InterCity 125

The High Speed ​​Train, short HST, known under the brand name InterCity 125, is a British high-speed train. It consists of two diesel power cars and six to eight intermediate cars. Since 1976, he stands as the fastest diesel-powered train in the world in action; Since 2006, he shares this title with the German ICE TD. The maximum speed of the train, 125 mph ( 200 km / h), the reason for the choice of the name InterCity 125 was in contrast to other high-speed trains had the Intercity 125 while traffic on the existing rail network to be designed, since its introduction was not associated with a complete construction of new routes. Since the privatization and break-up of British Rail it is operated by several railway companies. Despite his age he is still the backbone of intercity service on non- electrified lines.

Development

In the 60 years of the competition strengthened significantly through air traffic and highways, but new high-speed lines were not financially viable. British Rail therefore looked for ways to increase the speed on existing lines. These two concepts have been pursued: the Advanced Passenger Train, an ambitious concept with tilt technology, which never came over the experimental stage, and the more conventional HST, which was optimized for the existing tracks and signaling systems. 1972, a prototype train was delivered, striking differences to the serial train were the other front with buffers as well as the narrow front window with only a drivers seat. Planned operation of the series - trains with 200 km / h was launched in October 1976.

The tension material

The HST is a classic train set: It consists of two power cars and up to eight intermediate cars. The sets are not permanently coupled together, and to be replaced more often for maintenance reasons. The entire train is air-conditioned and runs very smoothly thanks to its air suspension bogies. The middle car in accordance with the Mark 3 series, but they have a different power supply and can be exchanged with the Mark 3 of the locomotive-hauled trains only after conversion. The doors have no inner door handles, to get off the window of the door must be opened and the outer door handle is operated. Later, while an automatic door lock has been upgraded, but an automatic closing device is missing, the doors must be closed manually.

On the good demanded main lines, there was also a test drive with an eleven-part HST sets, however, this test phase was not of long duration, as the entire maintenance facilities of the HST was paid only to the ten -car trains and thus the maintenance was now considerably more complex; BR balked adjust the still relatively new plants.

Eight power cars were converted to normal buffer, they served in 1987 as a control cars into spare sets for shipped late Mark -4 cars. After the privatization of BR they came to Virgin Trains. Two of them were later passed on to the state grid company Network Rail, which now has a full private HST for a test drive and if necessary additional measuring carriage or similar test objects, such as locomotives, can attach to the train.

Use

Of the planned 161 HST units, only 95 were built. They came in all major intercity routes are used: East Coast Main Line London-Edinburgh-Inverness/Aberdeen; London - Bristol -South Wales; London - Exeter - Plymouth - Penzance, as well as cross-country. The first major change came in 1988 with the electrification of the East Coast Main Line London -Edinburgh, since driving here the HSTs only services that lead out to the north over Edinburgh. Newly arrived this, add the Midland Main Line London - Sheffield - Nottingham. After privatization they were partially displaced on the cross-country and the Midland routes through the railcar of Bombardier Voyager family, came this increasingly looking West England and South Wales used. HST operators are currently First Great Western, East Coast, East Midlands Trains, CrossCountry, Virgin Trains, and further with Grand Central Railway is an open -access operator.

Future

Even after more than three decades, the HST are not an integral part of the high-quality intercity traffic. A direct sequel is not in sight: Bombardier Voyager family (Class 220-222 ) and the Alstom Coradia (Class 180) turn out to be economical enough, and the discussion about the electrification of the main lines delayed the successor program HST2 or Intercity Express Programme to date. This prompted some operators, their HST to modernize thoroughly, with new interiors and new machinery.

Even after electrification of many lines and use of the new "Hitachi Super Express" remains the HST nor the distance from London to Cornwall, where a visit is scheduled until the mid- 2020s. The HST would have coped with it 50 years operating plan.

The Australian XPT

The XPT ( EXpress Passenger Train) originated from 1982 and sprang in its construction the British HST125 trains.

1980 ordered the New South Wales Public Transport Commission first 30 vehicles planned was an insert with 2 power heads and 5 middle car, the traction material handed out so for 4 units, in addition, there was a spare engine head and a reserve car. The contract was worth about 40 million dollars, the delivery of the vehicles took place in the years 1981-82. At the beginning of the mission, the trains ran under the name " InterCityXPT " based on the British name " Intercity 125 ". In 1984 new engine heads were (5 pieces), and trailer rebuilt, also the two-class system was introduced and the trains were amplified from 1985, now with 7 intermediate cars. After eight -year hiatus, new cars were rebuilt from 1992 and supplemented the existing material. A total of 19 power cars ( per 2,000 horsepower, for a Remotorisierungsprogramm 1999/2000) and found 60 cars into service, the cars are divided into the five sub- types: eight first - class sleeping cars, nine first - class seat car, nine dining cars, 25 second - class seat car, nine 2.-Klasse-Sitz-/Gepäckwagen. The cars are also based on the British Mk III and weigh empty 40.1 metric tons ( Restaurant: 43.6 t; sleeper: 48.3 t).

The inside of a XPT differs from that of a HST125, since it is not pure intercity trains, but also to fast overnight trains at the XPT. The trains have a lot of detail differences on the HST, such as the heavily modified front end of the power heads. In addition, the XPT was only designed for a maximum speed of 160 km / h because suitable high-speed lines were not available; the acceleration is conditionally increased over the HST125 shorter train length, however. On trial runs in August 1981 183 km / h of reach, making the XPT could beat the then Australian speed record for rail vehicles.

The XPT units were used from 1982 on three different, emanating from Sydney lines, the travel time reduction was estimated in comparison to the previous offer with a one hour and 46 minutes on the 500 kilometer route from Sydney to Kempsey.