Courtesy : n.wikipedia.org
Bullet train in u.k
High-speed rail in the United Kingdom is provided on five upgraded railway lines running at top speeds of 125 mph (200 km/h) and one purpose-built high-speed line reaching 186 mph (300 km/h).
Trains currently travel at 125 mph (200 km/h) on the East Coast Main Line, Great Western Main Line, Midland Main Line, parts of the Cross Country Route, and the West Coast Main Line. On the latter line, only tilting trains can reach this maximum speed due to the difficult track geometry.
The 67-mile long High Speed 1 (HS1) line connects London to the Channel Tunnel, with international Eurostar services running from London St Pancras International to cities in France, Belgium, and the Netherlands at 186 mph (300 km/h). That line is also used by high-speed commuter services from Kent to the capital, operating at top speeds of 140 mph (225 km/h).
Since 2019 construction has been ongoing on a major new purpose-built high-speed rail line, High Speed 2 (HS2) which will link London with major cities in the North and the Midlands at 224 mph (360 km/h) and reduce journey times to Scotland.
Government-backed plans to provide east-west high-speed services between cities in the North of England are also in their early stages of development, as part of the Northern Powerhouse Rail project.
There has been no single national rail operator in the UK since British Rail was privatised in the 1990s. High-speed services are provided by Avanti West Coast, CrossCountry, East Midlands Railway, Eurostar, Grand Central, Great Western Railway, Hull Trains, London North Eastern Railway, Lumo, Southeastern and TransPennine Express.
History
High-speed steam
Mallard, the record-holding steam locomotive, with a recorded top speed of 126 mph (203 km/h)
During the age of steam locomotion, the British railway industry strove to develop reliable technology for powering high-speed rail services between major cities.
The earliest attempt to build a railway line dedicated for operation at the higher speeds was the Great Central Main Line, opened by the Great Central Railway (GCR) in 1899. This line was an ambitious project led by railway entrepreneur Sir Edward Watkin who envisaged a Liverpool-Paris route crossing from Britain to France via a proposed channel tunnel. Although the tunnel scheme was not realised by this railway company, the route operated services between Sheffield Victoria and London Marylebone via Leicester Central, with the dedicated express track beginning at Annesley in Nottinghamshire. The line was built to certain specifications so that it could take advantage of the higher speeds offered by the advances in steam locomotion. For most of the line the ruling gradient did not exceed 1 in 176 (5.7); outside urban areas wide curves were employed with a minimum radius of 1 mile; the route only had one level crossing; and, unlike other railway lines in Britain, the Great Central Main Line was built to an expanded continental loading gauge which meant it could accommodate larger-sized continental trains. The GCR’s target market was higher-class ‘business’ travellers, and it promoted its long-distance express trains with the slogan “Rapid Travel in Luxury”. Most of the Great Central Main Line closed in 1966 as part of the Beeching cuts, although parts of the route are still in use today by Chiltern Railways as the London to Aylesbury Line. According to plans announced in 2010, part of the proposed High Speed 2 (HS2) route will run along a re-opened 10-mile (16 km) section of the GCR route between Calvert and Brackley. An alternative proposal to re-open the GCR for freight has been put forward by the Central Railway company.
Various claims exist for the first locomotive to break the 100 mph (161 km/h) barrier, notably the Great Western Railway’s City of Truro (1904) and the LNER’s Flying Scotsman (1934). Locomotive power capable of reaching 126 mph (203 km/h) has existed in Britain since 1938, when the LNER’s Mallard broke the steam locomotive speed record.
Despite advances in locomotive engineering, the railway infrastructure was unable to support safe running at such high speeds and, until the mid-1970s, the British railway speed limit remained at 100 mph (161 km/h).
The APT
The APT-E
A production version of the APT (1980-86)
Main articles: Advanced Passenger Train and APT-E
In the 1970s, British Rail began to explore new technologies for enabling high-speed passenger rail services in the UK. While the Japanese and French railway authorities had decided to build completely new tracks for their respective Shinkansen and TGV high-speed rail systems, British Rail opted instead to develop a train capable of running on existing rail infrastructure: the Advanced Passenger Train (APT), with a top speed of 155 mph (249 km/h). An experimental version, the APT-E was tested between 1972 and 1976. It was equipped with a tilting mechanism which allowed the train to tilt into bends to reduce cornering forces on passengers, and was powered by gas turbines (the first to be used on British Rail since the Great Western Railway, and subsequent Western Region utilised Swiss built Brown-Boveri, and British built Metropolitan Vickers locomotives (18000 and 18100) in the early 1950s). The 1970s oil crisis prompted a rethink in the choice of motive power (as with the prototype TGV in France), and British Rail later opted for traditional electric overhead lines when the pre-production and production APTs were brought into service in 1980-86
Initial experience with the Advanced Passenger Trains was good. They had a high power-to-weight ratio to enable rapid acceleration; the prototype set record speeds on the Great Western Main Line and the Midland Main Line, and the production versions vastly reduced journey times on the WCML. The APT was, however, beset with technical problems; financial constraints and negative media coverage eventually caused the project to be cancelled.
InterCity 125
An InterCity 125 train at Hull Paragon station in 1982. The InterCity 125 is the world’s fastest diesel train.
During the same period, British Rail also invested in a separate, parallel project to design a train based on conventional technology as a stopgap. The InterCity 125, otherwise known as the High-Speed Train (HST), was launched in 1976 with a service speed of 125 mph (201 km/h) and provided the first high-speed rail services in Britain. The HST was diesel-powered, and the Great Western Main Line (GWML) was the first to be modified for the new service. Because the GWML had been built mostly straight, often with four tracks and with a distance of 1 mi (1.6 km) between distant signal and main signal, it allowed trains to run at 125 mph (201 km/h) with relatively moderate infrastructure investments, compared to other countries in Europe. The Intercity 125 had proven the economic case for high-speed rail, and British Rail was keen to explore further advances.
InterCity 225
Main article: InterCity 225
The InterCity 225
BR then proceeded to electrify the ECML and ordered a new fleet of InterCity 225 electric trains in the mid-1980s. These were capable of 140 mph (225 km/h) and although not initially equipped to tilt, were designed to be easily upgraded to tilt mode by having trailer profiles that tapered inwards at the top and suitable bogies. Speeds of 140 mph (225 km/h) were tested on the southern, straighter sections of the ECML by using a flashing green aspect on the signals. This indicated it was safe to proceed above 125 mph (201 km/h), but HMRSI eventually ruled that this was dangerous and that speeds above 125 mph (201 km/h) would require in-cab signalling. The 225s were therefore limited to 125 mph (201 km/h) and have been ever since.
High-speed DMUs
A Class 220 Voyager DEMU, built in Belgium by Bombardier Transportation, which is capable of speeds of up to 125 mph
In the early 2000s, a number of train operating companies introduced diesel multiple units (DMUs) capable of 125 mph (201 km/h) speeds, including the Adelante, Voyager, Super-Voyager and Meridian/Pioneer units.
Pendolino
A Class 390 Pendolino at Manchester Piccadilly. The Class 390 was designed for 140 mph (225 km/h), but is currently limited to 125 mph (201 km/h) due to a lack of cab signalling which is required by regulations for trains to be permitted to operate at more than 125 mph.
In 2002, Virgin Trains West Coast introduced a new high-speed service on the West Coast Main Line with a fleet of 53 custom-designed Pendolino trains. The nine-car trains were constructed by Alstom and are equipped with a tilting mechanism developed by Fiat to enable them to run at high speeds on existing rail infrastructure, thus fulfilling the aims of the APT project some 30 years later.
The Pendolinos were designed to run at 140 mph (225 km/h), but require in-cab signalling for high-speed operation. The 2004 West Coast Main Line modernisation programme, which was an upgrade to the infrastructure to allow faster line speeds, ran over budget, and plans were consequently scaled back. As with the introduction of the InterCity 225 in the 1980s, the lack of signalling upgrades resulted in the maximum line speed being restricted to 125 mph (201 km/h). Some members of the fleet were later lengthened to 11 carriages.
Current High Speed Trains
The following table lists the speeds of the fastest trains operating in Great Britain in 2020 which are capable of a top speed of 125 mph or greater:
High Speed 1 (HS1)
Main article: High Speed 1
Southeastern High-Speed train at Ebbsfleet International. Southeastern’s high-speed services are the only domestic rail services in the UK to operate at speeds of more than 200 km/h.
High Speed 1 (HS1) (formally the Channel Tunnel Rail Link (CTRL)) was the first new mainline railway to be built in the UK for a century and was constructed by London and Continental Railways. After a lengthy process of route selection and public enquiries in the second half of the 1990s, work got under way on Section 1 from the Channel Tunnel to west of the Medway in 1998 and the line opened in 2003. Section 2, continuing the line to London St Pancras, started soon after Section 1 and was opened to the public on 14 November 2007.
The HS1 line was finished on time and under budget. The reduction in journey times and increase in reliability achieved through the opening of Section 1 enabled Eurostar to capture 71% of the total London–Paris market and over 80% of the leisure market and Section 2 has increased these figures further. Additionally, the connections provided to the WCML, MML and ECML by Section 2 may see growth of hitherto marginal markets, by finally allowing Regional Eurostars to operate, at least on the electrified ECML and WCML.
Market share statistics of Eurostar on London–Paris (punctuality between brackets):
The rising market share of Eurostar on the London-Paris route.
- September 2006 (July–September 91.4%)
- August 2005 71.03% (January–September 87%)
- May 2005 69%
- August 2004 67.87% (January–December 84%)
- July 2004 65.88% (January–June 89%)
- October 2003 65%
- July 2003 60.23% (January–June 77%)
The completion and successful operation of HS1 Sections 1 and 2 spurred much discussion and several proposals for new lines in the UK and many interested parties are hoping to capitalise on the momentum given to these ideas by the completion of the complete HS1. These proposals are discussed below.
The construction of HS1 also permitted the introduction of a new domestic high-speed service when in 2009 Southeastern launched its high-speed route between London St Pancras and Ashford International. Operated with a fleet of Class 395 trains, the service reaches a top speed of 140 mph (225 km/h). Southeastern High-Speed is currently the only British domestic high-speed service allowed to run above 125 mph (201 km/h).
High Speed 2 (HS2)
Main article: High Speed 2
Map of the planned route of HS2. Phase 1 is currently under construction.
High Speed 2 (HS2) is a high-speed railway originally designed to serve London, Birmingham, Sheffield and ggbcs, or alternatively London, Manchester, Liverpool, Preston, Glasgow and Edinburgh and Sheffield. The UK Government launched a formal high-speed rail project in January 2009, and high-speed rail has the support of all three main political parties. Subject to consultation, the London terminus for the high-speed line would be Euston, a new Birmingham city-centre station would be built at Curzon Street, and there would be interchange stations with the Elizabeth line at Old Oak Common and with the existing intercity rail network near Birmingham Airport.
HS2’s original proposal was for a Y-shaped network between London and England’s major regional cities, serving Manchester, Birmingham, ggbcs, East Midlands and Newcastle, with connections on to the West Coast and East Coast main lines to allow through services to Scotland. The Greengauge 21 study states that the total route length, including the connections to the existing network and High Speed One, would be 150 miles (240Â km).
The first phase of High Speed 2 is currently under construction. However, the Integrated Rail Plan for the North and Midlands (IRP) was published on 18 November 2021 and impacted the High Speed 2 plan.
Studies and proposals
In 2001, two privately sponsored proposals were put forward to build high-speThe first, from Virgin Rail Group, was part of its tender for the InterCity East Coast franchise. The second, from FirstGroup, was independent of the Department for Transport / Strategic Rail Authority rail franchising process. Neither was welcomed by the government, which in the wake of the Hatfield rail crash was focused on – as it saw it – getting the rail network back to reliable operations.
Virgin Trains’ ECML bid
Virgin Trains West Coast Driving Van Trailer 82114 at Glasgow Central Station in July 2000
When the InterCity East Coast franchise (then operated by GNER) came up for its first renewal, Virgin Rail Group raised the idea in 2000 of constructing new track and purchasing a new fleet of trains for the line. These so-called VGVs (Virgins à Grande Vitesse, after the French TGV) would have been capable of 330 kilometres per hour (210 mph) and would have used a mixture of new track and existing track. The new track would be from Peterborough to Yorkshire and on from Newcastle to the Scottish border. This first line would have opened in 2009 and was chosen for ease of construction in the south and elimination of severe curves in Northumberland. Later, if successful, further stretches would have been upgraded. Publicity material featuring Virgin branded TGV and ICE trains appeared, and it was stated that the stock would be built in Birmingham. Virgin’s bid was rejected, and GNER’s franchise was renewed.
FirstGroup’s plans for the GWML corridor
Around the same time, First Great Western, operator of lines west of London, announced a study into a 320-kilometre-per-hour (200 mph) line from London to South West England and South Wales. First sponsored the study and input was given by other stakeholders in the regions to be served.
Journey times from London given included:
- Swindon 35 mins
- Bristol Parkway 49 mins
- Cardiff Central 70 mins
- Swansea 120 mins
- Plymouth 140 mins
Although First stated that this report would be published and given to the SRA and government, little has been heard of the plan since the initial press release. In 2010 Cardiff city council again lobbied central government for a high-speed rail line to London via Bristol, then estimated to contribute £2.2 billion to the Welsh economy. The Department for Transport responded to this bid by stating that “the Government’s vision is of a truly national high-speed rail network for the whole of Britain. However, given financial constraints, we will have to achieve this in phases. Ministers are currently considering HS2 Ltd’s proposals in respect of the potential first phase of such a network. We are aware of the proposals for a high speed line to Wales and these will feed into our thinking as we seek to develop a wider high speed rail network.”