My vague memory of the time is that 86s and mk2s were more or less entirely confined to Cross Country workings, but I think that's wrong: does anybody know "how" wrong I am?
86s and Mk2E/F XC sets did Glasgow/Edinburgh-Birmingham/Manchester
(There was also the use of 2E/F sets on XC workings, hauled by 86/2s on the WCML, 47/8s (nominally) elsewhere.)
86s and 2F push-pull sets did the Euston-Birmingham/Wolverhampton (EBW), but did appear off link at times (even to Glasgow).
90s supplemented the 86s on EBW workings primarily (that was what BR ordered them for, to replace the 81/85s essentially), but their 5,000hp and 110mph rating meant they went anywhere.
The 110mph rated all Mk3 sets were used on Euston-Manchester/Liverpool/Glasgow, as those routes were all timed for 110mph running from 1989/90. These were originally booked 87s.
As a child spotter, it seemed that it was almost random as to whether expresses were allocated class 87 or 90. Did the locos tend to stay assigned to given routes, or was it a true common pool?
Theoretically, yes. Certainly BR intended that, in practice by Virgin days, no. Except that 87s, 90s or one of the 110mph 86s (Class 87 prototypes) were obviously preferred for the 110mph diagrams.
What would HST workings at the time have looked like?
The WCML sets were as per ECML/MML - 2+8 with DM-2TF-TRFB-4TS-TGS-DM
The XC sets were 2+7, with DM-TF-TRSB-4TS-TFS-DM
And finally: I have a perception that coaching stock rakes would be a complete hodgepodge of Intercity and Virgin liveried mk3s, but Flickr photos seem to suggest that, at least for mk3s, whole rakes would be formed up in a single livery (not the case for mk2s). Does anybody have any reminisces of this?
Virgin got the WCML sets done pretty sharpish, plus the XC HSTs. The XC Mk2E/F sets remained mixed until the end, though the number of IC vehicles was ever fewer by the last years, but as late as 2000, over half were still IC livery.
Were the 90's originally defined as an cl 87 sub class? 87/2 I think. I think west coast regarded them as interchangeable. But the insides were very different, as 87 had tap changers, 90 was thyristor phase angle. I think the bogies and traction motors were the same, or very similar.
Originally classified 87/2, but it was later decided to give them their own class due to the different control system.
Pretty much same bogie/motor designs, ditto the 86/1s. There are a few subtle differences I seem to recall reading about in the Railway Magazine, an issue from about 1988 when the 90s were being tested.
There was an odd-ball consist on the WCML for a while of MK3 coaches with a MK2f(? I think) coach sandwiched in.
There was definitely a Mk2F set with a Mk3A TSO in the middle in about 2002. I had a list of set formations for VT somewhere I could try and dig out.
Also in the early days of Virgin Trains West Coast standard class passengers were still allowed to dine in the restaurant car. Then Virgin hyked up first class ticket prices and introduced their 'complimentary at seat service' - any standard class passenger wishing to dine were now restricted to the buffet only. By restricting the dining car to first class it was seen and marketed as one of the benefits of travelling first class.
Virgin Trains also dropped the "named trains" identities such as The Manchester Pullman, Royal Scot and Irish Mail as they did not fit into their brand image.
The Royal Scot and Caledonian lasted until the 2005 timetable, actually both becoming limited stop Pendolino services. The switch to a fully regular stopping pattern for all services (ie, no additional limited stop services over thr normal pattern) led to their withdrawal. The Manchester Pullman went in 1999, not sure about the Irish Mail, but I have a feeling it lasted until HSTs were usurped on Holyheads, but possibly no longer shown in the timetables.
