| InterCity 225 | |
|---|---|
 AnLNER InterCity 225 on theEast Coast Main Line | |
 Virgin Trains East Coast refurbished First Class carriage | |
| Manufacturer | BREL,GEC-Alsthom,Metro-Cammell |
| Constructed | 1988-1991[1] |
| Number built | 31 nine-carriage units[2] |
| Successor | |
| Operators | |
| Specifications | |
| Train length | 245.23 m (804 ft 7 in) |
| Maximum speed | 125 mph (201 km/h) |
| Traction system | Electric |
| Power output | 6,300 horsepower (4.7 MW) |
| UIC classification | Bo′Bo′+2′2′+...+2′2′+2′2′ |
TheInterCity 225 is an electricpush-pullhigh speed train in Great Britain, each originally comprising aClass 91electric locomotive, nineMark 4 coaches and aDriving Van Trailer (DVT). The Class 91 locomotives were built byBritish Rail Engineering Limited'sCrewe Works as a spin-off from theAdvanced Passenger Train (APT) project,[3][4] which was abandoned during the 1980s, whilst the coaches and DVT were constructed byMetro-Cammell inBirmingham andBreda (under sub-contract) in Italy, again borrowing heavily from the APT. The trains were designed to operate at up to 140 mph (225 km/h) in regular service, but are limited to 125 mph (200 km/h) principally due to a lack ofcab signalling and the limitations of the currentoverhead line equipment. They were introduced into service between 1989 and 1991 forinter-city services on theEast Coast Main Line (ECML) fromLondon King's Cross toLeeds,York andEdinburgh Waverley. In late 2025, the remaining sets in use were reduced to seven carriages in order that they could keep to the timings for LNER's new timetable.
The origin of the InterCity 225 is closely associated with the ECML upon which it has been primarily operated. During the 1950s,British Rail had considered electrification of the ECML to be of equal importance to theWest Coast Main Line (WCML), but various political factors led to the envisioned electrification programme being delayed for decades; as an alternative, high-speed diesel traction, including theClass 55Deltics andInterCity 125, was introduced upon the route during the 1960s and 1970s.[5] During the 1970s, a working group of British Rail andDepartment for Transport officials determined that, out of all options for further electrification, the ECML represented the best value by far. Its in-house forecasts determined that increases in revenue and considerable reductions in energy and maintenance costs would occur by electrifying the line.[6]
Accordingly, between 1976 and 1991, the ECML was electrified with25 kV ACoverhead lines. The electrification was installed in two phases: The first phase between London King's Cross andHitchin (including theHertford Loop Line) was carried out between 1976 and 1978 as theGreat Northern Suburban Electrification Project, using Mk.3A equipment,[7] covering 30 miles in total.[6][5] In 1984, the second phase commenced to electrify the Northern section to Leeds and Edinburgh Waverley. During the late 1980s, the programme was claimed to be the longest construction site in the world, spanning more than 250 miles (400 km).[6]
During 1989, the InterCity 225 was officially introduced to revenue service.[8][9] That same year, the ECML had been energised through toYork;[6] two years later, electrification had reached Edinburgh, allowing electric services to begin on 8 July 1991, eight weeks later than scheduled. The ECML electrification programme was completed at a cost of £344.4 million (equivalent to £1,468 million in 2023), a minor overrun against its authorised expenditure of £331.9 million. Forty per cent of the total cost was on new traction and rolling stock, with 60 per cent for the electrification of the line.[6]
The electrification of the ECML necessitated the procurement of new high speed electric traction. The options and requirements for this trainset were hotly deliberated for a number of years. On 7 June 1978, the electric-powered prototype APT was unveiled; it was at one point intended for the APT to be the next major inter-city express train.[10] However, due to various factors including technical issues, the APT programme was curtailed during the summer of 1989. Shortly thereafter, two alternative options were explored: an electrified version of the InterCity 125 (known as theHST-E) and theClass 89 mixed-traffic locomotive; these were both intended to a peak service speed of 125 mph (201 km/h).[11]
Some officials within British Rail (BR) pushed for more demanding requirements for the future InterCity trainset; reportedly, BR's Director of Mechanical and Electrical Engineering (M&EE) was a strong proponent for increasing the top speed to 140 mph (230 km/h)[11] To facilitate this,tilting train technologies developed for the APT were explored. While BR's board had approved the ordering of a single Class 89 as a prototype, the Strategy Committee queried why the type had been favoured over a proposed 80-tonne Bo-Bo locomotive.[11] While the Class 89 was thought to be a low-risk option for multi-purpose traction, it offered little advantage over the existingClass 87 in terms of speed. At the time, the 1950s eraClass 81 andClass 85 electric locomotives were nearing the end of their viable service lives and were quite unreliable, but their withdrawal was effectively ruled out by a national shortage of newer electric traction, in part caused by the APT's cancellation.[11]
A key advantage of the InterCity 225 concept over a Class 89-hauled consist was the lower weight of the former, resulting in less slippage and greater acceleration over the latter.[11] Appraisals also determined that the Class 89 was comparatively inferior in financial terms, in part due to the InterCity 225's prospective compatibility with WCML traction, reducing its development costs. A further cost-saving measure was the decision to base the InterCity 225's technologies on the APT; BR reportedly stated that it had derived 90% of the former's engineering from the latter.[11] Thus, the study group recommended that the InterCity 225 be pursued as the preferred option, while the Class 89 and HST-E initiatives serve as back-ups. Despite this, the HST-E effort was promptly aborted, whileBrush Traction decided to deprioritise work on the Class 89 after learning that it was unlikely to lead to volume production.[11]
By spring 1984, favour was being given towards the adoption of a tilting carriage, tentatively designated as the Mk 4; this was viewed as superior to the existing Mk 3 and enabled a single design to be shared between the ECML and WCML.[11] At one point, it was envisaged that the InterCity 225 would be ubiquitous, even potentially having the capability built into it to operate over the southern third-rail network and within theChannel Tunnel; by mid 1984, such fanciful ideas were curtailed. Furthermore, it was decided to reduce the freight haulage capabilities of the InterCity 225, as traction for this sector was instead intended to be served via other platforms.[11] The emergence of theClass 90, derived from the existing Class 87, somewhat reduced the pressure for the InterCity 225, reducing the prospective numbers to be built of the latter. Without tilting carriages, it had little speed advantage over the Class 90 on the WCML.[11]
It was decided to hold a competitivetender for the InterCity 225 programme; this measure was aimed at avoiding the difficulties experienced with the APT programme.[11] A pre-qualification document was formalised, in which various requirements for the type were laid out; these included the need to perform mixed-traffic duties (day and night passenger, parcel and mail, and overnight heavy freight services), the haulage of both tilting and conventional rolling stock, a top speed of 225 km/h (140 mph), a maximum cant deficiency of 9° without the provision of tilt equipment, and that the maximum unsprung mass could not exceed 1.8 tonnes. Furthermore, BR stated its readiness to sub-contract with the successful bidder for the supply of technical information, advice and testing.[11] The prequalification document was issued toBritish Rail Engineering Limited (BREL), Brush Traction and theGeneral Electric Company (GEC), as well as the French firmAlsthom and Germany'sKrauss Maffei. The inclusion of foreign manufacturers was in part due to the limited domestic experience with trainsets capable of such high top speeds.[11] A total of three companies,ASEA, Brush Traction and GEC, submitted tenders for the design and construction of the Class 91 electric locomotive.[12]
On 14 February 1985, the BR board approved the substitution of the Class 91 for Class 89 for the ECML programme.[11] The tendering process was relatively complex, but a decisive move appeared to have been GEC's offer of a sub-contracting arrangement to BREL for the construction of the locomotive's mechanical elements. It would be GEC's submission that would be selected as the winner; after which a contract for the construction of 31 Class 91 locomotives, along with an option for 25 more for the WCML, was awarded during February 1986.[6][11] Shortly thereafter, BREL established a production line for the type at its Crewe Works.[11]
The InterCity 225 entered service withInterCity on the ECML in 1989.[9] In service, the InterCity 225 sets were used alongside other rolling stock, including Class 90 locomotives andClass 317electric multiple units. The displaced diesel trains were reallocated predominantly to theMidland Main Line.[6] The InterCity 225's introduction correlated with a significant increase in passenger numbers using the ECML within two years; one station recorded a 58 per cent increase in passengers.[6]
The InterCity 225 was designed to achieve a peak service speed of 140 mph (225 km/h); during a test run in 1989 onStoke Bank betweenPeterborough andGrantham, an InterCity 225 was recorded at a speed of 162 mph (260.7 km/h).[9] Its high speed capabilities were again demonstrated via a 3 hours and 29 minutes non-stop run between London and Edinburgh on 26 September 1991.[6] British regulations have since requiredin-cab signalling on any train running at speeds above 125 mph (201 km/h) preventing such speeds from being legally attained in regular service.[13] Thus, except onHigh Speed 1, which is equipped withcab signalling,British signalling does not allow any train, including the InterCity 225, to exceed 125 mph (201 km/h) in regular service, due to the impracticality of correctly observing lineside signals at high speed.[citation needed]
The InterCity 225 has also operated on the WCML. In April 1992, one trainset achieved a new speed record of two hours, eight minutes betweenManchester Piccadilly andLondon Euston, shaving 11 minutes off the 1966 record.[14] During 1993, trials were operated toLiverpool Lime Street and Manchester Piccadilly in connection with theInterCity 250 project.[15]
In 1996, as part of theprivatisation of British Rail, all InterCity 225s were sold toEversholt Rail Group. Since then, the trains have been leased to all operators of theInterCity East Coast franchise, which is presently operated byLondon North Eastern Railway (LNER). Between October 2003 and November 2005,Bombardier Transportation, under contract fromGreat North Eastern Railway (GNER), completed a rebuild and refurbishment programme for the Class 91 locomotives, DVTs and Mark 4 coaches calledProject Mallard.[16][17]
In July 2013, it was confirmed that the InterCity 225 fleet would be replaced as part of theIntercity Express Programme (IEP), aDepartment for Transport initiative to replace the InterCity 125 and InterCity 225 fleet on the East Coast Main Line and theGreat Western Main Line.[18] Introduced in the programme wereClass 800 bi-mode andClass 801 electric trains from theHitachi A-train family, of which the ECML sets were nicknamedAzuma after the Japanese word for "East".[citation needed]
During their operation withVirgin Trains East Coast (VTEC) in 2016, there were plans to retain six to eight sets with shorter rakes for a new London to Edinburgh service, even with theAzuma takeover.[19][citation needed]
In June 2018, new operator LNER inherited all 31 InterCity 225 sets from VTEC as part of the franchise. At this point, LNER had no intentions to retain any of the InterCity 225 sets due to high maintenance costs on the fleet.[20] The first Class 800 entered service with LNER on 15 May 2019, allowing for the first withdrawal of an InterCity 225 set.[21][22] The withdrawals have gradually continued as more of the newAzuma trains entered service and at the beginning of 2020, it was planned that the final InterCity 225 sets would leave LNER's fleet by June 2020.[23] However, LNER decided to retain seven sets until 2023 to allow for services to be increased in December 2021.[24] From September 2020, they ceased operating north of York.[25]
With LNER returning the majority of their InterCity 225 sets to Eversholt Rail Group, it has been announced that other companies would be obtaining some of the Mark 4 carriages and Driving Van Trailers.Transport For Wales have leased 12 Mark 4 carriages to replaceMark 3 coaches on itsPremier Service.[26] Prospective operatorGrand Union proposed to operate the InterCity 225 onLondon Paddington toCardiff Central services from December 2020 and London Euston toStirling services from May 2021.[27][28]
From May 2020,Grand Central was planning to begin using Mark 4 carriages on its new London Euston toBlackpool North services with Class 90 locomotives hauling six-carriage sets.[29] However, these plans were subsequently axed as part of Grand Central's recovery plan due to theCOVID-19 pandemic.[30] After losing theWest Coast Partnership franchise,Virgin Rail Group had proposed using InterCity 225s on an open access service from London Euston toLiverpool.[31]
In September 2020, Eversholt and LNER extended their lease of seven IC225 sets, with ten Class 91 locomotives, to summer 2023, with an option to extend to summer 2024. They were overhauled at the Wabtec Doncaster plant.[32][33]
At the end of service on 15 January 2021, the remaining serviceable InterCity 225 sets went into storage temporarily as part of the East Coast Upgrade.[34] Originally, the plan was to return the sets to service for 7 June 2021, but instead the first set re-entered service on 11 May 2021 for a short time due to a number of Class 800Azuma sets having to be taken out of service.[35]
In late 2025, the remaining 225 sets were reduced to seven carriages for acceleration reasons in LNER's December 2025 timetable.[36] As of 2026, LNER has twelve Class 91 locomotives and eight sets of coaches, which run four diagrams per day with one set on standby.[36]
The original formation of the InterCity 225 sets is below:[37]
The total numbers of seats were 406 standard class and 129 first class, an overall capacity of 535 seats. In late 2025, coaches E and M were removed from the sets, giving a new capacity of 330 standard class and 83 first class, a total of 413 seats.
The followingrailway models have been produced:
Bombardier is also in the process of refurbishing GNER's Mark 4 fleet of coaches and DVTs, but this work which is now approaching completion will remain at the company's Horbury plant
Media related toBritish Rail Class 91 at Wikimedia Commons Media related toBritish Rail Mk4 coaches at Wikimedia Commons Media related toBritish Rail Mk4 DVT at Wikimedia Commons