A further, more unusual, problem with the Metro-Vicks was with their front windscreens. These wrapped around the corners of the cab, to give a better view to the sides, but the engine's vibration could be enough to make the glass panes fall out of their frames. When cracking problems with their crankcases became evident after a few years, the locomotives were withdrawn from service and the engines rebuilt by Crossley. If a locomotive failed, it was replaced by another, and often this would be a Sulzer Type 2 as the Metro-Vicks were only stabled at the ends of the service, not inbetween. In rare cases, a steam locomotive might be all that was available, usually a Black 5. In either case there could be no multiple working and an extra crew was required. The first Condor services began in the Spring of 1959. The service was not an immediate success. By August 1959, the formation had been cut in half, now being hauled by only a single locomotive. Traffic grew though and within a year it was running at full traffic capacity. In 1961, the unreliable Metro-Vicks were all withdrawn temporarily for their engines to be refurbished by the makers, , in the hope of avoiding their problems. A further problem had developed, that of crankcase cracking in one particular corner. Derby-Sulzer Type 2s, later renumbered as the s, took over the Condor. When the Class 28s returned, they had also had their distinctive wrap-around windshields replaced with flat glass, which no longer tended to fall out. The class was redeployed to the , where they worked out the rest of their short careers mostly on passenger services until they were all withdrawn by 1968. In 1963 an additional service from Birmingham to Glasgow was added. This ran from in Birmingham to Glasgow. Class 24s were the usual motive power from its introduction on 17 January 1963, when D5082 hauled the Down train and D5083 the up train, until replaced by the first service in 1965. After the Class 28s and Class 24s, the Condor was hauled by a single Type 4 locomotive. Condor was successful, and to some extent this individual service became a victim of its own success. Beeching's 1963 report "The Reshaping of British Railways" is better known for the cuts it imposed on the branch line network, but it also advocated a shift in almost all freight traffic to replace wagonload traffic with container services.