The Sunderland to York line (or Calder Valley, doesn't matter which) would be a good candidate for these. Then they could layer as AI onto ECML.
TBH, I think DTG would be happy giving us the 69 as it uses the same EMD engine that is used in the class 66s as well as the same cab layout
would love to see these come to TSW! The class 68 is one of my favourite modern diesels so this is a must for me! I would like to see this be done in a back that includes all livery variants with the ScotRail examples layoring (and having scenarios) on Fife Circle
Here is a thought - I wonder if we could get NCL to YRK, with the Durham Coast Line included too. That’d be cool. The former gives the opportunity for LNER layering, and the latter for the 180 OP has suggested
This suggestion pertains to the well known Class 55 Deltic locomotives and is suggested for use on ECML as a railtour locomotive as well as heritage services on WSR. I suggest the 3 liveries shown below. Two tone green livery with yellow warning panels as seen during their early lives. BR Blue livery. BR Blue livery with Finsbury Park White window surrounds.
The British Rail Class 800, branded as the Intercity Express Train (IET) by Great Western Railway (GWR) and Azuma by London North Eastern Railway (LNER) is a type of bi-mode multiple unit train built by Hitachi Rail for GWR and LNER. The type uses electric motors powered from overhead electric wires for traction, but also has diesel generators to enable trains to operate on unelectrified track. It is a part of the Hitachi AT300 product family. This suggestion pertains to the LNER Azuma sets of /1 and/2 subclasses for use on ECML. LNER Class 800 Azuma.
The British Rail Class 91 is a high-speed electric locomotive, which produces power of 4,830 kW (6,480 hp); it was ordered as a component of the East Coast Main Line modernisation and electrification programme of the late 1980s. The Class 91s were given the auxiliary name of InterCity 225 to indicate their envisaged top speed of 225 km/h (140 mph); they were also referred to as Electras by British Rail during their development and throughout the electrification of the East Coast Main Line. This suggestion is for use on ECML with the LNER Oxblood livery and matching Mk4 and DVT stock, making up Intercity 225 sets. LNER Class 91.
The British Rail Class 805 Evero is a type of bi-mode multiple unit built by Hitachi Rail for Avanti West Coast. Based on the Hitachi A-train design, 13 five-car units were built to replace Class 221s on services between London Euston, Birmingham New Street and stations on the North Wales Coast lines. Their introduction allowed the elimination of long-distance diesel working on electrified routes. This suggestion is for use on WCML South and as AI on other relevant routes. Class 805 Evero in Avanti West Coast livery.
The British Rail Class 710 Aventra is a class of electric multiple unit passenger trains built by Bombardier Transportation for use on the London Overground network. The trains are part of Bombardier's Aventra family. The contract to provide 45 four-car trains was awarded in July 2015 and the trains were originally due to enter service in May 2018, although introduction was delayed until May 2019. This suggestion pertains to the 5 car 710/3 variant but possibly also the 4 car 710/2 type. For use on WCML South and relevant London Overground routes. Class 710 Aventra. This is a /1 variant but very similar to other variants.
For WCML South, I would like to suggest the Class 325 parcels units. The British Rail Class 325 is an electric multiple unit (EMU) train owned by Royal Mail, the trains were operated from 1995 to 2024 for the Royal Mail to carry bulk mail. The class consists of four-car sets with dual-voltage 25 kV (AC) and 750 V (DC) power. While the Class 325 cabs bear a resemblance to the Networker family of DMUs and EMUs, the Class 325 is based on the Class 319. Class 325 in Royal Mail livery.
For WCML South and other relevant routes, I am suggesting the Class 221 Super Voyager. The British Rail Class 221 Super Voyager is a class of tilting diesel-electric multiple unit express passenger trains built in Bruges, Belgium and Wakefield, by Bombardier Transportation in 2001–02. These units are notable for their inclusion of tilting technology and 125mph top speed. Class 221 Super Voyager in Avanti West Coast livery.
For MML I believe that the Class 222 Meridian is a superb choice for additional services. The British Rail Class 222 Meridian is a group of 5- or 7- car diesel-electric multiple-unit high-speed passenger train capable of 125 mph (200 km/h). Twenty-seven sets were built by Bombardier Transportation in Bruges, Belgium. Class 222 Meridian in East Midlands Trains livery.
This suggestion pertains to Fife Circle Line, other relevant Scotrail routes and Midland Mainline. The British Rail Class 156 Super Sprinter is a diesel-hydraulic multiple unit passenger train. A total of 114 sets were built between 1987 and 1989 for British Rail by Metro-Cammell's Washwood Heath works. They were built to replace elderly first-generation DMUs and locomotive-hauled passenger trains. At privatisation the Scottish fleet passed to the National Express owned ScotRail franchise, which used them until 2004 when the franchise was taken over by First ScotRail. All passed to Abellio ScotRail with the franchise in 2015. At the end of the Central Trains franchise, 11 units were transferred to East Midlands Trains, who repainted the fleet during 2008 and then carried out a refurbishment program from autumn 2010 onwards. The refurbishment, carried out at Neville Hill depot, included interior refurbishment work, improvements to driving cabs and installation of CCTV. These trains were used on slower medium-distance services such as Nottingham/Derby to Matlock, Nottingham to Skegness, Leicester to Lincoln and Nottingham to Worksop. In May 2011, four additional units were transferred from Northern Rail to allow Nottingham to Liverpool services to be strengthened. Class 156 in ScotRail livery. Class 156 in East Midlands Trains livery.
For Midland Mainline I am suggesting the Class 153. The British Rail Class 153 Super Sprinter are single-coach diesel-hydraulic railcars which were converted from two-coach Class 155 diesel multiple units in the early 1990s. The class was intended for service on rural branch lines, either where passenger numbers do not justify longer trains or to boost the capacity on services with high passenger volume. Class 153 in East Midlands Trains livery.
For Northern Transpennine, I would like to suggest the Class 141 Pacer. The British Rail Class 141 is the first production model of the Pacer diesel multiple unit (DMU) railbus. The majority of the Class 141s were based in and across West Yorkshire on routes radiating from Leeds, where they worked up until 1997, at which point they were replaced by the improved Class 142. Class 141 Pacer at Huddersfield in original Cream/Teal livery as when launched in 1984.
For both DLoGW and NTP, I am suggesting the Class 128 parcels dmus. The British Rail Class 128 was a class of diesel multiple unit, built for British Rail. Introduced in 1959, ten of the class were built by Gloucester Railway Carriage and Wagon Company, each with two 230 hp British United Traction - Albion engines, making these cars the most powerful first generation dmus with 460hp available. The class was built specifically for parcels, fitted out with parcel racks and bike storage at each end, and did not feature any passenger accommodation. The last members of the class were withdrawn in 1990 and broken up the following year, and none were preserved. The class consisted of two batches of 5 each for the Western Region and Midland Region. Western Region units featured a gangway at each end whilst Midland Region units did not although some units later had them removed and plated over. Midland Region units mostly worked around Manchester. Western Region Class 128 at Paddington. Former Western Region, now Midland Region Class 128 at Manchester Victoria.
I've said this in another thread, but a 222 should come with it's own route and then layer onto MML. Two birds with one stone. And it'll make the current route more alive.
Kings Cross to Peterborough would be suitable to introduce this. Then it can layer onto the current ECML. It's crazy how we don't yet have one, they will soon disappear forever once LNER put their new trains into service.
For Northern Transpennine, I am suggesting the Class 124 dmus which are notable in their absence. The British Rail Class 124 diesel multiple units were built by BR Swindon Works in 1960. The Class 124 was a class of initially six-car diesel multiple units used and built specifically for the Transpennine route. In the late 1970s, the class was merged with their Class 123 cousins that had been relocated from Reading services on the Western Region and, towards the end of their days, ran as 4-car hybrid sets. They were all withdrawn in 1984 when their duties were taken over by Class 31/4 diesel-electric locomotive-hauled rakes of four coaches. Nine 2-car sets composed of a class 123 DMBSL and class 124 DMC were formed at Hull in 1984 in case introduction of the class 141 'Pacer' units was delayed, but they were never used in service. The class was not unique; the Class 124 DMUs shared mechanical components with their sister class 123, on the Western Region, and the Class 126. Class 124 at Manchester Victoria.
For both DLoGW and NTP, I am suggesting the Class 123 dmus which would have been regular performers during 1971 and 1984 respectively. The British Rail Class 123 was a design of diesel multiple unit built for British Rail in 1963. They were the last first-generation DMUs built for British Railways and were built at Swindon Works. Ten of the four-car sets were built and introduced in 1963. The units bear a visible similarity to the British Rail Class 309; however, there is no 'relation' here as the two types were built by different manufacturers for different markets. They were originally intended for use on services from the South Coast to Wales, but only briefly used on services from Portsmouth to Cardiff and Bristol. When introduced they were concentrated on services between Swansea, Cardiff, Birmingham, Derby and Crewe and between Cardiff and Bristol. While still in their original green livery the units were trialled on services between Plymouth and Penzance on the Cornish Main Line as an alternative to loco-hauled services. They were displaced in 1970 to outer suburban services from London Paddington to Oxford and Newbury, without the buffet cars. All were stored in April 1977 but reprieved later that year for services from Hull to Doncaster, Sheffield, Manchester and occasionally to Leeds. All were withdrawn in 1984 and stored at Hull Botanic Gardens TMD. Nine 2-car sets composed of a class 123 DMBSL and class 124 DMC were formed at Hull in 1984 in case introduction of the class 141 'Pacer' units was delayed, but they were never used in service. Class 123 at Paddington. Class 123 at Manchester Victoria.
For use on Northern Transpennine, I would like to suggest a slightly older version of Class 31. The British Rail Class 31 diesel locomotives, also known as the Brush Type 2 and previously as Class 30, were built by Brush Traction from 1957 to 1962. They were numbered in two series, D5500-D5699 and D5800-D5862. Construction of the first locomotive was completed in the final week of September 1957, and the handing-over took place on 31 October. The first Class 31 entered service in November 1957, after the launch of the Class 20 locomotive and was one of the Pilot Scheme locomotives ordered by British Railways to replace steam traction. Class 31 at Manchester Victoria.
Another suggestion for Northern Transpennine, the venerable Class 25. The British Rail Class 25, also known as the Sulzer Type 2, is a class of 327 diesel locomotives built between 1961 and 1967 for British Rail. They were numbered in two series, D5151–D5299 and D7500–D7677. Class 25 at Manchester Victoria.
This suggestion is for GWE and is for the Class 360/2. The British Rail Class 360 is an electric multiple unit class that was built by Siemens Mobility on its Desiro platform between 2002 and 2005 for First Great Eastern and Heathrow Connect. The remaining members of the class are operated by East Midlands Railway. In June 2003, BAA plc ordered four Class 360 units for its Heathrow Connect service, which was designed to complement the non-stop Heathrow Express service by calling at a number of intermediate stations between London Paddington to Heathrow Airport. Siemens fulfilled the order by rebuilding four Class 350 units it had previously built in speculation of an order from Angel Trains. One of these, 350001, had already been delivered to England and was being used for training by South West Trains at Northam Traincare Facility, while the others remained at the Wildenrath test track in Germany. The first rebuilt unit arrived at Heathrow Connect's Old Oak Common depot in November 2004, and services commenced in June 2005. An additional unit was subsequently ordered; it arrived in England in November 2005 but did not enter service for a further 12 months. In 2007 five additional intermediate vehicles were procured and used to lengthen each unit to five carriages. In 2010, one unit began operating a Heathrow Central to Heathrow Terminal 4 shuttle, with a new Heathrow Express livery. In May 2018 TfL Rail inherited all five of Heathrow Connect's Class 360s, which were replaced by Class 345 units once problems with the European Train Control System in the Heathrow tunnel were resolved. On 30 July 2020, Class 345 units began entering passenger service on the Heathrow branch, and the last Class 360 units were withdrawn on 13 September 2020. In February 2021, Rail Operations Group (ROG) purchased the five-strong fleet from Heathrow Airport Holdings. The fleet was moved to MoD Bicester for storage pending further use with the company, which potentially included conversion into "fast freight" units. In August 2022, ROG stated that the units would not be repurposed due to technical issues, and that they wished the units to return to passenger service. However, this did not occur, and on 23 August 2022 unit 360205 was taken to Sims Metal in Newport, South Wales, to be scrapped. Unit 360204 followed shortly thereafter. In October 2022, it was announced that the remaining three units had been acquired by the Global Centre of Rail Excellence (GCRE). The units will be used in the running-in process for the GCRE's infrastructure test track, as well as being made available to the railway industry as research and development test trains. Class 360/2 at Acton Mainline whilst in Heathrow Connect livery with orange doors. These were later charged to purple as a precursor to Elizabeth Line services.
Another GWE suggestion, this time for the Class 332. The British Rail Class 332 electric multiple unit passenger trains were built between 1997 and 1998 by CAF, with traction equipment supplied by Siemens Transportation Systems. Fourteen units were built for dedicated use on Heathrow Express services between London Paddington and Heathrow Airport. In March 2018, Heathrow Airport Holdings announced that operation of the Heathrow Express was to be contracted to Great Western Railway. However, in September 2019, Heathrow Express announced that Heathrow Airport Holdings were to continue owning Heathrow Express until at least 2028 and that instead, GWR would manage the introduction of the Class 387 to replace the Class 332. The first unit, 332014 was sent to be scrapped in November 2020 at Sims Metal, Peterborough. The last day in service for the remaining Class 332 units was 28 December 2020. Apart from three carriages from 332001 that were retained by Siemens, the remaining sets were scrapped by Sims Metal, Newport in the first quarter of 2021. Heathrow Express Class 332 at Paddington.
For GWE, I am suggesting the Class 165/1. The British Rail Class 165 Networker Turbo is a fleet of suburban diesel-hydraulic multiple unit passenger trains (DMUs), originally specified by and built for the British Rail Thames and Chiltern Division of Network SouthEast. They were built by BREL York Works between 1990 and 1992. An express version was subsequently built in the form of the Class 166 Networker Turbo Express trains. Both classes are now referred to as "Networker Turbos", a name derived some three years later for the project that resulted in the visually similar Class 365 and Class 465 EMUs. Thirty-seven Class 165/1 Networker trains were built in 1992 for the Thames line subdivision of Network SouthEast, numbered 165101–137. Like the Chiltern units, both 2-car and 3-car variants were built. Units 165101-117 were delivered as 3-car units, followed by the 2-car units 165118–137. They are regeared and fitted with bogie yaw dampers to allow a top speed of 90 mph (145 km/h), more suitable for mainline use. Each unit was formed of two outer driving motors, with an additional intermediate motor in the 3-car units. The technical description of the formation is DMOCL+MOS+DMOS. Although still listed on the vehicle data sheets at DMCL vehicles, the first-class area has been removed from 2-car 165s operated by GWR. As such these vehicles are now technically DMOSL vehicles. The 3-car units were similarly declassified, but the first-class accommodation has now been reinstated on these. Individual carriages are numbered as follows: • 58953-58969 - DMCL • 58879-58898 - DMOSL changed from DMCL in 2015[7] • 55415-55431 - MOS • 58916-58932 and 58933-58952 - DMOS Unit 165115 was destroyed in the Ladbroke Grove rail crash. Class 165/1 in GWR livery.
Another suggestion for GWE, this time the Class 57 with Mk3 Sleeper stock. The British Rail Class 57 is a type of diesel locomotive that was remanufactured from Class 47s by Brush Traction of Loughborough between 1998 and 2004. During 2000, the rail leasing company Porterbrook placed an order for a prototype passenger locomotive fitted with electric train heating. During June 2001, this locomotive, 57601, was leased to the passenger train operator First Great Western, At the time, First Great Western were reportedly searching for a suitable replacement for its elderly Class 47 locomotives. 57601 hauled Mark 2 stock on day services from London Paddington to Plymouth and Penzance—until these services ceased in September 2002—and on the Night Riviera sleeper service. After an evaluation period, First Great Western agreed to lease three production Class 57/6s from Porterbrook in May 2002, the first of which being delivered during November 2003. As the prototype locomotive was non-standard, it was decided to order a fourth Class 57/6 in 2003 and return 57601 to Porterbrook; this occurred in December 2003 after the first production Class 57/6 was delivered, after which 57601 was sold by Porterbrook to the spot-hire company West Coast Railways. In mid-2015, First Great Western stated it had plans to obtain one more Class 57, but that the sub-class and number of which had not yet been confirmed. The First Great Western fleet were originally painted green with a gold bodyside band to match the Night Riviera stock, with cast name and numberplates. All four locomotives were named after castles in Devon and Cornwall, and operate mainly on the Night Riviera sleeper service, with the occasional stock move. From March 2008, the fleet started to receive First Great Western blue livery, with 57605 the first repainted. During June 2010, 57604 received a repaint into lined Brunswick green livery, to commemorate the 175th anniversary of the Great Western Railway. Between December 2009 and July 2010, the rail freight operator First GBRf hired several Class 57/3s from Virgin Trains to operate in top-and-tail formation with Mark 2 stock on a First Great Western Taunton - Cardiff diagram; primarily due to unreliability, the Class 57/3s were replaced by Class 67 locomotives. The Night Riviera is a sleeper train operated by Great Western Railway (GWR). It is one of only two sleeper services on the railway in the United Kingdom (the other being the Caledonian Sleeper services between London and Scotland). The Night Riviera runs six nights a week (Sunday–Friday) between London Paddington and Penzance with one train in each direction. A pair of GWR Class 57s with a sleeper service.
For West Cornwall Local, I am suggesting the Class 122. The British Rail Class 122 diesel mechanical multiple units were built by Gloucester RC&W in 1958. Twenty single-car, double-ended driving motor vehicles, nicknamed "Bubble Cars", were built, numbered 55000–55019. These were supplemented by nine single-ended trailer vehicles, numbered 56291–56299 (some of which were later renumbered into the 54291–54299 block). Class 122 in Regional Railways livery.
Another suggestion for West Cornwall Local, this time the Class 108. The British Rail Class 108 diesel multiple units were built by BR Derby from 1958 to 1961, with a final production quantity of 333 vehicles. The 108 was formed as a 2-, 3-, or 4-car unit. Its aluminium body led the type to be classed as a lightweight unit. These units stayed in regular service until 1990, when they began to be withdrawn from traffic. They were replaced on regional services by the new Sprinter derivative units, or by Turbo units on services around London. The final units lasted in traffic until October 1993, although many saw further use in departmental service, as sandite or route-learner units. Good condition on withdrawal and lack of asbestos have ensured that many of this class are now used on preserved railway lines. Class 108 in Blue/Grey livery with headcode box above the cab. Class 108 in Blue/Grey livery with destination blind in place of the headcode box. This class featured both types of cab roof moulding.
For West Cornwall Local, I am suggesting the Class 50. The British Rail Class 50 is a class of diesel locomotives designed to haul express passenger trains at 100 mph (160 km/h). Built by English Electric at the Vulcan Foundry in Newton-le-Willows between 1967 and 1968, the Class 50s were initially on a 10-year lease from English Electric Leasing, and were employed hauling express passenger trains on the then non-electrified section of the West Coast Main Line between Crewe and Scotland. After WCML electrification around 1974 the class moved to the Western Region for services out of London Paddington and London Waterloo which is where they were still based at final withdrawal. Initially numbered D400–D449 and known as English Electric Type 4s, the locomotives were purchased outright by British Rail (BR) at the end of the lease and became Class 50 in the TOPS renumbering of 1973. A pair of BR Large Logo Blue livery Class 50s at Penzance.
This suggestion is for West Cornwall Local. The InterCity 125 (originally Inter-City 125) or High Speed Train (HST) is a diesel-powered high-speed passenger train built by British Rail Engineering Limited between 1975 and 1982. A total of 95 sets were produced, each comprising two Class 43 power cars, one at each end, and a rake of seven or eight Mark 3 coaches. The name is derived from its top operational speed of 125 mph (201 km/h). At times, the sets have been classified as British Rail Classes 253, 254 and 255. In original form, the Class 43 power cars were fitted with Paxman Valenta diesel engines. Class 43 HST in Intercity Executive livery at Penzance.
For DLOGW and WSR, I am suggesting the Class 42 and 43 Warship locomotives. The British Rail Class 42 Warship diesel-hydraulic locomotives were introduced in 1958. It was apparent at that time that the largest centre of expertise on diesel-hydraulic locomotives was in West Germany. The Western Region of British Railways negotiated a licence with German manufacturers to scale down the German Federal Railway's "V200" design to suit the smaller loading gauge of the British network, and to allow British manufacturers to construct the new locomotives. The resultant design bears a close resemblance, both cosmetically and in the engineering employed, to the original V200 design. Warship locomotives were divided into two batches: those built at BR's Swindon works were numbered in the series D800-D832 and D866-D870, had a maximum tractive effort of 52,400 pounds-force (233,000 N) and eventually became British Rail Class 42. 33 others, D833–D865, were constructed by the North British Locomotive Company and became British Rail Class 43. They were allocated to Bristol Bath Road, Plymouth Laira, Newton Abbot and Old Oak Common. Two Class 42s are preserved, D821 and D832. D830 is unique being fitted with 2 Paxman Ventura YJXL diesel engines instead of the 2 Maybach (42) or 2 NBL-MAN (43) power units. Class 42 Warship in BR Maroon livery as in preservation. Class 42 Warship in BR Green livery as in preservation. Class 42 Warship in BR Blue livery as they would have been in 1971. Class 43 Warship in BR Blue livery as they would have been in 1971.
For DLOGW, this suggestion is for the Class 117 and 121 dmus. The British Rail Class 117 diesel mechanical multiple units were built by Pressed Steel from 1959 to 1961. It was a licence-built variant of the British Rail Class 116. The Class 117 is mechanically identical to the Class 121 as follows. The British Rail Class 121 is a single-car double-ended diesel multiple unit. 16 driving motor vehicles were built from 1960, numbered 55020–55035. These were supplemented by ten single-ended trailer vehicles, numbered 56280–56289 (later renumbered 54280–54289). They have a top speed of 70 mph (113 km/h), with slam-doors, and vacuum brakes. The driving motor vehicles were nicknamed "Bubble Cars" by some enthusiasts (a nickname endorsed and made official by final passenger service operator Chiltern Railways). This class was another Pressed Steel built type. Class 117 in Blue/Grey livery at Southall. Class 121 single-car unit in BR Blue livery.
Another suggestion for DLOGW. The Blue Pullmans were luxury trains used from 1960 to 1973 by British Rail. There were two versions, built by Metro-Cammell in Birmingham: two first-class six-car sets for the London Midland Region (LMR), and three two-class eight-car sets for the Western Region (WR). They were initially operated by the luxury train operator the Pullman Car Company, which the British Transport Commission (BTC) had acquired in 1954. Shortly after their introduction, in 1962, the Pullman Car Company was incorporated into the British Railways network. Originally given the last Pullman vehicle numbers, towards the end of their operational life the trains gained the British Rail TOPS classification of Class 251 (motor cars) and Class 261 (kitchen and parlour cars), although they never carried these numbers. The WR sets operated from London Paddington to Birmingham and Wolverhampton, and Swansea. Class 251/261 Blue Pullman set in reverse Blue/Grey Pullman livery as they would have been in 1971.
For DLOGW and WSR, I am suggesting the Class 35. The British Rail Class 35 is a class of mixed-traffic B-B diesel locomotive with hydraulic transmission. Because of their Mekydro-design hydraulic transmission units, the locomotives became known as the Hymeks. They were numbered D7000-D7100. Class 35 in BR Blue livery as in 1971. Class 35 in BR two tone green livery as seen in preservation.
For DLOGW, I suggest the Class 22. The British Rail Class 22 or "Baby Warship" was a class of diesel-hydraulic locomotives designed for the Western Region of British Railways and built by the North British Locomotive Company. They were very similar in appearance to the Class 21 diesel-electrics, although shorter in length by almost five feet. The nickname Baby Warship related to the similarity in appearance (and internal equipment) to the British Rail Class D20/2 or Class 41 Warship Class. The Class 22s were numbered D6300-D6357. Class 22 in BR Blue livery as in 1971.
For WSR, I am suggesting the Class 14. The British Rail Class 14 is a type of small diesel-hydraulic locomotive built in the mid-1960s. Twenty-six of these 0-6-0 locomotives were ordered in January 1963, to be built at British Railways' Swindon Works. The anticipated work for this class was trip working movements between local yards and short-distance freight trains. The good all-around visibility from the cab and dual controls also made them capable of being used for shunting duties. The order was expanded from 26 to 56 in mid-1963, before work had started on the first order. They were numbered D9500-D9555. Class 14 in BR Green livery as in preservation.
Now that DTG have an AWC licence, this could be possible. Would be great to see as it would add more variation to the existing services for WCML South
Only missing stock? Noooooo... Would have been a few Class 81s around then and lot of 85s were still about. Diesel-wise the biggest omission is the Class 25, which were being retired around then. And at the Carlisle end you'd often find a 26 or 27 that had worked a cross-border service DMUs, the 104 (which is coming one day IF it's ever finished), the ideal addition to their other route Blackpool Branches, but the 105s and 108s were also around back then. If you offered me a choice of one of the above as something to make Preston-Carlisle ever more authentic, I'll take the class 85 every time. Absolute workhorse and those roarer sounds were magical! I loved the 370 and I was lucky enough to get on one, but they were out of service more than they were in it. There are more worthy examples of trains that could add to both Preston-Carlisle and Blackpool Branches first.
