British Rail Class 43 (HST): Difference between revisions
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[[InterCity 125]] is a brand name used to describe two '''Class 43''' power cars with a rake of [[British Rail Mark 3|Mark 3 carriages]] in between to form a complete train. |
[[InterCity 125]] is a brand name used to describe two '''Class 43''' power cars with a rake of [[British Rail Mark 3|Mark 3 carriages]] in between to form a complete train. |
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==Development== |
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When originally built at [[Crewe Works]], the [[InterCity 125]] units were considered to be [[diesel multiple unit]]s, and were allocated [[British Rail Class 253|Classes 253 and 254]] for Western and Eastern Region services respectively |
When originally built at [[Crewe Works]], the [[InterCity 125]] units were considered to be [[diesel multiple unit]]s, and were allocated [[British Rail Class 253|Classes 253 and 254]] for Western and Eastern Region services respectively |
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However, following both problems with the power cars and the operational ease of removing power cars to perform scheduled maintenace, unit formations were abandoned and from then on HSTs were considered to be formed of two locomotives with a rake of semi-permanently formed [[British Rail Mark 3|Mark 3 carriages]] in between. The power cars were numbered 43002-43198 in the carriage number series. 43001 was applied to one of the two prototype power cars, while the first of the pair, now preserved, became 43000, an unusual number as no other loco carried a triple-0 number |
However, following both problems with the power cars and the operational ease of removing power cars to perform scheduled maintenace, unit formations were abandoned and from then on HSTs were considered to be formed of two locomotives with a rake of semi-permanently formed [[British Rail Mark 3|Mark 3 carriages]] in between. The power cars were numbered 43002-43198 in the carriage number series. 43001 was applied to one of the two prototype power cars, while the first of the pair, now preserved, became 43000, an unusual number as no other loco carried a triple-0 number |
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==BR Regional Operational == |
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In the Western region, [[InterCity 125]] trains were used for all services from London to Bristol and South Wales. They were also used for most services from London to Devon and Cornwall, and for most services on the [[West Coast Main Line]], with [[British Rail Class 47|Class 47]] locomotives operating the remainder. |
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In the Western region, [[InterCity 125]] trains designated [[British Rail Class 253|Class 253]] were introduced initially for all services from London to [[Bristol]] and South Wales, and then extended for most day-time services from London to Devon and Cornwall. The [[British Rail Class 47|Class 47]] locomotives still operated the cross country services from Cornwall and South Wales to the Northeast via the [[West Coast Main Line]], as well as London to the Midlands/Welsh Marches. However, Class 43's also replaced these services once the third batch of power cars were delivered. All of these formations are formed in a 2+7 formation, normally with two first class carriages, a buffett and four second class carriages sandwiched between two power cars |
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On the [[East Coast Main Line]], the [[InterCity 125]] was the staple stock from the retirement of the |
On the [[East Coast Main Line]], the [[InterCity 125]] designated [[British Rail Class 253|Class 254]] was the staple stock from the retirement of the[[British Rail Class 55|Deltic]] locomotives in 1980-82, to the introduction of the [[Intercity 225]] following electrification in [[1990]] |
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During [[1987]], eight power cars were converted for use as Driving Vehicles with Class 91 locomotives during trials on the East Coast Main Line. The power cars were fitted with Time Division Multiplex equipment that allow them to directly control a Class 91, buffers and were moved over to the ECML for and were used on workings with Class 89 and then 91 locomotives from London to Leeds. After the Mk4 stock had been delivered, the power cars had the TDM equipment removed, and then reverted back to their normal duties. The power cars which were used for this project can be easily identified as they are still fitted with buffers |
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Class 43 formations are still used today on Hull, Edinburgh and north of Edinburgh services (ie - where electrification has still not yet reached). The basic Eastcoast formation is a 2+8 formation, normally with two first class carriages, two buffetts (one at the end of the first class section, one in the middle of the second class section) and four second class carriages sandwiched between two power cars. |
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==Operating Companies== |
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In [[2004]], 196 '''Class 43''' locomotives were operated by four private companies (Midland Mainline, Great North Eastern Railway, Virgin and First Great Western). By late [[2005]], this had dropped to 195 after 43019 was written off following the [[Ufton Nervet rail crash]]. Following withdrawal by Virgin in [[2003]], several power cars are now in store, locations including [[Minehead]] at the western end of the [[West Somerset Railway]]. |
In [[2004]], 196 '''Class 43''' locomotives were operated by four private companies (Midland Mainline, Great North Eastern Railway, Virgin and First Great Western). By late [[2005]], this had dropped to 195 after 43019 was written off following the [[Ufton Nervet rail crash]]. Following withdrawal by Virgin in [[2003]], several power cars are now in store, locations including [[Minehead]] at the western end of the [[West Somerset Railway]]. |
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Revision as of 10:26, 10 September 2006
The British Rail Class 43 is the classification used for the InterCity 125 High Speed Train power cars, built by BREL from 1976 to 1982
The class are officially the fastest diesels in the world, with an absolute maximum of 148mph, and 125mph regular service speed (200 km/h)
InterCity 125 is a brand name used to describe two Class 43 power cars with a rake of Mark 3 carriages in between to form a complete train.
Development
When originally built at Crewe Works, the InterCity 125 units were considered to be diesel multiple units, and were allocated Classes 253 and 254 for Western and Eastern Region services respectively
However, following both problems with the power cars and the operational ease of removing power cars to perform scheduled maintenace, unit formations were abandoned and from then on HSTs were considered to be formed of two locomotives with a rake of semi-permanently formed Mark 3 carriages in between. The power cars were numbered 43002-43198 in the carriage number series. 43001 was applied to one of the two prototype power cars, while the first of the pair, now preserved, became 43000, an unusual number as no other loco carried a triple-0 number
BR Regional Operational
In the Western region, InterCity 125 trains designated Class 253 were introduced initially for all services from London to Bristol and South Wales, and then extended for most day-time services from London to Devon and Cornwall. The Class 47 locomotives still operated the cross country services from Cornwall and South Wales to the Northeast via the West Coast Main Line, as well as London to the Midlands/Welsh Marches. However, Class 43's also replaced these services once the third batch of power cars were delivered. All of these formations are formed in a 2+7 formation, normally with two first class carriages, a buffett and four second class carriages sandwiched between two power cars
On the East Coast Main Line, the InterCity 125 designated Class 254 was the staple stock from the retirement of theDeltic locomotives in 1980-82, to the introduction of the Intercity 225 following electrification in 1990
During 1987, eight power cars were converted for use as Driving Vehicles with Class 91 locomotives during trials on the East Coast Main Line. The power cars were fitted with Time Division Multiplex equipment that allow them to directly control a Class 91, buffers and were moved over to the ECML for and were used on workings with Class 89 and then 91 locomotives from London to Leeds. After the Mk4 stock had been delivered, the power cars had the TDM equipment removed, and then reverted back to their normal duties. The power cars which were used for this project can be easily identified as they are still fitted with buffers
Class 43 formations are still used today on Hull, Edinburgh and north of Edinburgh services (ie - where electrification has still not yet reached). The basic Eastcoast formation is a 2+8 formation, normally with two first class carriages, two buffetts (one at the end of the first class section, one in the middle of the second class section) and four second class carriages sandwiched between two power cars.
Operating Companies
In 2004, 196 Class 43 locomotives were operated by four private companies (Midland Mainline, Great North Eastern Railway, Virgin and First Great Western). By late 2005, this had dropped to 195 after 43019 was written off following the Ufton Nervet rail crash. Following withdrawal by Virgin in 2003, several power cars are now in store, locations including Minehead at the western end of the West Somerset Railway.
The InterCity 125 was introduced between 1976 and 1982 by British Rail, at a time when the maximum speed of British trains was limited to 100 mph (160 km/h). The increased speed and its rapid acceleration and deceleration made it ideal for passenger use, which slashed journey times around the country. The prototype InterCity 125 (power cars 43000 and 43001) held the world record for diesel traction at 230 km/h in 1973 and at 238 km/h in 1987.
During the late 1990s a batch of 25 HST power cars were re-engined utilising 12VP185L traction engines. These new Paxman engines attempted to bring improved fuel consumption and reduced emissions to the HST. However they have proved to be less reliable in service than hoped. The 12VP185L has also been introduced fleet wide within the Australian XPT series.
Life extension of HSTs
The Class 43, having been operation since the late 1970s, is due for replacement by ‘HST 2’. The development cycle for the replacement series is such that the existing fleet may be required to operate through to 2015 or beyond. In support of this, a life extension program is being considered. Such a programme will require ROSCOs and TOCs to address a number of issues within the power cars.
During 2005, two Class 43 locomotives (43004 and 43009) operated by First Great Western were fitted with new MTU 16V 4000 engines. These two vehicles are currently being tested in passenger use on the Great Western Main Line. They can be identified by their modified headlight clusters, the quietness of the engine and the new Neon Livery.
Also within First Great Western two power cars (43170 and 43179) have been installed with updated 12VP185L engines.
Both new engines offer improvements over the existing Paxman 12RP200 'Valenta' engines, with reduced smoke and exhaust emissions.
GNER has obligations following its re-franchise to replace engines within its Class 43 fleet, and is pursuing the MTU engine option following the trials conducted by First Great Western. First Great Western particularly compared the performance of the MTU-engined units with modified VP185 units.
In December 2005, First announced that all Great Western power cars will receive the MTU engine. The first batch were sent to Brush Traction for the installation of the new engines. The GNER fleet will also be fitted with MTU engines alongside the Great Western programme
HST2
The youngest of the power cars is now 25 years old and thoughts are firmly set on the replacement for the High Speed Train. The project, known as HST2, is being spearheaded by the Department for Transport along with First Great Western and GNER. It is "back on track" following a period of uncertainty during the reign of the now abolished Strategic Rail Authority
Factfile
| Specification | Details | ||
| Currently owned by: | Angel Trains or Porterbrook Leasing Company | ||
| Operated by: | First Great Western, GNER, Midland Mainline, Network Rail or Virgin Trains | ||
| Built: | 1976-1982 by BREL at Crewe Works | ||
| Engine: | Paxman Valenta 12RP200L of 1680 kW (2250 hp) at 1500 rpm (all except those shown below) | ||
| MTU 16V4000: 43004, 43009, 43092-094, 43097-098, 43175 | |||
| Paxman 12VP185: 43043-045, 43047-050, 43052, 43055, 43059-061, 43072-076, 43082, 43165, 43168-170, 43177, 43179, 43191 | |||
| Main alternator: | Brush BA1001B | ||
| Traction motors: | Brush TMH68-46 or GEC G417AZ | ||
| Maximum tractive effort: | 80 kN (17,980 lbf) until 64.5 mph | ||
| Continuous tractive effort: | 46 kN (10,340 lbf) | ||
| Power at rail: | 1320 kW | ||
| Wheel arrangement: | Bo-Bo | ||
| Train brakes: | Air brakes | ||
| Brake force: | 35 t (350 kN) | ||
| Dimensions: | 17.79 x 2.71 m | ||
| Mass: | 70.25 t | ||
| Wheel diameter: | 1020 mm | ||
| Design speed: | 125 mph | ||
| Maximum speed: | 125 mph | ||
| Fuel capacity: | 4500 litres | ||
| Route availability: | RA 5 | ||
| Electric train supply: | Three-phase electric | ||
| Multiple working: | Within class only. Jumpers on one end only except on 43013, 43014, 43065, 43067, 43068, 43080, 43084 and 43123, which have jumpers on both ends | ||
| Withdrawl/Scrapped | At present, three members of the class have been scrapped: 43011 Sims Metals at Crewe Works in 6/02; 43019 Sims Metals Beesdon in 7/05; and 43173 Serco at MOD Shoeburyness in 9/03. All following severe accident damage | ||
In fiction
In the Railway Series, there are two diesels who had the same type as the Class 43 (HST). They were Pip & Emma.
See also
- InterCity 125 - Two Class 43 power cars sandwiching a rake of Mark 3 coaching stock.
- Mark 3 coaching stock - Sandwiched between two Class 43 power cars to form an InterCity 125 set.
- High Speed Train - History of High Speed rail transport in the UK in general.
- InterCity - General InterCity brand before privatisation of British Rail.
- XPT - Australian high speed train whose design was derived from the Class 43
External links
