tiger

I can't say for sure about all 14 2e BSOs in the lot. However in June 1996 I travelled from Preston to Edinburgh in a newly-refurbished InterCity Cross Country Mk 2f rake. The rake was ex-works in IC swallow livery, but all of the TSOs and the RFB had the new green moquette that became standard for Cross-Country LHCS and HST rakes, that was then adopted by Virgin Cross Country in 1997 when the franchise was privatised. A number of platform staff were checking out the new interior finish prior to departure. I seated myself in one of the TSOs for the first few minutes but then went to explore the train and found that the leading BSO was not only unrefurbished, but was a Mk 2e complete with the 1980s blue check moquette that had largely been replaced by grey in most Mk 2d and 2e by that date. The 2e BSO had orange vestibule panelling on the inside of the external doors and also the gangway doors. (It was definitely a 2e not a 2d as it had the small toilet, and central heavy spring-loaded sliding door with window between the saloon and the vestibule, plus wood veneer saloon panelling.) This was the last time I saw a Mk 2 in front line service with this interior. Here's a thought - is it possible that the carriage doors with deep droplight windows (standard on Mk 2d when new and some 2e) had orange panelling inside, and the shallow droplight doors (most 2e and all 2f) had the fawn/putty colour? Sometimes I wonder how I can possibly remember such ridiculous trivial details so clearly, 20 years later! Cheers Tom.

I think some early build Mk 2e BSO were the same orangey-red as Mk 2b/c/d. The original early mark 2 coaches have not been mentioned (sometimes referred to as Mk 2z). They had solid sliding end doors like those fitted to Mk 1s (by which I mean single-leaf doors with no rectangular windows), which were I think painted off-white. Cheers Tom

Like most posters have said, the orientation on the ECML for many years (blue grey era onwards) was usually that the kitchen/buffet end faced second class and the seating area faced first class. On the east coast the most common catering vehicle was the TRUB (3 large saloon windows per side) which were reclassified as TRFB around 1984-1985. The usual formation was PC - TGS - TS - TS - TS - TS - TRUB or TRFB - TF - TF - PC. A few sets had two catering vehicles until 1984 and in this case the one closer to second class was a TRSB and the one next to first class was a TRUK. I have seen pictures of them coupled with the kitchen/buffet ends together, and with the saloons together, so you can make your own mind up or check with photos. I can't say for certain about the Western Region sets without looking at pictures. Those that penetrated the ECML were the North East - South West 2+7 sets which were formed with only one first class trailer: PC - TGS - TS - TS - TS - TS - TRSB - TF - PC Even on these sets it was more common for the buffet end of the TRSB to face the second class coaches, which meant that the saloon end of the TRSB, which was attached to first class, felt like a nice quiet private saloon which was much less busy than the rest of the train. I think they kept this formation through to the Virgin era. Occasionally the TRSB was the other way round, but this was less common. Hope this helps. Tom.

A "preserved" pack is a good idea especially as the RFM would actually be correct in this case. It would open up potential sales to modellers of the contemporary scene rather than just the 1970's (and early 80's if you include the full yellow end Derby RTC versions). There hasn't been a huge number of posts on this forum about this release which I hope doesn't reflect a general lack of interest.

Sorry to resurrect an old thread. As is well known, there have been discrepancies in the livery application between the Dapol HST booksets, and the Mk 3 coaches sold separately. I am considering making up a 7-car Virgin HST, if I can obtain either of the Virgin book sets (ND122D or ND122J). The following trailers appear to be in stock at various retailers: 2P-005-410 Virgin Mk3 Buffet Coach 40434 HST NC216B Virgin Mk3 Buffet Coach 40401 HST 2P-005-460 MK 3 Virgin TGS 44091 HST 2P-005-411 Virgin Mk3 Buffet Coach 10211 Loco Hauled 2P-005-420 Virgin Mk3 1st Class Coach 11027 Loco Hauled 2P-005-421 Virgin Mk3 1st Class Coach 11084 Loco Hauled 2P-005-431 Virgin Mk3 2nd Class Coach 12043 Loco Hauled 2P-005-432 Virgin Mk3 2nd Class Coach 12061 Loco Hauled 2P-005-433 Virgin Mk3 2nd Class Coach 12135 Loco Hauled Can anybody tell me how closely the livery application of these models matches the power cars and trailers in the two booksets? I am aware that some of these are loco-hauled Mk 3 coaches and so have buffers, and incorrect running numbers for an HST. I can correct these errors, but would like to know whether the overall livery application (bodyside colour, width of stripes, size of virgin logo, roof colour) is a good match for either of the booksets. Thanks in advance, Tom.

No, I don't think the decision has yet been made - but I don't really have any inside information on this, I am only a potential customer. I hope people are not put-off placing pre-orders because the information about the two extra coaches shown on the pre-order form is not correct...

Hi all, Having placed my pre-order, I received a confirmation email from Dapol with some extra details which have not yet been posted here. The box set of "two extra grey and blue saloon coaches" (£49.99) listed on the pre-order form is actually for two Dapol Mk3 RFM catering vehicles painted in reverse grey/blue to match the prototype HST box set. Andy acknowledged that the window configuration would be incorrect, which is why they are being offered separately. I have decided to pre-order these as well as although they are a compromise, on my layout, the only person who knows they are incorrect will be me! I also made a suggestion to Dapol that they could consider producing the "full yellow end" version as a box set of just the two power cars, as by the time the power cars were running in this livery they were usually hauling blue/red departmental coaches from the RTC-Derby and vehicles from the prototype APT. Andy said they would look into this idea. Hope this info is of interest. Cheers, Tom (edited to correct "prototype HST" to prototype APT)

I recall reading the earlier discussions. Obviously there would be a significant cost incurred in developing any new tooling, and producing the Prototype HST trailers using the existing HST trailer tools would definitely be the cheapest way of producing the whole train. The reason for my post was to highlight that the Prototype HST trailers are different; that the overall accuracy of the model would be higher if a new prototype Mk3 trailer were to be tooled; and that there might be opportunities to use the new tooling in other ways (such as producing the roof as a spare part etc) that would build a stronger business case for the additional investment. Obviously the catering vehicles open a further can of worms - neither of the prototype vehicles had exactly the same window layout as the production vehicles and they are different from the RFM which has already been produced. Personally I would prefer a fully accurate model, but I think this might blow out the costs excessively. A reasonable compromise might be a new intermediate trailer for the first and second class saloons, with the existing RFM for the catering vehicles. Whatever decisions are made, I wish Dapol and Project Miller team all the very best of luck with this model. The 3D prints of the power car look great, and I will certainly be ordering one - along with enough intermediate trailers to make up a representation of the complete 2+7 set. Cheers Tom

What excellent news. Where and when can I put my order in? Is there any information yet as to whether this commission is only of the power cars, or whether there is a plan to produce the whole train? It would be really great if a prototype Mk 3 trailer were to be produced as well - with the correct flush/frameless appearance to the window apertures, and the roof featuring 3 roe-vac ventilators at each end, rather than one large square one. This could then be sold as a spare, and/or incorporated into future "Mk 3a" hauled stock production, to make these vehicles more accurate. I'd buy at least 10 such Mk 3a roofs if they were made available as a separate item. Also, these prototype Mk 3 trailers could be released in a number of other more recent liveries (Blue and Grey, INTERCITY, GNER, FGW, Virgin, NXEC and possibly others), as five of these vehicles were rebuilt to run in the production trains - initially as TF 41170-41174, then later mostly further converted to TS. Cheers Tom.

This coach was originally TRSB 40420, but was converted into a TRFB and renumbered 40805 (with a larger kitchen and only 3 windows worth of saloon seating) as part of "Project Rio" in 2003. The Project Rio conversions and refurbishment took place on a tight budget, so the external window arrangement was not substantially changed - at a glance the window layout looks exactly the same as a TRSB. In fact, the large saloon window closest to the kitchen/buffet is panelled and painted over in the bodyside colour. This window layout is more obvious in Rio TRFBs painted in FGW blue such as this one: Hope this helps. There have been lots of other HST trailer conversions post-privatisation, resulting in substantial changes to the vehicle window arrangement, but in this case the TRSB origins are obvious. Cheers Tom.

This great shot shows the Tyne-Tees Pullman set in 2+9 formation at Alexandra Palace in 1988: https://farm5.staticflickr.com/4094/4776809974_e5a6fb79e3_b.jpg The formation is PC-TF-TF-TRFK-TF-TRFB-TS-TS-TS-TGS-PC I think the Yorkshire Pullman HST set may have also been increased to 2+9 a year or two later. Interesting that the train set for a such prestigious flagship service was still painted in Executive Livery nearly one year after the launch of the revised INTERCITY swallow scheme. Cheers, Tom.

Good question! My memory of this is that the timetable was recast to abolish portion working, before the introduction of electric services. So, Glasgow and Edinburgh each had their own dedicated WCML services. Presumably there must have been an overall decrease in frequency for each of these destinations. I think this took place from the start of the winter 1990-91 timetable, but stand to be corrected. In the case of Edinburgh, I think the recast services still changed traction from electric-diesel at Carstairs (obviously without splitting) for a few months until the wires were energised in early 1991, at which time they began to run straight through to Edinburgh, with electric traction via the avoiding line. For the first few months of electric haulage it was common for these trains to arrive in Edinburgh up to 20 minutes early due to the time saved by avoiding reversal and a traction change at Carstairs. There was a reasonable amount of electric traction variety at this time, with classes 86/1, 86/2, 87 and 90 all appearing in Edinburgh, on what would later become dedicated InterCity Cross Country class 86/2 workings. I always wondered whether an 85 ever made it through to Edinburgh, as the last few members of this class lasted until mid 1991 - although it would have been pretty unlikely given that none of the class were allocated to the InterCity sector by this time. Cheers Tom

Hi all There are lots of slightly disappointing aspects of the livery application of these buffets as released, notwithstanding the use of the RFM body shell for the HST catering vehicles. As built, the HST vehicles with 4 large saloon windows per side were the TRSB and TRUK types. On the corridor side (with the four large windows on the left when viewed side on) the TRSB and RFM have the same window layout, as far as I can see. The TRUK is also very similar on this side, apart from a small access hatch instead of the small window midway down the vehicle. Although a couple of the Dapol HST buffets have been numbered as 400xx or 404xx TRSB, none of the blue/grey or Executive liveried vehicles have the correct bodyside branding for a TRSB, which was "Buffet" until 1978 and then "Buffet-Bar 125" until the end of the blue/grey and executive livery eras. Two blue/grey HST buffets have been released - one numbered as a TRSB and one as a TRUB (403xx), both with "W" prefixes (not one "W" and one "E" as previously advised). Both are branded "Restaurant-Buffet 125", which was only ever carried by the TRUB/TRFB types which had 3 large bodyside windows. Perhaps one released as a TRSB branded "Buffet-Bar 125" and one released as a 405xx TRUK branded "Restaurant 125" would have been better? The executive liveried RFM is also a missed opportunity - after all the body shell of this vehicle is correct! The two prototypes, 10200 and 10201 were released into traffic in executive livery in 1984-85 branded "InterCity Restaurant Buffet" and at least the first two production vehicles were also released into traffic in executive livery. Most of this batch, however, were released into traffic in "INTERCITY" swallow livery and didn't ever carry executive. Instead we have a generic 10258 branded "Restaurant Buffet", which is almost certainly incorrect. Then there are the misplaced "1"s on the executive livery first class coaches, and the random yellow first class stripes on standard class TRSBs! At the end of the day they are only plastic models and, certainly in my case, the only person who will ever notice the livery errors on my layout will be me. For this reason, I haven't cancelled any of my pre-orders, so a big shipment should be heading my way in the next few days. But, it is frustrating that, with a little more attention to detail, there could have been far fewer compromises in these models even with the use of the RFM shell for HST buffets. Kind regards Tom.

Like others, I was too young to take many photos during the 80's - so I have no photos at all, but distant early memories, of Deltics, and more solid memories of 26s and 27s and 40s in the mid 80s. By the time I had a half decent SLR camera most of the interesting loco-hauled workings in Scotland had been replaced by second generation DMUs. Here are a few more of my own from the end of the 80's - well, from the early 90s to be honest. Black and white this time - I was experimenting with doing my developing and printing. Apologies once again, as some of them are as just as badly composed and out of focus as ever! Class 47/4 no. 47466 is pictured stabled in the former platform 5 at the East end of Waverley Station, Edinburgh, some time in 1991, during the twilight of its career. The locomotive's run-down appearance, with peeling paintwork and accident damage above the buffer beam, reflected its status restricted to 40 mph for empty coaching stock moves between Edinburgh Waverley and Craigentinny depot. New in May 1964 as D1590, 47466 was officially withdrawn in December 1991. After periods of storage at Holbeck, Leeds, and Crewe works, the locomotive was cut up at Crewe in March 1997, by MRJ Phillips. 47641 "Fife Region" stands in platform 20 at Waverley with the northbound "Devon Scot" in early 1991. This train has arrived off the WCML - Carstairs - Edinburgh route behind an AC electric during the first month or so of through electric haulage of these trains. Summer 1991 saw loco-haulage return to a peak hour commuter working around the Fife circle, from Edinburgh-Cardenden-Kirkcaldy-Edinburgh. Initially these trains saw class 26 haulage, but before long, Eastfield-based trainload construction Class 47s in the FAME pool were used instead (47004, 47114, 47210 and 47328). Here is 47328 departing platform 19 at Waverley with the evening working: Mainline liveried 47523 arrives with an afternoon Aberdeen-Edinburgh parcels working in early 1991 - I'm not sure if this continued south via the ECML or WCML. It's a pretty badly composed photo, but shows that 47523 still had a small circular blanking plate under the driver's side tail light where a sealed-beam headlight had previously been installed (as on 47901). 86228 "Vulcan Heritage" departs Waverley with an InterCity Cross Country working during the first month of electric workings from Edinburgh, in early 1991. The Carstairs-Edinburgh line was electrified as part of the East Coast Mainline electrification scheme, and was completed a few months earlier then the main ECML scheme - so the first revenue-earning electric trains to Edinburgh were in fact from the WCML rather than the ECML. 91019 "Scottish Enterprise" was used for crew-training purposes in Scotland in early 1991, as seen here at Waverley. An HST for London Kings Cross gets underway from Platform 7 at Waverley in October 1990, and a class 101 DMU is stabled between duties. The track layout at the East end of Waverley station was initially rationalised in the 1970s, and then further rationalised (as seen here) during 1989/90 as part of the ECML electrification. Hope these are also of interest. Cheers, Tom.

Four more from me - I'm pushing the 1980's thread a bit as these are all from 1992 - hope nobody minds! On 12 February 1992, A4 pacific no. 60009, masquerading as 60004 "William Whitelaw", hauled a special train from Edinburgh to Glasgow to celebrate the 150th anniversary of the opening of the Edinburgh and Glasgow Railway. Here is the A4 departing from Waverley: 37401 "Mary Queen of Scots" followed the special as a backup loco: The same day, 91028 stands in the shadow of the North British Hotel (by then known as the "Balmoral") on the rear of stock for a later departure to London Kings Cross: More to come later. Cheers, Tom.

Interesting shots - class 27s were pretty rare on the Kyle and Far North lines, weren't they, unlike class 26s which were the main traction on these routes for many years. A few years later, here is 37418 in large logo blue at the same location, preparing to run around its stock on a cold day in July or August, 1990. The coach nearest the camera is a Mk 2z 48-seat open second with 2+1 seating - which would have originally been used as a dining car on the electrified WCML in 1966. It still has white antimacassars on the seats but looks a bit worse for wear. Class 37s had already been partially replaced on these duties by class 156 units but a few loco-hauled diagrams lingered on until 1993. Later the same day, 37419 heads the return "Hebridean" from Kyle to Inverness. The unique former Metro-Cammell DMU observation car, 6300, is behind the locomotive. I think this is the shore of Loch Carron, unless anybody knows any better! Cheers Tom.

Great detective work and pretty much bang on. The northbound HST is about to go under the bridge carrying (what was then) the A1 trunk road over the ECML, immediately southeast of the site of the former Cockburnspath station. This is the google maps link with, hopefully, a recent street view image over the bridge parapet in the same direction. Since 1989 the A1 has been diverted on a new alignment to the southeast, which crosses the ECML roughly where the 3rd or 4th coach of the HST is in the 1989 view. This next photo shows the daily 08.05 Edinburgh-Penzance "The Cornishman" HST just on the other side of the same bridge, passing through the site of the Cockburnspath station. This diagram was covered by a Western Region/InterCity Cross Country allocated 2+7 HST. It's a terribly blurry photo but - for the HST geeks out there - is worth showing because the leading power car is 43167, which at the time (1989) was one of four experimentally fitted with a Mirrlees MB190 power unit. This was the only time I ever saw one of these Mirrlees-engined HSTs on the ECML, let alone north of the border. From around 1996, 43167 was reallocated to the ECML fleet, initially with a Paxman VP185 power unit, and eventually (as 43367) with the standard MTU installation used in most of the HST fleet today. Hope this is of interest. Tom.

Thanks Flood for ID'ing the 47/7. I'd long since forgotten which one it was, and I'm not sure I had recorded the number at the time. Here's a few more of mine (sorry about the blurry ones - handshake, manual focus SLR camera and teenage amateurism all to blame...) from the late 80's/early 90s. First of all, some Executive liveried HSTs. Here's 43095 at the head of a down ECML HST, somewhere in Scotland - any guesses? August, 1989 - the OHLE is in place for the East Coast electrification, but the wires won't be energised until early 1991. Next, here is 43057 standing silently attached to the shore supply in Platform 19 at Edinburgh Waverley. It's July 1989, and there are no trains running due to industrial action by members of Jimmy Knapp's RMT union. These strikes took place once a week throughout the summer of 1989 - can anybody remember what the reason was for the strike action, or the eventual outcome? Early 1991 - the afternoon "Flying Scotsman" HST from London Kings Cross to Aberdeen pauses in platform 19 led by a shabby 43044. Fitters attend to cleaning the windscreen and the power car has drawn attention from a small crowd of enthusiasts. Most HST power cars were repainted into INTERCITY swallow livery by 1991, but a few lasted in Executive until 1992. Further north, 47538 leads 47518 into Aviemore with and Edinburgh-Inverness train. 47518 had failed several times between Edinburgh and Stirling, requiring rescuing for the trip north. July, 1989 Next, some multiple units. 150 252 arrives at Drem on its way from North Berwick to Edinburgh (did they ever go through to Bathgate as indicated on the destination blind?) on a snowy afternoon in early 1991. Later the same day, 156 450 is about to depart from Platform 14 at Waverley, for Glasgow Queen Street. This was a low point for services on the E+G with regards to rolling stock. The class 47/7s and associated push-pull coaching stock had been transferred away from the route in May, 1990, but their intended class 158 replacements had not yet arrived, so in the meantime 4- or 6- car class 156 formations were used instead - limited to 75 mph, with no air conditioning, and no first class! A 150/2 heads towards Haymarket in late 1990. Compared to the shot of 47703 in 1989, just over 12 months earlier, there have been a lot of aesthetic changes for the worse: erection of headspan OHLE, removal of the lattice footbridges, erection of a new line side fence, and cutting back of a lot of trees and vegetation. The weather looks decidedly "dreich", and my camera skills appear to be worse than the year before! Finally, as far as I know the one and only visit of a class 311 "blue train" to Edinburgh was in early 1991, when un-refurbished 311104 stabled alongside platform 1 for a few days. I'm not sure whether the intention was to consider using surplus 303s and 311s on the Edinburgh-North Berwick route, or whether the unit was merely present for crew training on a generic 25 kV electric unit - but in the end a small fleet of refurbished class 305's cascaded from the Great Eastern were dedicated to the route from July 1991 until the early 2000s. Hope these are of interest even though there are no spluttering 26s and 27s! Cheers Tom.

Well done, spot on - 47593 is passing westbound through the site of the former Blackford Hill station on an Edinburgh-Carstairs-WCML portion working in the summer of 1989. Haymarket South Tunnel was closed for electrification works (installation of concrete slab track and overhead wires). Many services were diverted through Haymarket North Tunnel onto the Fife lines during this time, but all of the WCML portion-worked trains to and from Carstairs departed Waverley to the East, through one of the Calton tunnels and then around the normally freight-only Edinburgh South Suburban line to Slateford, where they resumed the original route South (and vice versa). Here is Eastfield's 47114 on the same route a couple of years later, in early 1991, with PCA cement wagons from Oxwellmains. It is also travelling westbound (clockwise) around the ESSR, in the same direction as 47593, and is one bridge further on - the Oswald Road bridge can be seen in the background. This view of Princes St Gardens in 1989 shows rusty tracks on the left leading to Haymarket South Tunnel during the closure, with a 47/7 heading into Waverley on the Fife lines. As it is a Mk 2 push-pull set (47/7, Mk 2d TSO, 2z TSO, 2d TSO(T), 2e FO, 2f DBSO) it is probably an Aberdeen-Edinburgh working. Cheers Tom.

Not Falkirk! Here's a couple of clues: the train is on a diversionary route, and the location is decidedly suburban. Cheers Tom

The photo of 47593 at Inverness reminded me of this photo of mine - does anybody fancy taking a guess at the location? Here is 47593 in ScotRail, red stipe livery, in 1989, somewhere on the Scottish Region: Happy guessing! Tom.

Several Executive liveried Mk 3 coaches are now listed as available on a well known South Yorkshire based retailers website. These are listed as "InterCity Executive Mk3 Loco Hauled" coaches and have appropriate 11xxx and 12xxx running numbers, and buffers. However, the photos on the website show that they are branded "InterCity 125" rather then just "InterCity". The two open firsts appear to have the "1' first class branding applied in silver adjacent to the door, as per INTERCITY swallow livery, rather than as a black digit on the light grey lower half of the door, as was the case in Executive livery. If these pictures do indeed show the finished product, rather than pre-production samples, then it seems that several disappointing errors have crept into the livery application of these models. Let's hope that there is better attention to detail with other forthcoming Mk3 coach releases. Kind regards Tom.

Hi all A few NSE-liveried Mk 2's were transferred to Scotland for the summer 1991 timetable for use on a peak-hour Fife Circle working. These were hauled by spare freight sector class 26 and 47 locomotives - although the use of Class 26s was quite short lived. Here is Eastfield depot's 47328 departing Edinburgh Waverley for Edinburgh Waverley via Dunfermline, Cowdenbeath, Cardenden and Kirkcaldy. The first coach is declassified Mk 2a BFK 17089, subsequently preserved: Hope this is of interest. Cheers, Tom.

Hi all The class 107 DMS(L) in question with the uncovered head code box was no. 52012. It ran around for several years in this condition. I have no idea whether the blinds could be changed though! 52012 was a late survivor in the 107 fleet, lasting in service until around 1992, and had a brief departmental career in one of the three class 107 Sandite units. As far as I know it is now preserved, but not restored. Cheers Tom

This has been an interesting thread to read through. I look forward to ordering at least one set of ScotRail and one set of Blue/Grey Mk 3's when orders are being taken! I did not realise, until reading this thread, that there had been Mk 3a TSOs numbered higher than 12031 allocated to EC in the mid 80s (apart from 12051 which was an EC regular). Were these coaches transferred in to cover the set damaged in the Polmont accident, as well as the re-liverying programme? 87029 asked which coaches carried the SC prefix whilst in blue/grey livery. I found this picture on Flickr showing M12058 and 47711 which might suggest that the coaches loaned to EC during 1984-5 didn't receive the "SC" prefix of the main EC allocated batch: http://www.flickr.com/photos/tibshelf/5765104978/ Going back to the Polmont accident, SC11004 (FO), SC12006 (TSO) and SC9706 (Mk 2f DBSO) were all written off and cut up immediately after the accident, so none of these ever received ScotRail blue stripe livery. A couple of other points, which are small print stuff really and not likely to be applicable to the C&M Models commission. Whilst in ScotRail livery these Mk 3a coaches were notable omissions from the Mk 3 refurbishment programme, retaining the original blue-green seat covers in second/standard class and orange in first. During 1989 some, but not all, of the TSO stock received refurbished IC 70 red seat covers, but not a full refurbishment as they retained blue end wall panelling, tables and carpets. I'm pretty sure they retained the original 72 seat, mainly all facing layout with tables. What I can't recall is whether the first class seats in the CO were also re-trimmed in grey/pink at the same time. Does anybody know the numbers of the coaches which received this mini-refurbishment, and whether the CO coaches were also treated? Finally, during the last few months of the 47/7 push pull service in 1990, the original EC allocated Mk 3a stock was transferred away to the West Coast route and swapped with previously refurbished Mk3a stock. I haven't found any pictures of these coaches but recall that at least one rake had the light blue stripe and "ScotRail" vinyls applied over the italic "INTERCITY" branding, which was faintly visible through the light grey background colour of the vinyl. Other sets appeared in full IC swallow livery. One of the vehicles which appeared briefly was 12010, complete with the unique Clouth Rubber suspension, BT 15 bogies - in full INTERCITY livery. At least one other replacement set was of IC liveried Mk2f stock instead of Mk 3a. Does anybody have the identities of the replacement stock, or (even better) any formations and liveries from during this period? Hope the above is of interest and that further details are out there. Cheers Tom.