Oxford Rail Mk3
Finally – Mk 3 coaches to modern standards. But have they been worth the wait?
Anew Mk 3 has been high on many modellers’ wish lists for many years. The existing Hornby offerings are a mixed bag of homegrown and absorbed Lima products, with some confusion about whether they’re HST or locomotive-hauled Mk 3a vehicles and a loose interpretation of accuracy in either case. There are no such problems with these new coaches from Oxford Rail though. The first batch is firmly rooted in the locomotive-hauled category, although HST trailers are promised later. In fact, they’re the first true Mk 3a vehicles to be released since the old Jouef models of the late 1970s and likely to be widely welcomed as a result. We’ve had to wait a little while for the production models to arrive, but Intercity ‘Swift’ livery models in 1990s condition are starting to arrive in shops now. BR blue/grey, Scotrail and Stobart Rail versions are also planned and there are likely to be many more options over the coming months. Tourist Second Open (TSO), First Open (FO) and Restaurant Unclassified Buffet (RUB) or rebuilt Restaurant First Modular (RFM) will be offered first. Reviewed here is TSO 12007 in 1993-98 condition, after the addition of Central Door Locking (CDL) equipment but before privatisation and transfer to Virgin Trains. CDL door indicator lights are present, as are the emergency release handles situated low down beside the left-hand doors. Oxford’s tooling options ensure that models of earlier vehicles will not have these features. Several details will immediately catch the eye . The superb BT10 bogies have impressive relief and feature wheelsets complete with shiny steel brake discs. They also include provision for interior lighting via pin-point axles and blackened pick-up strips. Oxford originally announced that models would be available with factory-fitted lighting, so hopefully that option will come later. However, one useful improvement over earlier Mk 3s is the provision of detachable NEM couplers on sprung, self-centring cams. Below each end are orange Electric Train Supply (ETS) sockets – the first time these items have been included on a Mk 3 model. However, the two three-phase sockets under each end should be removed as they are only applicable to HST stock. Roof ribs are subtly and convincingly reproduced, as are the three small Roevac vents at each end of the roof – a distinguishing feature of a locomotive-hauled Mk 3a. HST trailers have a single, larger square ventilator mounted in the middle of the roof. Unlike some previous ‘OO’ gauge models, these Mk 3a vehicles have tinted glazing, which is welcome, although the tinting should not extend to the toilet and droplight windows. Oxford’s real triumph is the vehicle ends, which are some of the best renditions of this important area on any British RTR coach. Unlike Hornby and Lima’s over-simplified gangways, Oxford has modelled an accurately profiled buffing plate and flexible diaphragm correctly mounted in a well on the end of the body – all of which gives a convincing multi-layered effect. RCH cables, water tank fillers, ETS jumper cables and separate handrails and lamp brackets all contribute to an impressive piece of modelling. One minor niggle is the stepboards under each door, which are easily detached (an issue already identified by Oxford for rectification) and could just as easily be lost. A dab of glue will hold them in place. In general, the overall shape has been captured convincingly, although shape-wise the doors aren’t quite up to the standard of the rest of the model. Oxford is promising that the underbody fairings will be tailored to each vehicle, with different door/ hatch/vent arrangements for passenger and catering vehicles – unlike the generic layout seen on previous models.
Oxford’s real triumph is the vehicle ends, which are some of the best renditions on any British RTR coach
GREY AREA
And so to decoration, an area where Oxford has had mixed fortunes to date. Unfortunately that continues on this model, which doesn’t quite hit the mark and features a couple of avoidable mistakes. The attractive ‘Swift’ livery is neatly applied, particularly the red/ white waistband, vehicle end data panels and italicised ‘INTERCITY’ branding. However, the lower bodyside is a little too grey, lacking the warmth of the original Executive light grey shade – although it is considerably better than the sickly yellow of Hornby’s more recent Intercity stock. Arguably, the upper dark grey band has a little too much black in it too, and should be more ‘milk chocolate’ than ‘dark chocolate’. The latter is also affected by the decision to omit the characteristic silver window frames which, although tricky to print in 4mm scale, were a distinctive feature of these vehicles. One other odd choice is the use of what appear to be early BR corporate image style ‘No Smoking’ stickers in one half of the saloon. As far as we’re aware, these were only applied to early Mk 2 stock in the second half of the 1960s, and certainly not to Intercity Mk 3s in the 1990s. We look forward to seeing Oxford’s interpretation of BR blue/grey, Scotrail and, eventually, Virgin Trains and many other liveries. Certainly there will be no shortage of options for the company to pursue. There’s a great deal to like about these new Mk 3a vehicles, and modellers of the period from 1976 onwards should find them a considerable improvement on previous models. However, a few avoidable errors, especially in the decoration, take the edge off what is otherwise a very good model at a competitive price.