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Lauren Fenmore
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Lauren Fenmore
The Young and the Restless character
Portrayed by
Tracey E. Bregman
Duration
1983–
First appearance
January 21, 1983 (1983-01-21)
Created by
William J. Bell
Introduced by
H. Wesley Kenney (1983)
Lee Phillip Bell (1992–95)
Edward J. Scott (2000–01)
Bradley Bell (2002, 2004, 2007)
Crossover
appearances
The Bold and the Beautiful
Classification
Present; recurring
Profile
Other names
Lauren Fenmore Baldwin
Occupation
Businesswoman
Singer
Home
Genoa City, Wisconsin
[show]Family
Family
Fenmore
Father
Neil Fenmore
Mother
Joanna Manning
Half-sisters
Jill Abbott
Husband
Paul Williams (1984–86)
Scott Grainger, Sr. (1989–91, 1992–93)
Michael Baldwin (2005–)
Sons
Scotty Grainger
Dylan Fenmore (legal)
Fenmore Baldwin
Aunts
Dot
Nephews
Phillip Chancellor III
Billy Abbott
Lauren Fenmore is a fictional character from the American CBS soap opera The Young and the Restless, portrayed by actress Tracey E. Bregman. Introduced by William J. Bell, the character made her debut during the episode airing on January 21, 1983. In 1992, Bregman brought the character to The Bold and the Beautiful, resulting in her migrating there fully in 1995.
The character was first married to private investigator Paul Williams (Doug Davidson) for two years. Much of Lauren's history on both soap operas revolves around her rivalry with villain Sheila Carter (Kimberlin Brown). They first fought over Scott Grainger (Peter Barton) in the early 1990s, with a love triangle forming around the three characters. The character was married to Scott twice and shares a son with him, Scotty (Blair Redford). Lauren has had numerous other storylines with Sheila throughout the years. In 2000, Bregman returned to The Young and the Restless, remaining on a recurring status.
In 2007, the character killed a woman claiming to be Sheila in self-defense. Lauren also has a long-running romantic history with Michael Baldwin (Christian LeBlanc), whom she married in 2005. They share a son together, Fenmore Baldwin (Max Ehrich). In 2010, Bregman portrayed dual roles as Lauren and Sheila's previously unheard of sister, Sarah Smythe, who was also killed by Lauren in self-defense. In 2013, after twelve years on a recurring status, Bregman was placed back on contract with the series. The actress has been positively received for her portrayal, which has garnered numerous Daytime Emmy Award and Soap Opera Digest Award nominations.
Contents
[hide]
1 Casting
2 Character development
3 Storylines
4 References
Casting[edit]
Bregman initially believed her role as Lauren would be brief, but after six months the soap offered her a contract and she accepted.[1] On September 29, 1992, Bregman crossed over to The Bold and the Beautiful. She departed on October 2, 1992. Bergman began making recurring appearances on the show on March 25, 1993 till April 5, 1993, April 29, 1993 to May 10, 1993, November 2 to 16, 1993, January 12, 1994, March 6 to 21, 1995, May 29 until June 7, 1995. Three years later, the actress left the role on The Young and the Restless, migrating to its sister soap full-time on October 17, 1995 until August 16, 1999. Bregman would later make a few guest appearances on B&B on July 5, 2002, May 17 to 20, 2004 and January 22, 2007.
After a return guest appearance on Y&R on June 15 to 26, 2000 and November 10 to 24, 2000, Bregman returned on a recurring status on August 24, 2001. In March 2013, it was announced that after twelve years on recurring, Bregman had been placed back on contract with the series. She was downgraded back to recurring status in May 2016.
In 1985, Bregman became the first actress to be honored with the Daytime Emmy Award for Outstanding Younger Actress in a Drama Series; when it was then titled "Outstanding Ingenue in a Drama Series."[2][3] She was nominated for Daytime Emmy Award for Outstanding Supporting Actress in a Drama Series in 2006 and 2008.[4][5]
Character development[edit]
Lauren's first love interest on The Young and the Restless was Paul Williams (Doug Davidson). Davidson describes the relationship as Paul's "first non-drama fling", and stated that William J. Bell made the decision to pair the characters together spontaneously in the "spur of the moment", wanting to see the outcome.[6] The actor enjoys the dynamics between the characters of Lauren and Paul, stating: "I always am excited whenever I get to work with her. We’ve played friends, husband and wife, enemies, you name it. She is a dynamic actress and a wonderful friend and person."[7] The couple faced various challenges, including constant disapproval from Paul's mother Mary Williams (Carolyn Conwell), and Lauren's crazed stalker, Shawn Garrett (Grant Cramer).[8][9] Lauren and Paul divorced, with Lynda Hirsch of the Sun Sentinel noting: "The marriage didn't work out, since Lauren desperately wanted a career in music and Paul wanted her to be a stay-at-home wife and eventually a mom."[10] Among other marriages, Lauren is recognized for her long-running marriage to Michael Baldwin (Christian LeBlanc). Michael and Lauren have been described as one of the show's "most enduring couples".[11] LeBlanc said "If it weren't for Lauren, Michael would have been off the deep end long before this."[12] He further told TV Guide about the pairing, "What's great about Lauren and Michael is that these are people who are not saints, who were adults when they met and have pasts they are not proud of. And they found each other."[12]
The character is known for her longtime rivalry with Sheila Carter (Kimberlin Brown). On the topic of Lauren and Sheila's "cat fights", Brown said: "People like cat fights because we can get away with what you can't get away with in everyday life. You're living vicariously through me. There might be someone that [boy] you just might want to put it to someday, and you can't, but you can turn on the TV and see Sheila do it, and get away with it. Being mean and evil and fighting and by the end of the day, you're spent."[13] Lauren is also known for having been kidnapped on several occasions.[14] In 2010, she was involved in a doppelgänger storyline. A woman claiming to be Sheila's sister, Sarah Smythe, had plastic surgery to look like Lauren; she wanted revenge on Lauren for killing Sheila. Of the storyline, Bregman said, "Sarah really wants Lauren to suffer because Sarah has suffered so much. In Sarah’s mind, Sheila was murdered in cold blood by Lauren. Also, Sarah had to raise Sheila’s children because Sheila was always so obsessed with Lauren that she wasn’t around to raise her kids properly."[14] In 2012, Lauren and Michael's son Fenmore (Max Ehrich) began acting out, and developed a "bad side". Bregman explained that Lauren and Michael had "no role models" because, "Lauren’s father died early on, and she had a horrible mother", which could be the reasoning behind Fen's behavior.[11]
Storylines[edit]
Lauren Fenmore, an only child, is raised by her father Neil Fenmore (Jim Storm) due to her parents divorce. Lauren rebels during her teen years, singing with Danny Romalotti (Michael Damian) and Traci Abbott (Beth Maitland), who was her rival for many years to come. Lauren spends years bullying and scheming against an insecure Traci. As she matures, Lauren falls in love with and marries private investigator Paul Williams (Doug Davidson), to the dismay of his interfering mother Mary (Carolyn Conwell). A stalker named Shawn Garrett (Grant Cramer) targets Lauren and forcing her to lave Paul by threatening to kill Paul if she didn't. Lauren discovers she is pregnant and is buried alive by Shawn (after he overhears her true feelings for him), though eventually saved by Paul, having lost the child. Paul leaves Lauren for good after she sells a nude photograph of him to a magazine. Neil dies and leaves Lauren as the owner of the Fenmore Department store chain.
Lauren falls in love with and later marries Dr. Scott Grainger (Peter Barton). However, a mentally unstable nurse named Sheila Carter (Kimberlin Brown) plots to steal Scott away from Lauren. Sheila drugs Scott and sleeps with him, allowing herself to become pregnant; Scott leaves Lauren to be with Sheila for the sake of the child. During this time, Lauren finds out that she is also pregnant, while Sheila loses her child. Sheila then fakes a pregnancy and purchases a baby on the black market and switches it with Lauren's baby boy when he is born. Lauren is left to believe her child died, though Sheila's mother Molly (Marilyn Alex) tells her the truth. Sheila kidnaps both Lauren and Molly and sets fire to the cabin they are in; Lauren and Molly make it out alive though Sheila is presumed dead. Lauren later learns that Sheila is alive in Los Angeles and engaged to Eric Forrester (John McCook). Scotty dies and makes Lauren promise to make peace with Sheila, who he believes has changed. When Sheila later attempts to drown Lauren in a hot tub, however, Lauren informs Dr. James Warwick (Ian Buchanan) of Sheila's destructive past. Lauren helps the Forresters get Sheila committed after Sheila holds them all hostage. During her stay in Los Angeles, Lauren engages in a brief romance with Eric, to the chagrin of his wife and Lauren's former friend Stephanie Douglas Forrester (Susan Flannery). They eventually break up.
After crossing forth between Los Angeles and Genoa City, Lauren returns to Genoa City for a permanent stay in 2001, when she begins a partnership with Jabot Cosmetics. Lauren then reunites with Paul; the relationship recurs due to Paul's unstable former lover Isabella Braña's (Eva Longoria) pregnancy, as well as his romance with another ex-wife, Christine Blair (Lauralee Bell). Lauren is stalked by a teenager named Kevin Fisher (Greg Rikaart), who developed an obsession with her. After learning that Lauren accepted his prom invitation only to try to make him confess the crimes he committed, Kevin holds Lauren captive. During the abduction, Kevin tries to commit suicide, though his elder half-brother Michael Baldwin (Christian LeBlanc) talks him out of it and rescues Lauren. This period saw Lauren and Michael grow unexpectedly closer, and they begin a relationship which soon progresses into an engagement. Lauren's now grown up son Scott (Blair Redford) returns to Genoa City. It is revealed that Sheila had broken out of prison and had another female undergo plastic surgery to take her place; Lauren believes this is Sheila and resumes her normal life after an anxious period. Sheila has been living near Scott, who she grew close to. Sheila then returns to Genoa City and torments Lauren, involving Kevin's father Tom Fisher (Roscoe Born) in her next scheme. After Michael and Lauren's wedding, they retreat to a honeymoon on a yacht. Tom and Sheila show up, and blow up the yacht, allowing everyone to believe Lauren is dead. In reality, Tom had abducted both Sheila and Lauren. Lauren is eventually saved by Paul, though Sheila once again disappears.
Lauren and Michael become pregnant, though stress over Sheila wanting to steal her child leads Lauren to suffer anxiety during her pregnancy. She gives birth to a premature son, Fenmore Baldwin (Max Ehrich). Paul locates a woman claiming to be Sheila in Genoa City; she underwent plastic surgery to look like Lauren's best friend Phyllis Summers (Michelle Stafford). Paul holds Sheila captive in a cage she created herself to entrap Fenmore. Sheila manages to escape and kidnaps Phyllis, her daughter Summer Newman (Hunter King) and Fenmore. Lauren frantically worries and eventually tracks down Sheila, Phyllis, Summer and Fenmore. Lauren shoots Sheila and resumes her peaceful life with Michael and Fenmore. In the following years Lauren helps Michael deal with his father River Baldwin (Michael Gross) and sister Eden Gerick (Vanessa Marano), who return to Genoa City.
Lauren begins acting erratically, even sharing a kiss with Paul at a bar. Soon, she is abducted by Sheila's previously unheard of sister Sarah Smythe (Bregman), who is aided by Sheila's long lost twin children, Ryder Callahan and Daisy Carter. Sarah then poses as Lauren, as revenge for killing Sheila. Michael rescues Lauren and Kevin's wife Jana Hawkes (Emily O'Brien), who Sarah was also holding captive. Lauren shoots and kills Sarah.
Lauren's life is complicated when she learns that Jill Foster Abbott (Jess Walton) is Neil's daughter, therefore her half-sister. Lauren's estranged mother confirms that Neil was aware of an illegitimate child, and Jill is granted ownership of Fenmore's Department stores. Despite an initial bitter rivalry, Lauren and Jill soon develop a relationship. Lauren continues to strive in her business career, earning a seat on Victor Newman's (Eric Braeden) board of directors at Newman Enterprises. Fenmore soon develops into a rebellious teenager, much like Michael and Lauren were during their upbringing, and develops an obsession with a now also teenage Summer. Summer and Fenmore bully a troubled fellow student, Jamie Vernon. Jamie and Fenmore have a fight on a rooftop, and Jamie falls onto a roof below. Jamie lies and tells the police that Fen pushed him, which is false. District attorney Michael is now forced to arrest Fenmore, weakening Michael and Lauren's marriage. Michael moves out and Lauren has an affair with the manipulative Carmine Basco (Marco Dapper), who develops an obsession with his love for Lauren. The affair is revealed, further straining the marriage. With much work, Lauren and Michael are able to get back together. However, they are soon forced to deal with an unstable Carmine who is consumed by Lauren, posting a video of their sexual encounter online and even kidnapping Lauren briefly.
References[edit]
Jump up ^ "Walking the Tightrope of Success". Rosemary Rosst. Retrieved 2009-02-24. [dead link]
Jump up ^ "'Children' Heads Day, Nominations". Akron Beacon Journal. Black Press. May 30, 1985. |access-date= requires |url= (help)
Jump up ^ "Emmy Belongs To CBS But For Non-Winner NBC, Awards Day Was The Longest Day". San Jose Mercury News. MediaNews Group. August 2, 1985. |access-date= requires |url= (help)
Jump up ^ "The 33rd Annual Daytime Entertainment Emmy Award Nominations". New York: emmyonline.org and National Academy of Television Arts and Sciences. February 8, 2006. Archived from the original on June 28, 2013. Retrieved May 5, 2013.
Jump up ^ "The 35th Annual Daytime Entertainment Emmy Award Nominations". National Academy of Television Arts and Sciences. New York: emmyonline.org. April 30, 2008. Archived from the original on June 28, 2013. Retrieved May 5, 2013.
Jump up ^ Kerr, Luke (October 22, 2009). "Doug Davidson talks Paul Williams". Zap2it. Tribune Media Services. Archived from the original on October 20, 2013. Retrieved September 10, 2013.
Jump up ^ Garrett, Tommy (October 2, 2010). "Tracey Bregman Recht, Television Superstar". Canyon News. Glen Kelly. Archived from the original on October 20, 2013. Retrieved September 8, 2013.
Jump up ^ Cooper, Mary Ann (December 6, 2003). "Speaking of Soaps". The Ledger. Halifax Media Group. ISSN 0163-0288.
Jump up ^ Spence, Louise (2005). Watching Daytime Soap Operas: The Power of Pleasure. Wesleyan University Press. p. 111. ISBN 0819567655.
Jump up ^ Hirsch, Lynda (March 21, 1988). "Paul Williams Often Luckless in Love". Sun-Sentinel. Tribune Company: 4. ISSN 0744-8139. Retrieved September 9, 2013.
^ Jump up to: a b "The Christian LeBlanc,Tracey E. Bregman & Max Ehrich Interview – The Young and the Restless". On-Air On-Soaps. Michael Fairman Soaps, Inc. December 20, 2012. Retrieved February 18, 2013.
^ Jump up to: a b Mitovich, Matt (December 23, 2008). "Preview: Y&R's Michael Glimpses a Not-So-Wonderful Life". TV Guide. Archived from the original on October 25, 2013. Retrieved December 23, 2012.
Jump up ^ Kimberlin Brown (2008). Planet Soap - Sheila & Lauren on Catfights. TV Tropolis. Retrieved 16 September 2012.
^ Jump up to: a b "Y&R's Tracey E. Bregman on her doppleganger storyline!". On-Air On-Soaps. Michael Fairman Soaps, Inc. April 12, 2010. Retrieved February 18, 2013.
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InterCity 125
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"High Speed Train" redirects here. For high-speed trains in general, see high-speed rail.
InterCity 125 or High Speed Train (HST)
An InterCity 125 in original British Rail livery near Chesterfield
[hide]Type and origin
Power type
Diesel-electric
Build date
1975–82
[hide]Specifications
Configuration:

• UIC
Bo'Bo' + 2'2' + ... + 2'2' + Bo'Bo'
[hide]Performance figures
Maximum speed
125 mph (201 km/h) (service)
148 mph (238 km/h) (record)
Power output
Engine: 2x 2,250 bhp (1,678 kW)
Tractive effort
Maximum: 2x 17,980 lbf (80.0 kN)
Continuous: 2x 10,340 lbf (46.0 kN) @64.5 mph (104 km/h)
[hide]Career
Operators
Current
CrossCountry
East Midlands Trains
Grand Central
Great Western Railway
Network Rail
Virgin Trains East Coast
Future
Abellio ScotRail
Disposition
in service
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 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 brand name is rarely mentioned officially by the private train operating companies (TOCs), the 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 to Penzance, Plymouth, Newquay (summer), Paignton, Exeter, Taunton, Westbury, Oxford, Cardiff, Swansea, Carmarthen, Pembroke Dock (summer), Bristol, Weston-super-Mare, Worcester, Great Malvern, 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 route from Dundee, Glasgow, Edinburgh and Leeds to Plymouth (plus in summer to Paignton, Newquay and Penzance); from Derby to Skegness (summer only) and also Leeds to Aberdeen. One has been converted and has been in departmental use as Network Rail's New Measurement Train since 2003.
Contents
[hide]
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 See also
10 Notes and references
11 Further reading
12 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 in the early 1960s, with the aim of designing and developing an 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 Class 252
See also: 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 Class 41, was built at Crewe Works before being transferred to 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 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 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 and persuade them to adopt it.[8]
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 (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 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. 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 and South Wales routes. 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 Class 50 locomotives to slower services effectively finished off the last 'Western' Class 52 diesel-hydraulics by early 1977.
An 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 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 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 and as far north as 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 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 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 in London Paddington in 1988.
The prototype 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 trains (designated class 253) were introduced initially for all services from London to 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 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 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.
43002 has been repainted into original 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 to Bristol, Bath, Chippenham, Swindon, Cardiff, Swansea, Carmarthen, Cheltenham Spa, Oxford, Worcester, Hereford, Paignton, Plymouth and Penzance, as well as some commuter services to Westbury, Taunton and Exeter St Davids. As of 2012 all First Great Western's intercity services are worked by InterCity 125 sets with the exception of sleeper services and certain Cotswold Line services.
From 2005 the 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 and 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 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 InterCity 125 departing Haymarket
On the East Coast Main Line, the 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 Waverley with some extending to Glasgow Queen Street, 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 departing King's Cross
After privatisation, InterCity sets were operated by Great North Eastern Railway (GNER),[22] 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.[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 liveried InterCity 125 in Central Scotland on the first day of National Express East Coast operations
In 2007 the franchise was taken over by 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 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 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 service to Lincoln in 2011.[citation needed] The InterCity 125 was replaced by the electric InterCity 225 on the line to 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 re-engined MTU engines. In April 2015, Virgin Trains East Coast took over operation of the InterCity East Coast franchise.
Grand Central InterCity 125 set departing London King's Cross with a service to Sunderland in 2011. All Grand Central Class 43 power cars have exposed front buffers due to previous use as surrogate DVTs.
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 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 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.
Midland Region[edit]
On 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.[citation needed]
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 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 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 still use the InterCity 125, as do all services from London St Pancras to Leeds.[27][28] Midland Mainline inherited HSTs from BR after privatisation and operated them on its primary services at up to 110 mph.
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 and Hitachi.[29] 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 and Nottingham.
East Midlands Trains InterCity 125 passing a Class 222
Cross-Country Route[edit]
HST power car in CrossCountry livery, seen here at Bristol Parkway. CrossCountry operates these trains on its northeast-southwest services.
Post privatisation the Cross-Country Route was operated by Virgin CrossCountry, who replaced the InterCity 125 trains in the period 2002–2004 with Voyager high-speed DMUs.[30]
The majority of the former Virgin CrossCountry fleet went into storage for several years but a small number moved to Midland Mainline to supplement its fleet.
In 2007 the franchise passed to CrossCountry (an Arriva subsidiary). Because of overcrowding, Cross Country reintroduced five HSTs to supplement its Voyagers.[31] 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 operates HSTs to the following destinations:
Aberdeen
Plymouth
Leeds
Edinburgh
Dundee
Glasgow
Newquay (summer weekends only)
Penzance
Paignton (summer weekends only)
West Coast and North Wales[edit]
Virgin Trains West Coast HSTs regularly worked out of London Euston and Birmingham International to Holyhead and Blackpool North, until they 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 was upgraded by Network Rail in the 2000s, it became necessary to operate diversionary routes whilst work was going on. As a result, Midland Mainline was asked by the then Strategic Rail Authority (SRA) to operate services between London and Manchester via the Midland Main Line and Hope Valley Line into London St Pancras while West Coast Main Line renovation works took place. In a temporary operation dubbed Project Rio,[32] a large percentage of the stored Virgin CrossCountry power cars were overhauled and returned to service in an enlarged Midland Mainline fleet.[33] 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 speeds past the site of Clay Cross railway station in Derbyshire
One HST set is in service with Network Rail, painted in 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.[34]
Another single engine, 43089, was used in tests on hybrid battery powered vehicles in collaboration with Hitachi.[29][35] It has since been returned to normal service with East Midlands Trains.
Numbering and formation[edit]
See also: British Rail Classes 253, 254 and 255; British Rail Class 43 (HST); and British Rail Mark 3
Because they were fixed formation trains, British Rail considered the Inter-City 125 sets to be diesel multiple units. They were allocated 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 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 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:[36]
Class
Image
Type
Top speed
Number
Built
Notes
mph
km/h
Class 43 Diesel locomotive 125 201 197 1975–1982 2 InterCity 125 power cars, operated in Top and Tail formation.
Mark 3 Coach 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 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 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 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 planned to transfer most of the stock to Midland Mainline for its 'Rio' services between London and Manchester.[33]
Livery[edit]
InterCity logo 1978–1985
See also: British Rail corporate liveries
First Great Western HST at 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.[37] This was the livery recorded in British Rail's corporate identity manual of August 1977.[38]
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.[39][40] 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.[41]
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.[42] By the early 1980s the HST had caught the travelling public's imagination,[43][44] 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".[45][46] 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.
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.[47]
The InterCity 125 was used as a case study for evaluating the potential for a high-speed rail system in California.[48] 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.[49] One of the first in the UK was by Hornby Railways,[50] 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 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 with a 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;[51][52] 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.[53] 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 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.[54] The upgrade, which was part of a £110 million total investment made by 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 East Coast) (23),[55] First Great Western (26) and CrossCountry (5). Virgin 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 programme,[56] operators began to refurbish their HST fleets in 2006 – both by remotoring with the more modern MTU4000 diesel engine,[57] and by refurbishing the carriage interiors.[58] It was anticipated that these overhauls would give the HST at least another 10 years in front-line service.[59]
Replacements[edit]
The first partial replacement of HSTs occurred from 1988 on the East Coast Main Line, with the introduction of the InterCity 225 when the line to Edinburgh was electrified.[60] 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.[61] 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.[62] However, passenger comfort is reduced due to the vibrations and noise caused by the underfloor engines,[63] compared to the much quieter Mark 3 coaches.
In 2005 the initial concept of HST2 was rejected by the government and the rail industry as a like-for-like replacement for the HST fleet.[64] In the light of this rejection, in 2006 existing operators turned to refurbishments of the Intercity 125 trains.
Nevertheless, the HST2 concept was expanded and replaced by the Intercity Express Programme, with proposals for a joint replacement of both HST and Intercity 225 trains.[65] The eventual successor to the two Intercity fleets is the Hitachi Super Express,[66] 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.[67]
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.[68] 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 staff at Nottingham abandoned local clean-up and then track maintenance procedures due to an excessive buildup of sewage waste in the area.[69] 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.[70] By 2011, the 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.[71] 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.[72] 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 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 and be refurbished with controlled emission tanks and plug automatic doors. They will operate on services from Edinburgh and Glasgow to Aberdeen and Inverness.[73][74][75] An unrefurbished set was delivered to Craigentinny TMD for crew training in September 2017.[67]
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.[76]
See also[edit]
Train categories in Europe
List of high-speed trains
Inter-city rail in the United Kingdom
High-speed rail in the United Kingdom
Notes and references[edit]
Jump up ^ "HSTs are good to 2035". Railway Gazette International. London. 8 April 2011.
Jump up ^ "New train fleet to replace Devon, Cornwall and Somerset's ageing inter-cities". Western Morning News. Plymouth. 23 March 2015.
Jump up ^ Marsden, pp.7–10.
Jump up ^ Marsden, pp.10–11.
Jump up ^ Marsden, pp.15–16.
Jump up ^ Marsden, p.16.
Jump up ^ Railway Performance Society "HST 40 Glorious Years" 2016 p8
Jump up ^ "Everywhere and Nowhere". Financial Times. London. 27 May 2011. Retrieved 21 August 2011.
Jump up ^ Marsden, Colin (2001). HST: Silver Jubilee. Ian Allan. p. foreword. ISBN 0-7110-2847-8.
Jump up ^ "HST Power Car". National Railway Museum. Retrieved 18 May 2009.
Jump up ^ Collins, R.J. (May 1978). "High speed track on the Western Region of British Railways". Proc. Institution of Civil Engineers. Institute of Civil Engineers. 64 (2): 207–225. doi:10.1680/iicep.1978.2755. Retrieved 2 October 2015.
Jump up ^ "1976: New train speeds into service". BBC News. 4 October 1976. Retrieved 28 April 2009.
Jump up ^ Owen, A.D.; Phillips, G.D.A. "The Characteristics of Railway passenger demand" (PDF). University of Bath. p. 234.
Jump up ^ "New opportunities for the railways: the privatisation of British Rail" (PDF). Railway Archive. p. 8. Retrieved 18 May 2009.
Jump up ^ "Testing the prototype HST in 1973". traintesting.com. Archived from the original on 15 September 2009. Retrieved 29 April 2009.
^ Jump up to: 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.
Jump up ^ "Intelligence August 2002". Railway Gazette International. London. 1 August 2002. Archived from the original on March 5, 2008. Retrieved 3 March 2012.
Jump up ^ "Rail Timeline". BBC News. London. Retrieved 7 April 2008.
Jump up ^ Hollowood, Russell (16 March 2006). "The little train that could". BBC News. London. Retrieved 7 April 2008.
Jump up ^ "Trains undergo GBP63m redesign". Europe Intelligence Wire. 18 January 2007. Retrieved 18 May 2009.
Jump up ^ "New look trains for First Great Western". First Great Western. Archived from the original on 13 February 2009. Retrieved 20 May 2009.
Jump up ^ "GNER wins British franchise". International Railway Journal. 1 April 2005. Archived from the original on 30 December 2013. Retrieved 18 May 2009.
Jump up ^ Stirling, Tom (12 March 2007). "Makeover for GNER 125 trains". The Press. York. Retrieved 18 May 2009.
Jump up ^ "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.
^ Jump up to: a b InterCity 125 Group fleet list Archived 2006-07-20 at the Wayback Machine..
Jump up ^ Jameson, Angela (5 October 2006). "Delay for Grand Central trains". The Times. London. Retrieved 18 May 2009. (subscription required)
Jump up ^ "DEMU inspection ensures quality". Railway Gazette International. London. 1 March 2005. Retrieved 18 May 2009.
Jump up ^ "Change to our trains" (Press release). East Midlands Trains. 17 March 2008. Retrieved 27 August 2009.
^ Jump up to: a b "Hitachi reveals 200km/h hybrid HST". International Railway Journal. June 2007. Retrieved 18 May 2009.
Jump up ^ "New dawn for Virgin Trains". Virgin Group. 13 June 2001. Archived from the original on 19 June 2009. Retrieved 18 May 2009.
Jump up ^ "New beginning for CrossCountry train travel" (Press release). Cross Country. 11 November 2007. Archived from the original on 11 October 2009. Retrieved 18 May 2009.
Jump up ^ "Track access agreement between Network Rail and Midland Mainline" (PDF). Track Access Executive. Archived from the original (PDF) on 28 February 2008. Retrieved 6 January 2008.
^ Jump up to: a b "Privatisation 1993–2005". 125group.org.uk. Retrieved 19 May 2009.
Jump up ^ "Network Rail, Britain, has unveiled its new 200km/h measurement train". International Railway Journal. 1 August 2003. Retrieved 18 May 2009.
Jump up ^ "Towards Sustainable Technology in Transport Sector" (PDF). Hitachi. Archived from the original (PDF) on May 16, 2008. Retrieved 18 May 2009.
Jump up ^ 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 Class 252 unit, so power cars were numbered from 43002 upwards
Jump up ^ Morrison, Gavin (2007). Heyday of the HST. Ian Allan. p. foreword. ISBN 0-7110-3184-3.
Jump up ^ "BR livery HST 4/19 C.I.M". BR. Retrieved 3 December 2013. [permanent dead link]
Jump up ^ Parkin, Keith (2006). British Railways Mark 1 coaches (Revised ed.). The Historical Model Railway Society. pp. 67–73. ISBN 0-902835-22-X.
Jump up ^ "BR InterCity Executive HST 125 High Speed Train". Model Railways Direct. Archived from the original on 7 January 2009. Retrieved 18 May 2009.
Jump up ^ "Examples of different liveries on HSTs". therailwaycentre.com. Retrieved 18 May 2009.
Jump up ^ Campbell, Joe (4 October 2006). "High Speed Train marks 30 years". BBC News. Retrieved 29 April 2009.
Jump up ^ "Both English, French trains getting fancy". The Atlanta Journal-Constitution. 8 September 1985. Retrieved 29 April 2009.
Jump up ^ Mitchell, Alan (8 March 1990). "Train of Thought". Marketing. Haymarket Business Publications. Retrieved 29 April 2009.
Jump up ^ Wake, Tony (14 September 2007). "Rod Allen Advertising 'jingle king' (obituary)". The Independent. London. Retrieved 14 February 2015.
Jump up ^ An example of this advertising campaign can be found through online video sites such as YouTube.
Jump up ^ 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.
Jump up ^ Barnett, Roger. "British Rail's InterCity 125 and 225" (PDF). University of California Transportation Centre. Archived from the original (PDF) on 29 May 2008. Retrieved 17 May 2009.
Jump up ^ Example of a model Intercity 125 – themodeller.com Archived 2009-05-05 at the Wayback Machine.
Jump up ^ "A Hornby BR InterCity 125 High Speed Train model". Hornby. Archived from the original on March 1, 2009. Retrieved 28 April 2009.
Jump up ^ 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.
Jump up ^ "Preliminary report into railway accident at Ufton Nervet" (PDF). Rail Safety and Standards Board. 25 January 2005. Retrieved 1 March 2012. [permanent dead link]
Jump up ^ "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.
Jump up ^ "Clear plans for the future of the HST fleet" (Press release). Angel Trains. Retrieved 18 May 2009.
Jump up ^ Dooks, Brian (25 May 2006). "GNER's high-speed trains to become lean, green machines". Yorkshire Post. Leeds. Retrieved 29 April 2009.
Jump up ^ "State leads Britain's high speed train replacement strategy". Railway Gazette International. November 2005. Retrieved 18 May 2009. [dead link]
Jump up ^ "Fitting the MTU power unit into the HSTs". railwaypeople.com. Retrieved 18 May 2009.
Jump up ^ "Official video by First Great Western documenting the refurbishment programme". Youtube.com. Retrieved 6 September 2009.
Jump up ^ "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.
Jump up ^ "Intercity 225: Fastest in the fleet". BBC News. 17 October 2000. Retrieved 28 April 2009.
Jump up ^ Clark, Andrew (18 October 2004). "Intercity 125 nears the end of the line". The Guardian. London. Retrieved 28 April 2009.
Jump up ^ "Strategic Business Plan: Rolling Stock paper" (PDF). Network Rail. October 2007. Retrieved 18 May 2009.
Jump up ^ "Alternative train vehicles – Light Diesel Multiple Units" (PDF). Sonoma-Marin Area Rail Transit. Retrieved 18 May 2009.
Jump up ^ "Experts cast doubt over rail revolution". Europe Intelligence Wire. 16 March 2006. Retrieved 18 May 2009.
Jump up ^ "Intercity Express Programme, United Kingdom". railway-technology.com. Retrieved 28 April 2009.
Jump up ^ "Agility Trains to supply Super Express fleet". Railway Gazette International. London. 12 February 2009. Retrieved 12 February 2009.
^ Jump up to: a b First HST for ScotRail arrives in Scotland Rail Magazine 1 September 2017
Jump up ^ https://www.gov.uk/guidance/waste-exemption-d2-depositing-waste-from-a-railway-sanitary-convenience#quantity-of-waste-you-can-deposit
Jump up ^ Geoghegan, Tom (24 July 2003). "Toilet waste 'hampers rail repairs'". BBC News. Retrieved 13 November 2013.
Jump up ^ "Toilet waste 'sprays' track staff". BBC News. 6 August 2006. Retrieved 13 November 2013.
Jump up ^ 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)
Jump up ^ "End 'disgusting' train toilet sewage – Lady Kramer". BBC News. 13 November 2013. Retrieved 13 November 2013.
Jump up ^ "Quality and more trains key to Abellio's SR franchise" Rail Magazine issue 760 29 October 2014 page 10
Jump up ^ "More Details of SR HSTs" Today's Railways issue 181 January 2017 page 67
Jump up ^ ScotRail HSTs: Don't let the truth spoil a good headline Rail Engineer 12 April 2017
Jump up ^ "GWR to retain 11 HSTs for local services" Today's Railways issue 181 January 2017 page 67
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 Class 43.
Wikimedia Commons has media related to British Rail Mk3 coaches.
Wikimedia Commons has media related to High Speed Train.
World speed records
125 Group
Brush Traction
Testing the prototype HST
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values: List of British Rail unbuilt locomotive classes

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