Sleeper Coach Bus Livery Download ((EXCLUSIVE))

im at the transfer stage of a lima mk3 intercity liveried sleeper coach, the one i have 'factory printed' has Inter-city sleeper on the side but i can find no reference to one actually wearing it like that, all pics ive seen show it it as INTERCITY . which one is correct as id rather re-brand the lima one than have two that are incorrect. thanks.

The first Mk3 Sleepers were painted into Inter City Executive (raspberry ripple) livery in 1985, the INTER CITY was not introduced until July 1987. Therefore about 25 - 30 SLEP and 10 - 15 SLE carried InterCity Sleeper in black. Note that the hyphen wasn't used on this livery apart from on some very early repaints.

Sleeper Coach Bus Livery Download

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I've had a look in my 1987 Ian Allan Spotters book, and have found two photos one by Bill Sharman and the other by Chris Morrision of Mk1 InterCity liveried coaches. Mk1 AA11 FK #13229 displaying InterCity Motorail branding at Stirling 1986 and the other photo, Mk1 AK51 RKB #M1524 displaying InterCity Buffet livery at Stafford 1986. What's interesting about the second photo is, there's part of a Mk3 coach displaying InterCity branding in black.

I recently got a hold of an EWS class 67 from the EWS train pack and I understand that the 67's were used on Caledonean sleeper services and its one thing I like to re-create is a sleeper train service. All I do know about it is the MK3 coaches themselves would need a repaint in the right colors but I know there are additional coaches added to them like the BUO Seated Coach, RLO Sleeper Reception Car and the RFB Buffet open first.

Pretty sure Hornby produced the MK3 Caledonain Sleepers in both versions - the earlier "Swoosh" type and the later "First ScotRail" ones - they came in a pack with a matching Class 90. Further MK3 coaches were released with different running No's.. As for the other coaches required - yes been there - done that .................

The first sleeper is in the old livery, the second in the new, and the Mk2 is in the base blue awaiting vinyls for the new livery. Some of them ran in this condition for a long time - some sleepers too I think.

Yeah I did look around for MK3 sleepers in caledonian liveries but can't seem to find any available. I would have thought that with the new 67 in caledonian sleeper livery that Hornby would produce the matching stock.

That said there have only been two or three painted in the new livery, don't think anymore will be painted as they are being replaced with the new mk1 5 coaches. Fingers crossed someone makes a model of them.

Well fortunately I don't intend to do the new livery as I'm looking more around the 2000 era to go with my EWS 67. I can imagine the frustration of nobody doing a conversion kit for the 73. I would probably think that Dapol might do the 73 in the caledonian sleeper livery seeing as how the new model is rather popular. Having checked through my old stock I do have two MK2 coaches in NSE livery that are factory weathered which I might be able to convert, since they're not being used. The only question is whether the finish would come off the windows. Apart from that there is finding MK3 sleeper coaches. Don't seem to be much around on ebay or elsewhere and I don't see myself spending a fortune on a rake of sleeper coaches in First Great Western livery only to strip and re-paint them.

If its any help here is a link to a thread where I converted two Airfix mk2's to the lounge and seated coaches for the sleeper. I've since sold the lounge coach as I acquired a very cheap newer Hornby coach with lights which I'm converting with hopefully a bit more detail.

The British Rail Mark 1 was considerably stronger than most pre-nationalisation designs, and it was noticed as early as 1952 that the examples involved in the Harrow and Wealdstone rail crash had withstood the impacts better than the older coaches around them. The improvement in safety the Mark 1 thus represented was praised by the Chief Inspecting Officer of Railways, Lt Col I.K.A. McNaughton (Chief Inspecting Officer of Railways, Department for Transport), in the Sir Seymour Biscoe Tritton Lecture to the Institution of Mechanical Engineers in 1977. Speaking of the fall in fatalities since 1955, he put forward his opinion that a major factor in this improvement was "the introduction in 1951 of the BR standard Mark 1 passenger carriage, which, over a period of about ten years, replaced pre-war designed rolling stock on most principal routes. The damage-resistant qualities of this all-steel coach, mounted on a 200 ton end-load resistant underframe and fitted with buckeye couplings, have been evidenced time and time again. Only in a small number of very destructive accidents has serious body damage of the kind that inevitably leads to fatal accidents been observed and there have been several remarkable instances of high-speed derailments in which no personal injuries have occurred."

The 1988 Clapham Junction rail accident highlighted that by the 1980s the Mark 1 coach was dated, and less able to withstand collisions than newer designs. Nevertheless, the Hidden Report into the disaster concluded that withdrawal of Mark 1 units was impractical and the design was not inherently unsafe: "The inventory of Mark I coaching stock is large, and much of it has not reached an end of economic life, nor will do so for another decade or more. Mark I vehicles have good riding qualities, and are not intrinsically lacking in collision resistance."[14] British Rail was still using some 4EPB and 2EPB (classes 415 and 416) multiple units with underframes that had been constructed before World War II and these were a priority for replacement.

A small number of railtour companies have waivers to operate Mark 1 carriage stock on railtour duties. The conditions usually involve the fitting of central door locking and having either a non-passenger or non-Mark 1 carriage at the ends of the train. This is often achieved by running with a locomotive at each end of the train, instead of just at the front, which also reduces the need to run-round at minor terminus stations, many of which lost their run-round facilities when locomotive hauled trains of Mark 1 or Mark 2 coaches gave way to multiple unit operation on service trains.

The long service life of Mark 1 carriages means that a heritage railway can (potentially) recreate an authentic period train of the 1950s, 1960s, 1970s, 1980s or early 1990s, when painted in a suitable livery.

Several Mark 1 sleeping cars were bought by preservation societies for use as volunteer accommodation. When British Rail began to run down its overnight sleeper trains, many heritage railways replaced them with 'young' Mark 3 cars. Since most Mark 1 sleeping cars had been built with asbestos insulation, which was expensive to have decontaminated professionally, most were sold for scrap.

1956 saw the first big changes, with the end of 'third class' and the return of regional colour schemes. The Western Region promptly adopted Great Western Railway chocolate and cream livery for vehicles used on its named express trains and maroon for other stock. The Southern Region reverted to green and the other regions adopted maroon. 1962 saw Southern Region adopt the now familiar yellow cantrail above first class and red above dining cars. By the end of the 1960s this was found on all carriages. In 1962 the Western Region abandoned the use of chocolate and cream.

The British Rail Mk 3 coach was developed primarily for the Class 43 HST, but incorporated design features to enable it to be hauled by conventional locomotives. The first coach entered service in 1975 and the last were made in 1988. Most Mk.3 coaches built are still in service today, including the Royal Train.