Hornby UK

Designed by R.A Riddles (The Mechanical & Engineering Member of the Railway Executive) and aided by E. Pugson (Carriage & Wagon Chief Officer) and E.S Cox (Design Chief Officer), the Mark 1 carriage had a separate body and underframe with a standard body length of 64ft 6in, an underframe 63ft 5in long and bogies at 46ft 6in centers. Body width was eventually settled at 8ft 8in, at cantrail height. The stock was introduced in 1951 in sets on 'Festival of Britain' trains being built through to 1964, when superseded by the Mark II design. The Brake Second Open (BSO) consists of a standard class open passenger saloon, with a center aisle, a guard's compartment with hand brake and a lockable luggage compartment. This was built between 1955 and 1963 to two diagrams: 183 and 184. 181 examples were built in total, 163 examples of Diag.183 and eighteen Diag.184 examples. These ones differed in having Commonwealth Bogies, Fluorescent Lighting and a door separating the sixteen non smoking seats from the twenty three smoking seats. The early deliveries went to the ER/NER and WR, with the ScR batch arriving in 1959. Long-lasting, they ran in crimson and cream, chocolate and cream, lined maroon, and blue/grey. The First Open (FO) consists of a first class open passenger saloon with a center aisle and 119 examples of the Diag. 73 were built between 1951 and 1963 (seventeen similar Diag. 72 examples differed in having the middle doors central, with half windows each side and seating re-arranged with no central table). Early allocation was split between Eastern, Midland and Southern regions, with later allocations including Western and Scottish regions. Some examples went on to become Heritage/VIP charter stock and were liveried in Intercity colours.

The BR, Mk2D Brake Second Open, E4808 - Era 7 coach comes from an era in which the railway network was recovering from decreasing passenger levels and investment. This is where the E4808 came into the mix and, with each model measuring at 273mm in length and with a fresh painted finish, is yours to take home today!

This BR, Mk2E Brake Second Open, E9502 - Era 8 coach, designed by British Railways, is 273mm in length and the painted finish of olive green and beige makes this coach perfect for an Era 8 towns or cottage setting.

This BR, Mk2E Tourist Second Open, E5889 - Era 8 coach, designed by British Railways, is 273mm in length and the painted finish of olive green and beige makes this coach perfect for an Era 8 towns or cottage setting.

The BR, Mk2F Brake Second Open, M9534 - Era 7 is definitely a coach worth picking up for your railway scenery. Measuring in at 268mm with a BR blue and grey livery, what's not to love about the The BR, Mk2F coach range?

The BR, Mk2F Brake Second Open, M9534 - Era 7 is definitely a coach worth picking up for your railway scenery. Measuring in at 268mm with a BR blue and grey livery, what's not to love about the The BR, Mk2F coach range?

The BR, Mk2F First Open, M3345 - Era 7 is amongst the beloved BR Mk2F coach range and definitely one worth picking up for your railway scenery. Measuring in at 268mm with a clean and distinctive blue and grey finish, what's not to love about the The BR, Mk2F coach range?

The Mk.3 Driving Van Trailer, a purpose built control car railway vehicle that allows a driver to operate another locomotive from the opposite end of a train, was manufactured specifically for the purpose of operating with existing Mark 2D, E and F coaches on the United Kingdom's railway network in addition to Mark 3 stock. 52 Mk.3 DVTs were built in 1988 and vehicles can still be seen in service today.

In-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe. Mk3 coaches are 75ft (23m) long enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk breaks and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline (WCML) for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988. In 1979 British Rail ordered 236 Mk3a sleeper carriages to replace an ageing fleet of Mark 1 sleeper cars built to various designs and which dated from the late 1950s to early 1960s. This order was later reduced to 207 carriages. East coast sleeper services between London and Scotland ceased in May 1988, but the sleeper services on the WCML from Euston remined. Mk3 sleeper vehicles remain in use on the Great Western Railway's Night Riviera from London Paddington to Penzance in Cornwall having had their interiors refurbished.

In-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe. Mk3 coaches are 75ft (23m) long enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk breaks and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline (WCML) for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988. In 1979 British Rail ordered 236 Mk3a sleeper carriages to replace an ageing fleet of Mark 1 sleeper cars built to various designs and which dated from the late 1950s to early 1960s. This order was later reduced to 207 carriages. East coast sleeper services between London and Scotland ceased in May 1988, but the sleeper services on the WCML from Euston remined. Mk3 sleeper vehicles remain in use on the Great Western Railway's Night Riviera from London Paddington to Penzance in Cornwall having had their interiors refurbished.

In-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe. Mk3 coaches are 75ft (23m) long enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk breaks and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline (WCML) for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988. In 1979 British Rail ordered 236 Mk3a sleeper carriages to replace an ageing fleet of Mark 1 sleeper cars built to various designs and which dated from the late 1950s to early 1960s. This order was later reduced to 207 carriages. East coast sleeper services between London and Scotland ceased in May 1988, but the sleeper services on the WCML from Euston remined. Mk3 sleeper vehicles remain in use on the Great Western Railway's Night Riviera from London Paddington to Penzance in Cornwall having had their interiors refurbished.

In-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe. Mk3 coaches are 75ft (23m) long enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk breaks and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline (WCML) for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988. In 1979 British Rail ordered 236 Mk3a sleeper carriages to replace an ageing fleet of Mark 1 sleeper cars built to various designs and which dated from the late 1950s to early 1960s. This order was later reduced to 207 carriages. East coast sleeper services between London and Scotland ceased in May 1988, but the sleeper services on the WCML from Euston remined. Mk3 sleeper vehicles remain in use on the Great Western Railway's Night Riviera from London Paddington to Penzance in Cornwall having had their interiors refurbished.

In 1979 British Rail ordered 236 Mk3a sleeper carriages to replace an ageing fleet of Mark 1 sleeper cars that were built to various designs and which dated from the late 1950s to the early 1960s. This order was later reduced to 207 carriages. East Coast sleeper services between London and Scotland ceased in May 1988 but the sleeper services on the WCML from Euston remained. Mk3 sleeper vehicles remain in use on the Great Western Railway Night Riviera from London Paddington to Penzance.

In-order to allow running at 125 mph on Britain's Victorian era railways, new rolling stock was needed by British Railways. Significant improvements over the Mk2 included new secondary air suspension between the bogies and the coach body as well as aerodynamic skirting on the underframe. Mk3 coaches are 75ft (23m) long enabling far greater capacity than older coaches. Mk3 coaches also incorporate disk breaks and wheel slip protection enabling faster deceleration. The first Mk3 coaches to be delivered were used as part of the HST prototype along with the two Class 41 diesel power cars in 1972. Mk3 coaches entered service in 1975 along with the Class 43 forming the iconic InterCity 125 trainset. After the HST Mk3 coach variant was introduced, further Mk3 coaches were introduced to the West Coast Mainline (WCML) for use as part of locomotive hauled trains. Whilst Mk3 stock is standard for HST units, the standard locomotive hauled stock is Mk3a. Mk3a stock differs from Mk3 stock due to the inclusion of buffers as well as a different electrical system that uses motor generator units in each coach to power air conditioning and other ancillaries Mk3a stock was built until 1984, before 3B stock with improved seating and lighting was built from 1985 to 1988. In 1979 British Rail ordered 236 Mk3a sleeper carriages to replace an ageing fleet of Mark 1 sleeper cars built to various designs and which dated from the late 1950s to early 1960s. This order was later reduced to 207 carriages. East coast sleeper services between London and Scotland ceased in May 1988, but the sleeper services on the WCML from Euston remined. Mk3 sleeper vehicles remain in use on the Great Western Railway's Night Riviera from London Paddington to Penzance in Cornwall having had their interiors refurbished.

The BR Standard Mk.3 coach was introduced to traffic between 1975 and 1988, on both High Speed and Locomotive hauled services. The InterCity Executive livery is suited to the BR Sectorisation period between 1982-1997. Each model measures 303mm in length and is a great addition to any collection or as a gift for that train enthusiast in your life.

The BR Standard Mk.3 coach was introduced to traffic between 1975 and 1988, on both High Speed and Locomotive hauled services. The InterCity Executive livery is suited to the BR Sectorisation period between 1982-1997. Each model measures 303mm in length and is a great addition to any collection or as a gift for that train enthusiast in your life.

The BR Standard Mk.3 coach was introduced to traffic between 1975 and 1988, on both High Speed and Locomotive hauled services. The InterCity Executive livery is suited to the BR Sectorisation period between 1982-1997. Each model measures 303mm in length and is a great addition to any collection or as a gift for that train enthusiast in your life.

The BR Standard Mk.3 coach was introduced to traffic between 1975 and 1988, on both High Speed and Locomotive hauled services. The InterCity Executive livery is suited to the BR Sectorisation period between 1982-1997. Each model measures 303mm in length and is a great addition to any collection or as a gift for that train enthusiast in your life.

The BR, N13 Horse Box, W665 - Era 4 wagon has a maroon painted finish, measures in at 90mm and would look especially fitting in a countryside, field or farm layout.

As dining and restaurant- focused passenger coaches became increasingly popular and under demand, the BR, Period II 68' Dining/Restaurant Car, 232 - Era 5 coach, designed by Sir Ernest Lemon, joined the list of many being developed during the Era 5 period. This coach model measures 285mm in length, has a maroon painted finish and is the perfect collectable if you're after a coach with a twist.

During Eras 4/5, coach dining and catering came under increased popularity amongst passenger. With this came an increasing demand for coaches and locomotives providing this service. This is where the BR, Period II 68' Dining/Restaurant Car, M236M - Era 4 joined this increasing number of dining coaches. This Period II 68' Dining/Restaurant Car measures 285mm.