A High-Speed Train

A high-speed train

Background and Design

Main articles: British Rail Class 43 (HST) and British Rail mark 3 coach

An InterCity 125 consists of two Class 43 diesel-electric power cars and a set of Mark 3 coaches (typically 7 or 8). Normaly there are two types of HST sets, 8+2 (5 standard class, 1 buffet, 2 first class) and 7+2 (5 standard class, 1 buffet, 1 first class) (the is +2 referring to the powers cars at each end of the formation)

Key features of the design are high power to weight ratio of the locomotives (1678kW per ~70tonne loco),[1] which were purpose-built for high speed passenger travel, with improved crashworthiness over previous models and bi-directional running avoiding the need for a locomotive to run around at terminating stations.[2]

The concept of the HST dates from the late 1960s. British Rail's research division in Derby decided to pursue a parallel approach to future express trains. To complement the advanced technology tilting train project APT-E, it was decided in 1970[3] to build two lightweight 125 mph (201 km/h) capable Bo-Bo locomotives,[4] to top and tail a rake of the new 23-metre-long Mark 3 coaches.[5] These trains were intended as a stop-gap until the APT was proven.[6]

The prototype train of seven coaches and two locomotives was completed in August 1972. By the autumn it was running trials on the main line and in May 1973 the prototype, now designated Class 252, set a world diesel speed record of 143.2 mph (230.5 km/h).[7] The concept was proven during trial running between 1973 and 1976, and British Rail decided to build 27 production HSTs to transform Inter City services between London Paddington, Production

The first production power car, numbered 43002, was delivered in late 1975, with a significantly different appearance from the prototype. The streamlined front end lacked conventional buffers and the drawgear was hidden under a cowling. The single cab window was much larger than the prototype’s, and there was no driving position at the inner end. Deliveries continued through 1976, and in October a partial service of HSTs running at 125 mph (201 km/h) began on the Western Region.[8] A radical update of the standard BR livery on the power cars was complemented by the 'Inter-City 125' branding, which also appeared on timetables and promotional literature. By the start of the summer timetable in May 1977, the full complement of 27 Class 253 sets (253001 – 253027) was in service on the Western Region, completely replacing locomotive-hauled trains on the Bristol and South Wales routes. Usage of the trains rapidly increased due to the speed and frequency of the service, an effect previously only seen when electric trains had replaced diesel or steam services. The displacement by HSTs of the British Rail Class 50 locomotives to slower services effectively finished off the last 'Western' diesel hydraulics Class 52 by early 1977.

The production of Class 254 continued through 1977 for East Coast Main Line services. Initially, British Rail planned to fit uprated 2,500 bhp (1,900 kW) Valentas to these longer HSTs, but this plan was shelved as the intensive running on the Western Region began to result in a high level of engine failures, often due to inadequate cooling; for a while, the WR power cars were derated to 2,000 bhp (1,500 kW). The Class 254s began to work important ECML expresses such as the Flying Scotsman from the summer timetable in May 1978. Within a year they had displaced the Deltics to lesser workings and reduced the journey time to Edinburgh by up to an hour.

Production of HSTs continued until 1982, allowing them to take over services from London to the West Country, many Cross-Country express trains, and finally the Midland Main Line. Ninety-five HST sets including 197 Class 43 powercars were built between 1976 and 1982. More Mark 3 trailer cars were built in the 1980s for the Western Region Class 253s, making them eight-car rakes in common with those used on East Coast and Midland Main Line services. During the 1990s only the Cross-Country sets remained as seven-car rakes, with just one First Class carriage.

The Intercity service overall had become a vast success for British Rail.[9]

[edit] Introduction of units

Until the HST's introduction, the maximum speed of British trains was limited to 100 mph (160 km/h).[3] The HST allowed a 25% increase in service speeds along many lines they operated. British Rail initially used the fleet starting in 1976 on the Great Western Main Line,[10][11] on the East Coast Main Line, on the Cross Country Route and latterly on the Midland Main Line, serving destinations such as London, Bristol, Edinburgh, as far south as Penzance and as far north as Aberdeen and Inverness. Not only did the HST bring considerable improvements in service upon the railways, British Rail entered a period of active marketing which happened to accompany and support the train's success.[12]

The lighter axle loading allowed the trains to travel faster than conventional services along lines not suited to full-speed running, such as the Edinburgh to Aberdeen line. Known as HST differential speeds, coupled with superior acceleration capability over older locomotives, this allowed substantial cuts in journey times over these lines. The increased speed, rapid acceleration and deceleration of the HST made it ideal for passenger use. The prototype InterCity 125 (power cars 43000 and 43001) set the world record for diesel traction at 143 mph (230 km/h) on 12 June 1973.[7] An HST also holds the world speed record for a diesel train carrying passengers. On 27 September 1985, a special press run for the launch of a new Tees-Tyne Pullman service from Newcastle to London King's Cross, formed of a shortened 2+5 set, briefly touched 144 mph (232 km/h) north of York. The former world record for the fastest diesel-powered train, a speed of 148 mph (238 km/h), was set by an HST on 1 November 1987,[11][13][14][15] while descending Stoke Bank with a test run for a new type of bogie - later to be used under the Mk4 coaches used on the same route.

Regions and Operators

South West England and South Wales

HST on a London to Penzance service in the 1970s in BR Blue livery

On Western Region, InterCity 125 trains (designated class 253) were introduced initially for all services from London to Bristol and South Wales,[11] and then extended for most day-time services from London to Devon and Cornwall.

The Class 47 locomotives still operated the cross country services from Cornwall and South Wales to the Northeast via the West Coast Main Line, as well as London to the Midlands/Welsh Marches. However, Class 43s also replaced these services once the third batch of power cars was delivered. All of these HSTs consisted of a 2+8 formation, normally with two first class carriages, a buffet car and then five second class carriages, all sandwiched between two power cars.

First Great Western HST power car Great Western Trains was formed out of the privatisation of British Rail and operated the Intercity routes from London Paddington to the west of England. In 1998 FirstGroup acquired Great Western Trains and rebranded it First Great Western, InterCity 125s continued to work the same diagrams they had under British Rail, albeit in a different livery. Between 2001 and 2009 the HSTs were supplemented by British Rail Class 180 DMUs, but these have since been returned to the leasing company as they proved less reliable than the older HST.[16]

First Great Western use their large fleet of 43 HST sets to operate most long-distance services from Paddington to destinations such as Swindon, Bristol, Cardiff, Swansea, Cheltenham, Oxford, Worcester, Hereford, Plymouth and Penzance. As of 2009 all express services in the South West region are performed by HST's with the exception of some sleeper services.

From 2005 the First Great Western HST's were re-engined with MTU power units. At the same time as the overhaul they refurbished the coaches.[17] Units for services in the M4 corridor/Thames Valley to Bristol, Hereford, Oxford, Exeter and Cardiff were converted into a high-density layout of mostly airline seats (only two tables per carriage): This was to provide more seats for commuters. The remainder (for the routes to Swansea and the West Country) kept the tables.

The refurbished carriages have new seating (leather in first class), at-seat power points and a redesigned buffet bar.[18]

Eastern England / Scotland

HST set in Hull Paragon station 1982

On the East Coast Main Line, the InterCity 125 designated Class 254 was the staple stock from the retirement of the Class 55 locomotives in 1980–1982 to the introduction of the Intercity 225 following electrification in 1990.

The basic East Coast (ECML) formation was originally 2+8, increased to 2+9 in 2002 when extra stock became available. The ECML formation is nominally two first class carriages, one buffet (with further 1st Class seating) and five (later six) standard-class carriages, sandwiched between the buffet and power car. For a few years, formations included a TRUK (trailer restaurant kitchen) and Buffet car, many formations being 4xTS, TRUK, Buffet, 2 x TF. Nine trailer car units followed this formation, with the addition of a TS. 'Pullman' services replace a TS with an additional first-class coach.

GNER liveried HST at Kings Cross

After privatisation InterCity sets were operated by GNER,[19] alongside electric InterCity 225 units from London to Newcastle and Edinburgh, as well as beyond the electrified sections (or where British Rail Class 91s cannot operate due to route availability restrictions) such as services to Hull, Skipton, Harrogate, Inverness and Aberdeen.

In January 2007 the first of GNER's 13 refurbished HSTs was unveiled, with the coaches rebuilt to the same 'Mallard' standard as its InterCity 225 electric sets with similar seating, lighting, carpets and buffet cars.[20] Members of this fleet which have been refurbished have had 200 added to their original numbers. The power cars were upgraded with MTU engines. The first of the HST Mallards was in service by Spring 2007.

National Express liveried HST set

In 2007 the franchise was taken over by National Express East Coast, who continued the re-engining program begun by GNER, and completed the refurbishment of the fleet in March 2009.[21]

32 sets are operated by National Express East Coast (as of 2009). Two power cars are due to be transferred to First Great Western early in 2009.[22]

London to Sunderland

Grand Central HST set

In 2006, Grand Central Railway obtained six Class 43 Power Cars to operate its London- Sunderland passenger service via the East Coast Main Line.

The service was due to begin in December 2006 although upgrade work to enable the coaching stock (which was formerly used for locomotive-hauled services and has a different electric heating/power supply system) to operate with Class 43 powercars was heavily delayed and therefore pushed the starting date back to 18 December 2007.[23] A basic refurbishment at DML Devonport where they had been stored for some time proved to be inadequate and subsequently these power cars have had further work done at Loughborough.

Midland Region

BR HST set near Chesterfield

On London Midland Region, InterCity 125 trains were introduced later than on the other regions. They initially appeared on the former Midland Railway route from London St. Pancras to Sheffield and Nottingham. Although they were not permitted to exceed 100 mph (160 km/h) on any part of the route, they still delivered time savings compared with the loco-hauled trains they replaced.

The Midland Main Line received a series of speed improvements over the next two decades, until it became possible for HSTs to run at up to 110 mph (180 km/h) on some sections. An upgrade to the full 125 mph (201 km/h) was proposed by British Rail in the early 1990s, but because of privatisation this did not happen.

HSTs remain the backbone of expresses on the route, although they are now supported by new Class 222s on semi-fast services.[24] They normally run in 2+8 formation, normally with two first class trailers, one buffet (at the end of the first class section) and five standard class trailers, all sandwiched between the two power cars.

HSTs have also regularly worked out of London Euston on West Coast Main Line services, particularly to Holyhead and the North Wales coast, until they were re-deployed in May 2004.

East Midlands Trains liveried HST

Midland Mainline inherited HST's from BR after privatisation - and operated them on its primary services at up to 110mph

At the time of the West Coast Main Line upgrade by Network Rail, it became necessary to operate diversionary routes whilst work was going on. As a result Midland Mainline were asked by the then Strategic Rail Authority (SRA) to operate London to Manchester services via the Midland Main Line and Hope Valley Line into London St. Pancras station whilst West Coast Main Line renovation works took place. In an operation dubbed Project Rio, a large percentage of the stored Virgin Cross-Country power cars were overhauled and returned to service in an enlarged Midland Mainline fleet.[25] Ending on 10 September 2004, the Project Rio fleet was gradually disbanded, with power cars moving to First Great Western, GNER or Cross Country.

East Midlands trains took over Midland Mainlines franchise in 2007, and continued to operate London services on its primary lines using HST's alongside British Rail Class 222 Meridian units.

HSTs operate the faster services to Nottingham and sometimes Leeds and York, (Class 222 DMUs working the slower stopping services due to their better acceleration). Members of this fleet are currently being re-painted at the company’s Neville Hill Depot in Leeds; they have been refurbished with a different power unit to FGW and NXEC sets and are retaining their original numbers.

43089 also was returned to work on the mainline after being used in an experimental program conducted by Network Rail and Hitachi.[26]

As of 2009 26 are in service with East Midlands Trains.[22]

Cross Country

HST power car in Cross Country livery

Post privatisation the Cross Country Route was operated by Virgin Trains, who replaced the InterCity 125 trains in the period 2002–2004 with Voyager high speed DMUs.[27]

The majority of the former Virgin Cross Country fleet went into storage for several years but a small number moved to Midland Mainline to supplement its fleet.

In the 2007 the franchise passed to Cross Country (an Arriva Trains subsidiary). Because of overcrowding, Cross Country reintroduced five HSTs to supplement the Bombardier Voyagers it used.[28] In late September 2008 Cross Country refurbished their first HST set. The coaches have been refurbished to the same "Mallard" standard as GNER trains, though their interior is in burgundy. They also differ from the National Express sets by having electronic seat reservations, and the buffet car has been removed, with all catering provided at-seat from a catering base in coach B. Most of the carriages are rebuilt from loco-hauled Mark 3s. The refurbishment was carried out by Wabtec, Doncaster Works.

5 HST sets are now in service.[22] 主要文章︰英國鐵路 43 班(HST) 並且英國鐵路標明 3 名教練一 125 InterCity 由二 43 班級柴油發電機權力汽車和一套 3 型車廂(通常 7 或者 8)組成 . 那裡的 Normaly 是兩類 HST 下落，8 +2(5 種標準種類，1 頓自助餐，2 一流) 以及 7 +2(5 種標準種類，1 頓自助餐，1 一流) ( +2 在每個末端的那些形成參考那些權力汽車) 設計的關鍵特徵是高功率加重機車(每 1678 千瓦 70 公公頓瘋子)的比率 , [1]這對於高速乘客旅行目的建造，由於改進的 crashworthiness 在以前的模型和雙方向的跑為一列機車避免需要在終止車站跑來跑去上方。 HST 的概念自晚的 20 世紀 60 年代開始。英國鐵路研究劃分在競賽決定追蹤一平行通路給未來的快車。對配合傾斜的先進技術訓練工程容易 E，它在 1970 決定 [3]建造兩輕便的 125 英里/小時(201 千米/小時) 有能力的 Bo-Bo 機車， [4]在頂既沒尾隨新 23 米長的 3 型車廂的耙。這些火車被當成為一個泊車站缺口，直到容易被證明。原型連串 7 名車廂和 2 列機車被在 1972 年 8 月完成。在秋天以前這是在匯流排和在 1973 年 5 月原型的運轉試驗，現下指明的 252 班，創造一個 143.2 英里/小時(230.5 千米/小時)的世界柴油機速度記錄概念被在 1973 和 1976 之間在初步測試期間證明，並且英國鐵路決定建造 27 生產 HSTs 改變在倫敦 Paddington 之間的市政服務之間