore, and is very different from the original BR design, using a seat bench rather than an individual chair and with the use of veneer wood paneling.
Their electrical systems are different from BR and NIR versions. The generator car contains two generators/generators, each supplying 220/380 V 50 Hz AC to two separate electric buses on the train. The AC load is divided into two, each half fed from a separate bus. In case of failure of one genset, the other set automatically supplies both buses. AC output power will then be halved, but all other loads including cooking, lighting and battery charging will continue to be provided. This then remains the model for the power supply on all the next IE trainers.
To accommodate traffic changes, five of the Composites (5153-5156, 5158) are classified as Standards, and Restaurant/Buffet Standard 5408 is changed for use as a Presidential Coach.
IarnrÃÆ'³d ÃÆ'â € ireann bought fifteen carriages from a former British dealer in 1989, in exchange for a number of used diesel locomotives. The older 2A/B/C carriages were removed in 2004, as they were very rusty. Some preserved (minus bogies) on certain inheritance trains in Ireland.
The remaining Mark 2 wars (the 1972 antique Mk2d set) was phased out during 2007 and 2008, with the last set operating its last service, 0505 Athlone-Heuston, on March 31, 2008. Two of these trainers, 5106 and 5203, are preserved by the Society Irish Railway Preservation Presidential Coach, 5408, has also been preserved by RPSI.
New Zealand
New Zealand operates 140 second-hand carts Mark 2D, 2E, and 2F First Open and Tourist Standard Open on the railway. The first 16 were exported in January 1997. Although the New Zealand railway line has a narrow gauge of 1,067 mm ( 3Ã, ftÃ, 6Ã, in ), this country has a similar loading measure, enabling the BR train regauged to run on most of the lines. The first carriages were imported in 1996 by Tranz Rail train operators and the Steam Mainstream Heritage operators. Seven first reconditioned carriages entered regular service on 15 November 1999, at the Capital Connection service between Palmerston North and Wellington.
Until 2015, the previous BR trains run almost all commuter area commuter services. Most of them (104) operate in Auckland, classified SA (81) and SD (23), on tug commuter trains, with three to five SA trains, an SD drive carriage (similar to the original 2 Marks DBSOs), and a locomotive DC-class diesel-electric (four and five cars) or DFT class (six cars). However, Auckland has since replaced all suburban fleet with a New Zealand class of electric AM class built in purpose. Other BR Mark 2 cars operate in Capital Connection (8ÃÆ'â € "S class), and Wairarapa Connection between Masterton and Wellington (18ÃÆ' - SW class). There are also 6 SE class trains, which are used with electric locomotives at Wellington commuter services between 2008 and 2011 as temporary measures until new EMUs are delivered. Wagons were transferred to Wairarapa Connection in June 2013, where the top service of patronage began to exceed the capacity of the SW train fleet. Mainline Steam also has four refurbished cars, classified as ML, based in Plimmerton (north of Wellington) and used for steam-transported travel.
All New Zealand 2 Mark 2 carriages retain their original BR number.
Taiwan (The Republic of China)
Following the decision to pour the busy West Coast Main Road in Taiwan, thirteen five electric car units based on the Mark 2 design were built by BREL in York for the Taiwan Railway Administration in 1976, but after problems with electrical equipment and excess weight could not be done. entered service until 1979 after completion of repair work. They use GEC electrical equipment and are built to 1,067 mm ( 3Ã, ftÃ, 6Ã, in ) track gauge. They are used on the services of Tze-Chiang Limited Express. They were withdrawn from service in 2009.
Kenya
Wagons based on the Mark 2 design built by BREL for Kenya Railways Corporation in the late 1970s.
Created numbers (BR stock)
Model
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Over the years the design of British Railways Mark 2 has been produced by many British model railroad manufacturers.
Hornby introduced the Mk.2 BFK and TSO models in the late 1960s and this has remained regularly produced since then, sometimes used to represent the next variant trainer (such as Mk.2B BFK at Royal Train). In 2013 (for 2014 range) Hornby announces that it will produce the Mk2E variant. These are versions that are reprogrammed and will be available in their main range and RailRoad ranges. Some of the main range will have interior lighting. Hornby made 3 versions of Mk2E namely FO, TSO and BSO.
Airfix introduced the Mk.2D BSO, FO and TSO models in the late 1970s, which were later produced by Mainline successors, Dapol and finally Hornby. Airfix Mk.2D is a high quality model for its time, more accurate than most contemporary products, and still manufactured by Hornby.
Five manufactures models of Mk.2B BFK, FK and TSO and mk.2E FO and TSO. It is about 1 cm below the long scale, and has not been produced since Five's business was taken over by Hornby.
Bachmann introduced the model Mk.2 and Mk.2A BFK, BSO, FK and TSO in the early 2000s, this is more detailed than many old models. Bachmann has also announced the Mk.2F BSO, DBSO, FO, RFB and TSO models for production in 2013-14.
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Graham Farish manufactures models of Mk.2F BSO, FO, RFB and TSO and has announced improved models including DBSO for 2013-14. Model Mk.2A BSO, FK and TSO are announced in 2012-13.
References
- Michael Harris British Rail Mark 2 trainer - design that launches InterCity Venture Publication ISBN 978-1-898432-48-7
External links
- South e-group page in Mark 2a/b/c
- Media related to British Rail Mk2 trainer on Wikimedia Commons
Source of the article : Wikipedia
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