Introduction
The Mark 2 has a semi-integral construction, giving it more strength than a Mark 1 in the event of an accident, although a key driver of the changed construction method was to overcome the serious corrosion problem point in the Mark 1 at the base of the body, where it was attached to the underframe. Other changes of design, such as the window units, were for the same reason, which had become a 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 Mark 2 coach was one of the mainstays of the InterCity network, but new rolling stock introduced in the post-privatisation era has nearly ended its use on main line inter-city routes. First ScotRail Caledonian Sleeper services between London Euston and Scotland continue to use Mark 2 stock for seated accommodation and lounge cars. Arriva Trains Wales purchased several vehicles for use on trains from Cardiff to Rhymney and Fishguard. However, these services are now run using DMUs, leaving little work for the Arriva Trains Wales Mark 2 coaches.
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. Some Mark 2 carriages have been exported to New Zealand, where they are still in service (as of 2011).
Read more about this topic: British Railways Mark 2
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