119-756: The InterCity 225 is an electric push-pull high speed train in the United Kingdom , comprising a Class 91 electric locomotive , nine Mark 4 coaches and a Driving Van Trailer (DVT). The Class 91 locomotives were built by British Rail Engineering Limited 's Crewe Works as a spin-off from the Advanced Passenger Train project, which was abandoned during the 1980s, whilst the coaches and DVT were constructed by Metro-Cammell in Birmingham and Breda (under sub-contract) in Italy , again borrowing heavily from
238-520: 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, 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
357-536: 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
476-610: A Tourist Open Coach (TSO), a First Open Coach (FO), and a Catering Service Car (RFM). Hornby Railways launched its first full model version containing a BR Class 91 locomotive, a BR MK4 Driving Van Trailer (DVT), and two MK4 Tourist Open Coaches as a complete train set in 1991. [REDACTED] Media related to British Rail Class 91 at Wikimedia Commons [REDACTED] Media related to British Rail Mk4 coaches at Wikimedia Commons [REDACTED] Media related to British Rail Mk4 DVT at Wikimedia Commons Push-pull train Push–pull
595-673: A cab, entered service with Class 68 locomotives for TransPennine Express , in a push–pull configuration. Córas Iompair Éireann 's first push–pull trains were conversions of their 2600 Class DMUs ( Park Royal body, AEC motors) running with the long withdrawn 201 Class Metropolitan-Vickers Bo-Bo diesels re-engined with EMD 567 prime movers; the cars were subsequently renumbered in the 6100 series (Driving van trailers), 6200 series (trailer with "blind" cab end) and 6300 series (double-gangway intermediate car). In push–pull formation, they operated Dublin Suburban Rail services from 1971 until
714-712: A complete rebuilding and refurbishment programme for both the Class 91 and Mark 4 coaches, called Project Mallard . In July 2013, it was confirmed that the InterCity 225 fleet would be replaced as part of the Intercity Express Programme , a Department for Transport initiative to replace the InterCity 125 and InterCity 225 fleet on the East Coast Main Line and the Great Western Main Line . Introduced in
833-444: A control car at the other end. The New South Wales XPT long-distance passenger trains used by NSW TrainLink operate in a push–pull operation. In the past V/Line operated P class push–pulls on interurban services to Bacchus Marsh and Wyndham Vale until 2017. South Australian Railways' 2000 class DMUs could be found with at least one motor car and one cab car in a push–pull configuration until their withdrawal in 2016. In
952-442: 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
1071-404: A long one, may have a locomotive on each end so that there is always one locomotive pushing and one locomotive pulling. In this case, caution must be used to make sure that the two locomotives do not put too much stress on the cars from uneven locomotives. It is usual to arrange matters so that the trailing locomotive supplies less power, i.e. that the locomotive at the front does more pulling than
1190-522: 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
1309-449: 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
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#17328689462351428-554: A number of converted Metroliner EMUs in service as cab cars on the Keystone Corridor, where they operate in conjunction with ACS-64 electric locomotives. In addition, many regional services, such as the Michigan Services, Downeaster , and Cascades , are operated with Non-Powered Control Units – EMD F40PH locomotives converted to use as a cab control and baggage car, earning itself the nickname 'cabbage cars'. Similarly,
1547-449: A number of years. On 7 June 1978, the electric-powered prototype Advanced Passenger Train (APT) was unveiled; it was at one point intended for the APT to be the next major intercity express train. However, due to various factors including technical issues, the APT programme was curtailed during the summer of 1989. Shortly thereafter, two alternative options were explored, an electrified version of
1666-453: 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
1785-435: 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
1904-463: 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
2023-645: 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
2142-456: Is a configuration for locomotive -hauled trains , allowing them to be driven from either end of the train, whether having a locomotive at each end or not. A push–pull train has a locomotive at one end of the train, connected via some form of remote control, such as multiple-unit train control , to a vehicle equipped with a control cab at the other end of the train. This second vehicle may be another locomotive, or an unpowered control car . In
2261-537: Is equipped with cab signalling , British signalling does not allow any train, including the InterCity 225, to exceed 125 mph (201 km/h) in regular service, due to the impracticality of correctly observing lineside signals at high speed. The InterCity 225 has also operated on the West Coast Main Line (WCML). In April 1992, one trainset achieved a new speed record of two hours, eight minutes between Manchester and London Euston , shaving 11 minutes off
2380-590: Is used by the InterCity 125 ; its Australian equivalent, the XPT ; Brightline ; Amtrak 's Acela ; SNCF 's TGV ; Taiwan Railways Administration 's E1000 series ; and New Jersey Transit 's longest Northeast Corridor Line multilevel trains. This form of operation has not necessarily been a function of train length; sometimes it was the most convenient way to set up push–pull operation in pre-HEP days without converting coaches to cab control operation. A prime example of this
2499-548: The Capitol Corridor , San Joaquin , and Pacific Surfliner services in California are operated in push–pull configuration using purpose-built cab cars and diesel locomotives. The Muskingum Electric Railroad was a private, coal-hauling railway in central Ohio that ran for more than 20 years with two driverless General Electric E50C electric locomotives that ran backwards from the coal-fired powerplant they served to
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#17328689462352618-682: 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
2737-711: The British Rail Mark 3 design, with a non-gangwayed driving cab fitted. These were operated with 201 Class locomotives, although in the past 121 Class locomotives were also used. It remains unknown whether these sets were ever hauled as normal coaching stock by non–push–pull fitted locomotives. The sets originally operated in the Dublin outer-suburban area and on the Limerick to Limerick Junction shuttle, but were gradually moved to mainline InterCity routes out of Dublin Heuston after
2856-596: The British Railways Board (BRB) decided it would not be sufficiently developed to enter public service until well into 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
2975-585: The COVID-19 pandemic . After losing the West Coast Partnership franchise, Virgin Rail Group had proposed using InterCity 225s on an open access service from London Euston to Liverpool . In September 2020, Eversholt and London North Eastern Railway extended their lease of seven IC225 sets, including ten Class 91 locomotives, to summer 2023, with an option to extend to summer 2024. It will be overhauled at
3094-534: The Deltic and InterCity 125 , was introduced upon the route during the 1960s and 1970s. During the 1970s, a working group of British Rail and Department for Transport officials determined that, out of all options for further electrification, the ECML represented the best value by far. Its in-house forecasts determined that increases in revenue and considerable reductions in energy and maintenance costs would occur by electrifying
3213-510: 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
3332-553: The Dublin to Belfast route . These are powered by 201 Class locomotives. The other type of push–pull train used in Ireland is the Mark 4 type (not to be confused with the British Rail Mark 4 type). These sets, delivered in 2005–2006, are used exclusively on the Dublin to Cork route, again operated by 201 Class locomotives. Between 1980 and 2009, Iarnród Éireann operated push–pull sets based on
3451-653: The ERTMS train control system in use on the Belgian HSL 4 and the Dutch HSL-Zuid . The Class 28 TRAXX locomotives were later upgraded, and the service went back to "normal" push–pull operation. In this configuration, locomotives hauling a train are located other than at the front or the back. It may include remote control locomotives in the middle of a train. If operational considerations or economics require, trains can be made longer if intermediate locomotives are inserted in
3570-448: 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
3689-518: The General Electric Company (GEC), as well as the French firm Alstom and Germany's Krauss Maffei . The inclusion of foreign manufacturers was in part due to the limited domestic experience with trainsets capable of such high top speeds. A total of three companies, ASEA , Brush Traction and GEC, submitted tenders for the design and construction of the Class 91 locomotive. On 14 February 1985,
InterCity 225 - Misplaced Pages Continue
3808-577: The InterCity 125 (known as the HST-E ), and the Class 89 mixed-traffic locomotive; these were both intended to a peak service speed of 125 mph. Some officials within British Rail pushed for more demanding requirements for the future Intercity trainset; reportedly, BR's Director of Mechanical and Electrical Engineering (M&EE) was a strong proponent for increasing the top speed to 140 mph. To facilitate this, tilting train technologies developed for
3927-617: 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
4046-867: 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
4165-464: The Midland Main Line . The InterCity 225's introduction correlated with a significant increase in passenger numbers using the ECML within two years; one station recorded a 58 per cent increase in passengers. The InterCity 225 was designed to achieve a peak service speed of 140 mph (225 km/h); during a test run in 1989 on Stoke Bank between Peterborough and Grantham , an InterCity 225
4284-760: 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
4403-842: The Washington, DC and Baltimore area ( MARC and VRE ); Boston ( MBTA ); Dallas-Fort Worth metroplex ( Trinity Railway Express ); the Greater Miami area ( Tri-Rail ); the San Francisco Bay Area ( Caltrain and ACE ); Southern California ( Metrolink and Coaster ); Toronto ( GO Transit ); Montreal ( AMT ); and the Wasatch Front in Utah ( UTA FrontRunner ). Most of these systems (except for SEPTA and Metro-North) continue to utilize some type of bi-level passenger cars for push–pull service, either partially or exclusively. Amtrak has
4522-418: 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,
4641-564: The 1950s. In 1967, the Southern Region , already familiar with operating electric multiple units, applied the technique to its services from London Waterloo to Bournemouth , which were operated by electro-diesel locomotives . In the early 1970s, the Scottish Region used a system with a Class 27 locomotive at each end of a rake of coaches that had been retrofitted with the necessary 'Blue Star' multiple working cables to control
4760-501: The 1966 record. During 1993, trials were operated to Liverpool and Manchester in connection with the InterCity 250 project. In 1996, as part of the privatisation of British Rail , all InterCity 225s were sold to Eversholt Rail Group . Since then, the trains have been leased to all operators of the InterCity East Coast franchise, which is presently operated by London North Eastern Railway . Between 2000 and 2005, with support from GNER , Bombardier Transportation , HSBC Rail funded
4879-589: 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
InterCity 225 - Misplaced Pages Continue
4998-509: The APT was able to take over. An operational prototype 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
5117-514: The APT were explored. While BR's board had approved the ordering of a single Class 89 as a prototype, the Strategy Committee queried why the type had been favoured over a proposed 80-tonne Bo-Bo locomotive. While the Class 89 was thought to be a low-risk option for multi-purpose traction, it offered little advantage over the existing Class 87 in terms of speed. At the time, the 1950s era Class 81 and Class 85 electric locomotives were nearing
5236-541: The Advanced Passenger Train. The trains were designed to operate at up to 140 mph (225 km/h) in regular service, but are limited to 125 mph (200 km/h) principally due to a lack of cab signalling and the limitations of the current overhead line equipment . They were introduced into service between 1989 and 1991 for intercity services on the East Coast Main Line (ECML) from London King's Cross to Leeds , York and Edinburgh . The origin of
5355-605: The Auckland suburban railway network, these diesel units have been replaced by a modern electrical fleet that consist of one or two sets of 3 car units (each of which have one carriage that can service passengers with disabilities). InterCity 125 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
5474-515: The BR board approved the substitution of the Class 91 for Class 89 for the ECML programme. The tendering process was relatively complex, but a decisive move appeared to have been GEC's offer of a sub-contracting arrangement to BREL for the construction of the locomotive's mechanical elements. It would be GEC's submission that would be selected as the winner; after which a contract for the construction of 31 Class 91 locomotives, along with an option for 25 more for
5593-663: The BTC instead focused on developing new trains which could operate at higher speed using existing infrastructure. A team of engineers 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,
5712-566: The Blue Star multiple working was later revived after privatisation as a way of allowing locomotive-hauled stock to replace multiple units on certain routes, thus increasing capacity without the complications of having to run around or drag a dead locomotive at the rear. It was used by First North Western and Wessex Trains with Class 31s , and by Abellio Greater Anglia , Arriva Trains Northern , Northern Rail and Arriva Rail North with Class 37s all with Mark 2 carriages. The same system
5831-609: The C&;NW received its first Control Cab equipped Bilevel rail cars for commuter use. The extreme efficiency and success of these trains is why almost all of the commuter rail services in the United States and Canada utilize 100% push–pull operation on their locomotive-hauled trains. Examples include: Chicago ( Metra ); New York City ( Metro-North , the Long Island Rail Road and New Jersey Transit ); Philadelphia ( SEPTA );
5950-401: The Class 89 was comparatively inferior in financial terms, in part due to the InterCity 225's prospective compatibility with WCML traction, reducing its development costs. A further cost-saving measure was the decision to base the InterCity 225's technologies on the APT, BR reportedly stated that it had derived 90% of the former's engineering from the latter. Thus, the study group recommended that
6069-482: The Class 90 on the WCML. It was decided to hold a competitive tender for the InterCity 225 programme; this measure was aimed at avoiding the difficulties experienced with the APT programme. A pre-qualification document was formalised, in which various requirements for the type were laid out; these included the need to perform mixed-traffic duties (day and night passenger, parcel and mail, and overnight heavy freight services),
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#17328689462356188-416: 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
6307-605: 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
6426-460: The InterCity 225 be pursued as the preferred option, while the Class 89 and HST-E initiatives serve as back-ups. Despite this, the HST-E effort was promptly aborted, while Brush Traction decided to de-prioritise work on the Class 89 after learning that it was unlikely to lead to volume production. By spring 1984, favour was being given towards the adoption of a tilting carriage, tentatively designated as
6545-422: The InterCity 225 is closely associated with the East Coast Main Line (ECML) that it has been primarily operated upon. During the 1950s, British Rail had considered electrification of the ECML to be of equal importance to the West Coast Main Line (WCML), but various political factors led to the envisioned electrification programme being delayed for decades; as an alternative, high-speed diesel traction, including
6664-545: The InterCity 225 sets is below: The total numbers of seats are 406 Standard and 129 First, giving the train an overall capacity of 535 seats. One of the first models of the IC225 in the UK was by Hornby Railways , after previously releasing an OO Gauge BR Class 91 locomotive in 1988. In 1990 Hornby Railways launched its first OO Gauge models of BR MK4 rolling coach stock, consisting of a BR Mk4 Driving Van Trailer (DVT), three BR MK4 coaches,
6783-510: 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
6902-501: The Mk 4; this was viewed as superior to the existing Mk 3 and enabled a single design to be shared between the ECML and WCML. At one point, it was envisaged that the InterCity 225 would be ubiquitous, even potentially having the capability built into it to operate over the southern third-rail network and within the Channel Tunnel ; by mid 1984, such fanciful ideas were curtailed. Furthermore, it
7021-539: The UK and some other parts of Europe, the control car is referred to as a driving trailer (or driving van trailer /DVT where there is no passenger accommodation); in the US and Canada, they are called cab cars and in Australia, they are called driving trailers. Historically, push–pull trains with steam power provided the driver with basic controls at the cab end along with a bell or other signalling code system to communicate with
7140-444: The WCML, was awarded during February 1986. Shortly thereafter, BREL established a production line for the type at its Crewe Works . The InterCity 225 entered service with InterCity on the East Coast Main Line (ECML) in 1989. In service, the InterCity 225 sets were used alongside other rolling stock, including Class 90 locomotives and Class 317 electric multiple units. The displaced diesel trains were reallocated predominantly to
7259-548: The Wabtec Doncaster plant. At the end of service on 15 January 2021, the remaining serviceable InterCity 225 sets went into storage temporarily as part of the East Coast Upgrade. Originally, the plan was to return the sets to service for 7 June 2021, but instead the first set re-entered service on 11 May 2021 for a short time due to a number of Class 800 Azuma sets having to be taken out of service. The formation of
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#17328689462357378-573: 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
7497-473: 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
7616-664: The basis for an Australian variant, the Express Passenger Train (XPT) , which entered service in New South Wales in 1982. In 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
7735-466: The carriage to prevent any opportunity for a carriage to run away from a train down the gradient and also so that even if the locomotive ever ran away, it would not take the carriage with it. Modern train control systems use sophisticated electronics to allow full remote control of locomotives. Nevertheless, push–pull operation still requires considerable design care to ensure that control system failure does not endanger passengers and also to ensure that in
7854-489: 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
7973-545: The electrification of the East Coast Main Line , 31 Mark 4 Driving Van Trailers were built in the late 1980s by Metro-Cammell to operate with Mark 4s coaches at the south end of the InterCity 225 sets. Some of these passed to Transport for Wales Rail in 2021 to work on their Holyhead to Cardiff Premier Service . In the 2000s, some Mark 3s have been modified to operate with Class 67 locomotives with Arriva Trains Wales , Chiltern Railways and Wrexham & Shropshire . In 2019, new Mark 5 carriages, one of which has
8092-419: The end of their viable service lives and were quite unreliable, but their withdrawal was effectively ruled out by a national shortage of newer electric traction, in part caused by the APT's cancellation. A key advantage of the InterCity 225 concept over a Class 89-hauled consist was the lower weight of the former, resulting in less slippage and greater acceleration over the latter. Appraisals also determined that
8211-410: The engine. With the engine in the middle of a formation, up to four carriages could be used. To reduce the surprise of a locomotive at the "wrong" end of its train, some were initially fitted with panelling painted in carriage livery. The experiment was successful and the company's remaining railcars were gradually converted for autotrain use and purpose-built units constructed. Other companies followed
8330-403: The event of a derailment, the pushing locomotive does not push a derailed train into an obstacle, worsening the accident. The 1984 Polmont rail accident , in Scotland, occurred when a push–pull train struck a cow on the track. When operating push–pull, the train can be driven from either the locomotive or the alternative cab. If the train is heading in the direction in which the locomotive end of
8449-474: 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
8568-401: The fireman located in the engine itself in order to pass commands to adjust controls not available in the cab. At low speeds, some push–pull trains are run entirely from the engine with the guard operating bell codes and brakes from the leading cab when the locomotive is pushing the train. Many mountain railways also operate on similar principles in order to keep the locomotive lower down than
8687-463: 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
8806-695: The first quarter of the 20th century up to 13 motor trains ran on NZR . Until 2015, the Auckland suburban network run by Transdev used rebuilt British Rail Mark 2 carriages in either four, five or six car configurations. Three to five SA class carriages and an SD class driving carriage, fitted with a cab, were coupled to a DC class (4- and 5-car) or DFT/DFB class (6-car) locomotive, leased from KiwiRail . All SA and SD class cars were rebuilt by Hillside Workshops . Auckland also operated former Queensland Rail SX carriages in push–pull mode with two DBR class locomotives. Following electrification of most of
8925-656: The franchise. At this point, LNER had no intentions to retain any of the InterCity 225 sets due to high maintenance costs on the fleet. The first Class 800 entered service with LNER on 15 May 2019, allowing for the first withdrawal of an InterCity 225 set. The withdrawals have gradually continued as more of the new Azuma trains entered service and at the beginning of 2020, it was planned that the final InterCity 225 sets would leave LNER's fleet by June 2020. However, LNER decided to retain seven sets until 2023 to allow for services to be increased in December 2021. From September 2020, they ceased operating north of York. With LNER returning
9044-522: 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
9163-438: The haulage of both tilting and conventional rolling stock, a top speed of 225 km/h, a maximum cant deficiency of 9° without the provision of tilt equipment, and that the maximum unsprung mass could not exceed 1.8 tonnes. Furthermore, BR stated its readiness to sub-contract with the successful bidder for the supply of technical information, advice and testing. The prequalification document was issued to BREL , Brush Traction and
9282-557: The inauguration of the DART EMU service in July 1984. The remaining push–pull trains operated on Dublin-Maynooth commuter services until they were supplanted by Cravens, and later by the modern 2600 Class DMUs . Iarnród Éireann employs push–pull trains of two different kinds. The first of these were built in 1996. These are De Dietrich Ferroviaire –built Enterprise push–pull sets, jointly owned with Northern Ireland Railways for operation on
9401-503: The introduction of railcar sets elsewhere. The entire Mark 3 fleet was withdrawn in September 2009 and scrapped in 2014. In June 1958, SNCF commenced operating steam trains in push–pull formation out of Gare de l'Est . The first major application of push–pull operation using the modern single diesel configuration was on the Chicago & Northwestern Railroad, announced in 1958. In 1959,
9520-441: 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
9639-503: The late 1960s until 1981, with operation in the last five years by Conrail under contract to SEPTA . A rare but possible configuration has a locomotive in the middle of the train with control cars at both ends, as was, for instance, used for a time on the Brussels–Amsterdam Benelux train when there were control cars but no three-voltage (3 kV DC, 1.5 kV DC, 25 kV 50 Hz) locomotives supporting
9758-579: The lead in 1905: the North Eastern and London, Brighton & South Coast Railway using a compressed-air method of control and the Midland Railway , using a cable-and-pulley mechanism. The Great Central deployed the trains in 1906, using cable controls similar to that of the Midland. By the 1920s, most companies had them and they remained in use until they were replaced by diesel multiple units (DMUs) in
9877-445: 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
9996-559: The line. Accordingly, between 1976 and 1991, the ECML was electrified with 25 kV AC overhead lines . The electrification was installed in two phases: The first phase between London (King's Cross) and Hitchin (including the Hertford Loop Line ) was carried out between 1976 and 1978 as the Great Northern Suburban Electrification Project , using Mk.3A equipment, covering 30 miles in total. In 1984,
10115-416: The locomotive at the rear does pushing. Having an independent locomotive, as opposed to a power car at each end, is also known in the railway world as a top and tail . When this configuration is used in the US, only one locomotive (usually the front locomotive) is allowed to provide head end power (HEP: electricity supply for heating, air conditioning and lighting) to the train. The two-locomotive formation
10234-823: The majority of their InterCity 225 sets to Eversholt Rail Group, it has been announced that other companies would be obtaining some of the Mark 4 carriages and Driving Van Trailers. Transport For Wales have leased 12 Mark 4 carriages to replace Mark 3 coaches on its Premier Service . Prospective operator Grand Union proposed to operate the InterCity 225 on London Paddington to Cardiff Central services from December 2020 and London Euston to Stirling services from May 2021. From May 2020, Grand Central were planning to begin using Mark 4 carriages on its new London Euston to Blackpool North services with Class 90 locomotives hauling six-carriage sets. However, these plans were subsequently axed as part of Grand Central's recovery plan due to
10353-417: The mine where their trains were loaded by affixing bogie trucks, a headlight, and a horn to the last freight car on each train. In 1996, Israel Railways began running GEC Alstom push–pull coaches. Since then, it has also acquired push–pull coaches from Bombardier and Siemens . As of 2016, the bulk of Israel Railways' passenger operations use push–pull coaches. All of them have one locomotive at one end and
10472-579: 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
10591-678: 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 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
10710-649: 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
10829-478: 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
10948-674: The programme were Class 800 bi-mode and Class 801 electric trains from the Hitachi A-train family, of which the ECML sets were nicknamed Azuma after the Japanese word for "East". During their operation with Virgin Trains East Coast (VTEC) in 2016, there were plans to retain six to eight sets with shorter rakes for a new London to Edinburgh service, even with the Azuma takeover. In June 2018, new operator London North Eastern Railway (LNER) inherited all 31 InterCity 225 sets from VTEC as part of
11067-434: 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
11186-513: 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
11305-416: The remote unit; but some problems of delay in actuation were experienced. They were replaced in 1979 by a system in which a Driving Brake Standard Open (DBSO), converted from a Mark 2 , could control the Class 47/7 locomotive via computerised time-division multiplex (TDM) signalling through the train lighting circuits. This had the added benefit that intermediate carriages needed no special equipment, and
11424-515: 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
11543-601: The second phase commenced to electrify the Northern section to Edinburgh and Leeds . During the late 1980s, the programme was claimed to be the longest construction site in the world, spanning more than 250 miles (400 km). During 1989, the InterCity 225 was officially introduced to revenue service. That same year, the ECML had been energised through to York ; two years later, electrification had reached Edinburgh, allowing electric services to begin on 8 July 1991, eight weeks later than scheduled. The ECML electrification programme
11662-662: 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
11781-401: 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
11900-418: 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
12019-586: The train and are remotely controlled from the leading locomotive. The first company to use the system was the Great Western Railway which, in 1904, equipped carriages and 0-6-0 locomotives as an autotrain to run on the Brentford Branch Line (between Southall and Brentford ) as an experimental substitute for steam railcars . Control was by rodding and the mechanism allowed the driving compartment to be either one or two carriages-distant from
12138-407: The train is facing, this is considered 'pulling'. If the train is heading in the opposite direction, this is considered 'pushing' and the motorman or engine driver is located in the alternative cab. This configuration means that the locomotive never needs to be uncoupled from the train and ensures fast turnaround times at a railway station terminus . Alternatively, a push–pull train, especially
12257-495: 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
12376-408: 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
12495-421: Was also adopted by Network Rail for its track observation trains, although on many trains one locomotive has recently been replaced by a DBSO modified to work with Blue Star. In 1988, 52 Mark 3 Driving Van Trailers were built by British Rail Engineering Limited to allow it to replace life expired electric locomotives on the West Coast Main Line . These operated with Mark 2 and Mark 3 sets. As part of
12614-457: 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
12733-469: Was completed at a cost of £344.4 million (equivalent to £1,468 million in 2023), a minor overrun against its authorised expenditure of £331.9 million. Forty per cent of the total cost was on new traction and rolling stock, and 60 per cent for the electrification of the line. The electrification of the ECML necessitated the procurement of new high speed electric traction. The options and requirements for this trainset were hotly deliberated for
12852-405: Was decided to reduce the freight haulage capabilities of the InterCity 225, as traction for this sector was instead intended to be served via other platforms. The emergence of the Class 90 , derived from the existing Class 87 , somewhat reduced the pressure for the InterCity 225, reducing the prospective numbers to be built of the latter. Without tilting carriages, it had little speed advantage over
12971-489: 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
13090-538: Was found more satisfactory. Such trains became widely used on the intensive passenger service between Edinburgh Waverley and Glasgow Queen Street . When the push–pull sets were replaced by multiple units, the DBSOs were transferred to operate on the Great Eastern Main Line between Liverpool Street and Norwich , where they were modified to work with Class 86 electric locomotives. The original system of using
13209-413: 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
13328-477: 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
13447-527: 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
13566-534: 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
13685-452: Was recorded at a speed of 162 mph (260.7 km/h). Its high speed capabilities were again demonstrated via a 3 hours and 29 minutes non-stop run between London and Edinburgh on 26 September 1991. British regulations have since required in-cab signalling on any train running at speeds above 125 mph (201 km/h) preventing such speeds from being legally attained in regular service. Thus, except on High Speed 1 , which
13804-420: 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
13923-405: 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
14042-508: Was the Reading Company which converted its small fleet of streamstyled heavyweight medium-distance coaches for its non-electric commuter operation , with a pair of EMD FP7 diesels bracketing a single five-car train, to supplant the Reading's fleet of RDCs . This train normally operated a weekday peak-hour round trip between Reading Terminal , Philadelphia and Reading, Pennsylvania , from
14161-402: 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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