LNER HST Intercity 125 at Speed Compilation! | A Tribute Video.

This Video is Property of Richard Chalklin!

2160p 4K HD!

The time is up for the HSTs on the ECML, with no more HSTs operating for LNER anymore i decided to make a tribute video showcasing their speed. I will miss the sound, the speed and the sight of them.

All footage in this video are from their final years in operation, 2018 & 2019.

Locations included in this video:

St Neots
Arlesey
Newark Northgate
Retford
Peterborough
Abbots Ripton
Doncaster
Stevenage
Hitchin
Biggleswade
Offord Cluny
Grantham
New Zealand Footbridge (Sandy)

Intercity 125 info:

The InterCity 125 (originally Inter-City 125, or High Speed Train) is a diesel-powered passenger train built by British Rail Engineering Limited between 1975 and 1982. Each set is made up of two Class 43 power cars, one at each end and six to nine Mark 3 carriages. The name is derived from its top operational speed of 125 mph (201 km/h). Initially the sets were classified as Classes 253 and 254.

As of December 2019, InterCity 125s remained in service with Abellio ScotRail, CrossCountry, East Midlands Railway, Great Western Railway and Network Rail.

Background:

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 government was unwilling to fund new railways and the BTC focused on increasing line speeds by developing new trains and modifications to the 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, the British Railways Board (BRB) decided it was not sufficiently developed to modernise the railways in the short term and at the instigation of Terry Miller, Chief Engineer (Traction & Rolling Stock), the BRB authorised the development of a high-speed diesel train for short-term use until the APT was able to take over. An operational prototype was to be built by 1972.

World records:

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.

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, while descending Stoke Bank with a test run for a new type of bogie for use on Mark 4 coaches on the same route. The record run was led by 43102 and trailed by 43159.

Numbering and formation:

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.

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