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InterCity 125
InterCity 125
was the brand name of British Rail's diesel-powered High Speed Train (HST) fleet, which was built from 1975 to 1982 and was introduced in 1976. An InterCity 125
InterCity 125
train is made up of two Class 43 power cars, one at each end of a fixed formation of Mark 3 carriages (the number of carriages varies by operator). The train operates at speeds of up to 125 mph (201 km/h) in regular service, and has an absolute maximum speed of 148 mph (238 km/h), making it the fastest diesel-powered train in the world, a record it has held from its introduction to the present day. Initially the sets were classified as Classes 253 and 254. A variant of the power cars operates in Australia as part of the XPT. After four decades, most of the HST fleet is still in front-line revenue service under privatisation, and while the InterCity 125
InterCity 125
brand name is rarely mentioned officially by the private train operating companies (TOCs), the InterCity 125
InterCity 125
still forms the backbone of intercity services on several British main lines. Most sets are to be replaced on InterCity services by 2018 under the Intercity Express Programme. At first, that programme called for some HSTs to continue in use on London to Devon/Cornwall services where there are no plans to electrify the lines. However, in March 2015 it was announced that the remainder of the Great Western fleet would be replaced with bi-mode Intercity Express sets, equipped with the required powerplants and fuel tanks to tackle the distances and inclines of Westcountry services.[1][2] The trains currently operate from London Paddington
Paddington
to Penzance, Plymouth, Newquay
Newquay
(summer), Paignton, Exeter, Taunton, Westbury, Oxford, Cardiff, Swansea, Carmarthen, Pembroke Dock
Pembroke Dock
(summer), Bristol, Weston-super-Mare, Worcester, Great Malvern, Hereford
Hereford
and Cheltenham; from London St Pancras to Nottingham; from London King's Cross to Inverness, Lincoln, Harrogate, Hull, Sunderland, Leeds, Newcastle upon Tyne and Aberdeen; on the CrossCountry
CrossCountry
route from Dundee, Glasgow, Edinburgh
Edinburgh
and Leeds
Leeds
to Plymouth
Plymouth
(plus in summer to Paignton, Newquay and Penzance); from Derby
Derby
to Skegness
Skegness
(summer only) and also Leeds
Leeds
to Aberdeen. One has been converted and used as Network Rail's New Measurement Train since 2003 which assists in track assessment.

Contents

1 Background 2 Production

2.1 Prototype 2.2 Production versions

3 Introduction into service 4 World records 5 Regions and operators

5.1 South West England and South Wales 5.2 Eastern England / Scotland 5.3 Midland Region 5.4 Cross-Country Route 5.5 West Coast and North Wales 5.6 Network Rail

6 Numbering and formation

6.1 Livery

7 Cultural impact

7.1 Public reaction 7.2 International attention 7.3 Scale models

8 Developments and changes

8.1 Damaged vehicles and accidents 8.2 Re-engining and refurbishment 8.3 Replacements 8.4 Sewage discharge 8.5 Future

9 New South Wales XPT
New South Wales XPT
(Australia) 10 See also 11 Notes and references 12 Further reading 13 External links

Background[edit] In the later 1950s and early 1960s, the British Transport Commission was modernising its rail network. In particular, it wanted to increase intercity speeds, so that the railways could compete more effectively with the new motorways. The government was unwilling to fund new railways, so the BTC focused its attention on increasing line speeds through the development of new trains and minor modifications to the existing infrastructure. A team of engineers was assembled at the Railway Technical Centre in Derby
Derby
in the early 1960s, with the aim of designing and developing an Advanced Passenger Train
Advanced Passenger Train
(APT), that would be capable of at least 125 miles per hour (201 km/h) and incorporate many features not previously seen on British railways—such as tilting to allow higher speeds on curves.[3] The APT project had suffered repeated delays, and in 1970, the British Railways Board (BRB) decided that it was not sufficiently developed to be able to provide modernisation of the railways in the short term. Thus, at the instigation of Terry Miller, Chief Engineer (Traction & Rolling Stock), the Board authorised the development of a high-speed diesel train for short-term use until the APT was able to take over. An operational prototype of this train was to be built by 1972.[4] Production[edit] Prototype[edit] Main article: British Rail
British Rail
Class 252 See also: British Rail
British Rail
Class 41

Class 252 in 1975 – The prototype HST, seen here at Weston-super-Mare

The prototype high-speed diesel train, which was to become the InterCity 125, was to be formed of a rake of passenger coaches sandwiched between two power cars, one at each end. The decision to use two power cars was taken very early in the project as design engineers had calculated that the train would need 4,500 horsepower to sustain the required speed of 125 miles per hour on the routes for which it was being designed (the Great Western Main Line, Midland Main Line, and the Cross Country Route), and it was quickly established that no single "off-the-shelf" diesel engine was capable of producing such power. Also a factor in the decision was that the use of two locomotives, operating in push–pull formation, would cause less wear on the rails than a single, much heavier, locomotive. The framework of the new locomotive, classified British Rail
British Rail
Class 41, was built at Crewe Works
Crewe Works
before being transferred to Derby
Derby
Litchurch Lane Works for completion. The design of the locomotive incorporated a driving desk fitted around the driver, a sound-proofed door between the cab and the engine room, and, unusually, no side windows.[5] The prototype became the first diesel locomotive in British railway history to use AC alternators in place of a DC generator, with the output converted to DC when used for traction.[6] The prototype train of seven coaches and two locomotives was completed in August 1972 and by the autumn was running trials on the main line. The following year, high-speed testing was being undertaken on the "racing stretch" of the East Coast Main Line
East Coast Main Line
between York and Darlington. The set had been reduced to two power cars and five trailers, and there seems to have been a concerted attempt to see how fast the train would go. On 6 June 1973 131 mph was reached, and this maximum was raised as the days passed. By 12 June a world diesel speed record of 143.2 mph (230.5 km/h) was achieved. 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 was because the BRB wanted to promote the APT as the future of high speed rail travel in the UK.[7] The fixed-formation concept was proven in trial running between 1973 and 1976, and British Rail
British Rail
decided to build 27 production HSTs to transform InterCity services between London Paddington, Bristol, and South Wales. Production versions[edit] 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 front window was much larger than the prototype's, and side windows were included. There was also no driving position at the inner end. The appearance of the train is the work of British designer Kenneth Grange. Grange was initially approached just to design the livery for the train, but under his own impetus decided to redesign the body, working with aerodynamics engineers. He went on to present the new design to British Rail
British Rail
and persuade them to adopt it.[8] An InterCity 125
InterCity 125
consists of two Class 43 diesel-electric power cars, each powered originally by 2,250 bhp (1,678 kW) Paxman Valenta
Paxman Valenta
engines (although they have since been fitted with different engines), and a set of Mark 3 coaches (typically 7 or 8). Normally there are two types of HST sets, 8+2 (5 standard class, 1 buffet, 2 first class) and 7+2 (4 standard class, 1 buffet, 2 first class), where the +2 refers to the power cars at each end of the rake. Key features of the design are the high power-to-weight ratio of the locomotives (1678 kW per ~70-tonne loco),[9] which were purpose-built for high-speed passenger travel, improved crashworthiness over previous models, and bi-directional running avoiding the need for a locomotive to run around at terminating stations.[10] Until the HST's introduction, the maximum speed of British trains was limited to 100 miles per hour (161 km/h).[11] The HST allowed a 25% increase in service speeds along many of the lines they operated. 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
Edinburgh
to Aberdeen
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 and rapid acceleration and deceleration of the HST made it ideal for passenger use. Introduction into service[edit] Deliveries continued through 1976, and on 4 October a partial service of HSTs running at 125 mph (201 km/h) began on the Western Region.[12] 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
Bristol
and South Wales routes. Passenger
Passenger
volumes on the trains rapidly increased due to the speed and frequency of the service, an effect previously seen only when electric trains had replaced diesel or steam services. The displacement by HSTs of the British Rail
British Rail
Class 50 locomotives to slower services effectively finished off the last 'Western' Class 52 diesel-hydraulics by early 1977.

An InterCity 125
InterCity 125
about to depart Manchester Piccadilly in 1986

The production of Class 254 continued through 1977 for East Coast Main Line services. Initially, British Rail
British Rail
planned to fit uprated 2,500 bhp (1,900 kW) Valenta engines 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 London- Edinburgh
Edinburgh
journey time by up to an hour. Production of HSTs continued until 1982, allowing them to take over services from London to the West Country, on the Cross Country Route and latterly on the Midland Main Line, serving destinations such as London, Bristol, Edinburgh, as far south as Penzance
Penzance
and as far north as Aberdeen
Aberdeen
and Inverness. 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
Midland Main Line
services. During the 1990s only the Cross-Country sets remained as seven-car rakes, with just one first-class carriage. Not only did the HST bring considerable improvements in service on the railways, British Rail
British Rail
entered a period of active marketing which accompanied and supported the train's introduction.[13] The InterCity service overall had become a great success for British Rail.[14] World records[edit]

InterCity 125
InterCity 125
in London Paddington
Paddington
in 1988.

The prototype InterCity 125
InterCity 125
(power cars 43000 and 43001) set the world record for diesel traction at 143.2 mph (230.5 km/h) on 12 June 1973.[15] 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 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,[16][17][18][19] while descending Stoke Bank with a test run for a new type of bogie, later to be used under the Mark 4 coaches on the same route. Regions and operators[edit] South West England and South Wales[edit] On the Western Region, InterCity 125
InterCity 125
trains (designated class 253) were introduced initially for all services from London to Bristol
Bristol
and South Wales,[16] and then extended for most day-time services from London to Devon and Cornwall. Some South Wales services were extended to Milford Haven, Fishguard and Pembroke in West Wales. From introduction, maintenance has always been provided from Old Oak Common and St Philip's Marsh, with Laira also carrying out maintenance once services to Devon and Cornwall were introduced in 1979. The Class 47 locomotives still operated the cross-country services from Cornwall and South Wales to the North-East via the Cross Country Route, 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 these HSTs consisted of a 2+7 formation, normally with two first class coaches, a buffet car, and four second class coaches, all sandwiched between two power cars. They were later expanded to a 2+8 formation, with an extra second class car.

First Great Western
First Great Western
HST passing Old Oak Common Train Maintenance Depot

Great Western Trains was formed out of the privatisation of British Rail and operated the InterCity routes from London Paddington
Paddington
to the west of England. In 1998 FirstGroup
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.

43002 has been repainted into original InterCity 125
InterCity 125
livery to celebrate the 40th anniversary of the IC125 and named after the man that designed them, Sir Kenneth Grange.

Great Western Railway uses its large fleet of 43 HST sets to operate most intercity services from Paddington
Paddington
to Bristol, Bath, Chippenham, Swindon, Cardiff, Swansea, Carmarthen, Cheltenham
Cheltenham
Spa, Oxford, Worcester, Hereford, Paignton, Plymouth
Plymouth
and Penzance, as well as some commuter services to Westbury, Taunton
Taunton
and Exeter
Exeter
St Davids. As of 2012 all First Great Western's intercity services are worked by InterCity 125
InterCity 125
sets with the exception of sleeper services and certain Cotswold Line services. From 2005 the First Great Western
First Great Western
HSTs were re-engined with MTU power units, while at the same time the coaches were refurbished.[20] Units for services in the M4 corridor/Thames Valley to Bristol, Hereford, Oxford, Exeter
Exeter
and Cardiff
Cardiff
were converted into a high-density layout of mostly airline-style seats (only two tables per coach). This was in order to provide more seats for commuters. The remainder (for the routes to Swansea
Swansea
and the West Country) kept the tables. The refurbished coaches have new seating (leather in first class), at-seat power points and a redesigned buffet bar.[21] Some standard class carriages now have a Volo TV system. Eastern England / Scotland[edit]

Highland Chieftain
Highland Chieftain
InterCity 125
InterCity 125
departing Haymarket

On the East Coast Main Line, the InterCity 125
InterCity 125
designated Class 254 was the staple stock from the retirement of the Class 55 Deltic locomotives in 1980–1982 to the introduction of the InterCity 225 following electrification in 1990. They were concentrated on services from London King's Cross to Newcastle and Edinburgh
Edinburgh
Waverley with some extending to Glasgow
Glasgow
Queen Street, Inverness
Inverness
and Aberdeen. In the months following the Penmanshiel Tunnel collapse in 1979, London to Scotland services ran via the Tyne Valley line from Newcastle to Carlisle then on 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 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 coaches, one buffet (with further 1st Class seating) and five (later six) standard-class coaches, sandwiched between the buffet and power cars. For a few years, formations included a TRUK (trailer restaurant kitchen) and buffet car as well as TS (trailer second class) and TF (trailer first class) coaches, many formations being 4 × TS, TRUK, Buffet, 2 × 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 InterCity 125
InterCity 125
departing King's Cross

After privatisation, InterCity sets were operated by Great North Eastern Railway (GNER),[22] alongside electric InterCity 225
InterCity 225
units from London to Newcastle and Edinburgh, as well as beyond the electrified sections (or where British Rail
British Rail
Class 91s cannot operate due to route availability restrictions) such as services to Hull, Skipton, Harrogate, Inverness
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
InterCity 225
electric sets with similar seating, lighting, carpets and buffet cars.[23] The power cars were upgraded with MTU engines. The first of the HST Mallards was in service by spring 2007.[citation needed]

National Express
National Express
liveried InterCity 125
InterCity 125
in Central Scotland on the first day of National Express East Coast
National Express East Coast
operations

In 2007 the franchise was taken over by National Express
National Express
East Coast, which continued the re-engining programme begun by GNER, and completed the refurbishment of the fleet in March 2009.[24] Two power cars were transferred to First Great Western
First Great Western
early in 2009.[25] The final Mallard-upgraded Mark 3 coaches entered service with NXEC in October 2009.[citation needed] Following an announcement by National Express
National Express
that it would not provide further financial support to NXEC, the franchise ceased on 13 November 2009, and the operation of the route returned to public ownership. As a result, the 13 sets were operated by Department of Transport operator East Coast (as of late 2009). East Coast introduced a new InterCity 125
InterCity 125
service to Lincoln in 2011.[citation needed] The InterCity 125
InterCity 125
was replaced by the electric InterCity 225
InterCity 225
on the line to Skipton
Skipton
when the electrical infrastructure was upgraded. In total, 8 East Coast services per day in each direction use the InterCity 125.[citation needed] 43072 (now 43272), 43074 (now 43274) in 2012 have been transferred to East Midlands Trains
East Midlands Trains
re-engined MTU engines. In April 2015, Virgin Trains East Coast
Virgin Trains East Coast
took over operation of the InterCity East Coast
InterCity East Coast
franchise.

Grand Central InterCity 125
InterCity 125
set departing London King's Cross with a service to Sunderland
Sunderland
in 2011. All Grand Central Class 43 power cars had exposed front buffers due to previous use as surrogate DVTs.

In 2006, Grand Central obtained six Class 43 power cars to operate its London- Sunderland
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 power cars was heavily delayed and therefore pushed the starting date back to 18 December 2007.[26] HSTs 43084 and 43123 were the final operational Paxman Valenta
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 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
East Midlands Trains
at the end of 2017.[27] Midland Region[edit] On the London Midland Region, InterCity 125
InterCity 125
trains were introduced later than on the other regions. They initially appeared on the former Midland Railway
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.[citation needed] The Midland Main Line
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 (177 km/h) on some sections. An upgrade to the full 125 mph (201 km/h) was proposed by British Rail
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 the line and higher top speeds on others.[citation needed] 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
Nottingham
still use the InterCity 125, as do all services from London St Pancras to Leeds.[28][29] Midland Mainline inherited HSTs from BR after privatisation and operated them on its primary services at up to 110 mph.

East Midlands Trains
East Midlands Trains
liveried HST at Leicester

43089 also was returned to work on the mainline after being used in an experimental programme conducted by Network Rail
Network Rail
and Hitachi.[30] 43072, 43074 was transferred to East Coast in 2012. Currently 24 are in service with East Midlands Trains. 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
Leeds
and Nottingham.

East Midlands Trains
East Midlands Trains
InterCity 125
InterCity 125
passing a Class 222

Cross-Country Route[edit]

HST power car in CrossCountry
CrossCountry
livery, seen here at Bristol
Bristol
Parkway. CrossCountry
CrossCountry
operates these trains on its northeast-southwest services.

Post privatisation the Cross-Country Route
Cross-Country Route
was operated by Virgin CrossCountry, who replaced the InterCity 125
InterCity 125
trains in the period 2002–2004 with Voyager high-speed DMUs.[31] The majority of the former Virgin CrossCountry
CrossCountry
fleet went into storage for several years but a small number moved to Midland Mainline
Midland Mainline
to supplement its fleet. In 2007 the franchise passed to CrossCountry
CrossCountry
(an Arriva subsidiary). Because of overcrowding, Cross Country reintroduced five HSTs to supplement its Voyagers.[32] In late September 2008 Cross Country refurbished its first HST set. The coaches have been refurbished to a similar "Mallard" standard as GNER trains, though their interior is in burgundy and there are fewer tables. They also differ from the East Coast 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. Each set has had a TS removed (now 2 power cars + 7 coaches). Four sets are now back in daily use again since December 2010, after only two sets were used in service (three on Mondays and Fridays) for a while in 2010. No explanation was provided for the sudden reduction in fleet usage.[25] CrossCountry
CrossCountry
operates HSTs to the following destinations:

Aberdeen Plymouth Leeds Edinburgh Dundee Glasgow Newquay
Newquay
(summer weekends only) Penzance Paignton
Paignton
(summer weekends only)

West Coast and North Wales[edit] Virgin Trains West Coast
Virgin Trains West Coast
HSTs regularly worked out of London Euston and Birmingham International to Holyhead and Blackpool North. They also worked some Euston to Manchester Piccadilly services. Virgin's HST's were re-deployed in May 2004. Due to there being numerous curves on the West Coast Main Line, the trains were not permitted to exceed 110 mph on any part of the route. When the West Coast Main Line
West Coast Main Line
was upgraded by Network Rail
Network Rail
in the 2000s, it became necessary to operate diversionary routes whilst work was going on. As a result, Midland Mainline
Midland Mainline
was asked by the then Strategic Rail Authority
Strategic Rail Authority
(SRA) to operate services between London and Manchester via the Midland Main Line
Midland Main Line
and Hope Valley Line
Hope Valley Line
into London St Pancras while West Coast Main Line
West Coast Main Line
renovation works took place. In a temporary operation dubbed Project Rio,[33] a large percentage of the stored Virgin CrossCountry
CrossCountry
power cars were overhauled and returned to service in an enlarged Midland Mainline
Midland Mainline
fleet.[34] Ending on 10 September 2004, the Project Rio fleet was gradually disbanded, with power cars moving to First Great Western, GNER or CrossCountry. Network Rail[edit] Main article: New Measurement Train

The New Measurement Train
New Measurement Train
speeds past the site of Clay Cross railway station in Derbyshire

One HST set is in service with Network Rail, painted in then-Departmental yellow, and often referred to as the "flying banana" (a nickname that was originally applied to the whole class because when first introduced by BR they wore a predominantly yellow livery). The set is the New Measurement Train.[35] Another single engine, 43089, was used in tests on hybrid battery powered vehicles in collaboration with Hitachi.[30][36] It has since been returned to normal service with East Midlands Trains. Numbering and formation[edit] See also: British Rail
British Rail
Classes 253, 254 and 255; British Rail
British Rail
Class 43 (HST); and British Rail
British Rail
Mark 3 Because they were fixed formation trains, British Rail
British Rail
considered the Inter-City 125 sets to be diesel multiple units. They were allocated British Rail
British Rail
Class 253 (2+7 sets allocated to Western Region depots for use on Western Region and Cross-Country services) and Class 254 (2+8 sets allocated to the Eastern and Scottish Regions for use on the East Coast Main Line), the prototype train having been Class 252. Therefore, each set was allocated a set number (253 xxx or 254 xxx), which was carried on the front of the power cars. Individual vehicles were numbered in the 4xxxx series (see table below), and, because they were regarded as multiple unit vehicles, also had regional prefixes according to their allocated depot (E for Eastern Region, SC for Scottish and W for Western); this included the power cars as well as the trailers. With power cars often requiring maintenance more frequently than the trailer cars, power car swaps soon began to take place; there were a few spare power cars to allow for this. This often resulted in different set numbers being displayed at each end of the same train. As a result, during the early 1980s the power cars began to be regarded as "loose", and the use of set numbers for the whole train was abandoned. The trailer cars remained in fixed formations, however, and still allocated a set number of sorts, although that was not displayed anywhere. As sectorisation began to take hold during the mid-1980s, the use of regional prefixes on coaches and multiple unit vehicles was discontinued. At about the same time it was decided to reclassify the InterCity 125
InterCity 125
trains (the hyphen having been dropped by the new InterCity sector) as locos and coaches. To avoid renumbering the power cars, they became British Rail
British Rail
Class 43 diesel locos, although a space was never inserted between the second and third digits (as was common practice on other locos at the time, e.g. 47 401). The vehicle types used to form High Speed Trains are listed below:[37]

 Class  Image  Type   Top speed   Number   Built   Notes 

 mph   km/h 

Class 43

Diesel locomotive 125 201 197 1975–1982 2 InterCity 125
InterCity 125
power cars, operated in Top and Tail formation.

Mark 3 Coach

Passenger
Passenger
rolling stock 125 201 848 1975–1988 British Rail's third fundamental design of carriage, developed primarily for the InterCity 125.

Carriage number

Number Range Type Notes

400xx Trailer Buffet (TRSB) Renumbered 404xx in 1983; some converted to 402xx series

403xx Trailer Buffet (TRUB) All converted to 407xx series (first class)

405xx Trailer Kitchen (TRUK) All withdrawn and converted for other uses

41xxx Trailer First (TF) Majority in service, some converted or scrapped

42xxx Trailer Second (TS) Majority in service, some converted or scrapped

43002-43198 Driving Motor (Brake) (DM or DMB) Majority in service, three scrapped after accidents These are now classified as British Rail
British Rail
Class 43

44000-44101 Trailer Guard Second (TGS) Majority in service, some converted

The 197 production series power cars were numbered 43002-43198. 43001 was applied to the second of the two prototype power cars, while the first of the pair (now preserved as part of the National Collection) became 43000 – unusual because BR TOPS
TOPS
classification numbered its locomotives from 001 upwards (this was because it was not, at the time, classified as a locomotive). Subsequently, on fitting of new engines, power cars operated by the InterCity East Coast
InterCity East Coast
and Cross Country franchisees have been renumbered in the 432xx or 433xx series (by adding 200 to their serial numbers), while Grand Central also changed the third digit of its power cars to 4 (by adding 300 or 400). The renumbering of the 400xx series catering vehicles in 1983 was to avoid their numbers clashing with the Class 40 diesel loco fleet (numbered 40 001 to 40 199) when BR's loco (TOPS) and coaching stock number series were merged. In 2002, Class 255 was allocated for the reformation of some HST power cars and trailers into semi-fixed formation trains, to be known as Virgin Challenger units, for use by Virgin CrossCountry. These formations would have had power cars sandwiching one Trailer First, a Trailer Buffet, two Trailer Seconds and a Trailer Guard Second. These plans came to naught as the Strategic Rail Authority
Strategic Rail Authority
planned to transfer most of the stock to Midland Mainline
Midland Mainline
for its 'Rio' services between London and Manchester.[34] Livery[edit]

InterCity logo 1978–1985

See also: British Rail
British Rail
corporate liveries

First Great Western
First Great Western
HST at Reading railway station
Reading railway station
in two former First Great Western liveries: "Fag Packet" on the power car and "Barbie" on the coaches

The original "Inter-City 125" livery was blue and grey, with a yellow front to improve visibility which continued down the side of the power cars.[38] This was the livery recorded in British Rail's corporate identity manual of August 1977.[39] The second livery had mostly grey power-cars with a white band along the middle, yellow underneath the white band, with the InterCity colours (cream, red, white, brown) for the parcel compartment of the power cars and the coaches. There was brownish-grey, dark grey (almost black) around the windows with a red and white stripe below the windows, and retaining the yellow bands on the power cars. The final variant of this livery saw the yellow side-bands replaced with white and did not feature the British Rail
British Rail
name or logo: it carried the new sector branding Intercity logo in serif type and an image of a flying swallow.[40][41] This is commonly referred to as "InterCity Swallow" livery, and was applied to other locomotives in the sector. After the privatisation of British Rail, train operating companies painted the HSTs in their own colour schemes, with some lasting longer than others.[42] Two of Great Western Railway's powercars have been repainted into heritage livieries; 43002 has repainted into original InterCity 125 Blue & Yellow livery whereas 43185 has been repainted into InterCity Swallow livery. Cultural impact[edit] Public reaction[edit] The Intercity service proved an instant hit with the British public.[43] By the early 1980s the HST had caught the travelling public's imagination,[44][45] thanks in part to a television advertising campaign fronted by Jimmy Savile, together with the advertising strap-line "This is the age of the train".[46][47] British Rail enjoyed a boom in patronage on the routes operated by the HSTs, and InterCity's profits jumped accordingly, with cross-subsidisation safeguarding the future of rural routes that had been under threat of closure since the Beeching Axe
Beeching Axe
of the 1960s. International attention[edit] The success of the HST has had significant international impact. Foreign press for decades observed and praised the speed and quality of the service.[48] The InterCity 125
InterCity 125
was used as a case study for evaluating the potential for a high-speed rail system in California.[49] In Australia, the HST was used as the base for developing the XPT, in cooperation with British Rail. Scale models[edit] There have been many model and toy guises of the IC125.[50] One of the first in the UK was by Hornby Railways,[51] which launched its first model version in 1977. This model was supplied with an incorrect length Mk3 coach which was shortened to allow the model to reliably negotiate the smallest radius curves. This was done by removing one of the 8 side windows rather than scaling the whole length. It was later released in InterCity 'Swallow' livery, Great Western green-and-white, Midland Mainline
Midland Mainline
and Virgin Trains. Lima released its version of the IC125 in 1982, of which the Mark 3 coaches were correct to the lengths of the real-life coaches and included the guard's coach. Hornby eventually followed suit in the late-1990s, when its short Mark 3 coaches were replaced by correct scale length ones but omitted the guard's coach. Hornby released a totally new version of the InterCity 125 power cars in late 2008. Dapol produces an N gauge model of the train. Railway Shop (Hong Kong) produces a T gauge model (1:450 scale). Developments and changes[edit]

An InterCity 125
InterCity 125
with a Paxman Valenta
Paxman Valenta
engine. The Paxman Valenta engine produced a lot more noise and exhaust gases than its replacements.

Damaged vehicles and accidents[edit] Three Class 43 locomotives have been written off in railway accidents, all of which occurred on the Great Western Main Line. 43011 was written off in the Ladbroke Grove rail crash, 43019 was written off after the Ufton Nervet rail crash, and 43173 was scrapped at Pig's Bay in Essex after heavy damage in the Southall rail crash. In all cases, the damage was to the leading power car – the trailing end power cars at the other end of the HST set suffered only limited or no damage, and were returned to service. At Ladbroke Grove and Ufton Nervet the accidents were ultimately caused by factors not involving the HST sets or their drivers, although the set involved in the Ladbroke Grove crash had a faulty AWS system;[52][53] however, the Southall accident was due to the HST colliding with a Freight train, which was entering Southall Goods Yard, at approximately 13.20 GMT, crossing the main lines. The immediate cause of the crash was the result of the driver of the HST passing a red signal without stopping. In addition, the leading power car of the set had a faulty Automatic Warning System which if operational would have alerted the driver to his error and possibly prevented the accident.[54] Following investigation, this system has since been required to be kept operational and switched on for all use of the Intercity 125 fleet. Re-engining and refurbishment[edit]

Refurbished Mark 3 coach First Class interior (First Great Western)

Main article: British Rail
British Rail
Class_43 (HST) § Life extension In 2005, the train leasing company, Angel Trains, initiated and led an industry-wide programme to replace the 30-year-old Paxman Valenta engines in the HST power cars with new MTU 16V 4000 engines.[55] The upgrade, which was part of a £110 million total investment made by Angel Trains
Angel Trains
on its fleet of High Speed Trains, included the re-powering and refurbishment of 54 HST power cars, then on lease to GNER (now Virgin Trains
Virgin Trains
East Coast) (23),[56] First Great Western
First Great Western
(26) and CrossCountry
CrossCountry
(5). Virgin CrossCountry
CrossCountry
planned a similar project in the early 2000s, but with the collapse of the programme the upgraded trainsets were sold along with their unupgraded stablemates. Additionally many operators undertook some sort of reburbishment programme on the Mark 3 carriages in the early 2000s. With the long-term delay and change of direction of the HST2
HST2
programme,[57] operators began to refurbish their HST fleets in 2006 – both by remotoring with the more modern MTU4000 diesel engine,[58] and by refurbishing the carriage interiors.[59] It was anticipated that these overhauls would give the HST at least another 10 years in front-line service.[60] Replacements[edit] The first partial replacement of HSTs occurred from 1988 on the East Coast Main Line, with the introduction of the InterCity 225
InterCity 225
when the line to Edinburgh
Edinburgh
was electrified.[61] Some were retained for services to Aberdeen, Inverness, Skipton, Bradford and Hull. As the Intercity 125 fleet has become old compared to most stock used in passenger service it has been recognised that it is near the end of its service life.[62] More recently HSTs have been replaced (or augmented) by high-speed DMUs such as the Voyagers and the UK express version of Alstom's Coradia. These new DMUs have better acceleration than the HST due to a higher power/weight ratio, with greater efficiency and braking performance in addition.[63] However, passenger comfort is reduced due to the vibrations and noise caused by the underfloor engines,[64] compared to the much quieter Mark 3 coaches. In 2005 the initial concept of HST2
HST2
was rejected by the government and the rail industry as a like-for-like replacement for the HST fleet.[65] In the light of this rejection, in 2006 existing operators turned to refurbishments of the Intercity 125 trains. Nevertheless, the HST2
HST2
concept was expanded and replaced by the Intercity Express Programme, with proposals for a joint replacement of both HST and Intercity 225
Intercity 225
trains.[66] The eventual successor to the two Intercity fleets is the Hitachi
Hitachi
Super Express,[67] comprising two classified types of fixed-rake formations: the Class 800 electro-diesel sets and the Class 801 electric multiple unit sets. On the Greater Western franchise, the first was returned to its leasing company in September 2017.[68] Sewage discharge[edit] Legally in the UK, train operators are allowed to discharge up to 25 litres of untreated waste at a time on to the track.[69] Most Mk3 carriages have no toilet tanks, discharging directly onto the track. In the 2000s both the RMT trade union and politicians were concerned at the environmental impact of this legacy issue. The problem was first raised in 2003 after Railtrack
Railtrack
staff at Nottingham
Nottingham
abandoned local clean-up and then track maintenance procedures due to an excessive buildup of sewage waste in the area.[70] In 2006 the RMT agreed waste-tank and clean-out developments at Northern Rail's Heaton depot in 2006 with GNER, plus new clean-out procedures at all other depots, to solve an ongoing dispute over the previous 18 months.[71] By 2011, the European Union
European Union
had started a formal investigation to see whether trains composed of such carriages were breaking EU environmental and health laws, although the Environment Agency confirmed that train companies claimed special exemptions to dump waste along the tracks.[72] In 2013, transport minister Susan Kramer branded the practice "utterly disgusting" and called on the industry to take action. ATOC responded by stating that, as all new vehicles had to be fitted with compliant toilet tanks, with withdrawal of the HSTs by the end of 2017 the problem would be solved.[73] Unless the toilets are modernised, the cascading of stock onto other lines may continue this practice for many years after 2017 (see 'Replacements' section above). Future[edit] HSTs operating with Great Western Railway and Virgin Trains
Virgin Trains
East Coast will be replaced on their current duties by Class 800/801/802 trains by 2020. Twenty-six sets each with four or five carriages are to move from Great Western Railway to Abellio ScotRail
Abellio ScotRail
and be refurbished with controlled emission tanks and plug automatic doors. They will operate on services from Edinburgh
Edinburgh
and Glasgow
Glasgow
to Aberdeen
Aberdeen
and Inverness.[74][75][76] An unrefurbished set was delivered to Craigentinny TMD
Craigentinny TMD
for crew training in September 2017.[68] Great Western Railway are to retain 24 powercars and 48 carriages to form 11 four-carriage sets for use on local services between Cardiff and Penzance. The carriages will be fitted with automatic doors and controlled emission tanks at Wabtec, Doncaster.[77] New South Wales XPT
New South Wales XPT
(Australia)[edit]

A NSW TrainLink
NSW TrainLink
XPT at Sydney's Central station.

Main article: New South Wales
New South Wales
XPT In January 1978 the Public Transport Commission
Public Transport Commission
of New South Wales invited tenders for 25 high-speed railcars similar to the Prospector railcars delivered by Comeng to the Western Australian Government Railways in 1971. The tender allowed bidders to suggest alternative types of high-speed train. Comeng submitted a tender for a train based on the InterCity 125. In August 1979, Comeng was announced as the successful bidder for an order of 100 vehicles. By the time the contract was signed in March 1980, the order was only for 10 power cars and 20 carriages, enough to form four five-carriage trains with two spare power cars.[78][79][80][81][82] The High Speed Train design was significantly modified, with the power cars being 50 cm (19.7 in) shorter, the Paxman Valenta engine downrated from 2,250 to 2,000 bhp (1,680 to 1,490 kW), gearing lowered for a top operating speed of 160 km/h (99 mph), suspension modified to operate on inferior track, and air filters and the cooling system modified to cater for hotter and dustier Australian conditions. A different light cluster was fitted along with three high-beam spotlights mounted to the roof. The passenger trailer cars were based on a Budd design, with the British Rail
British Rail
Mark 3 trailers considered unsuitable. The XPT (Express Passenger
Passenger
Train) entered service in 1982. XPTs currently operate services from Central railway station in Sydney
Sydney
to Melbourne, Brisbane, Dubbo, Grafton and Casino.[83] See also[edit]

Train categories in Europe List of high-speed trains Inter-city rail in the United Kingdom High-speed rail
High-speed rail
in the United Kingdom

Notes and references[edit]

^ "HSTs are good to 2035". Railway Gazette International. London. 8 April 2011.  ^ "New train fleet to replace Devon, Cornwall and Somerset's ageing inter-cities". Western Morning News. Plymouth. 23 March 2015.  ^ Marsden, pp.7–10. ^ Marsden, pp.10–11. ^ Marsden, pp.15–16. ^ Marsden, p.16. ^ Railway Performance Society "HST 40 Glorious Years" 2016 p8 ^ "Everywhere and Nowhere". Financial Times. London. 27 May 2011. Retrieved 21 August 2011.  ^ Marsden, Colin (2001). HST: Silver Jubilee. Ian Allan. p. foreword. ISBN 0-7110-2847-8.  ^ "HST Power Car". National Railway Museum. Retrieved 18 May 2009.  ^ Collins, R.J. (May 1978). "High speed track on the Western Region of British Railways". Proc. Institution of Civil Engineers. Institution of Civil Engineers. 64 (2): 207–225. doi:10.1680/iicep.1978.2755. Retrieved 2 October 2015.  ^ "1976: New train speeds into service". BBC News. 4 October 1976. Retrieved 28 April 2009.  ^ Owen, A.D.; Phillips, G.D.A. "The Characteristics of Railway passenger demand" (PDF). University of Bath. p. 234.  ^ "New opportunities for the railways: the privatisation of British Rail" (PDF). Railway Archive. p. 8. Retrieved 18 May 2009.  ^ "Testing the prototype HST in 1973". traintesting.com. Archived from the original on 15 September 2009. Retrieved 29 April 2009.  ^ a b "Paxman and Diesel Rail Traction". Richard Carr's Paxman history pages. 3 March 2012. Archived from the original on 2 April 2011. Retrieved 4 March 2012.  ^ "Intelligence August 2002". Railway Gazette International. London. 1 August 2002. Archived from the original on 5 March 2008. Retrieved 3 March 2012.  ^ "Rail Timeline". BBC News. London. Retrieved 7 April 2008.  ^ Hollowood, Russell (16 March 2006). "The little train that could". BBC News. London. Retrieved 7 April 2008.  ^ "Trains undergo GBP63m redesign". Europe Intelligence Wire. 18 January 2007. Retrieved 18 May 2009.  ^ "New look trains for First Great Western". First Great Western. Archived from the original on 13 February 2009. Retrieved 20 May 2009.  ^ "GNER wins British franchise". International Railway Journal. 1 April 2005. Archived from the original on 30 December 2013. Retrieved 18 May 2009.  ^ Stirling, Tom (12 March 2007). "Makeover for GNER 125 trains". The Press. York. Retrieved 18 May 2009.  ^ " National Express East Coast
National Express East Coast
launches final refurbished and upgraded HST power cars back into service" (Press release). National Express Group. 13 March 2009. Archived from the original on 29 November 2010. Retrieved 18 May 2009.  ^ a b InterCity 125
InterCity 125
Group fleet list Archived 20 July 2006 at the Wayback Machine.. ^ Jameson, Angela (5 October 2006). "Delay for Grand Central trains". The Times. London. Retrieved 18 May 2009.  (subscription required) ^ "Grand Central to replace HSTs with cascaded 180s". Rail (UK). 20 December 2017. Retrieved 6 January 2017.  ^ "DEMU inspection ensures quality". Railway Gazette International. London. 1 March 2005. Retrieved 18 May 2009.  ^ "Change to our trains" (Press release). East Midlands Trains. 17 March 2008. Retrieved 27 August 2009.  ^ a b " Hitachi
Hitachi
reveals 200km/h hybrid HST". International Railway Journal. June 2007. Retrieved 18 May 2009.  ^ "New dawn for Virgin Trains". Virgin Group. 13 June 2001. Archived from the original on 19 June 2009. Retrieved 18 May 2009.  ^ "New beginning for CrossCountry
CrossCountry
train travel" (Press release). Cross Country. 11 November 2007. Archived from the original on 11 October 2009. Retrieved 18 May 2009.  ^ "Track access agreement between Network Rail
Network Rail
and Midland Mainline" (PDF). Track Access Executive. Archived from the original (PDF) on 28 February 2008. Retrieved 6 January 2008.  ^ a b "Privatisation 1993–2005". 125group.org.uk. Retrieved 19 May 2009.  ^ "Network Rail, Britain, has unveiled its new 200km/h measurement train". International Railway Journal. 1 August 2003. Retrieved 18 May 2009.  ^ "Towards Sustainable Technology in Transport Sector" (PDF). Hitachi. Archived from the original (PDF) on 16 May 2008. Retrieved 18 May 2009.  ^ The individual units (carriages and power cars) were all numbered in the 4xxxx carriage series set aside for HST and Advanced Passenger Train vehicles. Numbers followed those allocated to the prototype British Rail
British Rail
Class 252 unit, so power cars were numbered from 43002 upwards ^ Morrison, Gavin (2007). Heyday of the HST. Ian Allan. p. foreword. ISBN 0-7110-3184-3.  ^ "BR livery HST 4/19 C.I.M." BR. Retrieved 3 December 2013. [permanent dead link] ^ Parkin, Keith (2006). British Railways Mark 1 coaches (Revised ed.). The Historical Model Railway Society. pp. 67–73. ISBN 0-902835-22-X.  ^ "BR InterCity Executive HST 125 High Speed Train". Model Railways Direct. Archived from the original on 7 January 2009. Retrieved 18 May 2009.  ^ "Examples of different liveries on HSTs". therailwaycentre.com. Retrieved 18 May 2009.  ^ Campbell, Joe (4 October 2006). "High Speed Train marks 30 years". BBC News. Retrieved 29 April 2009.  ^ "Both English, French trains getting fancy". The Atlanta Journal-Constitution. 8 September 1985. Retrieved 29 April 2009.  ^ Mitchell, Alan (8 March 1990). "Train of Thought". Marketing. Haymarket Business Publications. Retrieved 29 April 2009.  ^ Wake, Tony (14 September 2007). "Rod Allen Advertising 'jingle king' (obituary)". The Independent. London. Retrieved 14 February 2015.  ^ An example of this advertising campaign can be found through online video sites such as YouTube. ^ Gottlieb, A. Harold (24 September 1987). "Can Railroads Come Back at High Speed? (Letter to the editor)". The New York Times. Retrieved 29 April 2009.  ^ Barnett, Roger. "British Rail's InterCity 125
InterCity 125
and 225" (PDF). University of California
California
Transportation Centre. Archived from the original (PDF) on 29 May 2008. Retrieved 17 May 2009.  ^ Example of a model Intercity 125 – themodeller.com Archived 5 May 2009 at the Wayback Machine. ^ "A Hornby BR InterCity 125
InterCity 125
High Speed Train model". Hornby. Archived from the original on 1 March 2009. Retrieved 28 April 2009.  ^ The Ladbroke Grove Rail Inquiry – Part 1 Report (PDF). Health and Safety Commission. 2001. ISBN 0-7176-2056-5. Archived from the original (PDF) on 25 March 2009. Retrieved 1 March 2012.  ^ "Preliminary report into railway accident at Ufton Nervet" (PDF). Rail Safety and Standards Board. 25 January 2005. Retrieved 1 March 2012. [permanent dead link] ^ "The Southall rail accident inquiry report: Summary of progress" (PDF). Health and Safety Commission. February 2002. Archived from the original (PDF) on 30 September 2007. Retrieved 1 March 2012.  ^ "Clear plans for the future of the HST fleet" (Press release). Angel Trains. Retrieved 18 May 2009.  ^ Dooks, Brian (25 May 2006). "GNER's high-speed trains to become lean, green machines". Yorkshire Post. Leeds. Retrieved 29 April 2009.  ^ "State leads Britain's high speed train replacement strategy". Railway Gazette International. November 2005. Retrieved 18 May 2009. [dead link] ^ "Fitting the MTU power unit into the HSTs". railwaypeople.com. Retrieved 18 May 2009.  ^ "Official video by First Great Western
First Great Western
documenting the refurbishment programme". Youtube.com. Retrieved 6 September 2009.  ^ "A refreshing change! First Great Western's Intercity 125 fleet looked tired and old-fashioned—but a radical upgrade means these 30-year-old trains are now better than ever". International Railway Journal. 1 July 2007. Retrieved 28 April 2009.  ^ "Intercity 225: Fastest in the fleet". BBC News. 17 October 2000. Retrieved 28 April 2009.  ^ Clark, Andrew (18 October 2004). "Intercity 125 nears the end of the line". The Guardian. London. Retrieved 28 April 2009.  ^ "Strategic Business Plan: Rolling Stock paper" (PDF). Network Rail. October 2007. Retrieved 18 May 2009.  ^ "Alternative train vehicles – Light Diesel Multiple Units" (PDF). Sonoma-Marin Area Rail Transit. Retrieved 18 May 2009.  ^ "Experts cast doubt over rail revolution". Europe Intelligence Wire. 16 March 2006. Retrieved 18 May 2009.  ^ "Intercity Express Programme, United Kingdom". railway-technology.com. Retrieved 28 April 2009.  ^ "Agility Trains to supply Super Express fleet". Railway Gazette International. London. 12 February 2009. Retrieved 12 February 2009.  ^ a b First HST for ScotRail arrives in Scotland Rail Magazine
Rail Magazine
1 September 2017 ^ https://www.gov.uk/guidance/waste-exemption-d2-depositing-waste-from-a-railway-sanitary-convenience#quantity-of-waste-you-can-deposit ^ Geoghegan, Tom (24 July 2003). "Toilet waste 'hampers rail repairs'". BBC News. Retrieved 13 November 2013.  ^ "Toilet waste 'sprays' track staff". BBC News. 6 August 2006. Retrieved 13 November 2013.  ^ Ungoed-Thomas, Jon; Clover, Charles (9 January 2011). "Rail bosses face EU inquiry over sewage on tracks". The Sunday Times. London. Retrieved 13 November 2013.  (subscription required) ^ "End 'disgusting' train toilet sewage – Lady Kramer". BBC News. 13 November 2013. Retrieved 13 November 2013.  ^ "Quality and more trains key to Abellio's SR franchise" Rail Magazine issue 760 29 October 2014 page 10 ^ "More Details of SR HSTs" Today's Railways
Today's Railways
issue 181 January 2017 page 67 ^ ScotRail HSTs: Don't let the truth spoil a good headline Rail Engineer 12 April 2017 ^ "GWR to retain 11 HSTs for local services" Today's Railways
Today's Railways
issue 181 January 2017 page 67 ^ "NSW gives country passengers a break" Railway Gazette International March 1979 page 210 ^ "HST begets XPT" Railway Gazette International June 1980 pages 511/512 ^ Cooke, David (1984). Railmotors and XPTs. Australian Railway Historical Society NSW Division. ISBN 0 909650 23 3.  ^ Marsden, Colin (2001). HST Silver Jubilee. Ian Allan Publishing. ISBN 0 711028 47 8.  ^ "XPT Australia's train of tomorrow" Rail Enthusiast September 1982 pages 40-42 ^ Section, Transport for NSW, Customer Experience Division, Customer Service Branch, Customer Information Services. "XPT Regional Trains". transportnsw.info. Retrieved 2018-01-23. 

Further reading[edit]

Green, Chris (2013). The InterCity Story 1964–2012. OPC. ISBN 978-0-86093-652-7.  Jane's Information Group (1978). Jane's World Railways. Jane's Information Group.  Roza, Greg (2004). The Incredible Story of Trains. Rosen Publishing. ISBN 0-8239-6712-3.  Sievert, Terri (2002). The World's Fastest Trains. Ian Allan. ISBN 0-7368-1061-7.  Solomon, Brian (2003). Railway Masterpieces. Newton Abbot: David & Charles. ISBN 9780715317433. OCLC 52695896.  Kapolka, Chris (February–March 1982). "Have a banana!". Rail Enthusiast. EMAP National Publications. pp. 58–59. ISSN 0262-561X. OCLC 49957965.  Cooper, Basil (June 1982). "The ABC of the HST". Rail Enthusiast. EMAP National Publications. pp. 28–33. ISSN 0262-561X. OCLC 49957965.  Kelly, Peter (May 1983). "Keep the HSTs flying". Rail Enthusiast. EMAP National Publications. pp. 39–42. ISSN 0262-561X. OCLC 49957965. 

External links[edit]

Wikimedia Commons has media related to British Rail
British Rail
Class 43.

Wikimedia Commons has media related to British Rail
British Rail
Mk3 coaches.

Wikimedia Commons has media related to High Speed Train.

World speed records 125 Group Brush Traction Testing the prototype HST

v t e

British railway locomotives and miscellany, 1948 to present

Diesel shunters

01 01/5 02 03 04 05 06 07 08 09 10 11 12 13

Diesel shunters (pre-TOPS)

11001 11104 15107 13000 D1/1 D1/2 D1/3 D1/4 D2/1 D2/2 D2/3 D2/4 D2/5 D2/6 D2/7 D2/8 D2/9 D2/10 D2/11 D2/12 D3/1 D3/2 D3/3 D3/4 D3/5 D3/6 D3/7 D3/8 D3/9 D3/10 D3/11 D3/12 D3/13 D3/14

Main-line diesels:

14 15 16 17 18 20 21 (I) 21 (II) 22 (I) 23 24 25 26 27 28 29 30 31 33 34 35 37 38 40 41 (I) 41 (II) 41 (III) 42 43 (I) 43 (II) 44 45 46 47 48 (I) 48 (II) 50 51 52 53 55 56 57 58 59 60 61 62 65 66 67 68 70 (II)

Main-line diesels (pre-TOPS)

10000–10001 10100 10201–10203 10800 D8/1 D8/2 D10/1 D10/2 D10/3 D11/1 D11/2 D11/3 D11/4 D11/5 D12/1 D12/2 D12/3 D13/1 D14/1 D14/2 D15/1 D15/2 D16/1 D16/2 D17/1 D17/2 D20/1 D20/2 D22/1 D22/2 D23/1 D25/1 D27/1 D33/1

Electrics

22 (II) 70 (I) 71 72 73 74 75 76 77 80 81 82 83 84 85 86 87 88 (I) 88 (II) 89 90 91 92 93

Electrics (pre-TOPS)

AL1 AL2 AL3 AL4 AL5 AL6 EB1 EE1 EF1 EM1 EM2 ES1 HA HB JA JB

Departmental

97 97/6 Eastern Southern Other Series

Prototypes

15097–15099 18000 18100 D0226/D0227 D0260 D0280 D2999 DHP1 DP1 DP2 GT3 HS4000 Janus Taurus

Getlink
Getlink
locomotives

0001 0031 9000

Steam locomotives

98

Ships

99

Lists: Diesel locomotives Electric locomotives Miscellaneous locomotives Diesel multiple units Electric multiple units Departmental multiple units Steam Locomotives

v t e

High-speed rail

Part of rail transport

Technologies

Conventional Hovertrain Maglev Vactrain

High-speed trains

300 km/h (186 mph) or more

Alstom
Alstom
AGV Avelia Liberty AVE
AVE
Class 100, 102, 103 China Railways CRH 2C, 3C, 380A, 380B, 380C, 380D, CR400AF, 400BF; MTR CRH380A ETR 500 ETR 1000 Eurostar e300; e320 ICE 3 KTX-I, II (Sancheon) Oaris Shinkansen
Shinkansen
Series 500, N700, E5, E6, H5, L0 AVRIL TGV Sud-Est (refurbished), Atlantique, Réseau, Duplex, POS, 2N2 TCDD HT80000 Thalys
Thalys
PBA, PBKA THSR 700T Transrapid Shanghai Maglev
Maglev
Train Siemens Velaro Bombardier Zefiro

250–299 km/h (155–186 mph)

China Railways CRH 1A, 1B, 1E, 2A, 2B, 2E, 5 China Star New Pendolino ICE 1, 2 RENFE Class 120, 121, 130 Sapsan SBB RABe 501, RABe 503 Shinkansen
Shinkansen
Series 200, 300, 700, 800, E2, E3, E7, W7 TCDD HT65000 TGV Sud-Est (original), La Poste V250

200–249 km/h (124–155 mph)

Acela Express Adelante APT AVE
AVE
Class 101/Euromed CRH6A ER200 GMB Class 71
GMB Class 71
(Flytoget) IC4 InterCity 125 InterCity 225 Brightline ICE T, TD ICE 4 (ICx) Javelin NSB Class 73 NSB Class 74 Pendolino Railjet Regina Shinkansen
Shinkansen
series 0, 100, 400, E1, E4 SBB RABDe 500, RABDe 502, RABe 502, Re 460 SJ 2000, SJ X40 Z-TER (Z 21500) Sokol Class 800, Class 801, Class 802 Talgo XXI Voyager/Meridian X3

Experimental and prototype high-speed trains (category)

High-speed railway line

List of high-speed railway lines

By country

planned networks in italics

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Planned high-spe

.