EVOLUTION - a survey of our Mk 1 coach interiors
A survey of the interiors of our Mk 1 coaches and how they have evolved over the years that British Railways produced and maintained them, and including some changes made during the Heritage Railway era, either by ourselves or by previous owners.
Introduction
As the train you have been waiting for pulls into the platform, all thoughts will no doubt be on where you can find a seat. The brakes finally bring the train to a halt and you aim for the nearest carriage door. Once inside, which way do we go? Let's head towards the engine end. You hurry along the corridor eyeing each compartment for one that is empty - no, all have someone inside, and so through the connection to the next coach which opens up to reveal rows of seats, many of them already occupied. Ah, there's an empty one and there is a table too. With the coats put up on the rack, you sit down, feeling grateful that you found a seat so easily because you know it's not always like that. The heating is on and the coach has a nice warm glow. You then begin to think of the journey ahead, and only then do you perhaps think of the coach you are in, its design, the decor, it seems nice and comfortable, and the seats look like they have been recently re-upholstered. The window frames are all nice, clean and gleaming too. In fact as you look around it becomes obvious that this coach has just come back into service after a refurbishment. You wonder whether the compartments in the previous coach are as nice. They would certainly be quieter, but the corridor had looked tired, with scruffy lino and some watermarked panelling, and definitely in need of some care.
Like everything at the Railway, nothing is as simple as it appears at first glance, which incidentally is what makes it all so interesting. In this case the interiors of our passenger carrying vehicles. To our typical visitor who is not a railway "buff", they will notice the difference between a compartment coach and an open saloon carriage, but that is probably about it. Our coaches cover the period 1951 - 1963, during which traditional manufacturing methods and materials gradually changed to the modern materials and methods that we recognise in the trains of today.
Before going into detail, a brief note on numbering will be useful and here at the top of the article so you can find it when you get confused!
Carriage Numbers
These are shown on the two sides of the coach in diagonal positions and inside in the vestibules. They may be prefixed by a letter (W for Western or M for Midland for instance) but these just show the region they were used on when outshopped. This would have changed over time if coaches were moved to different regions of British Railways, but the number stays with it (unless complete change of use changes it, but we won't go there!). On our railway if a coach is in Maroon livery the number is prefixed with "M", or in Chocolate & Cream it is with "W".
Carriage Type
More complex is the type designation displayed at the carriage end :-
FO - First (class) Open (Open Plan, 1 seat one side of the central aisle, 2 on the other)
SO - Second (class) Open (Open Plan, 1 seat one side of the central aisle, 2 on the other)
TSO - Tourist Second Open (Open Plan, 2 seats either side of the central aisle)
FK - First Corridor (7 compartments with side corridor)
SK - Second Corridor (8 compartments with side corridor)
TK - Third Corridor. This was a third-class designation left over from pre-nationalisation but dropped for Second Class in the early fifties, hence TK became SK.
CK - Composite Corridor (First and second class compartments in the same carriage with separating door in the corridor)
BSK - Brake Second Corridor
BCK - Brake Composite Corridor
BSO - Brake Second Open (reduced Open Plan seating area)
RBr - Restaurant Buffet refurbished (incudes a small kitchen with serving counter and separate seating area)
RMB - Restaurant Mini Buffet (seating area with a simple bar for hot drinks and snacks)
Our passenger vehicle fleet
This comprises British Railways (BR) Mk1 coaches and Diesel Multiple Units (DMUs). The Mk1 was a compilation of all the perceived best ideas from the stock of the private companies that were formed into British Railways in 1948.
But life did not stand still for the carriages, they were refurbished over time, so the oldest carriage we have, TK 24006 from 1951, has had modifications which FK 13337 from 1962 has not had. TK 24006 is believed to be the oldest Mk1 still in use (well, it will be when it has had a full refurbishment!).
Occasionally
when we do a major refurbishment part of the layout inside a coach
is changed. A very good example is when our expert Woodwork and
Upholstery teams in effect re-created the earlier Mk1 elegance in BSKD 34929.
The reason for the re-design will be shown later.
So let's take a look by feature rather than a straight timeline.
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Please be aware that the following information is based solely on the coaches we own and what we have done to them both during initial restoration and successive refurbishment. As such some of the work may not always be correct for the original year that the coach was built, but to enable us to bring the coach into service in a safe, adequate and, we hope, pleasing manner.
During the years of MK 1 coach production some variations will have been introduced which will not be mentioned simply because we don't have them.
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Doors
The numbers of side doors on coaches will vary according to the coach type. The standard open coach will have 6 doors, a standard first class coach 5 doors, while the brake compartment (BSK) coach has fourteen when the guards doors and two set of double access doors are taken into account
Doors are very complex and contain a myriad of parts. The doors on early MK 1 coaches had wood frames with steel skins. The later coach doors were aluminium with combined frame and skin. Exterior doors are curved, not flat, so producing a new hardwood frame is a skilled task in itself. Oak has been replaced by sustainably sourced hardwood.
Both types of doors have their advantages and disadvantages. Dismantling an old wood farmed door can be difficult because the steel screws are attacked by the acid in the oak and therefore rusted in and difficult to remove. The skin can rust and require repair with sheet metal. In the past where repairs are not possible, we have both created new metal skins and had them made by an outside firm.
Pressed aluminium would seem to be an advantage, but problems occur with these too in that steel screws and aluminium eventually weld themselves together and are thus difficult to remove. The solution is the glue lengths of wood just inside the frame edges and it is to these that the backing panels and other fitments are secured.
Wooden framed door with metal skin
A later aluminium door
In both photos note the lazy tongs (scissors spring) which allows the droplight (window pane) to be pushed down and spring back easily when lifted. The runners either side hold the droplight in place. If the window has fallen and won't stay up it is because something here has broken!
Locks alone are made of many parts and getting them to fit and create that typical "clunk" sound is another skilled job.
Drainage is very important, hence the use of drainage channels at the base of the door. That for the aluminium door is shown above. The earlier style wooden door frame was more or less the same.
The various hardwood sections that make up the door backing. All these are made by our Woodwork team. All will be given 2-3 coats of varnish by the Painting team.
Most doors have a bumper mounted on to the outside and the door opens fully on
to a matching one on the coach body.
At one end of each side of most coaches there will be a door that opens out in effect into empty space and if not restrained would crash back into the coach corner. This therefore requires leather straps to prevent it opening too far. A similar situation occurs on one of the sides on a brake coach where it is not possible to fit a door stop because the door is immediately next to the guards door.
Exterior wooden framed doors with metal skins can be found generally on our earlier coaches, being replaced by the aluminium ones on the later coaches as BR continued evolving the MK 1. However this will to some extent vary where we have had to replace a wood framed door with a later aluminium one.
Our Carriage & Wagon (C&W) department has a team of about 4-6
staff who specialise in maintaining and restoring the carriage side doors.
There are of course the internal sliding doors and the ones at the coach ends which separate the coach from its corridor connections. These are dealt with by our Woodwork Team and are discussed later in the Overall Layout section.
Windows
These can be flush mounted or framed with wooden inside trimmings, and even double glazed.
In FK 13337 the main window is set within a rubber "frame", the upper part with the sliders being a separate fitting. The more common whole frame with the main window and upper section combined is seen on the right with BSK 35308.Internal views clearly show the difference between the two types. The solid rubber "frame" on the left contrasting with the more normal aluminium frame on the right. Both windows have an internal wood frame - these are usually varnished but we have some, such as in BSK 35308 which have been painted. The
inside wooden frames are a work of art in their own right.
Individual small sections of wood are crafted, including concave corner
sections, to make the surround. Most windows have inner plain wood framing, which is then topped by moulded outer framing. If not being painted, all of the wood pieces have of course to be varnished before fitting, with some initial staining with appropriate wood dye if necessary.
The two composite coaches that we have (CK 19195 and CK 16221) have different glazing units for the second and first class sections.
The double glazing is just for the main part of the window; the sliding window section is the same throughout the coach.
Condensation is common in these carriages with steam heating so the lower trim has small holes drilled in them. Plastic tubes (they look like drinking straws) are then attached and these lead down through the bodywork so that then can drain to the outside. Putting that lot together is a very fiddly operation, as you can imagine.
Next time you are in the DMU see how much more basic the window arrangement is. The photo below shows one of the doors and adjacent windows in DMU 51405.
Panelling
This is an area where changes are most obvious, even to the casual observer.
The early coaches were crafted in traditional style with bespoke wood panels, stain and varnished. A variety of wood finishes were used and there were even little plastic labels telling you which wood was used and in early versions the country of origin.
1956-built TSO 4614
1957-built SO 4790
There is a singular beauty with the use of varnished wood in coaches and the skill of the varnisher. The following photo taken in an end vestibule in 2017 sums this up admirably.
Perfect varnishing without single brush mark to give a mirror finish.
However, the laminates (Formica) revolution came along making an easy to clean, cheap material available and in the late 1950s MK1s were fitted out with this instead of wood veneer.
The standard laminate can be seen in the later TSOs, some toilet compartments, the kitchen corridor in RBr 1672 and in the second class corridor in CK 16195. The more decorative pattern is very evident in the maroon RMB 1876. The mock wood version exists on the end walls of the first class compartments in CK 16195 and in effect is a pretence of keeping to former standards. The side walls in these are a lighter version of the standard laminate.
During the restoration of CK 16221, the whole corridor will be in varnished wood veneer because the laminate was either broken or badly tarnishing. The compartments will however be kept as far as possible to the original build.
In most of the later coaches, the vestibules are still varnished wood veneer, as are the inner corridor walls of compartment coaches. TSO 5023 has wood veneer in the centre vestibule but simple painted panelling in the two end vestibules.
Lights
Another subject with much more than meets the eye.
Firstly let's look at the open saloon coaches.
An early design with individual central ceiling lights with 24 volt bulbs, such as in TSO 4614 built in 1956.
Later came central strip lights, such as in TSO 5023 built in 1962
and RMB 1876 also built in 1962
The central lighting in FO 3132 "Mary" is nothing special considering it is a First Class saloon.
Overhead seat lighting also changed, some earlier lighting mounted
within heavy metal shades and later replaced by individual rack-mounted
lights.
The overhead seating lights in SO 4787 built in 1955.
The overhead rack-mounted seating lights in RMB 1876
The seating lights in First Class open coaches such as FO 3132 "Mary" are table-mounted. So while the central overhead lighting was no different from Second Class, the seat lighting was something special.
Now moving on to compartment coaches where similar changes were to be seen with both main overhead and wall-mounted lighting.
Central ceiling lights in 1956-built BCK 21092 (both First and Second Class) and 1957-built SK 25341
Differences could even be seen according to where coaches were built as in the examples below with CK 16195 (built in Derby in 1961) and FK 13326 (built in Swindon in the same year).
Central ceiling lights in the Second Class compartments in CK 16195.
Central ceiling lights in the First Class compartments in FK 13326
And then to "throw a spanner into the works", look at what is in FK 13329 in the same Swindon built batch as FK 13326.
Then on to wall-mounted seating lights.BCK 20192 built in 1956 - First Class compartments
SK 25341 built in 1957 are the same The First Class compartments in 1961 built CK 16195A different style in FK 13326 built in Swindon in the same year
Lighting in corridors and vestibules in general was very plain.
While corridors had unprotected bulbs because of the height of the ceiling, vestibules with much lower ceilings had covered lights. Light controls are located in one of the vestibules.
Typical lighting controls in the vestibule of TSO 4614.
Power was supplied by lead acid batteries mounted under the vehicle, charged by a dynamo. This was a power hungry arrangement, not so bad when in mainline use and the dynamo cuts in at 18mph, but no use on a heritage line with a maximum speed of 25mph, and over short distances at that. This is where the 21st century technology has lent a hand but not so that you would notice. Many of the original bulbs have now been replaced with very efficient modern bulbs, but mounted in the original fittings. Under the shades of strip light units a row of LEDs has been installed so that the effect is as original, if somewhat brighter. To power this modern batteries have been installed and a sophisticated battery charging system that allows battery performance statistics to be downloaded to a smartphone. The generators have all been disconnected and isolated and we use batteries which are recharged overnight using the 230v mains cable wired through each carriage. The pictures below give a flavour of the modern equipment used and the data that can be gathered.
This system allows output to a data logger so that the precise behaviour of the battery can be monitored and corrective action taken if needed.
Seating
One of the areas you will never see, except the outer covering. The original seats were springs covered with hessian and then a horsehair layer. Now the inside is foam and regular viewers of the blog will already know that the main tool for shaping this is an electric carving knife!
Photos of the different types of seating are displayed in the Internal Layout section. However below is the range of moquettes used within our coaches to cover them.
Mirrors and pictures
Anyone who travelled in compartment coaches prior to the modern day multiple units will remember the various central wall mountings. These could be mirrors with the railway company's logo, but what was better were the paintings of scenes or advertising holiday destinations.
The First Class compartments of CK 16195 and FK 13326 respectively have an example of each.
The loverly watercolour paintings in FK 13326 depict Cotswold scenes.
The First Class compartments of FK 13329 have paintings (Cotswold scenes) on one side and a large mirror on the other.
Disabled Areas
Given that the first units appeared only 6 years after the end of World War II, when there must have been many with wartime injuries (military and civilians from bombing attacks), it is surprising that no special arrangements were made for persons of limited ability. It is presumed if they travelled at all, wheelchair users had to go in the luggage compartments.
Nowadays of course all-inclusive travel is high on the list of priorities and as such we have always had converted luggage compartments that were made into something more comfortable and desirable.
The disabled compartment in BSK 35308
Since then we have gone even further and in three coaches have created disabled areas within the main passenger compartment so that wheelchair users and their families can sit together with everyone else.
The first was in chocolate & cream TSO 4790 where we had two single seats, removable tables and space for a wheelchair. Entry to the compartment is via the two sliding doors.
This was followed by maroon TSO 4614, having double the area with removable tables and allowing up to four wheelchairs. Again sliding doors have been installed.
Finally we went further still with maroon brake coach BSK 34929, removing the luggage compartment in its entirety to create a new spacious compartment every bit as good as a normal passenger area. The whole compartment has been done out in oak veneer, with seats reupholstered in "Bournemouth Blue" moquette, new marmoleum on the floor and two sliding doors for entry. There is a large space for wheelchairs in front of the seating area, and the tables can be removed if necessary. The end door shuts the compartment to the original vestibule (now very small) and the corridor connection, and is very necessary to keep out the draughts from the connection.
The south end of 34929 showing the new compartment, which replaced the entire luggage section, and the double doors to the disabled vestibule to the left.
BSK 35308 (built at Wolverton in 1962) showing the as-built south end with two sets of double doors and the luggage section. The sliding doors to the original style of converted luggage compartment for disabled use can be seen through the near set of doors.
With all three conversions the adjacent vestibule has double doors to each side which enable even the larger powered chairs to gain easy access via ramps from the platform. Platform staff are always on hand to assist.
Disabled vestibules in SO 4790 and BSK 34929, the former including a box to hold the tables when not required. The latter has been fitted with large grab rails and the door locking bars have been boxed in.
Toilets
They have to come last! Nothing has changed here, 1950s technology it is. "Out of sight, out of mind" rules here. After the flush the contents go on to the trackbed! That is why you are politely requested not to use the toilet when it is standing in a station! If they have been so used the tell-tale signs are seen when standing on a platform without a train in, where those dried bits of white paper give the game away. It could be worse, but hopefully not!
In general the toilet compartments in our Mk 1s are very similar, even for first class.
Overall views of the internal layout of some of our coaches
This section brings together much of which has been described above. The coaches have been listed in their build date order so as to show their gradual development from the early 1950s right through to the final versions of the MK 1 coach.
BSOT 9000 (built at Doncaster in 1956)
Although a tourist open with double seats on both sides of the corridor, the wood panelling typically identifies this coach as an earlier MK 1. The "T" was added to the classification because of the extra catering facility i.e. one seating bay was removed for a tea trolley.
We further enhanced this with a small counter and mini store room, and as such it is often used for booked parties.
The guards corridor in 9000. This half of the coach contains the guards and disabled compartments. It is separated from the passenger area by a small vestibule.
BCK 21092 (built by Metro-Cammell in 1956)
The passenger corridor with the first class toilet and compartments at this end.
One of the first class compartments.
This coach has had a varied history in preservation times, having been at Long Marston, Mid Hants Railway, and the Avon Valley Railway before ending up with us. While at the Mid Hants two of the second class compartments were converted into a single large compartment which is capable of seating 10 passengers. There are two entry doors.
The internal sliding door closing off the guards section from the passenger corridor.
BSKD 34929 (built 1957 by Chas Roberts)
The corridor with toilet and four compartments (identical to those described later in SK 25451 which was built the same year). All wood veneer panelling. The sliding door between the passenger and guards/new disabled (former luggage) section has not been reinstated.
The layout is typical and changes little during the period that MK 1 coaches were built.
SO 4787 (built 1957)
One of the vestibules with toilet compartment on the left and utilities access cupboard on the right. The ON/OFF light switches are located in the silver panel.
Looking between the two toilet compartments to the small vestibule door and through the connection into RMB 1808.
Spacious seating, single one side and double the other, identifies this
as a SO. The veneer panelling is also a sign of the build period. When walking into this coach with the wood interior and soft coloured moquette the ambience is very warm and welcoming.SO 4790 (built at York in 1957)
The same comfortable layout with the striking Brown Donkey Stripe moquette.
SK 25451 (built at Wolverton in 1957)
The vestibules for the SKs were almost identical to the SO coaches for this period.Another earlier period corridor coach with veneer panelling. There are eight compartments with a centre vestibule in addition to the normal end vestibules.
Although second class, the seating is substantial with arm rests and the panelling is varnished veneer. The ceiling will have been painted. The moquette is known as "Trojan".
With
eight smaller compartments, two toilet compartments have been located
at one of the ends, the typical layout of an SK. Photo taken in SK
25341 (also built at Wolverton in 1957). The vestibule has a small hinged exit door.
At the opposite end the vestibule leads directly to the large sliding door - photo taken in SK 24949 (built at Derby in 1956)
SK 25743 (built at Derby in 1961)
The later build shows when compared with 25451 built four years earlier. The corridor panelling is now Formica as will also be seen in the second class corridor in the 1961 built CK 16195.
The compartment seats are simple bench design and again the walls are also Formica.
CK 16195 (built at Derby in 1961)
The second class corridor with standard laminate outer wall panels
A second class compartment with simple bench seating and standard laminate panelling..
The first class corridor with wood veneer panelling on the outer walls and double-glazed main windows.
First class is separated from the second by a sliding door.
A first class compartment with laminate panelling (mock veneer at each end and standard on the sides) and a double-glazed main window.
An external view of the corridor side of 16195. Note the disproportionate length of the First Class section with the larger seating and toilet compartments. Both sections have their own central doorway.
FK 13326 (built at Swindon in 1961)
There are 7 compartments in a continuous row with a toilet compartment at both ends. As such the vestibules at each end have a large sliding door. There is an extra central passenger door on the corridor side of the coach.
The large very comfortable seats of a first class coach. This is the only coach with this particular colour and pattern of moquette, known as Charcoal Check. The compartment walls are wood veneer.
TSO 5023 (built at Wolverton in 1962)
The three vestibules are varnished veneer. The one at the far end has a large sliding opening to the connection, whereas the end shown above has the small opener because of the toilet compartments on both sides of the corridor.5023 is late Tourist Second Open
with Formica for the side and end walls, and the ceiling. The coach has a much more
spartan, almost cold, appearance when compared with earlier TSOs and SOs.
RMB 1876 (built at Wolverton in 1962)
Formica wall panelling and a painted ceiling, but very tastefully reupholstered in the lovely red Chain-link moquette. The above photo shows the large compartment.
The counter section in the second half of the coach showing the long resting seat. A further short section of seating follows. FK 13337 "Gillian" (built at Swindon in 1962)
The coach is named after the owner's wife.
Although buit a year later than 13326 and into the formica period, this Swindon built coach is the same as 13326 with large comfortable seats and wood veneer panelling. At the time of writing the coach is scheduled for a full refurbishment in 2023.
FO 3132 "Mary" (built at Swindon in 1963)
3132 was named "Mary" to commemorate a lovely lady who was very much involved with the running of the Railway.
When you walk into "Mary" your feet make no sound and the general aura is one of luxury. Although built at the end of the MK 1 period there was no stinting in its construction. The layout in effect is the same as an SO with double seats one side and single on the other. Yes, those seats really are very comfortable.
The spacious toilet compartments at both ends are enclosed within that lovely curved panelling. The vestibules have thick fibre matting.
DMS 51405 (built by Pressed Steel in 1959)
Included to show the basic suburban design of these vehicles. Essentially they were the railway equivalent to a bus.
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Hopefully this gives a tiny insight into the huge amount of work that is necessary to keep the interiors of our carriages neat, tidy and comfortable. Our C&W team consists of just over 100 volunteers. Some with specialist skills (woodworking, painting, welding, upholstery to name a few) and some who just enjoy being cleaners and carriage washers to present the work of the craft staff to its best advantage. A very pleasant train ride through our glorious Cotswold countryside can be even more interesting when you know what to look for.
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Whilst the original idea and framework
was mine, Dave Clark took up the project with great enthusiasm. Most of the photos
and much of the technical writing was done by him, so very many thanks, Dave.
We both hope you have enjoyed the read and that it will add a little more interest
next time you ride with us.
