Talk:British Rail Mark 3

message: Is it really relevant to describe in such detail how Mark IIs displaced by Mark IIIs have been sent to New Zealand, when the Mark II page already does so? David Arthur 21:23, 17 June 2007 (UTC)
replies: text: Agreed, its inclusion in the Mark III page is irrelevent.82.14.89.118 17:53, 21 June 2007 (UTC)
thread_title:  Mark II 

message: An anon replaced all references to "standard" with "second", citing Second was the description at time of delivery. Standard only became into use after the time being discussed.  I don't think the Mk3s had yet been delivered when "second class" was abolished in 1875.  Today's "standard class" was until the 1960s[uncertain] as "third class".  85.92.190.81 15:47, 31 October 2007 (UTC)
replies: text: In 1956 British Rail changed to a two class system; and in 1987 Second became Standard. Reference is Simmons, Jack and Biddle, Gordon (1997). The Oxford Companion to British Railway History: From 1603 to the 1990s. Oxford: Oxford University Press. Pyrotec (talk) 22:26, 25 November 2007 (UTC)
thread_title:  Standard class 

message: I have removed the section The Mark 3 in Canada, as the Nightstar stock design was based upon the Mk4 and not the Mk3 as the article incorrectly said. 92.9.157.173 (talk) 15:40, 4 August 2010 (UTC)
replies: text: So why not add it too the mk4 article ??? 91.111.89.69 (talk) 18:32, 17 October 2010 (UTC)
thread_title:  Nightstar 

message: There is no mention of the Mk 3a Trailer Composite. I have a copy of diagram AD301 dated June 1986. Presumably they were converted from something else. I don't know how many were built. 60.242.1.97 (talk) 12:27, 16 March 2012 (UTC)
thread_title:  Trailer Composite 

message: Chiltern have replaced the slam doors with push button doors. This will happen to the HST coaches planned to remain on FGW after IEP http://www.railwaygazette.com/news/single-view/view/chiltern-railways-puts-refurbished-mk-iii-coaches-into-service.html82.46.109.233 (talk) 22:29, 17 October 2012 (UTC)
thread_title:  Doors 

message: Why no information on the evolution of the design?  Was the Class 252 HST prototype the first prototype use of Mk3 coaches or was there something earlier at Derby RTC, IIRC at least one Mk2 coach was fitted with original Mk3 style seating for evaluation purposes.
157.203.254.1 (talk) 12:05, 24 October 2012 (UTC)
thread_title:  Prototype 

message: This area is full of holes, as examples no mention of:
*Initial formation or HST or Loco hauled coaches giving the reason for the number different variants built or of why there were initially so many different types of catering vehicle.
*The need to build the TGS variant, guards were already catered for in the rear of each HST power car.
*Modification of Western Region stock such as loco hauled conversions, aircraft style seating, new mini-buffet coach conversions, disabled provision etc.
*The article has a big topic on "Entertainment carriages" why is this not either under the Usage heading or should all the paragraphs from the Usage heading be given their own bold headings?
*Modification of East Coast stock - I am no expert of this stock, but the article mentions the Cross Country & open operator modifications, and even the internal colour scheme of one Virgin set, I believe the article needs to include all modifications and preferably as a chronology.
*and while I think about it, why include one virgin set, when Virgin used to run the NorthEast SouthWest route and had a whole fleet of red interior HSTs?
157.203.254.1 (talk) 12:05, 24 October 2012 (UTC)
thread_title:  Usage 

message: Could someone add information about the seating capacity of this carriage? Personally I would suggest that that would be appropriate information to have in the infobox and probably also the lead. I ask as someone interested in knowing what the maximum capacity on different services. Many thanks. PeterEastern (talk)
The problem here is that whilst the original carriages in BR days had specific seating capacities (was it 64F and 72S) the various more recent private operators have usually replaced the seats, removed tables and squeezed more in to increase revenue at the expense of ambience or with First Great Western reduced the number of seats in first class to 48F, whilst removing all but a couple of tables in standard class, replacing the seats and packing considerably more seats in. But you are correct Peter, we should have this information here. Ianmurray5 (talk) 09:03, 29 May 2013 (UTC)
thread_title:  Seating capacity 

message: With all the detail on the main page, and the discussion here, I feel something's missing.
...How heavy were these? (And indeed, the MK2s and MK1s, as there's no information for them either).
Mainly I'm after this one to win an argument with someone over the road transport of damaged carriages, but it does seem something of an oversight to not have it. Presumably they're lighter than a full laden coal wagon (120t) or a typical DMU/EMU (100t), but by how much? 193.63.174.211 (talk) 12:04, 25 March 2014 (UTC)
replies: text: Considering only those coaches which are primarily passenger seating, and thus ignoring the catering cars, sleeping cars and those with guard's accommodation, a typical Mark 1 coach weighed between 31 and 37 tons depending on type of bogies, heating and lighting; Mark 2/2a/2b/2c (no air conditioning) weighed 32-33 t; Mark 2d/2e/2f (air conditioned) weighed 33-35 t; Mark 3 (HST) weigh 33.6 t; and Mark 3a (loco-hauled) weigh 34.3 t. Catering and sleeping cars were up to 20% heavier. --Redrose64 (talk) 13:59, 25 March 2014 (UTC)
thread_title:  Here's a question... 

message: I recently watched a documentary about Reliant who alongside the Scimitar, the Fox, Rebel and 3 wheelers, also built a lot of stuff for BR which included the aerodynamic shielding slung between bogies on the MK3 and later MK2's, they also according to that documentary built the end cabs for the Networker units and it is likely the demise of British Rail that hastened Reliant's own demise as it had lost much of its original customer base that being Leyland, British Rail, Ford had moved its fibreglass production contracts to a European provider as Reliant built cabs and fibreglass panels for Ford and Leyland in return for parts bin quid pro quo.
92.31.59.8 (talk) 08:01, 7 November 2022 (UTC)
replies: text: British Rail subcontracted a large number of components. But without a reliable source, we can't use it. --Redrose64 🌹 (talk) 20:20, 7 November 2022 (UTC)
thread_title:  Reliant Motor Company