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  1. Pneumatically the control system was like the earlier designs, minus through air control. Electrically the 79xxx cars were an advancement of the usual early-1950s Yellow Diamond system, the later 126s however had their electrical system based on the Blue Square system. This necessitated modifications later to allow both the 79xxx E&G and Cl. 126 Ayrshire units to work together. Perhaps the lack of through air control is simply they didn't see the need for it? The cars were only ever going to operate together, not with any other classes. The drivers instructions don'
  2. The WR ran 9-car sets, hence the discrepancy with vehicle numbers, the WR had 4 leading DMBS, 8 intermediate DMBS, 4 TFK and 2 TFKRB. The ScR ended up with everything after the Cross-Country DMUs arrived to replace the 79xxx vehicles so ended up with a number of 'out of place' vehicles you might say. They were originally classified as mainline stock, so the regulations in force originally required a brake at both ends. This was later relaxed hence the WR sets having all brake van power cars while the ScR later batch had intermediate power cars without a brake and the
  3. I may be wrong but I thought the Selby diversion was 1983?
  4. No I haven't, so many thanks for linking it. In the comments it states the adhesive label was to launch the service, the photo I linked is dated 1st June 1981 which is after the 1981 timetable came into force and the label looks very fresh so I doubt it's been stuck on for 4 weeks. Presumably though it was for some form of launch or press trip and wasn't a long term thing at least, that would seem more likely.
  5. It might be an accelerated service I suppose, I admit I don't know when the Flying Scotsman was reduced from the original 4h37 HST timing to the even 4h30 that applied in 1984. I'm not sure about full HST timetable though, I could be mistaken but my impression was that that was launched as soon as the Penmanshiel diversion opened restoring normal ECML operation. I've also noticed I forgot to link the photo, so here is the photo that prompted the question: (Proto credit to Bruce Galloway)
  6. Going through Flickr recently, I came across a photo from 1981 taken at Edinburgh with an InterCity 125 where the power car had a stick-on headboard shaped label with 'FLYING SCOTSMAN' printed on it. I've never come across this before and I wondered when these were "headboard" labels first and last applied, how many power cars had them applied and indeed why they had them applied? It seems to me they would wear off in the weather plus you have the issue of power cars not necessarily operating said named service as happened/happens with the 'Flying Scotsman' Mk4 DVT and
  7. Definitely Stanier 5s I think Clans Possibly Crabs Beyond that my knowledge fails
  8. Hmm, the idea of a single shiny-as-a-new-pin vehicle standing out in a set of work-worn coaches appeals to me too! I'm fairly certain that it was about early 1984 that IC first started appearing on the WCML; I think some 87s upgraded to 110mph running were painted first for the 110mph launch before coaches were similarly treated so that by the timetable change just one vehicle had been treated.
  9. No Mk2s were passed for 110mph. They could only just about get away with the braking distances having the one tread braked Mk1 BG in the set as I understand it. As I said previously from May 1984-May 1985 only two Glasgow services each way were 110mph timed, the other sets used were still booked with the odd 2F. From May 1985 when all the Glasgow workings became 110mph then only dated, relief and workings terminating at the likes of Preston, Lancaster or Carlisle would have Mk2s. You also had The Clansman which was usually all Mk2 until 1985/6 when it became Mk3 for a brief period.
  10. From what I understand, only one Mk3A was repainted in IC at launch with the May 1984 timetable. Through the course of 1984 more and more vehicles were turned out. So in the early months at least the 110mph sets would be mostly blue/grey coaches.
  11. Almost - would be Mk1 BG (NHA) with B4 bogies, 2 Mk3A FO (not 3), Mk3A RFB (RUB with upclassed seating), 5 Mk3A TSO.
  12. Certainly fully packed with background information.
  13. Just so long as all the great detailed information of the original was included an updated version would be just as welcome. My greatest regret is skimming a bit if the book in the Waterstones branch in Ayr, which still had a copy in February 2016, to see what it was like. I decided to think about it and the rest you can guess - I've never come across a copy since. I didn't realise at the time it had already been in print for over 3 years and was by that point already difficult to obtain. I'm sure many people are in a similar situation. Thanks for the infor
  14. I'm sure I'm not the only one who would love a reprint to be made. I think it can be assured that the demand is there. I hate to presume, but if they locate the CDs does that mean a reprint is possible/feasible? Regards, Ben
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