Vintage railway film - Inter City 125 - 1976 

💯

How else do the banks keep making profit out of our stupid rail system? They done want reliability or longevity they want the next balloon payment when the trains have to be replaced. This has just happened by the way on Trans Pennine

Having traveled on that line a lot, mainly during the GNER days, if you happened to be my driver, thank you!

By voting for lower taxes at the general elections and striking/demanding higher wages.

Britain went into an economic crisis, that’s what happened

@@JoeK25301 true that

We forgot GOD

. . . and turned to Jimmy Savile ! . . . now then ! Now then !

The cure was simple. They closed the air intakes whennthe brakes were applied.

@@neiloflongbeck5705 The smell was created by the non-use of asbestos in the brake pads. Now you know why we replace brake discs more often than before.

@@martinpattison1567 I've smelt the same smell at a major junction near where I live from all the cars and in more modern trains.

With a number of other BR loco and rolling-stock brakes, you got a kind of "burnt-metallic-particulate" smell after significant, especially sharp braking. Understandable. Don't recall the pungent, may peculiar to these

It's odd but I was thinking about this just the other day. Put aside the distinctive 'groaning' as the train started from rest (or came to a halt), undoubtedly there was that Valenta scream, but to me it was also that smell of hot brakes.

It's odd but I was thinking about this just the other day. Put aside the distinctive 'groaning' as the train started from rest or came to a halt, undoubtedly there was that Valenta scream, but to me it was also that smell of hot brakes.

Blame the goverment and the EU

They were painted BR Yellow and BR Blue.

@@TheGrumpyEnglishman I think Ivana is referring to the colour of the seating.

​@@TheGrumpyEnglishmanOrange 1st Class seats and blue in standard

Blame the electorate wanting loser taxes and prices, but higher wages. Something had to give,

@@neiloflongbeck5705 Or was it that our manufacturers weren't able to sell in overseas markets as were the competition, & UK demand for trains wouldn't support home-grown capability cost-effectively? Then, Siemens', Henschel, Alsthom (or whoever) etc wages were probably higher than our UK manufacturers

@@daffyduk77 BREL tried to sell versions of the Class 58 in both single and twin cab configurations and in various gauges but there were no takers as American locomotives were cheaper, more powerful and were seen to be more reliable. Brush traction sold several designs of locomotives overseas between the last Class 47 leaving Loughborough and the first Class 60 leaving there. But sales numbers were never than big, the biggest order I know about was the Class 9 locomotives built for Eurotunnel with 58 built. The 100 Class 60s was there last big order but even with modern equipment the Class 59 was more reliable, hence the railway operating companies ordered the Class 66. The cost is in the design and development of new technology which did for the aircraft industry, the car industry and the railway locomotive construction industry over the last 30 years. It's cheaper for the purchaser to buy a foreign vehicle that is adapted for use in the UK than to have a British company do it and pass the costs on the purchaser. A prime example of this is TSR-2.

@@neiloflongbeck5705 True. I think the TSR-2 was heavily impacted by changing specs/requirements causing delays, Had it emerged one or two years earlier it's just possible it could have been sold to the Aussies & thus help defray the breath-taking avionics costs, If that would have made any difference.

@@daffyduk77 yes the cists of the TSR-2 were spiralling out of control for various reasons, but there was only 1 customer, the RAF. The RAAF were looking at it, but they were also looking at the far more capable F-111. My point about the TSR-2 was when it got cancelled we ordered the F-111K and all we had to pay was the construction cost plus a small amount for a few UK specific changes such as the inflight refuelling system and a fraction of the development costs that was spread across the entire production run which including the 50 for the RAF would have been around 600 airframes including the FB-111 airframes. The total de elopement cost of the F-111 was US$1,641.5 Million (in 1971 US Dollars). By the time it was cancelled the TSR-2 had cost the UK taxpayer £425 Million all of which would have been borne by the UK taxpayers and we only wanted as far as I can see 50 airframes. It would have been reduced a bit if the RAAF had purchased it, but only by around a third as they only wanted around 25 airframes.

Ik I been on lners hst and iet and hst win by a billion miles

Cross country still got theirs and GWR and Scott rail

It’s very good believe me

Or in Scotland. Oh, same thing. 🤣

Well that’s sad no more vp185s in prod oh they got retired in 2020 lol

@@ashleyjiscool The VP185 was used very heavily in the marine environment and was in production till last year as it was recognised as a very good dependable engine, many of the orders were for patrol boats and auxiliary generators.

yes the mark 3 is by far the best riding (and best overall) peice of passenger rolling slock in the UK, a flawless design in every right. why we feel the need to go about replacing something that still does its job exceptionally well with uncomfortable, bumpy foreign junk is beyond me

@@Trainman10715 This always stumps me too. I understand replacing things for progress when they are better but when you already have a better design why replace it with something worse? Of course we know its to fund someone's greed but really that shouldn't ever have been allowed in anything public. Allow reasonable job pay and profits but not just a free for all when we're all paying for it.

@@siraff4461 it's the culture of the west nowadays, everythings gotta be new all the time, gotta replace your car and phone every few years even though they still work perfectly. It's all because of the stupid leasing system for trains that we have nowadays, every new TOCs gotta do a full fleet replacement to look all new and it's ok because someone else pays for it. it will have to end if we're to go with this green and sustainable agenda that they're always talking about, and all the TOCs who did go about buying loads of new trains they didn't need all look a bit foolish now with current passenger numbers. if I were in charge they would have just refitted the HSTs with the power doors and toilet tanks and then put electrical gear in the former guards compartment in the rear of the power cars therefor making them electro-diesels like the 800s, because why replace something that works perfectly when you can just upgrade it for a comparably tiny cost

But not every seat with a window (see1:03)

@@AndreiTupolev Yes. The open 2nd carriages had eight evenly-sized and evenly-spaced windows each side of the saloon. There was one set of back-to-back non-table seats (eight seats in total) at the mid-length partition and eight sets of table seats (four seats each) more-or less evenly spaced along each side of the saloon. The result was that the tables at either end of the carriages were almost perfectly aligned with the window centres and the table centres ‘drifted’ slightly in relation to the window centres as you moved towards the middle of the carriage. There’s a nice diagram showing this in the book ‘Two Miles a Minute’ by O.S.Nock.

@@dukeofaaghisle7324 I ndon't suppose they inflicted that on the fat cats in First Class. Never got to find out

@@daffyduk77 If I remember correctly, 1st class were spaced with a table at each window and the usual 2 + 1 seats across the width. I travelled it once (on special offer) Paddington to Penzance. Even so, the old 2nd class layout was absolutely luxurious compared to today’s sardine-can arrangement.

Its a shame you are retiring them. Ive travelled on the HST replacements here in the UK and nothing beats the MK3 Coaching stock... or the Valenta sound....

@@mattcoyne3923 You can still travel on the shortened HST ‘Castle’ sets in the south-west. Not as good as the original HSTs though, with their spacious seating and the thrilling sound of the Valentas!

Concorde may have been a technological miracle... but only for the top 0.0000001 %. And you couldn't fly it supersonic over democratically-governed land-masses. But the daft quest for moon & Mars tourism takes the biscuit

Yep, he's 91 and still going.

To answer that, look through this video again and write a list of the company names you see making the larger parts, then bear in mind the other companies that made the smaller parts that went into making those, and then the producers of the various metals and polymers used to make them too. How many still exist in the UK? If any at all, not enough. Paxman - gone, Brush - gone, GEC - gone, British Steel - gone, ICI - gone and many many more. You’d have to import every component, so why not just contract out to Germany, France, Spain, Czech Rep, Italy or Japan who didn’t spaff their future up the wall?

It's amazing that they didn't sell any of them to the Europeans.

@@kiwitrainguy Politics and the Europeans are more electrified. Australia bought power cars and built their own coaches - the power cars were re geared to a lower speed to suite the conditions I believe.

The electorate are to blame. They wanted lower taxes and prices. But also wanted high wages. Something had to give.

I presume you would celebrate if other countries wanted to import British engineering. It goes both ways!

@@LondonRider12 Then we had to re-import our technological miracles 🙂 Pendolino

Haha yellow wedge go eeeee

Bums on seats, dear chap

Yes, The Mk 2 was a lovely way to travel. Nearly as good as a voyager! (I like my sarcasm on the heavy side!)😀

@@davidmansell5986 For me, the move away from passenger-operated windows was a step too far. Aircon is a wonderful thing, but when a train stops somewhere for an extended & seemingly indeterminate power-free breakdown 😞 ... just nice to have some autonomy in that way

@@daffyduk77 Agreed.

the seats line up perfectly well with the windows on mark 3s, they were properly designed so they lined them up properly, unlike with the modern IET junk

Currently used on Scotrail services (branded as 'Inter7City') Also on short-formed 'castle' sets in the south-west of England, and a few still operate on NE/SW Cross-Country services. I spent 30 years on them. 20 of those years driving them. Incredible trains...

Haha, I had a couple of heated disputes with smokers (in the non-smoking coaches) years ago, one of them involved me being chucked off the train by the guard (a smoker)

I don't sorry. It was blocked by a third party group, the 'Lasso Group'.

Prototype: built in 1972 Production start: 1975 In service: 1976 End of production: 1982 End of service: 2030(?)

And yet the "Made in France" TGV and "Made in Japan" Shinkansen have outlived the HST - and ran on electric from the outset.

​@@emjackson2289 no they havent... the HSTs are still in service with more than half the power cars currently registered with an operator. the original Shinkansen was retired years ago and the TGV sud ests were retired recently i believe. so no, the HST has infact outlived them even though it was only designed as a stopgap. running on electric isnt a requirement for high speed as the HST thoroughly proved, and it even achieved the same speed as the Shinkansen dispite being a diesel

The seats are made hard so that they last longer, so you have to put up with them for longer than the comfortable seats.

Indeed - the XPTs are more or less the same design, and their engines are the same as those used by the HSTs on the Midland Main Line

No we haven’t

Scotland checking in, we've still got 54 powercars

thats the 225, the 125 was an unrelated side project to the APT, the 225 was the spin off

The XPT was the improved HST-125

@@Trainman10715 The 125 was the HST the 225s were the class 91s

@@gregrudd6983 big man I’m not talking about the Aussie version

@@K8thebest_Gaming I know. That's what I said