136-435: 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,
272-429: A Class 52 Western diesel-hydraulic locomotive, a stand-in for the regular Blue Pullman set. In the 1963 British Transport Film Snow there are very short passing shots of a set (5 min 9 sec and 6 min 23 sec), and two views of a LMR set with 6 intermediate cars, in panorama (5 min 10 sec to 5 min 26 sec) and from the cab of an approaching train (5 min 28 sec to 5 min 38 sec). A Blue Pullman made brief appearances in
408-548: A DC generator, with the output converted to DC when used for traction. The prototype train of seven coaches and two locomotives was completed in August 1972 and in the autumn was running trials on the main line. The following year, high-speed testing was undertaken on the "racing stretch" of the East Coast Main Line between York and Darlington . The set was reduced to two power cars and five trailers, and there
544-408: A carbody design that would reduce wind resistance at high speeds. A long series of tests was carried. In 1905, St. Louis Car Company built a railcar for the traction magnate Henry E. Huntington , capable of speeds approaching 160 km/h (100 mph). Once it ran 32 km (20 mi) between Los Angeles and Long Beach in 15 minutes, an average speed of 130 km/h (80 mph). However, it
680-675: A day. The two morning services were booked to arrive at the same time at Paddington, giving the possibility of a side-by-side arrival. From 1961, an additional morning train, the South Wales Pullman , operated from Paddington to Cardiff and Swansea . With the imminent withdrawal of the Midland Pullman , in 1965 one operated a trial from London King's Cross to Leeds via the East Coast Main Line. However they were not introduced on this route and after
816-441: A different electric heating/power supply system) to operate with Class 43 power cars was heavily delayed and therefore pushed the starting date back to 18 December 2007. HSTs 43084 and 43123 were the final operational Paxman Valenta power cars, being re-engined in 2010 with the same MTU engines as other units. While at the works being re-engined, Grand Central added the orange stripe that appears on their Class 180 units, re-painted
952-578: A high-speed railway network in Russian gauge . There are no narrow gauge high-speed railways. Countries whose legacy network is entirely or mostly of a different gauge than 1435mm – including Japan and Spain – have however often opted to build their high speed lines to standard gauge instead of the legacy railway gauge. High-speed rail is the fastest and most efficient ground-based method of commercial transportation. However, due to requirements for large track curves, gentle gradients and grade separated track
1088-533: A model in a wind tunnel . "It really was rather quite brutal, rather clumsy. I thought, 'Oh I'd like to get my hands on that', although the brief was nothing to do with the shape, absolutely not at all." He presented the new design to British Rail and persuaded them to adopt it. After being withdrawn from GWR service, 43002 was acquired by the National Collection in November 2019 and was displayed at
1224-448: A more luxurious style, and many tables with one seat each side in first class were replaced by individual airline-style seats. By mid-2019, Great Western Railway no longer had any HSTs operating service to or from Paddington, having replaced all of them with Class 800 and Class 802 . Great Western Railway retained 24 powercars and 48 coaches to form 11 four-coach sets for use on local services between Cardiff and Penzance , replacing
1360-546: A new top speed for a regular service, with a top speed of 160 km/h (99 mph). This train was a streamlined multi-powered unit, albeit diesel, and used Jakobs bogies . Following the success of the Hamburg line, the steam-powered Henschel-Wegmann Train was developed and introduced in June 1936 for service from Berlin to Dresden , with a regular top speed of 160 km/h (99 mph). Incidentally no train service since
1496-505: A ready-to-run model in association with Heljan models of Denmark. On Bachmann's announcement that it would be producing a model, the project was cancelled. In July 2010, Bachmann announced two Nanking blue versions of the Midland Pullman, with and without full yellow wrap-around ends. The models were released in late 2012 correctly reproducing car types 1, 4 and 6. In December 2012, a British Railway Modelling review described
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#17327719350351632-453: A series of speed improvements over the next two decades, until it became possible for HSTs to run at up to 110 mph (177 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. However line improvements were completed in time for the spring 2014 timetable change, which has permitted 125 mph running on some sections of
1768-482: A set of six to nine Mark 3 coaches. Key features of the design are the high power-to-weight ratio of the locomotives (1678 kW per ~70-tonne loco), which were built for high-speed passenger travel, improved crashworthiness over previous models, and bi-directional running avoiding the need for the locomotive to run around at terminating stations. Until the HST's introduction, the speed of British diesel-powered trains
1904-466: A similar idea of a train with integral power cars at each end a decade earlier, with their Blue Pullman sets; although these trains were not ultimately commercially successful, they established the validity of the idea, and are often seen as forerunners of the HSTs. The concept had several advantages; firstly, a power car at each end allowed the train to be driven from either end in push–pull formation with
2040-555: A some other interurban rail cars reached about 145 km/h (90 mph) in commercial traffic. The Red Devils weighed only 22 tons though they could seat 44 passengers. Extensive wind tunnel research – the first in the railway industry – was done before J. G. Brill in 1931 built the Bullet cars for Philadelphia and Western Railroad (P&W). They were capable of running at 148 km/h (92 mph). Some of them were almost 60 years in service. P&W's Norristown High Speed Line
2176-657: 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 . On the Western Region, InterCity 125 trains (designated class 253) were introduced on services from London to Bristol and South Wales, and extended to most daytime services from London to Devon and Cornwall. Some South Wales services were extended to Milford Haven , Fishguard and Pembroke in West Wales. Maintenance
2312-411: A two-stage system, allowing highly controlled stopping. They were air-conditioned with automatic humidity control. Motor cars had a large primary diesel engine and generator for motive power, and a secondary Rolls-Royce C8NFLH diesel engine and auxiliary 150 kVA 3-phase 400 V generator beneath the floor provided power for the air-conditioning, fridges and ancillary equipment. A single auxiliary per set
2448-630: A working service. With declining reliability, the last sets were withdrawn en masse in May 1973. A farewell commemorative special journey out and back from Paddington was run by the Western Region, travelling for 12 hours via High Wycombe , Banbury , Leamington Spa , Kenilworth , Coventry , Birmingham New Street , Cheltenham , Bristol Temple Meads , the Severn Tunnel , Swansea , Cardiff , Bristol Parkway , Didcot and Slough . Ten cars (six Midland and four Western) had been reportedly saved from
2584-569: A world record for narrow gauge trains at 145 km/h (90 mph), giving the Odakyu engineers confidence they could safely and reliably build even faster trains at standard gauge. Conventional Japanese railways up until that point had largely been built in the 1,067 mm ( 3 ft 6 in ) Cape gauge , however widening the tracks to standard gauge ( 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in )) would make very high-speed rail much simpler due to improved stability of
2720-476: Is a set of unique features, not merely a train travelling above a particular speed. Many conventionally hauled trains are able to reach 200 km/h (124 mph) in commercial service but are not considered to be high-speed trains. These include the French SNCF Intercités and German DB IC . The criterion of 200 km/h (124 mph) is selected for several reasons; above this speed,
2856-459: Is a type of rail transport network utilizing trains that run significantly faster than those of traditional rail, using an integrated system of specialized rolling stock and dedicated tracks . While there is no single standard that applies worldwide, lines built to handle speeds above 250 km/h (155 mph) or upgraded lines in excess of 200 km/h (125 mph) are widely considered to be high-speed. The first high-speed rail system,
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#17327719350352992-539: Is still in use, almost 110 years after P&W in 1907 opened their double-track Upper Darby–Strafford line without a single grade crossing with roads or other railways. The entire line was governed by an absolute block signal system. On 15 May 1933, the Deutsche Reichsbahn-Gesellschaft company introduced the diesel-powered " Fliegender Hamburger " in regular service between Hamburg and Berlin (286 km or 178 mi), thereby achieving
3128-619: The Chicago-New York Electric Air Line Railroad project to reduce the running time between the two big cities to ten hours by using electric 160 km/h (99 mph) locomotives. After seven years of effort, however, less than 50 km (31 mi) of arrow-straight track was finished. A part of the line is still used as one of the last interurbans in the US. In the US, some of the interurbans (i.e. trams or streetcars which run from city to city) of
3264-697: The Midland Pullman between London St Pancras and Manchester Central via the Midland Main Line , a journey it accomplished in a record 3 hours 15 minutes with a maximum speed of 90 miles per hour (140 km/h). The Midland Pullman was withdrawn in 1966 following electrification of the Euston to Manchester line, which brought greatly reduced journey times with which the Midland route could not compete. The LMR sets were then transferred to
3400-553: The 0 Series Shinkansen , built by Kawasaki Heavy Industries – in English often called "Bullet Trains", after the original Japanese name Dangan Ressha ( 弾丸列車 ) – outclassed the earlier fast trains in commercial service. They traversed the 515 km (320 mi) distance in 3 hours 10 minutes, reaching a top speed of 210 km/h (130 mph) and sustaining an average speed of 162.8 km/h (101.2 mph) with stops at Nagoya and Kyoto. Speed
3536-681: The Aérotrain , a French hovercraft monorail train prototype, reached 200 km/h (120 mph) within days of operation. After the successful introduction of the Japanese Shinkansen in 1964, at 210 km/h (130 mph), the German demonstrations up to 200 km/h (120 mph) in 1965, and the proof-of-concept jet-powered Aérotrain , SNCF ran its fastest trains at 160 km/h (99 mph). In 1966, French Infrastructure Minister Edgard Pisani consulted engineers and gave
3672-698: The British Rail Class 158 . However, by the end of 2022 these sets were proving expensive to operate and increasingly difficult to maintain due to their age. With spare Class 802 sets post-Covid being able to fill in on the route, in December 2022 GWR announced plans to withdraw all of the HST Castle sets from use by December 2023. Whilst leased vehicles were returned to Angel Trains , four directly owned 2+4 Castle sets have been retained by GWR, with plans to retain them until at least December 2024. On
3808-885: 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 to Bristol , Cardiff and Swansea . The LMR sets operated
3944-521: The Derby Litchurch Lane Works . The first production power car, numbered 43002, was delivered in late 1975. The production versions were mechanically very similar to the prototype, but differed considerably in appearance: the streamlined wedge-shaped front end lacked conventional buffers, and the drawgear was hidden under a cowling. The single cab front window was much wider than the prototype's, and side windows were included. Unlike
4080-509: The East Coast Main Line , the InterCity 125 designated Class 254 was the staple stock after the retirement of the Class 55 Deltic locomotives in 1980–1982, until the introduction of InterCity 225 following electrification in 1990. They were concentrated on services from London King's Cross to Newcastle and Edinburgh Waverley , and to Glasgow Queen Street , Inverness and Aberdeen . In
4216-588: The InterCity East Coast franchise. All trains passed with the InterCity East Coast franchise to London North Eastern Railway in June 2018. In 2006, Grand Central 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 had
InterCity 125 - Misplaced Pages Continue
4352-890: The London - Edinburgh journey time by up to an hour. In 1979, HST services began in South West England , to destinations such as Exeter , Plymouth and Penzance , and in 1981 they were introduced to the Cross Country Route via Birmingham New Street . In 1982 HSTs were introduced to Midland Main Line services from London St Pancras : Although the HSTs were mostly limited to a top speed of 100 miles per hour (160 km/h) on those routes, their increased acceleration still reduced journey times. Ninety-five HST sets, including 197 Class 43 powercars, were built between 1976 and 1982. More Mark 3 trailer cars were built in
4488-590: The Marienfelde – Zossen line during 1902 and 1903 (see Experimental three-phase railcar ). On 23 October 1903, the S&;H-equipped railcar achieved a speed of 206.7 km/h (128.4 mph) and on 27 October the AEG-equipped railcar achieved 210.2 km/h (130.6 mph). These trains demonstrated the feasibility of electric high-speed rail; however, regularly scheduled electric high-speed rail travel
4624-523: The Midland Pullman ceased, the sets were transferred to the WR to be used on a new non-stop service for Oxford , and on additional out-and-back services on the Bristol and Swansea routes. The Birmingham services were eventually withdrawn, with the last services being to South Wales. Towards the end of their operational life, the sets operated as three makeshift sets formed from various original cars to maintain
4760-647: The Morning Hiawatha service, hauled at 160 km/h (99 mph) by steam locomotives. In 1939, the largest railroad of the world, the Pennsylvania Railroad introduced a duplex steam engine Class S1 , which was designed to be capable of hauling 1200 tons passenger trains at 161 km/h (100 mph). The S1 engine was assigned to power the popular all-coach overnight premier train the Trail Blazer between New York and Chicago since
4896-771: The National Railway Museum in York. The redesigned front end also had the advantage of easing union acceptance of the train: the railway union ASLEF had objected to the prototype's lack of space for a secondman to sit alongside the driver, and had refused to operate the prototype in public service. The cab on the production version was wide enough to accommodate two people, and so was able to overcome these objections. An InterCity 125 consists of two Class 43 diesel-electric power cars, each powered originally by 2,250 bhp (1,678 kW ) Paxman Valenta engines (they have since been fitted with different engines), and
5032-545: The Prussian state railway joined with ten electrical and engineering firms and electrified 72 km (45 mi) of military owned railway between Marienfelde and Zossen . The line used three-phase current at 10 kilovolts and 45 Hz . The Van der Zypen & Charlier company of Deutz, Cologne built two railcars, one fitted with electrical equipment from Siemens-Halske , the second with equipment from Allgemeine Elektrizitäts-Gesellschaft (AEG), that were tested on
5168-729: The Tōkaidō Shinkansen , began operations in Honshu , Japan, in 1964. Due to the streamlined spitzer -shaped nose cone of the trains , the system also became known by its English nickname bullet train . Japan's example was followed by several European countries, initially in Italy with the Direttissima line, followed shortly thereafter by France , Germany , and Spain . Today, much of Europe has an extensive network with numerous international connections. More recent construction since
5304-532: The United Kingdom , the United States , and Uzbekistan . Only in continental Europe and Asia does high-speed rail cross international borders. High-speed trains mostly operate on standard gauge tracks of continuously welded rail on grade-separated rights of way with large radii . However, certain regions with wider legacy railways , including Russia and Uzbekistan, have sought to develop
5440-474: The World Bank , whilst supporting the project, considered the design of the equipment as unproven for that speed, and set the maximum speed to 210 km/h (130 mph). After initial feasibility tests, the plan was fast-tracked and construction of the first section of the line started on 20 April 1959. In 1963, on the new track, test runs hit a top speed of 256 km/h (159 mph). Five years after
5576-413: The fastest diesel-powered train , a speed of 148 mph (238 km/h), was set by an HST on 1 November 1987, between Darlington and York with a test run for a new type of bogie for use on Mark 4 coaches on the same route. The record run was powered by 43102 (at the front) and 43159 (at the rear). An HST also holds the world speed record for a diesel train carrying passengers. On 27 September 1985,
InterCity 125 - Misplaced Pages Continue
5712-481: The 1965 Norman Wisdom film The Early Bird , destroying Pitkin's milk cart at a level crossing. Kitmaster produced an unpowered polystyrene injection-moulded model kit of car types 1, 4 and 6 at 00 scale. In late 1962, the Kitmaster brand was sold by Rosebud Dolls to Airfix and it is thought the tools were destroyed in a fire, so no further kits were produced. However, examples can still be bought on eBay and
5848-604: The 1980s for the Western Region Class 253s, making them eight-car rakes in common with 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 coach. One of the main selling points of the new HST services were the increase in speed and comfort without any increase in fares. The HST brought considerable improvements in service, and British Rail began active marketing to support
5984-573: The 21st century has led to China taking a leading role in high-speed rail. As of 2023 , China's HSR network accounted for over two-thirds of the world's total. In addition to these, many other countries have developed high-speed rail infrastructure to connect major cities, including: Austria , Belgium , Denmark , Finland , Greece , Indonesia , Morocco , the Netherlands , Norway , Poland , Portugal , Russia , Saudi Arabia , Serbia , South Korea , Sweden , Switzerland , Taiwan , Turkey ,
6120-457: The BTC, which operated the railways through its British Railways subsidiary, purchased the full equity of the Pullman Car Company, a private operator of luxury carriages on the otherwise nationalised passenger network. Under the 1955 Modernisation Plan there was a push toward diesel power to replace steam locomotives, and Pullman coaching stock was ageing. The BTC and PCC formed a committee to examine
6256-659: The Bachmann model as having "exquisite detail". In June 2016, Bachmann released a collectors' edition of the Midland Pullman, which included a book about the Midland Pullman, written by Kevin Robertson, a reproduction menu card, a print of the artwork featured on the box, as well as a set of stewards and train crew figures. In early 2013, Graham Farish introduced a British N gauge model in Nanking blue. In January 2018, Graham Farish announced planned production of versions of
6392-467: The ECML had eight coaches instead of seven on the Western Region, and British Rail had originally planned to fit uprated 2,500 bhp (1,900 kW) Valenta engines to the longer HSTs, but this was not carried out, as it was found that the engine's coolant system would struggle to deal with the extra heat produced by a higher powered engine. The first 125 mph East Coast HST services were introduced for
6528-642: The French National Railway started to receive their new powerful CC 7100 electric locomotives, and began to study and evaluate running at higher speeds. In 1954, the CC 7121 hauling a full train achieved a record 243 km/h (151 mph) during a test on standard track. The next year, two specially tuned electric locomotives, the CC 7107 and the prototype BB 9004, broke previous speed records, reaching respectively 320 km/h (200 mph) and 331 km/h (206 mph), again on standard track. For
6664-516: The French National Railways twelve months to raise speeds to 200 km/h (120 mph). The classic line Paris– Toulouse was chosen, and fitted, to support 200 km/h (120 mph) rather than 140 km/h (87 mph). Some improvements were set, notably the signals system, development of on board "in-cab" signalling system, and curve revision. The next year, in May 1967, a regular service at 200 km/h (120 mph)
6800-621: The HST made it ideal for passenger use. Deliveries continued in 1976, and on 4 October a partial service of HSTs running at 125 mph (201 km/h) began on the Western Region , from London Paddington , on the Great Western and South Wales Main Lines . The 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
6936-533: The Kitmaster Collectors Club buys and resells built and unbuilt kits. From 1964 to 1967, Tri-ang (later Tri-ang Hornby) produced ready-to-run models of the type 2 power cars and the type 6 (first class) parlour car. No models of car types 3 or 5 were ever produced, though brass etchings to convert the window mouldings of Triang types are available, but very rare. In May 2010, Olivia's trains of Sheffield announced its intention to produce
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#17327719350357072-577: The LMR, and three eight-car units for the WR in 1957. The selection of Pullman caused some initial delays due to trade union staffing problems, variances in pay and conditions of the Pullman staff compared to BR train staff. After some production delays, the first set appeared for trials in October 1959. These trials revealed that rough ride quality was a problem, and modifications were made. These mitigated
7208-518: The 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 initially not permitted to exceed 100 mph (161 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
7344-606: The US, 160 km/h (99 mph) in Germany and 125 mph (201 km/h) in Britain. Above those speeds positive train control or the European Train Control System becomes necessary or legally mandatory. National domestic standards may vary from the international ones. Railways were the first form of rapid land transportation and had an effective monopoly on long-distance passenger traffic until
7480-460: The WR, where some of the first-class seating was downgraded to form two-class sets. The sets were an advanced and luxurious design, befitting a Pullman train, although they did suffer some criticism particularly over a persistent ride quality problem. Over time it became costly to maintain such a small fleet of trains. By 1972, with the development of first-class accommodation in Mark 2 coaching stock ,
7616-576: The West Country, included four tables per standard class coach. The refurbished coaches had new seating (leather in first class), at-seat power points and a redesigned buffet bar. From 2010, one standard class coach in each set had a Volo TV system, but this was removed in 2014. Another change was made in 2014, when some first class coaches were converted to standard class or composite (half standard and half first class), leaving 1½ first class coaches per set. The first class coaches were refurbished in
7752-472: The addition of a TS. 'Pullman' services replace a TS with an additional first-class coach. After privatisation, InterCity 125s were operated by Great North Eastern Railway (GNER), alongside electric InterCity 225 units from London to Newcastle and Edinburgh, and beyond the electrified sections (or where British Rail Class 91s cannot operate due to route availability restrictions) to Hull , Skipton , Harrogate , Inverness and Aberdeen . In January 2007
7888-524: The beginning of the construction work, in October 1964, just in time for the Olympic Games , the first modern high-speed rail, the Tōkaidō Shinkansen , was opened between the two cities; a 510 km (320 mi) line between Tokyo and Ōsaka. As a result of its speeds, the Shinkansen earned international publicity and praise, and it was dubbed the "bullet train." The first Shinkansen trains,
8024-443: The cancelation of this express train in 1939 has traveled between the two cities in a faster time as of 2018 . In August 2019, the travel time between Dresden-Neustadt and Berlin-Südkreuz was 102 minutes. See Berlin–Dresden railway . Further development allowed the usage of these "Fliegenden Züge" (flying trains) on a rail network across Germany. The "Diesel-Schnelltriebwagen-Netz" (diesel high-speed-vehicle network) had been in
8160-543: The concept, British Rail produced a prototype . The framework of the new locomotive, classified British Rail Class 41 , was built at Crewe Works and transferred to Derby Litchurch Lane Works for completion. The design incorporated a driving desk around the centrally seated driver, a sound-proofed door between the cab and the engine room, and, unusually, no side windows. The prototype was the first diesel locomotive in British railway history to use AC alternators in place of
8296-562: The construction of high-speed rail is more costly than conventional rail and therefore does not always present an economical advantage over conventional speed rail. Multiple definitions for high-speed rail are in use worldwide. The European Union Directive 96/48/EC, Annex 1 (see also Trans-European high-speed rail network ) defines high-speed rail in terms of: The International Union of Railways (UIC) identifies three categories of high-speed rail: A third definition of high-speed and very high-speed rail requires simultaneous fulfilment of
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#17327719350358432-464: The curve radius should be quadrupled; the same was true for the acceleration and braking distances. In 1891 engineer Károly Zipernowsky proposed a high-speed line from Vienna to Budapest for electric railcars at 250 km/h (160 mph). In 1893 Wellington Adams proposed an air-line from Chicago to St. Louis of 252 miles (406 km), at a speed of only 160 km/h (99 mph). Alexander C. Miller had greater ambitions. In 1906, he launched
8568-603: The deputy director Marcel Tessier at the DETE ( SNCF Electric traction study department). JNR engineers returned to Japan with a number of ideas and technologies they would use on their future trains, including alternating current for rail traction, and international standard gauge. In 1957, the engineers at the private Odakyu Electric Railway in Greater Tokyo Area launched the Odakyu 3000 series SE EMU. This EMU set
8704-508: The development of the motor car and airliners in the early-mid 20th century. Speed had always been an important factor for railroads and they constantly tried to achieve higher speeds and decrease journey times. Rail transportation in the late 19th century was not much slower than non-high-speed trains today, and many railroads regularly operated relatively fast express trains which averaged speeds of around 100 km/h (62 mph). High-speed rail development began in Germany in 1899 when
8840-568: The diesel sets, and the Midland Pullman sets were transferred to the WR in March 1967. The introduction of new non-air conditioned Mark 1 Pullman cars on the East Coast Main Line in 1961 had been questioned as it was believed the ER had not waited for the completion of evaluation of the Blue Pullmans. The later introduction of 2nd-class air-conditioned Mark 2 coaches on these services hastened
8976-595: The early 20th century were very high-speed for their time (also Europe had and still does have some interurbans). Several high-speed rail technologies have their origin in the interurban field. In 1903 – 30 years before the conventional railways started to streamline their trains – the officials of the Louisiana Purchase Exposition organised the Electric Railway Test Commission to conduct a series of tests to develop
9112-473: The exception of sleeper services and some Cotswold Line services. From 2005 the First Great Western HSTs were re-engined with MTU power units and the coaches were refurbished. Units for services in the M4 corridor/Thames Valley to Bristol, Hereford, Oxford, Exeter and Cardiff were converted to a high-density layout of mostly airline-style seats in standard class (only two tables per coach) to provide more seats for commuters. The remainder, for routes to Swansea and
9248-406: The first of GNER's 13 refurbished HSTs was unveiled with coaches rebuilt to the same ' Mallard ' standard as its InterCity 225 electric sets with similar seating, lighting, carpets and buffet cars. The power cars were upgraded with MTU engines . The first of the HST Mallards was in service by spring 2007. In 2007 the franchise was taken over by National Express East Coast (NXEC), which continued
9384-438: The first time, 300 km/h (185 mph) was surpassed, allowing the idea of higher-speed services to be developed and further engineering studies commenced. Especially, during the 1955 records, a dangerous hunting oscillation , the swaying of the bogies which leads to dynamic instability and potential derailment was discovered. This problem was solved by yaw dampers which enabled safe running at high speeds today. Research
9520-502: The following two conditions: The UIC prefers to use "definitions" (plural) because they consider that there is no single standard definition of high-speed rail, nor even standard usage of the terms ("high speed", or "very high speed"). They make use of the European EC Directive 96/48, stating that high speed is a combination of all the elements which constitute the system: infrastructure, rolling stock and operating conditions. The International Union of Railways states that high-speed rail
9656-519: The front ends (this making them look more like the non-buffered HSTs), and re-numbered the power cars into the four-hundreds. Grand Central's HSTs were cascaded to East Midlands Trains at the end of 2017. In February 2019 Hull Trains commenced using a First Great Western set between London King's Cross and Hull due to ongoing reliability issues with its Class 180s. A month later they introduced an additional set following further reliability issues. LNER withdrew its last InterCity 125s in December 2019. On
9792-607: The full length of the parlour cars was augmented by seated sections in the kitchen cars, and motor cars also had a passenger compartment. Kitchen cars and Midland Pullman power cars had one toilet, parlour cars two. In January 2006 charter operator FM Rail revived the Blue Pullman brand, repainting two Class 47s and a set of Mark 2 carriages into the original Nanking blue livery. After FM Rail ceased trading, they were operated by Cotswold Rail from February 2007. In 2020, an HST set operated by Locomotive Services Ltd
9928-414: The impacts of geometric defects are intensified, track adhesion is decreased, aerodynamic resistance is greatly increased, pressure fluctuations within tunnels cause passenger discomfort, and it becomes difficult for drivers to identify trackside signalling. Standard signaling equipment is often limited to speeds below 200 km/h (124 mph), with the traditional limits of 127 km/h (79 mph) in
10064-461: The initial ones despite greater speeds). After decades of research and successful testing on a 43 km (27 mi) test track, in 2014 JR Central began constructing a Maglev Shinkansen line, which is known as the Chūō Shinkansen . These Maglev trains still have the traditional underlying tracks and the cars have wheels. This serves a practical purpose at stations and a safety purpose out on
10200-439: The key design requirements for the HSTs was that they should be able to run at 125 mph on existing infrastructure. In order to achieve this, they had to be able to come to a stop from 125 mph within existing signal spacings, which required a high performance braking system to be developed. This was achieved by a high performance disc brake system, in place of the clasp brakes used on traditional stock. To prove
10336-542: The late 1940s and it consistently reached 161 km/h (100 mph) in its service life. These were the last "high-speed" trains to use steam power. In 1936, the Twin Cities Zephyr entered service, from Chicago to Minneapolis, with an average speed of 101 km/h (63 mph). Many of these streamliners posted travel times comparable to or even better than their modern Amtrak successors, which are limited to 127 km/h (79 mph) top speed on most of
10472-477: The late 1950s and early 1960s, the British Transport Commission (BTC) was modernising its rail network. It wanted to increase intercity speeds so that railways could compete more effectively with motorways. The governments of the time were unwilling to fund dedicated high speed rail infrastructure, as happened in other countries, and so the BTC instead focused on developing new trains which could operate at higher speed using existing infrastructure. A team of engineers
10608-442: The line and higher top speeds on others. Most long-distance services on this route have been transferred to new Class 222 Meridian diesel-electric multiple units, although many London services from Nottingham still used the InterCity 125, as did all services from London St Pancras to Leeds . Midland Mainline inherited HSTs from BR after privatisation and operated them on its primary services at up to 110 mph. 43089 also
10744-432: The lines in the event of a power failure. However, in normal operation, the wheels are raised up into the car as the train reaches certain speeds where the magnetic levitation effect takes over. It will link Tokyo and Osaka by 2037, with the section from Tokyo to Nagoya expected to be operational by 2027. Maximum speed is anticipated at 505 km/h (314 mph). The first generation train can be ridden by tourists visiting
10880-664: The months following the Penmanshiel Tunnel collapse in 1979, London to Scotland services ran via the Tyne Valley line from Newcastle to Carlisle then to Scotland via the West Coast Main Line . HSTs were also used on some services from London to Leeds , Bradford Forster Square , Cleethorpes , Hull and Scarborough . The East Coast (ECML) formation was originally 2 + 8, increased to 2 + 9 in 2002 when extra stock became available. The ECML formation
11016-430: The morning from Manchester Central to London St Pancras calling at Cheadle Heath , a fill-in journey from St Pancras to Leicester , Loughborough , Nottingham and return, and an evening return to Manchester. With completion in 1966 of the electrification of the West Coast Main Line from London Euston to Manchester Piccadilly , there was the opportunity for a faster electric-locomotive-hauled Pullman service than
11152-505: The network. The German high-speed service was followed in Italy in 1938 with an electric-multiple-unit ETR 200 , designed for 200 km/h (120 mph), between Bologna and Naples. It too reached 160 km/h (99 mph) in commercial service, and achieved a world mean speed record of 203 km/h (126 mph) between Florence and Milan in 1938. In Great Britain in the same year, the streamlined steam locomotive Mallard achieved
11288-517: The next decade, so a stopgap solution would be needed to reduce journey times in order to compete effectively with other modes of transport. At the instigation of Terry Miller , Chief Engineer (Traction & Rolling Stock), the BRB authorised the development of a high-speed diesel train using tried and tested conventional technology for short-term use, until the APT was able to take over. An operational prototype
11424-469: The official world speed record for steam locomotives at 202.58 km/h (125.88 mph). The external combustion engines and boilers on steam locomotives were large, heavy and time and labor-intensive to maintain, and the days of steam for high speed were numbered. In 1945, a Spanish engineer, Alejandro Goicoechea , developed a streamlined, articulated train that was able to run on existing tracks at higher speeds than contemporary passenger trains. This
11560-655: The operation of the route returned to public ownership. As a result, the 13 sets were operated by East Coast from late 2009. East Coast introduced an InterCity 125 service to Lincoln in 2011. The InterCity 125 was replaced by the electric InterCity 225 on the line to Skipton when the electrical infrastructure was upgraded. Eight East Coast services per day in each direction used the InterCity 125. In 2012, 43072 (now 43272), 43074 (now 43274) were transferred from East Midlands Trains and received MTU engines. In April 2015, Virgin Trains East Coast took over operation of
11696-436: The perception that the Pullman supplement was not value for money. The WR Birmingham Pullman ran in the morning Wolverhampton Low Level to London Paddington , via Birmingham Snow Hill and through High Wycombe , with a fill-in journey from Paddington to Birmingham Snow Hill and back, before the evening return to Wolverhampton. The Bristol Pullman ran from Bristol Temple Meads to London Paddington and back, twice in
11832-555: The planning since 1934 but it never reached its envisaged size. All high-speed service stopped in August 1939 shortly before the outbreak of World War II . On 26 May 1934, one year after Fliegender Hamburger introduction, the Burlington Railroad set an average speed record on long distance with their new streamlined train, the Zephyr , at 124 km/h (77 mph) with peaks at 185 km/h (115 mph). The Zephyr
11968-437: The possibility of running diesel express passenger trains using new trains. Initially proposed as the Midland Pullman , it was timed to compete on the London to Manchester route against car and air travel. After being initially rejected for operational reasons, the BTC decided to make use of the reputation of the recently acquired Pullman company to operate the new service. Two six-car units, all first class, were ordered for
12104-477: The power cars linked by electronic control systems, and therefore reverse direction without the need for a locomotive to be run around at terminus stations, secondly, the train could run with only one power car operational, though at reduced speed, therefore allowing a journey to continue in the event of a breakdown, and thirdly, it avoided the underfloor diesel engines found in diesel multiple units , therefore avoiding noise and vibration for passengers. Another factor
12240-469: The problem, but it was never entirely removed. After a demonstration run on 24 June 1960, Midland Pullman commenced on 4 July 1960, and the WR trains on 12 September. They operated Monday to Friday only. Weekends were reserved for maintenance, and allowed their occasional use on special or charter services to events such as the Grand National . The Midland Pullman ran from 1960 to 1966 in
12376-432: The prototype, no driving position was included at the inner end, as the power cars were originally intended to operate in fixed formation. The train's appearance is the work of British industrial designer Kenneth Grange who was approached by British Rail to design the livery, but under his own impetus, and without telling anyone, decided to redesign the body. He worked with an aerodynamic engineer, and they built and tested
12512-412: The re-engining programme begun by GNER, and completed the refurbishment of the fleet in March 2009. Two power cars were transferred to First Great Western early in 2009. The final Mallard-upgraded Mark 3 coaches entered service with NXEC in October 2009. Following an announcement by National Express that it would not provide further financial support to NXEC, the franchise ceased on 13 November 2009, and
12648-623: The routes on which they were operated. The trains proved to be a reliable workhorse, remaining in front-line service for decades. The first withdrawals began in 2017, 41 years after they were introduced. As of September 2023, InterCity 125s remain in service with ScotRail , Great Western Railway , and Network Rail . The design became the basis for an Australian variant, the Express Passenger Train (XPT) , which entered service in New South Wales in 1982. In
12784-515: The same diagrams they had under British Rail, albeit in a different livery. Great Western Railway used 43 HST sets to operate most intercity services from Paddington to Bristol , Bath Spa , Chippenham , Swindon , Cardiff , Swansea , Carmarthen , Cheltenham Spa , Oxford , Worcester , Hereford , Paignton , Plymouth and Penzance , and some commuter services to Westbury , Taunton and Exeter St Davids . In 2012 all First Great Western's intercity services were worked by InterCity 125 sets with
12920-499: The scrapyard in July 1975 for preservation, however, none have been preserved. Some of the motor cars were retained at Bristol Temple Meads and Bristol Bath Road TMD until mid-1974 as standby electricity generators during industrial action in the electricity and coal-mining industries. The Irish national rail and bus operator Córas Iompair Éireann gave "serious consideration" to acquiring (and by implication, re-gauging by exchanging
13056-684: The sets have been classified as British Rail Classes 253, 254 and 255 . British Rail (BR) initially developed the HST as an interim measure in the early 1970s, as delays and cost concerns began to threaten their primary high-speed train project, the Advanced Passenger Train (APT). The HSTs are now widely considered to be among the most successful trains to have operated on the British railway network, both in terms of their initial impact and their longevity: their introduction into service between 1976 and 1982 resulted in significantly reduced journey times, and large increases in patronage on
13192-477: The sets were repainted in a reverse corporate blue and grey livery, similar to other Pullman coaches and the prototype Class 252 , though some retained the Nanking blue livery into 1969. Power car (one at each end of set): The sets were formed from six types of car: The cars were coupled into trains of six or eight cars. Each car was hermetically sealed for the air-conditioning, and all sets were symmetrical, with two kitchen cars serving their respective half of
13328-482: The standard gauge bogies with broad-gauge ones) the Blue Pullman sets but ultimately decided against it. The sets had a maximum speed of 90 mph (140 km/h). The fixed couplings reduced much of the jerky movement experienced by conventionally buffered carriages and allowed smooth acceleration and stable running. The bogies had hydraulically damped helical springs, and the axles were pneumatically braked in
13464-566: 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, replacing locomotive-hauled trains on the Bristol and South Wales routes. Passenger numbers rapidly increased due to the speed and frequency of the services. The displacement by HSTs of Class 50 locomotives to slower services effectively finished off the last Class 52 diesel-hydraulics by early 1977. The production of Class 254 continued through 1977 for East Coast Main Line (ECML) services. The HSTs allocated to
13600-401: The summer timetable in May 1978, with HSTs taking over Flying Scotsman and other services. The previous generation of Class 55 'Deltic' locomotives were relegated to secondary duties, before being withdrawn entirely in late 1981. A full HST timetable for the ECML was due to be introduced in May 1979, but was delayed until late August due to the Penmanshiel Tunnel collapse . The HSTs reduced
13736-420: The surcharge for Blue Pullmans seemed uneconomical and unreliable to passengers and BR managers, and in 1973 the trains were withdrawn. None were preserved. The sets featured in three films, one of the same name as a documentary of the design and development, and an observation of the first service. From 2006, the Blue Pullman name was revived as a charter railtour , operated by various companies. In June 1954,
13872-535: The test track. China is developing two separate high-speed maglev systems. In Europe, high-speed rail began during the International Transport Fair in Munich in June 1965, when Dr Öpfering, the director of Deutsche Bundesbahn (German Federal Railways), performed 347 demonstrations at 200 km/h (120 mph) between Munich and Augsburg by DB Class 103 hauled trains. The same year
14008-416: The then extant timings. Most of these predictions of the journey times achievable by HSTs proved to be quite accurate, and in some cases they were underestimates. For example, the best timing achieved for London to Bath was 62 minutes, and 115 minutes was achieved for London to York. In the early 1980s, when electrification of the East Coast Main Line was in its early planning stages, serious consideration
14144-419: The traditional Pullman livery of brown and cream, and cars bore the word "PULLMAN" rather than individual names. Seating was also different from traditional first-class Pullman cars, increasing from 1+1 to 1+2. The original livery was Nanking blue with white window surrounds and the Pullman crest on the front and sides. From mid-1966 full wrap-around yellow ends were applied to the driving cars. From October 1967
14280-498: The train's introduction. The InterCity service was a great success for British Rail. One of the main selling points of the HSTs were the reductions they could achieve in journey times, with the trains being marketed in publicity material as 'The Journey Shrinker'. In 1973 British Rail produced a promotional booklet entitled Speed for the Seventies in which they laid out the expected journey times to be achieved with HSTs compared to
14416-627: The train. As with earlier British Transport films, many of the personnel, scientists, engineers, crew and passengers were featured. It won several awards, including the Technical & Industrial Information section of the Festival for Films for Television in 1961. It is particularly notable for its eerie score, by Clifton Parker . The units were the subject of the British Transport Film Let's Go To Birmingham in 1962. This
14552-423: The train. London Midland trains were formed up as [types] 1-4-6-6-4-1, whilst Western region sets ran as 2-3-5-6-6-5-3-2. In an emergency, the buffers on the front of the sets were used in conjunction with a normally concealed coupling hook. The LMR thus operated two sets of six first-class cars, the WR three sets of eight cars. Withdrawal of the Midland Pullman allowed operation of 12-car formations. The seating in
14688-405: The trains were conceived under the 1955 Modernisation Plan to create luxury diesel express trains aimed at competing with the motor car and the emerging domestic air travel market. Although not entirely successful – they were seen as underpowered, and ultimately not economically viable – they demonstrated the possibility of fixed-formation multiple-unit inter-city train services, that a decade later
14824-540: The wider rail gauge, and thus standard gauge was adopted for high-speed service. With the sole exceptions of Russia, Finland, and Uzbekistan all high-speed rail lines in the world are still standard gauge, even in countries where the preferred gauge for legacy lines is different. The new service, named Shinkansen (meaning new main line ) would provide a new alignment, 25% wider standard gauge utilising continuously welded rails between Tokyo and Osaka with new rolling stock, designed for 250 km/h (160 mph). However,
14960-629: The world's population, without a single train passenger fatality. (Suicides, passengers falling off the platforms, and industrial accidents have resulted in fatalities.) Since their introduction, Japan's Shinkansen systems have been undergoing constant improvement, not only increasing line speeds. Over a dozen train models have been produced, addressing diverse issues such as tunnel boom noise, vibration, aerodynamic drag , lines with lower patronage ("Mini shinkansen"), earthquake and typhoon safety, braking distance , problems due to snow, and energy consumption (newer trains are twice as energy-efficient as
15096-408: Was a concerted attempt to see how fast the train would go. On 6 June 1973, 131 mph (211 km/h) was reached, which was bettered as the days passed. On 12 June, a world diesel speed record of 143.2 mph (230.5 km/h) was achieved, and the drivers believed that 150 mph was possible, but the BRB issued instructions for the high speed tests to cease. It was believed at the time that this
15232-470: Was achieved by providing the locomotive and cars with a unique axle system that used one axle set per car end, connected by a Y-bar coupler. Amongst other advantages, the centre of mass was only half as high as usual. This system became famous under the name of Talgo ( Tren Articulado Ligero Goicoechea Oriol ), and for half a century was the main Spanish provider of high-speed trains. In the early 1950s,
15368-530: Was also made about "current harnessing" at high-speed by the pantographs, which was solved 20 years later by the Zébulon TGV 's prototype. With some 45 million people living in the densely populated Tokyo– Osaka corridor, congestion on road and rail became a serious problem after World War II , and the Japanese government began thinking about ways to transport people in and between cities. Because Japan
15504-691: Was assembled at the Railway Technical Centre in Derby in the early 1960s, to design and develop an Advanced Passenger Train (APT) capable of at least 125 miles per hour (201 km/h) incorporating many features not previously seen on British railways—such as tilting to allow higher speeds on curves. The APT project suffered repeated delays and in 1970, the British Railways Board (BRB) decided it would not be sufficiently developed to enter public service until well into
15640-560: Was because the BRB wanted to promote the APT as the future of high speed rail travel in the UK. The fixed-formation concept was proven in trial running between 1973 and 1976, and British Rail went on to build 95 sets of production HSTs to transform InterCity services. Manufacturing of the production power car sets began in 1974 at the Crewe Works , with the Mark 3 coaches being manufactured at
15776-489: Was delivered in 2+7 formation with two first class coaches, a buffet car, and four second class coaches between two power cars. They were later expanded to a 2+8 formation, with an extra second class coach. 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
15912-593: Was developed as the InterCity 125 , which resembled them in having an integral power car at each end of the train. 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
16048-403: Was extended a further 161 km (100 mi), and further construction has resulted in the network expanding to 2,951 km (1,834 mi) of high speed lines as of 2024, with a further 211 km (131 mi) of extensions currently under construction and due to open in 2031. The cumulative patronage on the entire system since 1964 is over 10 billion, the equivalent of approximately 140% of
16184-465: Was given to producing an electric version of the HST, which would have been known as the HST-E. This would have kept the bodyshell and most of the mechanical components of the diesel version, but the power cars would have been electric locomotives fitted with pantographs . The thinking was, that as the diesel version had been proven, it would be a straightforward way to produce a 125mph trainset. The HST-E
16320-575: Was inaugurated by the TEE Le Capitole between Paris and Toulouse , with specially adapted SNCF Class BB 9200 locomotives hauling classic UIC cars, and a full red livery. It averaged 119 km/h (74 mph) over the 713 km (443 mi). Blue Pullman The Blue Pullmans were luxury trains used from 1960 to 1973 by British Rail . They were the first Pullman diesel multiple units , incorporating several novel features. Named after their original Nanking blue livery,
16456-476: Was limited to 100 mph (161 km/h). The HST allowed a 25% increase in service speeds along many of the lines on which they operated. Lighter axle loading allowed the trains to travel faster than conventional services along lines not suited to full-speed running, such as Edinburgh to Aberdeen . Coupled with superior acceleration over older locomotives, this allowed substantial cuts in journey times. The increased speed and rapid acceleration and deceleration of
16592-543: Was made of stainless steel and, like the Fliegender Hamburger, was diesel powered, articulated with Jacobs bogies , and could reach 160 km/h (99 mph) as commercial speed. The new service was inaugurated 11 November 1934, traveling between Kansas City and Lincoln , but at a lower speed than the record, on average speed 74 km/h (46 mph). In 1935, the Milwaukee Road introduced
16728-441: Was normally sufficient. An onboard Travelling Maintenance Attendant monitored the supply of services. Seating was 2+1 armchair-type around tables with a table lamp and with steward call button. The saloons were protected from track noise by extra insulation in the bodywork and double-glazed windows with Venetian blinds between the panes. To emphasise the new type of service, a Nanking blue livery and associated brand image replaced
16864-407: Was not only a part of the Shinkansen revolution: the Shinkansen offered high-speed rail travel to the masses. The first Bullet trains had 12 cars and later versions had up to 16, and double-deck trains further increased the capacity. After three years, more than 100 million passengers had used the trains, and the milestone of the first one billion passengers was reached in 1976. In 1972, the line
17000-529: Was of a run from London Paddington to Birmingham Snow Hill via Leamington Spa and was largely a sped-up "cab view" film in the style of London to Brighton in Four Minutes . The driver in the film, Ernest Morris, was killed on 15 August 1963 in the Knowle and Dorridge rail crash when his express train collided with a freight train at 20 mph (32 km/h). His train was a Birmingham Pullman hauled by
17136-524: Was proposed in response to the failure of the Advanced Passenger Train (APT) project. This proposal did not proceed, and BR instead developed a new electric trainset which would become the 140 mph (230 km/h) capable InterCity 225 to work the electrified services on the ECML, which came into service in the late-1980s. The prototype InterCity 125 (power cars 43000 and 43001) set the world speed record for diesel traction at 143.2 mph (230.5 km/h) on 12 June 1973. A second world record for
17272-550: Was provided at Old Oak Common and St Philip's Marsh , and Laira also carried out maintenance after services to Devon and Cornwall were introduced in 1979. British Rail Class 47 locomotives still operated cross-country services from Cornwall and South Wales to the North-East via the Cross Country Route , and London to the Midlands/Welsh Marches. Class 43s replaced them when the third batch of power cars
17408-401: Was repainted in replica Blue Pullman livery. The train made its inaugural run on 12 December that year, from London St Pancras to Crewe and back, and (as of January 2023) offers several railtours every year as the "Midland Pullman". The units starred in the 1960 British Transport Films Blue Pullman directed by James Ritchie, which followed their development, preparation and a journey on
17544-525: Was resource limited and did not want to import petroleum for security reasons, energy-efficient high-speed rail was an attractive potential solution. Japanese National Railways (JNR) engineers began to study the development of a high-speed regular mass transit service. In 1955, they were present at the Lille 's Electrotechnology Congress in France, and during a 6-month visit, the head engineer of JNR accompanied
17680-413: Was returned to work on the mainline after being used in an experimental programme conducted by Network Rail and Hitachi . 43072, 43074 was transferred to East Coast in 2012. Since December 2013, InterCity 125 sets have been permitted to operate at speeds of up to 125 mph on certain parts of the routes from London St Pancras to Leeds and Nottingham. High-speed rail High-speed rail ( HSR )
17816-402: Was still more than 30 years away. After the breakthrough of electric railroads, it was clearly the infrastructure – especially the cost of it – which hampered the introduction of high-speed rail. Several disasters happened – derailments, head-on collisions on single-track lines, collisions with road traffic at grade crossings, etc. The physical laws were well-known, i.e. if the speed was doubled,
17952-493: Was taken early in the project as design engineers calculated that the train would need 4,500 horsepower (3,400 kW) to sustain 125 mph on the routes for which it was designed (the Great Western Main Line , East Coast Main Line , Midland Main Line , and the Cross Country Route ), and it was established that no "off-the-shelf" diesel engine was capable of producing such power. British Rail had used
18088-404: Was that two locomotives operating in push–pull formation, would cause less wear on the rails than a single locomotive. One of the design requirements for the HST was that it should exert no more force on the track at 125 mph, than a Class 55 'Deltic' locomotive at 100 mph, and each power car of the HST weighed a modest 70 tons which allowed it to meet this requirement. One of
18224-452: Was to be built by 1972. The high-speed diesel train, which became the HST or InterCity 125, was formed of a rake of Mark 3 passenger coaches between two streamlined power cars, one at each end. Each power car was fitted with a Paxman Valenta diesel engine which could produce 2,250 horsepower (1,680 kW ). This engine was chosen due to its light weight, and subsequent high power-to-weight ratio . The decision to use two power cars
18360-477: Was too heavy for much of the tracks, so Cincinnati Car Company , J. G. Brill and others pioneered lightweight constructions, use of aluminium alloys, and low-level bogies which could operate smoothly at extremely high speeds on rough interurban tracks. Westinghouse and General Electric designed motors compact enough to be mounted on the bogies. From 1930 on, the Red Devils from Cincinnati Car Company and
18496-402: Was two first-class coaches, one buffet (with 1st Class seating) and five (later six) standard-class coaches between the buffet and power cars. For a few years, formations included a TRUK (trailer restaurant kitchen) and buffet car, a TS (trailer second class) and TF (trailer first class) coaches, many formations were 4 × TS, TRUK, Buffet, 2 × TF. Nine trailer car units followed this formation, with
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