hexagon789

Thank you very much @keefer, interesting and enlightening! The explanation of the differences shows how little I knew of the visual differences. I can cope with RMB vs restaurant or full buffet car but not with the various minutiae of all the range of original types and then the alterations and conversions performed later.

Tbh, I was going purely off the number and I hesitated as to whether it was 1543 or 1643. The reason I went with 1543 over 1643 was that I thought the Glasgow trains usually had a full kitchen RKB, that lasted until replaced by Mk3 RFB in the 80s together with the increase in running speed from 100 to 110mph, which required an all-Mk3 set (bar brake van). If it is indeed an RB, then my apologies, but I hope you can appreciate my reasoning - flawed as it may be!

Looks like M1543, so an RKB?

I'd forgotten about the former toilet window on the BSOT. Could still be the XC Aberdeen, I've seen a few photos with RMB rather than RBR.

Via Stirling became the usual route from the 1982 timetable, though one service each way used the Ladybank route until the May 1986 timetable when they then all went via Stirling until that all changed again when the Express Sprinter timetable was introduced on the Highland Main Line when Ladybank became the normal route again for all Edinburgh/Inverness trains except the Highland Chieftain to/from London, which continued to run via Stirling.

In which case, may I suggest the Penzance-Aberdeen?

While I agree with everything you've put there @keefer, one thing did suddenly spring to mind: I've seen the odd use of a Mk1 BSOT on the Dundee sets, there were numerous variations with those but at least one had a red stripe over the first three window bays and only two bays can be seen in the photo. Equally it could be a Mk1 RMB, but I think by April 1986, the Inverness sets were Mk2A/C with Mk2C TSOT and the few Aberdeens which weren't either ECML HST or XC LHCS workings were air-cons normally at this point AFAIR. It could even be an Aberdeen XC portion, as they had a restaurant or buffet car usually at the outer end from when the larger full sets (which usually had a Glasgow portion) were divided at Carstairs. We can only see the end of the first vehicle here, unless anyone can readily identify vehicle type from that. Either way, unless @DaveF is certain it's a Dundee working it could be a few things.

Good question ;)

It's an ex-LMR set, so yes, as only those gained MU jumpers. I'd guess they lost the branding at or sooner after transfer to the Western Region

Both the route of the Blue Pullman to/from Manchester Central and the route as currently used between St Pancras International and Derby, Nottingham and Sheffield were 90mph max back then. The present MML had four sections of 100mph running authorised for the introduction of the InterCity 125s during 1982 and then went to 110mph in 1993 IIRC and finally 125mph in January 2013.

Sorry about that, I see my reply was rather ambiguous. Apologies for any confusion.

I don't think the leading one can be seen in Stovepipe's photos?

I think is a WR set, the trailing vehicle looks to be a Motor Second rather than Motor First - three large windows rather than two plus a frosted lavatory one.

Set with M60090/M60091

1E73 now showing as an HST with 43007 and 43008. A strengthened 2+8 as well.

The 2Z set and '704 looking magnificent together. Don't know if it's of interest, but a video of trains at Waverley in January 1990, i.e. - at the end of your modelling era, cropped up in my YouTube feed last night. Some interesting mixed formations to be seen: (spompeytransportvideoYouTube)

You are quite correct - it was Summer Sundays only and yes, only just withdrawn this May.

Northern?

The Markinch - GLQ/GLQ - Kirkcaldy were removed with the introduction of the 'Fit for the Future' timetable, having been a weekday feature at least since Sprinterisation. They were unusual in omitting Criy while still serving Bishopbriggs and Lenzie both ways. Originally I believe it was to get a 156 over to Fife to work some local services there, it was nevertheless a 170 working for many years before withdrawal. It's in passenger service and relates to the method of dispatch. (334s use cab mounted DOO cameras, while the North Berwick/Dunbar services are still guard dispatch.)

No need to apologise, and I hadn't noticed the second bit ;) To add to the 'interesting' through services in Scotland; back in early privatisation NatEx ScotRail ran some interesting through workings: Edinburgh to Wick Glasgow to Kyle of Lochalsh Kyle to Edinburgh Wick to Aberdeen Aberdeen to Kyle Edinburgh to Aberdeen via Inverness Of course these all reversed at Inverness and were just joining workings to save a unit, but I suppose handy for obviating the need to change trains. (Today there is the early morning Inverness to Edinburgh via Aberdeen and afternoon Glasgow to Inverness via Aberdeen; run more for operational reasons.)

That was the failure of Operation Princess and consequent DfT ordered XC retrenchment in 2003 and again in 2008.

All those you've mentioned went under BR, some around Sprinterisation or earlier.

When did ScotRail ever operate North Berwick to Helensburgh? The 334s are not cleared past Waverley for one. If you'd said North Berwick to Ayr, then I wouldn't have objected... (that did run until COVID, plus a few just to/from Edinburgh). I think you may have misinterpreted a timetable or something, sorry.

Nowhere permitted anything faster than 90 when they were introduced. The MML was 90mph until 1982. The GWML was 90mph (it had been nominally unrestricted until 1960) until 1966. Even the ECML and WCML ionly had some 100mph sections introduced from 1964.

Lovely set of photos, so evocative of the early 70s without really having to look at the years. Regrading C483 - 1M18 was the 0740 Glasgow Central to London Euston.