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InterCity 125
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The InterCity 125 was the brand name of British Rail's High Speed Train fleet. The InterCity 125 train is made up of two power cars, one at each end of a fixed formation of carriages, and is capable of in regular service.
It was also commonly known as the High Speed Train or simply HST. Initially the sets were classified as Classes 253 and 254.
A modified variant of the power cars operates in Australia as part of the XPT train.
Background and Design
An InterCity 125 consists of two Class 43 diesel electric power cars and a set of Mark 3 coaches (typically between 5 and 9 coaches) in between operating in Push-Pull formation.
Key features of the design are high power to weight ratio of the locomotives (1678kW per ~70tonne loco), coaches designed for high speed running with improved crashworthiness over previous models, and bi-directional running avoiding the need for a locomotive to run around at terminating stations.
The concept of the HST dates from the late 1960s.
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Encyclopedia
The InterCity 125 was the brand name of British Rail's High Speed Train fleet. The InterCity 125 train is made up of two power cars, one at each end of a fixed formation of carriages, and is capable of in regular service.
It was also commonly known as the High Speed Train or simply HST. Initially the sets were classified as Classes 253 and 254.
A modified variant of the power cars operates in Australia as part of the XPT train.
Background and Design
An InterCity 125 consists of two Class 43 diesel electric power cars and a set of Mark 3 coaches (typically between 5 and 9 coaches) in between operating in Push-Pull formation.
Key features of the design are high power to weight ratio of the locomotives (1678kW per ~70tonne loco), coaches designed for high speed running with improved crashworthiness over previous models, and bi-directional running avoiding the need for a locomotive to run around at terminating stations.
The concept of the HST dates from the late 1960s. British Rail's research division in Derby decided to pursue a parallel approach to future express trains. To complement the advanced technology tilting train project APT-E, it was decided in 1970 to build two lightweight capable Bo-Bo locomotives to top and tail a rake of the new 23-metre-long Mark 3 coaches. These trains were intended as a stop-gap until the APT was proven: their special locomotives had conventional buffers at the driving end only, and an auxiliary cab at the other end to allow shunting.
The prototype train of seven coaches and two locomotives was completed in August 1972. By the autumn it was running trials on the main line and in May 1973 the prototype, now designated Class 252, set a world diesel speed record of . The concept was proved during trial running between 1973 and 1976, and British Rail decided to build 27 production HSTs to transform Inter City services between London Paddington, Bristol, and South Wales.
Production
The first production power car, numbered 43002, was delivered in late 1975, with a significantly different appearance from the prototype. The streamlined front end lacked conventional buffers and the drawgear was hidden under a cowling. The single cab window was much larger than the prototype’s, and there was no driving position at the inner end.
Deliveries continued through 1976, and in October a partial service of HSTs running at began on the Western Region. A radical update of the standard BR livery on the power cars was complemented by the 'Inter-City 125' branding, which also appeared on timetables and promotional literature. By the start of the summer timetable in May 1977, the full complement of 27 Class 253 sets (253001 – 253027) was in service on the Western Region, completely replacing locomotive-hauled trains on the Bristol and South Wales routes. Usage of the trains rapidly increased due to the speed and frequency of the service, an effect previously only seen when electric trains had replaced diesel or steam services. The displacement by HSTs of the British Rail Class 50 locomotives to slower services effectively finished off the last 'Western' diesel hydraulics Class 52 by early 1977.
The production of Class 254 continued through 1977 for East Coast Main Line services. Initially, British Rail planned to fit uprated Valentas to these longer HSTs, but this plan was shelved as the intensive running on the Western Region began to result in a high level of engine failures, often due to inadequate cooling; for a while, the WR power cars were derated to . The Class 254s began to work important ECML expresses such as the Flying Scotsman from the summer timetable in May 1978. Within a year they had displaced the Deltics to lesser workings and reduced the journey time to Edinburgh by up to an hour.
Production of HSTs continued until 1982, allowing them to take over services from London to the West Country, many Cross-Country express trains, and finally the Midland Main Line. Ninety-five HST sets including 197 Class 43 powercars were built between 1976 and 1982. More Mark 3 trailer cars were built in the 1980s for the Western Region Class 253s, making them eight-car rakes in common with those used on East Coast and Midland Main Line services. During the 1990s only the Cross-Country sets remained as seven-car rakes, with just one First Class carriage.
Re-engining and refurbisment
Since 2005 First Great Western, GNER and its successor National Express East Coast have replaced the Paxman engines in the power cars with new MTU 16V 4000 engines. Midland Mainline started re-engining with Paxman VP185 engines in all powercars at about the same time.
Most operates undertook some sort of reburbishment program on the Mark 3 carriages in the early 2000s
Operations
Introduction of units
British Rail initially used the fleet on the Great Western Main Line, on the East Coast Main Line, on the Cross Country Route and latterly on the Midland Main Line, serving destinations such as London, Bristol, Edinburgh, as far south as Penzance and as far north as Aberdeen and Inverness. The InterCity 125 took the world record for the fastest diesel-powered train, when it was recorded at an absolute maximum speed of during 1987.
BR deployment - speed records
Until the HST's introduction, the maximum speed of British trains was limited to 100 mph (160 km/h). The increased speed, rapid acceleration and deceleration of the HST made it ideal for passenger use, and after deployment slashed journey times around the country. The prototype InterCity 125 (power cars 43000 and 43001) set the world record for diesel traction at 143 mph (230 km/h) on 12 June 1973. 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 north of York. The former world diesel traction record of 148 mph (238 km/h) was set by an HST on 1 November 1987, while descending Stoke Bank with a test run for a new type of bogie - later to be used under the Mk4 coaches used on the same route.
South West England and South Wales
On Western Region, InterCity 125 trains (designated class 253) were introduced initially for all services from London to Bristol and South Wales, and then extended for most day-time services from London to Devon and Cornwall.
The Class 47 locomotives still operated the cross country services from Cornwall and South Wales to the Northeast via the West Coast Main Line, as well as London to the Midlands/Welsh Marches. However, Class 43s also replaced these services once the third batch of power cars was delivered. All of these HSTs consisted of a 2+8 formation, normally with two first class carriages, a buffet car and then five second class carriages, all sandwiched between two power cars.
Great Western Trains was formed out of the privatisation of British Rail and operated the Intercity routes from London Paddington to the west of England. In 1998 FirstGroup acquired Great Western Trains and rebranded it First Great Western, InterCity 125s continued to work the same diagrams they had under British Rail, albeit in a different livery. Between 2001 and 2009 the HSTs were supplimented by British Rail Class 180 DMUs, but these have since been returned to the leasing company.
First Great Western use their large fleet of 43 HST sets to operate most long-distance services from Paddington to destinations such as Swindon, Bristol, Cardiff, Swansea, Cheltenham, Oxford, Worcester, Hereford, Plymouth and Penzance. As of 2009 all express services in the South West region are performed by HST's with the exception of some sleeper services.
From 2005 the First Great Western HST's were re-engined with MTU power units. At the same time as the overhaul they refurbished the coaches. Units for services in the M4 corridor/Thames Valley to Bristol, Hereford, Oxford, Exeter and Cardiff were converted into a high-density layout of mostly airline seats (only two tables per carriage): This was to provide more seats for commuters. The remainder (for the routes to Swansea and the West Country) kept the tables.
The refurbished carriages have new seating (leather in first class), at-seat power points and a redesigned buffet bar.
Eastern England / Scotland
On the East Coast Main Line, the InterCity 125 designated Class 254 was the staple stock from the retirement of the Class 55 locomotives in 1980–1982 to the introduction of the Intercity 225 following electrification in 1990.
The basic East Coast (ECML) formation was originally 2+8, increased to 2+9 in 2002 when extra stock became available. The ECML formation is nominally two first class carriages, one buffet (with further 1st Class seating) and five (later six) standard-class carriages, sandwiched between the buffet and power car.
For a few years, formations included a TRUK (trailer restaurant kitchen) and Buffet car, many formations being 4xTS, TRUK, Buffet, 2 x TF. Nine trailer car units followed this formation, with the addition of a TS. 'Pullman' services replace a TS with an additional first-class coach.
After privatisation InterCity sets were operated by GNER alongside electric InterCity 225 units from London to Newcastle and Edinburgh, as well as beyond the electrified sections (or where British Rail Class 91s cannot operate due to route availability restrictions) such as services to Hull, Skipton, Harrogate, Inverness and Aberdeen.
In January 2007 the first of GNER's 13 refurbished HSTs was unveiled, with the coaches rebuilt to the same 'Mallard' standard as its InterCity 225 electric sets with similar seating, lighting, carpets and buffet cars. Members of this fleet which have been refurbished have had 200 added to their original numbers. The power cars were upgraded with MTU engines. The first of the HST Mallards was in service by Spring 2007.
In 2007 the franchise was taken over by National Express East Coast continued the re-engining program begun by GNER.
32 sets are operated by National Express East Coast (as of 2009). Two power cars are due to be transferred to First Great Western early in 2009.
London to Sunderland
In 2006, Grand Central Railway obtained six Class 43 Power Cars to operate its London-Sunderland passenger service via the East Coast Main Line.
The service was due to begin in December 2006 although upgrade work to enable the coaching stock (which was formerly used for locomotive-hauled services and has a different electric heating/power supply system) to operate with Class 43 powercars was heavily delayed and therefore pushed the starting date back to 18 December 2007.
A basic refurbishment at DML Devonport where they had been stored for some time proved to be inadequate and subsequently these power cars have had further work done at Loughborough.
Midland Region
On London Midland Region, InterCity 125 trains were introduced later than on the other regions. They initially appeared on the former Midland Railway route from London St. Pancras to Sheffield and Nottingham. Although they were not permitted to exceed on any part of the route, they still delivered time savings compared with the loco-hauled trains they replaced.
The Midland Main Line received a series of speed improvements over the next two decades, until it became possible for HSTs to run at up to on some sections. An upgrade to the full was proposed by British Rail in the early 1990s, but because of privatisation this did not happen.
HSTs remain the backbone of expresses on the route, although they are now supported by new Class 222s on semi-fast services. They normally run in 2+8 formation, normally with two first class trailers, one buffet (at the end of the first class section) and five standard class trailers, all sandwiched between the two power cars.
HSTs have also regularly worked out of London Euston on West Coast Main Line services, particularly to Holyhead and the North Wales coast, until they were re-deployed in May 2004.
Midland Mainline inherited HST's from BR after privatisation - and operated them on its primary services at up to 110mph
At the time of the West Coast Main Line upgrade by Network Rail, it became necessary to operate diversionary routes whilst work was going on. As a result Midland Mainline were asked by the then Strategic Rail Authority (SRA) to operate London to Manchester services via the Midland Main Line and Hope Valley Line into London St. Pancras station whilst West Coast Main Line renovation works took place. In an operation dubbed Project Rio, a large percentage of the stored Virgin Cross-Country power cars were overhauled and returned to service in an enlarged Midland Mainline fleet. Ending on 10 September 2004, the Project Rio fleet was gradually disbanded, with power cars moving to First Great Western, GNER or Cross Country.
East Midlands trains took over Midland Mainlines franchise in 2007, and continued to operate London services on its primary lines using HST's alongside British Rail Class 222 Meridian units.
HSTs operate the faster services to Nottingham and sometimes Leeds and York, (Class 222 DMUs working the slower stopping services due to their better acceleration). Members of this fleet are currently being re-painted at the company’s Neville Hill Depot in Leeds; they have been refurbished with a different power unit to FGW and NXEC sets and are retaining their original numbers.
43089 also was returned to work on the mainline after being used in an experimental program conducted by Network Rail and Hitachi.
As of 2009 26 are in service with East Midlands Trains.
Cross Country
Post privatisation the Cross Country Route was operated by Virgin Trains, who replaced the InterCity 125 trains in the period 2002–2004 with Voyager high speed DEMUs.
The majority of the former Virgin Cross Country fleet went into storage for several years but a small number moved to Midland Mainline to supplement its fleet.
In the 2007 the franchise passed to Cross Country (an Arriva Trains subsidiary). Because of overcrowding, Cross Country reintroduced five HSTs to supplement the Bombardier Voyagers it used. In late September 2008 Cross Country refurbished their first HST set. The coaches have been refurbished to the same "Mallard" standard as GNER trains, though their interior is in burgundy. They also differ from the National Express sets by having electronic seat reservations, and the buffet car has been removed, with all catering provided at-seat from a catering base in coach B. Most of the carriages are rebuilt from loco-hauled Mark 3s. The refurbishment was carried out by Wabtec, Doncaster Works.
5 HST sets are now in service.
Network Rail
One HST set is in service with Network Rail and is painted in departmental yellow. The set is New Measurement Train
Another single engine 43089 was used in tests on hybrid battery powered vehicles in collaboration with Hitachi. It has since been returned to normal service.
Numbering
When Crewe Works built them the InterCity 125 units were considered to be diesel multiple units, and were allocated British Rail Class 253 and Class 254 for Western and Eastern Region services respectively.
British Rail considered the HST, a fixed formation train with a locomotive at each end, as a multiple unit on introduction, and numbered them as such: 253 xxx (Western Region) and 254 xxx (Eastern and Scottish Regions). However, because two power cars carried the same 'set number', problems arose when for servicing reasons different units were used on a train, which would then display a different number at each end. For this reason, British Rail abolished the initial numbering system and all individual power cars became identified as such, using the format 43 xxx - this number was previously carried in small digits in the bodysides, prefixed by a 'W' or 'E' to identify the region, thus the power cars were reclassified as Class 43 diesel locomotives.
The vehicle types used to form High Speed Trains are listed below:
| 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 Class 43 | | 44000-44101 | Trailer Guard Second (TGS) | Majority in service, some converted | |
The 197 power cars produced are numbered 43002-43198. 43001 was applied to the second of the two prototype power cars, while the first of the pair (now preserved at York), became 43000 - unusual because BR TOPS classification numbered its locomtives from 001 upwards (this was because it was not, at the time, classified as a locomotive).
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 Trains. 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 planned to transfer most of the stock to Midland Mainline for their London-Manchester 'Rio' services.
Livery
The original "Inter-City 125" livery was blue and grey, with a yellow front (for visibility) continuing down the side of the power cars.
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 name or logo: it carried the new sector branding Intercity logo in serif type and an image of a flying swallow. 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.
Conclusions
By the early 1980s the HST had caught the travelling public's imagination, thanks in part to a memorable television advertising campaign fronted by Jimmy Savile, together with the advertising strap-line "This Is The Age Of The Train". 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 of the 1960s.
The introduction of the HST allowed a 25% increase in service speeds along many 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 to Aberdeen line. Known as HST differential speeds, coupled with superior acceleration capability over older locomotives, this allowed substantial cuts in journey times over these lines.
Damaged vehicles and Accidents
Three examples - 43011, 43019 and 43173, all of which were being operated on the Great Western Main Line - have been written off in the Ladbroke Grove, Ufton Nervet and Southall accidents respectively.
Replacements
The first replacement of HSTs occurred from 1988 on the East Coast Main Line, with their partial replacement by the InterCity 225 when the line to Edinburgh was electrified. Some were retained for services to Aberdeen, Inverness, Skipton, Bradford and Hull.
More recently HSTs have been replaced (or augmented) 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, typically 30% more. However it is widely accepted that the sound and effect of an underfloor diesel engine is unsuitable for long distance Inter-City trains.
In 2005 the concept of HST2 was mooted by the Government and the rail industry as a like-for-like replacement for the HST fleet. This concept has now rejected and existing HST operators started in 2006 to refurbish their HST fleets - both by remotoring with more modern MTU4000 diesel generator sets and by refurbishing the carriage interiors. It is anticipated that these overhauls will give the HST at least another 10 years in front-line service.
Nevertheless, HST2 has evolved in to the expanded Intercity Express Programme, with proposals for replacement of both HST and Intercity 225 trains.
Models
There have been many model and toy guises of the IC125. One of the very first in the UK was by Hornby Railways, who launched their first model version in 1977, it was later released in InterCity 'Swallow' livery, First Great Western green-and-white, Midland Mainline and Virgin Trains. Lima released their version of the IC125 in 1982, of which the Mark 3 coaches were much closer to the lengths of the real-life coaches. Hornby eventually followed suit in the late-1990s, when their Mark 3 coaches were lengthened, although the power cars to this day remain the same.
In N scale, HST sets have been produced for many years by Graham Farish. These sets consist of the two power cars (one powered and one dummy), and a centre coach, and have been produced in a wide range of liveries.
See also
External links
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