InterCity (British Rail) - InterCity Rolling Stock - C

• East Coast –
  • ​InterCity 125 HST services started in 1977: Typically 2 first-class, a Restaurant Kitchen, Buffet Standard and 4 standard-class British Rail Mark 3 carriages with a Class 43 power car at each end.
  • These progressively replaced Class 55 "Deltics" which were finally withdrawn in 1981.
  • Later, as catering needs changed, the Restaurant Kitchen was replaced by a fifth standard-class coach.
  • InterCity 225: ​A Class 91 electric locomotive, nine Mark 4 coaches and a Driving Van Trailer (DVT) operating in push-pull mode, introduced in 1990, with electrification completed in 1991.
  • This saw most of the HSTs transferred to Great Western, Midland and Cross-Country routes, but some remained for the runs to/from Aberdeen, Inverness and Hull.
• West Coast –
  • ​London Euston to Wolverhampton used Class 86 electric locomotives hauling Mark 2 carriages and operated at 100 mph.
  • Euston to Glasgow services used Class 86, Class 87, and Class 90 locomotives hauling Mark 3 coaches and operated at 110 mph.
  • Euston to Holyhead services used Class 47 hauled Mark 2s or HSTs.
  • From 1988, West Coast trains operated in push-pull mode with a DVT at the London end of the train.
  • Before DVTs were introduced, larger fleets of Classes 81–87 were used to haul the trains conventionally.
  • Class 50s operated in pairs north of Preston until electrification was completed in 1974.
• Midland –
  • ​Class 45, 46 and 47 locomotives hauling Mark 1 and Mark 2 carriages.
  • HSTs replaced the loco-hauled trains in the 1980s.
• Great Western –
  • ​InterCity 125s from new, which replaced Class 50s, which in turn, replaced Class 52s.
  • Other services were also operated by Mark 2 carriages hauled by Class 47s and 50s, later these were transferred to Network SouthEast and replaced by Class 165 DMUs.
• Great Eastern –
  • ​Class 47 diesels hauled Mark 1 and Mark 2 carriages before electrification of the route in the mid-80s.
  • Class 86 electrics were introduced to haul trains from Liverpool Street to Ipswich from 1985, with through electric trains reaching Norwich by 1987.
  • Mark 2 Driving Brake Standard Opens were cascaded from Scotland in the early 90s, so that trains could operate in push-pull mode.
  • Some routes transferred to Network SouthEast, leaving London-Norwich and the London-Harwich boat-train with InterCity.
• Cross Country –
  • ​Some routes were operated by InterCity 125s, but with only one first class carriage and standard class seats in the buffet car replaced the restaurant. Other routes saw Mark 2 carriages hauled by Class 47 diesel locomotives.
  • Services operating north of Birmingham on the West Coast main line switched to electric traction using Class 86 and Class 90 locomotives.
  • DVTs were not used.
• Gatwick Express –
  • Originally used dedicated Class 423 electric multiple units as part of the Southern Region.
  • Prior to being transferred to InterCity, the service ran from London Victoria calling at Clapham Junction, East Croydon (sometimes via Redhill) and Gatwick Airport running via Haywards Heath to Brighton.​
  • The service was transferred to InterCity with Class 73 electro-diesel locomotives (electric third-rail current or diesel-powered) hauling Mark 2 coaches and a modified Class 414 driving motor carriage were introduced in 1984 in push-pull mode.
  • When InterCity took over, the service only served London Victoria and Gatwick Airport.
• Sleepers –
  • ​Originally consisted of Mark 2 or Mark 3 seating coaches with Mark 1 sleeper cars. Mark 3 sleeper cars replaced the Mark 1s in the early 1980s. DVTs were not used.
  • The Night Riviera (Paddington-Penzance) was hauled by Class 47s while the Euston-Scotland sleepers were usually hauled by Class 86, 87 or 90 electric locomotives as far as Edinburgh and Glasgow.
  • The sections north of Edinburgh were hauled by Class 37 or 47 diesel locomotives to/from Aberdeen and Inverness, while the section to/from Fort William was hauled by Class 37s.
  • The London Euston to Stranraer Harbour service worked on the same basis with a change from electric to diesel at Carlisle.
  • The service to Holyhead saw locomotive changes at Crewe.