British Rail Scotrail 1989-Edinburgh & Glasgow Queen Street with Classes 47, 101, 107, 150 & 156 

The clag in Edinburgh Waverley was astounding at times. Truly gut-reaching 🤮!

I can't argue with you there......

They changed the "destination" for Fife Circle services to Glenrothes in recent years.

Destination Blind now changed at “Glenrothes with Thornton” in both directions on The Fife Circle.

I'm not sure they were in a fixed formation back then. A Platform 5 Combined Volume from 1989 may show if there were any official fixed formation sets.....

I noticed the 3-car 156s, they were actually set up so that this was possible - manual coupling between cars with a separate jumper cable, and a jumper socket on the driving end. Tail lights on is probably just the driver beginning to change ends before the train's in the station!🙂

They couldn't run them in standard 2 car units as the 6 car trains had to split at Crainlariach, one 3 car to both Oban and For Bill..... hence the mixing up to make two 3 car units......

Thank you.... still lots from the past to upload......

Replacing the worn out, and highly thrashed class 27 push-pull sets! BR had wanted to use Inter-City 125s on the Edinburgh-Glasgow runs but the Department of Roads wouldn't sanction it.....

The Class 47 was the Grandfather of the Modern Day Scotrail Commuter Trains

Good to hear......

Yes, that was because the train split into 2 three car trains at Crainlaric, one half to Oban, the other Fort William. Of course, a six car train of 3 two car units can't split evenly so they reformed the units.....

In the summers of 1989 and 1992, both Haymarket and Inverness marahslled most of their 156 units into three-car formations. On the West Highland, this permitted a six-car set to work to Crianlarich and then split with three each to Oban/Mallaig. Six is the maximum most stations can take on the WHL. On the Aberdeen-Inverness route, traffic was high enough that two-cars was found inadequate, but the desire to offer a greater frequency meant there weren't enough units if too many four-car (2×2-car) formations were made, three-cars was a compromise. The 3-car arrangement was not perpetuated in 1990 or 1991 due to the late deliveries of the 158 units and the need for 156s to cover on Edinburgh-Glasgow and Glasgow-Aberdeen. Edinburgh-Aberdeen remained LHCS (there were only two ScotRail workings each way then, ECML HSTs and XC workings did the other services), and Aberdeen-Inverness reverted in order to free up more units (Glasgow to Aberdeen was doubled in frequency to hourly in 1990, so required the extra units; Edinburgh-Aberdeen was postponed). Once sufficient 158s were in service, then Inverness-Aberdeen went mostly back to 156s and Edinburgh-Aberdeen was eventually doubled to hourly with ScotRail now offering the majority of services. The 156 design was intended to be flexible, as well as 2-car, sets could be formed as 3, 5, 7 etc as required. This is now no longer possible as the internal BSI couplers have been replaced with fixed bar couplers and semi-permanent MU connectors for reasons of reliability; so 2-car units can only be divided on depots now.

@@hexagon7895 thanks for the info ..... Even more complex than I thought!

Thank you....

Thank you.....

Must be in a right state by now, it was new here and shining!

A class of DMU built by Metro Cammell, there are 3 sets at work in this upload.......