It mat interest you to know that I was in the DVT cab on this run as the Metro-Cammell engineer leading the electrical side of the project. It was only supposed to be a contractual 10% overspeed run, but there was an un-announced agenda by InterCity to try and beat the APT record. InterCity director on board and CCE authorised two limit increases at Little Bytham curves for the test run, the second one for the final run after observers at the curve saw no significant track movement on the first two runs. This enabled a higher exit speed and a downhill max acceleration. InterCity MD urged the driver to keep going as we exceeded the test speed comfortably and still accelerating. Top speed appeared at the point where the driver said he needed to brake for Peterborough. We stopped OK on maximum service brake, resulting in very hot pads at Peterborough and discs glowing cherry red!!
Great footage , love to hear that tri tone horn. Also good shots of my home town of Berwick , which will see its last Class 91 train this Friday coming , thus bringing to an end the Electra era on the full ECML.
I rode this for first time in July 1990 London to Newark Norhhgate we lived in Lincoln in my childhood miss those days we had a lovely big house now I live in a flat lol 30 years before Covid life was lovely now it’s crap
I really wished the East Midlands lines were electrified. These would of been soo much better than the class 43s. I've always liked the look of the 225s..
Didn't they looks smart when clean! In some of the shots it almost looks like a model running on a layout :-D I wonder what they are going to do with them when the silly 800s replace them? They are far to good to scrap! Maybe sell them to abroad like the 87s? :-(
GWML only goes up to 110 Mph anyway. I think the best thing to do would be to stick them on the MML when they finally finish the electrification. They'll still get plenty of 125 Mph running. Just a shame they themselves would be displacing the unique MML HST's as a result.
I really hope the GNWR proposal to use several IC225s on London-Blackpool goes ahead, and that LNER keep to Virgin's plan to retain a number of IC225 sets for fast London-Edinburgh services. Also, the recent XC franchise consultation suggested that capacity issues were likely in the next few years between Edinburgh and Glasgow on the XC services; thus I think LNER should extend some of their London-Edinburgh services (9 coaches) to Glasgow with the XC trains (often 4/5-car Voyagers) terminating at Edinburgh instead. That would reduce XC's running of diesels under the wires, with LNER providing electric services instead. It would also mean LNER need more trains (another reason for them to keep some of the IC225s). Also, there are currently delays with the introduction of the new LNER Hitachi fleet; particularly effecting services to York (and north thereof). There is talk of LNER maybe having to keep some of the current fleet for longer; if that happens I hope they put the Hitachi trains on Leeds services first and use IC225s on services to York, Newcastle and Scotland. Scrapping the younger, electric, IC225s but keeping 40+yr old slam-door diesels (IC125s) under the wires to Edinburgh would be daft. Sure; there's a bit of a problem with Inverness and Aberdeen services but 67s can haul IC225s between Newcastle and Carlisle when services are diverted so why not between Edinburgh and Aberdeen/Inverness as well until the Hitachi bi-modes can be cleared to work through York.
Can I ask where you get this archive footage from? Looks great! I am working on a 100 year anniversary of LNER video and would love to use this and the other video on your channel of the InterCity 225
I hope you managed to ride the InterCity 225! Most have been scrapped now but some still exist on services to York and Leeds with new liveries. If you want to ride one, do it soon!
Best livery these trains ever carried but I never understood the black stripe on the front ends, cab sides. Always thought it seemed out of place and would've looked much cleaner if left white.
+dennis trident william The class 91 locos still can, the problem is that in order to save money the overhead line cannot cope with more than 125mph. Virgin hope their 140 mph capable IEP trains will be able to take advantage of the extra speed from 2019.
Also there was no in-cab signalling which is odd considering that they probably thought about it before they put them into production. I don't see why they couldn't just implement ATP or that thing they used for the APT or even the many other in-cab signalling systems around the world they could have stolen.
There was a brief period around '88-'89 when an experimental second green phase (flashing) was trialed to signify at least two clear blocks, adequate for 140mph stopping distances, but it was never formally adopted. 91031 did achieve 153mph with a full MK4 set and 91010 162mph with a short set on a special run. 140mph was (and is) no issue for them but regulation says drivers cannot interpret signals above 125mph accurately (don't know why) and in-cab systems must be fitted. Hence why both IC225s and pendolinos are 140mph capable but have never been allowed to run at that speed in service.
GraphiteProjekt They could, and BR were planning to, but it never happened party because upgrading the whole ECML would be expensive and BR was cash strapped (especially after spending £306M on the electrification), partly because with the 225s running at 140mph, the entire timetable would have to be revised to create their own special paths (they currently work interchangeably with HSTs) and partly because BR knew its days were numbered and would not have time to reap the benefits before being sold off under privatisation. I'm not sure what the excuse is with VT's Pendolinos though, that was SUPPOSED to be part of the package of the 2001-8 WCML upgrades.....
well, TfW are getting a few coaches and DVTs, otherwise, VTEC was planning to keep several reduced to 7 carriages for fast waverly to Kings Cross services , Dunno what LNER are planning, and LNWR are planning Some service on the WCML between Euston and Blackpool.
Back when Crewe Engineering works was still Building Great Locomotives, Now sadly Bulldozed, Disgrace 😢, I Helped to build all of the 225’s, Was so Proud at the time! Such a shame what’s been Allowed to happen Since those Days😡
As much as it is a crying shame most of the IC225s are being replaced about 10 years before they are likely to be life-expired, I have to correct you on that. There are currently 44-45 9-carriage trains (30-31 IC225s and 14 IC125s) in the Virgin Trains East Coast fleet and 43 new 9-car 'Hitachi rubbish' units on-order for the East Coast Main Line; the new five coach units are coming to increase the size of the fleet and hence allow extra services. With any luck the plan to keep a small number of IC225s (reduced to 7 coaches) will also go ahead. If you're looking for a repeat of the Voyager fiasco, may I suggest you take a look at the planned order for Hitachi trains for the Great Western Main Line? GWR currently has 54 eight-coach IC125 sets, but only 35 of their new units will be 9-car. The rest will all be five car, so just under half the current fleet will be replaced by shorter trains (the total IS greater than 54, so some 10-car formations are likely but because of the cabs etc. a 10-car class 800 on the Great Western will have basically the same number of seats as a 9-car set).
well, both are built with pretty much 140MPH capable, the 225s could do it right now if the signaling rules were laxed, and the new hitachi trains are optimised for 125, but with minor modifications could do 140mph as well.
There was the flashing green signals, and there's a linespeed board in the National Railway Muesum showing 140mph, so there was stuff in place to let them do 140mph. Unfortunately it was later decided that said stuff wasn't enough; but when built they were breifly able to run them at 140mph. I hope some of them will get to run at 140mph again in the not too distant future, as Network Rail are supposed to be rolling out ETCS in-cab signalling on some routes.
@@Rhydgaled - This might be a little late to comment to you on this subject, but I used to drive regularly on the ECML from London to Leeds. Between Grantham & Peterborough, the line speed was 140 until 1 year after privatisation (1999), where GNER decided to reduce to 125, saving on brake pad replacement. I really loved driving along this section and afterwards 100 mph seemed really slow and boring in comparison.
@@bridgerectifier7711 Thanks for your reply. However I don't think your comment can be the full picture. Network Rail's sectional appendix shows the linespeed to be a maximum of 125mph; if GNER wanted to reduce brake pad wear they could have told their drivers to drive slower but this would not have affected Network Rail. If brake pad wear was the only issue the 140mph speed could still be used to make up time on late running services.
@@Rhydgaled - I worked on the ECML during the transition of privatisation. Prior to this, two drivers were required whenever a train exceeded 100mph, but the union rules were relaxed and got rid of. During (perfect) conditions and if you were late, between Stoke Bank and Helpston, you could catch up with the timetable. if you were following good time, either the green signals were steady, or you had to coast to avoid stopping at a red light on your approach to Peterborough. I grant you that the short distance that one could go at 140, was a poor reflection on the potential of the IC225. Nevertheless, at least during the time I worked there was a 140 mph limit, signalled by green flashing lights and many other speed tests were performed along this section. Your sectional appendix will undoubtedly tell you the line speed is 125 today, but you must also be aware that the infrastructure operator was then called Railtrack and as history shows, after Ladbroke Grove, the whole industry changed.
@@Rhydgaled - The issue with brake pad replacement had to deal with braking from 140 to 100, took a greater amount of retardation (and wear), than braking from 100 to 60 mph. When one also accounts for a brake pad the size of a large man's hand and there being four pads per wheel, you begin to see the costs mounting up. A typical loco hauled set with Mk 3 or 4 coaches, will have the entire brake pads replaced every 8 to 10 weeks, unlike the Mk 2's had their tread pads replaced every 3-4 weeks. There may have been another motive, but I heard this story repeated by many managers from different areas.
It mat interest you to know that I was in the DVT cab on this run as the Metro-Cammell engineer leading the electrical side of the project. It was only supposed to be a contractual 10% overspeed run, but there was an un-announced agenda by InterCity to try and beat the APT record. InterCity director on board and CCE authorised two limit increases at Little Bytham curves for the test run, the second one for the final run after observers at the curve saw no significant track movement on the first two runs. This enabled a higher exit speed and a downhill max acceleration. InterCity MD urged the driver to keep going as we exceeded the test speed comfortably and still accelerating. Top speed appeared at the point where the driver said he needed to brake for Peterborough. We stopped OK on maximum service brake, resulting in very hot pads at Peterborough and discs glowing cherry red!!
Too bad this train didn't break the record... Imagine if the 225 had a refined version of the tilting mechanism! How fast would it be then?
😭 j'aurais voulu être à bord 😢😢😢 ça ne fait rien du fait de visionner la vidéo ça me réconforte un petit bonjour de paris 🇨🇵
Beautiful trains, especially in their original livery.
With GBR I hope we get some form of InterCity livery again.
Well with the LNER news I think you’re in luck
The last of the great British trains.
Just beautiful. If the Deltic is a Spitfire on rails, this is an X-Wing.
Great footage , love to hear that tri tone horn. Also good shots of my home town of Berwick , which will see its last Class 91 train this Friday coming , thus bringing to an end the Electra era on the full ECML.
I was fascinated by this train since I first saw it in a book. I was 5 or six years old, the year was 1995. Mesmerizing machine.
C'est toujours une tres belle vidéo la musique et c'est paysages et la pièce principale ce train qui a fière allure vraiment chapeau ❤❤❤❤❤❤
Much better than virgin trains nowadays
Bel filmato; complimenti! Grand Treno, bei ricordi.
God I'd love to go back to those days.
Absolutely beutiful!
Such iconic colours!
First trains I recall with button open doors
Yesterday's super-train, today's baked bean tin. :(
I'd love to have a go in one of them
Alan Fisher music mix brought me here from the last track. Both of these are good videos.
AF's version had ELO- Last Train to London playing.
I rode this for first time in July 1990 London to Newark Norhhgate we lived in Lincoln in my childhood miss those days we had a lovely big house now I live in a flat lol 30 years before Covid life was lovely now it’s crap
I really wished the East Midlands lines were electrified. These would of been soo much better than the class 43s. I've always liked the look of the 225s..
Didn't they looks smart when clean! In some of the shots it almost looks like a model running on a layout :-D
I wonder what they are going to do with them when the silly 800s replace them? They are far to good to scrap! Maybe sell them to abroad like the 87s? :-(
soundseeker63 Use them on the GEML, because Greater Anglia are replacing all their trains soon
GWML only goes up to 110 Mph anyway.
I think the best thing to do would be to stick them on the MML when they finally finish the electrification. They'll still get plenty of 125 Mph running. Just a shame they themselves would be displacing the unique MML HST's as a result.
I really hope the GNWR proposal to use several IC225s on London-Blackpool goes ahead, and that LNER keep to Virgin's plan to retain a number of IC225 sets for fast London-Edinburgh services. Also, the recent XC franchise consultation suggested that capacity issues were likely in the next few years between Edinburgh and Glasgow on the XC services; thus I think LNER should extend some of their London-Edinburgh services (9 coaches) to Glasgow with the XC trains (often 4/5-car Voyagers) terminating at Edinburgh instead. That would reduce XC's running of diesels under the wires, with LNER providing electric services instead. It would also mean LNER need more trains (another reason for them to keep some of the IC225s).
Also, there are currently delays with the introduction of the new LNER Hitachi fleet; particularly effecting services to York (and north thereof). There is talk of LNER maybe having to keep some of the current fleet for longer; if that happens I hope they put the Hitachi trains on Leeds services first and use IC225s on services to York, Newcastle and Scotland. Scrapping the younger, electric, IC225s but keeping 40+yr old slam-door diesels (IC125s) under the wires to Edinburgh would be daft. Sure; there's a bit of a problem with Inverness and Aberdeen services but 67s can haul IC225s between Newcastle and Carlisle when services are diverted so why not between Edinburgh and Aberdeen/Inverness as well until the Hitachi bi-modes can be cleared to work through York.
@@AshHill07 The rog/dats trains I think are on the mainline
Can I ask where you get this archive footage from? Looks great! I am working on a 100 year anniversary of LNER video and would love to use this and the other video on your channel of the InterCity 225
Footage comes from my library which I recently passed on to Screen South East.
素晴らしい！ 新幹線（shinkansen）の旅もいいけれど、いつかきっと Inter City 225 に乗ってみたい！ （great ！）
I hope you managed to ride the InterCity 225! Most have been scrapped now but some still exist on services to York and Leeds with new liveries. If you want to ride one, do it soon!
When these go the East Coast mainline will feel strange don’t you agree??
Best livery these trains ever carried but I never understood the black stripe on the front ends, cab sides. Always thought it seemed out of place and would've looked much cleaner if left white.
Is this when they could operate at 140mph?
+dennis trident william The class 91 locos still can, the problem is that in order to save money the overhead line cannot cope with more than 125mph. Virgin hope their 140 mph capable IEP trains will be able to take advantage of the extra speed from 2019.
Also there was no in-cab signalling which is odd considering that they probably thought about it before they put them into production. I don't see why they couldn't just implement ATP or that thing they used for the APT or even the many other in-cab signalling systems around the world they could have stolen.
There was a brief period around '88-'89 when an experimental second green phase (flashing) was trialed to signify at least two clear blocks, adequate for 140mph stopping distances, but it was never formally adopted. 91031 did achieve 153mph with a full MK4 set and 91010 162mph with a short set on a special run. 140mph was (and is) no issue for them but regulation says drivers cannot interpret signals above 125mph accurately (don't know why) and in-cab systems must be fitted. Hence why both IC225s and pendolinos are 140mph capable but have never been allowed to run at that speed in service.
soundseeker63
I don't see why they couldn't install one, they're plenty of adequate system around.
GraphiteProjekt
They could, and BR were planning to, but it never happened party because upgrading the whole ECML would be expensive and BR was cash strapped (especially after spending £306M on the electrification), partly because with the 225s running at 140mph, the entire timetable would have to be revised to create their own special paths (they currently work interchangeably with HSTs) and partly because BR knew its days were numbered and would not have time to reap the benefits before being sold off under privatisation.
I'm not sure what the excuse is with VT's Pendolinos though, that was SUPPOSED to be part of the package of the 2001-8 WCML upgrades.....
Yes! 😊 The ECML-electrification and the InterCity 225!!! The first big step out of the dark age when British Rail was almost "dieselized to death".
Loco hauled. The best way.
What's happening to these after the 801s are introduced
well, TfW are getting a few coaches and DVTs, otherwise, VTEC was planning to keep several reduced to 7 carriages for fast waverly to Kings Cross services , Dunno what LNER are planning, and LNWR are planning Some service on the WCML between Euston and Blackpool.
Back when Britan was advanced.
Back when Crewe Engineering works was still Building Great Locomotives, Now sadly Bulldozed, Disgrace 😢, I Helped to build all of the 225’s, Was so Proud at the time! Such a shame what’s been Allowed to happen Since those Days😡
Those 91/90 locos design remind me bumper cars...lol
Amazing really
Take away the few millimetres of pantograph contact with the overhead wire and what have you got? A 500 ton paper weight 😂
those seats look.... awkward.
About to be replaced by cramped Hitachi rubbish, with concrete seats. 5 cars here we come from London to Edinburgh. The Voyager fiasco again.
As much as it is a crying shame most of the IC225s are being replaced about 10 years before they are likely to be life-expired, I have to correct you on that. There are currently 44-45 9-carriage trains (30-31 IC225s and 14 IC125s) in the Virgin Trains East Coast fleet and 43 new 9-car 'Hitachi rubbish' units on-order for the East Coast Main Line; the new five coach units are coming to increase the size of the fleet and hence allow extra services. With any luck the plan to keep a small number of IC225s (reduced to 7 coaches) will also go ahead.
If you're looking for a repeat of the Voyager fiasco, may I suggest you take a look at the planned order for Hitachi trains for the Great Western Main Line? GWR currently has 54 eight-coach IC125 sets, but only 35 of their new units will be 9-car. The rest will all be five car, so just under half the current fleet will be replaced by shorter trains (the total IS greater than 54, so some 10-car formations are likely but because of the cabs etc. a 10-car class 800 on the Great Western will have basically the same number of seats as a 9-car set).
They say the hitachi models are 'high speed trains' but in truth these are faster by about 20mph
well, both are built with pretty much 140MPH capable, the 225s could do it right now if the signaling rules were laxed, and the new hitachi trains are optimised for 125, but with minor modifications could do 140mph as well.
KarlosBricks The new Azuma trains are rubbish, hard seats and noisy motors
such a waste of money building them for 140 Mph... when there was nothing in place to let them go that fast :(
There was the flashing green signals, and there's a linespeed board in the National Railway Muesum showing 140mph, so there was stuff in place to let them do 140mph. Unfortunately it was later decided that said stuff wasn't enough; but when built they were breifly able to run them at 140mph. I hope some of them will get to run at 140mph again in the not too distant future, as Network Rail are supposed to be rolling out ETCS in-cab signalling on some routes.
@@Rhydgaled - This might be a little late to comment to you on this subject, but I used to drive regularly on the ECML from London to Leeds. Between Grantham & Peterborough, the line speed was 140 until 1 year after privatisation (1999), where GNER decided to reduce to 125, saving on brake pad replacement.
I really loved driving along this section and afterwards 100 mph seemed really slow and boring in comparison.
@@bridgerectifier7711 Thanks for your reply. However I don't think your comment can be the full picture. Network Rail's sectional appendix shows the linespeed to be a maximum of 125mph; if GNER wanted to reduce brake pad wear they could have told their drivers to drive slower but this would not have affected Network Rail. If brake pad wear was the only issue the 140mph speed could still be used to make up time on late running services.
@@Rhydgaled - I worked on the ECML during the transition of privatisation. Prior to this, two drivers were required whenever a train exceeded 100mph, but the union rules were relaxed and got rid of.
During (perfect) conditions and if you were late, between Stoke Bank and Helpston, you could catch up with the timetable. if you were following good time, either the green signals were steady, or you had to coast to avoid stopping at a red light on your approach to Peterborough.
I grant you that the short distance that one could go at 140, was a poor reflection on the potential of the IC225. Nevertheless, at least during the time I worked there was a 140 mph limit, signalled by green flashing lights and many other speed tests were performed along this section.
Your sectional appendix will undoubtedly tell you the line speed is 125 today, but you must also be aware that the infrastructure operator was then called Railtrack and as history shows, after Ladbroke Grove, the whole industry changed.
@@Rhydgaled - The issue with brake pad replacement had to deal with braking from 140 to 100, took a greater amount of retardation (and wear), than braking from 100 to 60 mph.
When one also accounts for a brake pad the size of a large man's hand and there being four pads per wheel, you begin to see the costs mounting up.
A typical loco hauled set with Mk 3 or 4 coaches, will have the entire brake pads replaced every 8 to 10 weeks, unlike the Mk 2's had their tread pads replaced every 3-4 weeks.
There may have been another motive, but I heard this story repeated by many managers from different areas.