Advanced Passenger Train

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However, reliability was a serious problem and it returned to the shops for a second overhaul in March 1974. Among the many changes for this round was the switching of the turbines formerly dedicated to power delivery for the passenger cars to add additional power to the traction motors, while at the same time replacing all of the turbines with an upgraded 330 horsepower (250 kW) version, improving total power per car from 1,200 to 1,650 horsepower (890 to 1,230 kW). Other changes included new motor bearings and the return and similar modification of the second power car, formerly used at the lab.

440: 332: 272:, powered by a conventional diesel engine and lacking the APT's tilt and performance, had gone through development and testing at a rapid rate and was now forming the backbone of BR's passenger service. All support for the APT project collapsed as anyone in authority distanced themselves from what was being derided as a failure. Plans for a production version, APT-S, were abandoned, and the three APT-Ps ran for just over a year before being withdrawn again over the winter of 1985/6. Two of the three sets were broken up, and parts of the third sent to the 349: 862: 968:

reported that the stewardess, Marie Docherty, suggested the solution was to "just stand with your feet apart." A BR engineer suggested that the reporters were simply too drunk on BR's free alcohol. On its return trip from London the next day, one of the coaches became stuck in a rotated position when the tilt system failed, and this was heavily reported in the press. Two days later, the temperature dipped and the water in the hydrokinetic brakes froze, forcing the train to end service in

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groundbreaking project of this nature. The decision not to proceed was made against a backdrop of negative public perceptions shaped by media coverage of the time. The APT is acknowledged as a milestone in the development of the current generation of tilting high speed trains. 25 years later on an upgraded infrastructure the Class 390 Pendolinos now match the APT's scheduled timings. The London to Glasgow route by APT (1980/81 timetable) was 4hrs 10min, the same time as the fastest

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bogies in a Bo-Bo arrangement, so they could be easily removed from the train, unlike the former articulated design that connected adjacent cars together and made it difficult to split the train apart. The passenger cars retained the articulated design, but a number of changes were made due to experience on APT-E. Finally, a system that would cause the tilt system to fail into the upright position was desired, as APT-E had failed into a tilted position on several occasions.

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the car body to swing out like a pendulum, reaching the proper tilt angle naturally. However, this system had a distinct delay between entering the curve and the body swinging out, and then swung past this angle and then oscillated briefly until settling at the right angle. When traversing a series of curves, like in a switchyard, it tended to swing about alarmingly. Although a number of semi-experimental designs of the 1970s made use of it, like the

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called "C-APT". A radio signal from the train caused a track-mounted transponder to return the local speed limit. These sealed, unpowered transponders were placed at intervals of no more than 1 km. Approaching speed restrictions were provided at the appropriate distance, along with an audible alert; failure to acknowledge these alerts would result in an automatic brake application. C-APT was driven by a redundant onboard computer system using

431:, HSFV-1, a bogieless freight car capable of travelling safely at speeds up to 140 mph (225 km/h). The same work suggested there was no practical upper limit to the achievable speeds in terms of dynamics, and that any limitations on maximum performance would be due to other factors like traction or wear on the lines. Eventually a series of six HSFV designs would be tested until 1976, and the last, HSFV-6, entered service that year. 1273:

center of the cars would remain at the same relative alignment, not the top or bottom. These may not be different issues; because the only point that was guaranteed to be at the same angle between two cars were the shared bogies at either end, the power cabling would have to either run under the cars, or from the roof down to the bogies and back up again repeatedly, which would carry the cabling though the passenger compartment.

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runs were tortuous, and resulted in numerous points where the water would collect, and in cold weather, freeze. The commissioning team found a Westinghouse designed solution that would eliminate the water being produced by the compressors, but the design team would not accept the solution. They stated that the problem would not occur with a full train formation, as opposed to the shorter formation used in commissioning.

529:. It was here that the final work on Wickens' HSFV was being developed. At first there was some argument about whether or not a high-speed train would be supported; in the aftermath of the 1963 Beeching Axe it was not clear what size of network the government was willing to support, and whether a new design should be aimed at higher-speed intercity service, where a new locomotive would be needed to replace the ageing 493:. This has the effect of making the lateral forces more inline with the floor, reducing sideways forces. Because larger amounts of cant are more difficult to construct and maintain, and also because of the need to account for slower-moving traffic or the possibility of a train coming to a stand within the curve (both of which cases would consequently experience a force to the inside of the curve, a condition known as 777:

supporting the project anyway, including the release of a more powerful 350 horsepower (260 kW) version, but made it clear a production design would have to find another solution. In November 1972, the plans changed to build four electric versions for operation on the WCML, and another two turbine versions. From that point the turbine versions fell progressively further behind, and were eventually cancelled.

89: 480:, a far cry from the Tokyo-Osaka's 120 million. Funding for a new line for high speed use was highly unlikely given these passenger levels. This presented a problem for any sort of high-speed operation on the route because the existing line contained many turns and curves, and rounding these at high speed would cause lateral forces that would make walking difficult, and throw items off tables onto the floor. 1170: 25: 688: 665:

locomotives to provide data on the tilting and braking systems as well as the dynamics of the vehicles. A contract for the additional two cars was sent out on 14 April 1970, and ran for the first time in September 1971. The name "POP" was assigned, an acronym for "power-zero-power", indicating the two power car layout with no passenger cars in the middle.

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two trains following each other with a spacing of several kilometers, but was a serious problem for a single train with pantographs at both ends. The obvious solution was to use a single pantograph at the front or back and then run the power between the cars, but this was outlawed by concerns over the presence of 25 kV power on the passenger cars.

578:, to arrange a stable funding system for the entire topic of railway research. This was finalised as the Joint Programme between the Ministry of Transport and the British Railways Board, sharing the costs 50:50. The Programme would run sixteen years from January 1969 to March 1985. The first two programmes were APT and the Train Control Project. 420:

had suspected, the problem was dynamic instability. Out of this work came the concept of a critical speed at which point hunting would become a problem. This work was then extended to the unique two-axle bogieless car designs used on the BR freight network, where the problem was further modified by the dynamics of the entire vehicle.

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that the control system did not respond instantly, so the cars tended to not respond when the curve first started, and then reacted rapidly to make up for this lag. The fix for this was to take information on the tilt from the car in front, giving the system the slight time advantage it needed. The other problem was similar to

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largely complete, although they drew attention to the braking system, but that the management structure was a serious problem and there had to be a single manager in charge of the entire project. This resulted in the appointment of John Mitchell to the position of manager of the APT. Matters immediately improved.

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unsafe. Each driving van trailer i.e. the leading and trailing vehicles, was equipped with a diesel-alternator generator capable of supplying the minimum requirement of auxiliary power. The diesel-alternators were started using air motors powered from the train's air system, since the APT carried few batteries.

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the cylinders repeatedly failed, and the loss of pressure caused the train to take nearly as long to slow from 25 mph to a standstill as it did to slow from 125 mph to 25 mph. During commissioning, because of this and other development issues, every axle on the trains was modified and exchanged.

380:. This was well known in the railway world, but tended to happen only at high speeds. On the BR network, especially on freight cars with worn wheels, it was being seen at speeds as low as 20 miles per hour (32 km/h). Jones was convinced that hunting oscillation was an effect similar to the problem of 1058:

on the shifting management structures and infighting within BR between APT and HST. There have also been concerns that carrying out development within BR was a major problem of its own, because this meant their industrial partners had no buy-in and their years of practical experience were being ignored.

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passengers. Instead, each end of the train now required its own dining car and similar facilities. The split design also presented problems in the stations, where only the two ends of the platforms could now be used, whereas normal equipment could park with the locomotives off the end of the platform.

991:, Purves said that he had had an "excellent breakfast in the most delightful surroundings", and when asked about the train, said "it's smooth, it's quiet, and an altogether delightful experience." However, as he said this, a slight shudder was visible, and the sound of rattling dishes could be heard. 931:

The compressed air systems that actuated the brakes and powered the doors and other moving parts was another source of problems. The air piping would normally be run in such a way that there were natural low points where water condensing out of the air would collect and could be removed. On APT these

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Long delays in the production of the prototype meant that the brake units had to be stored for an extended period before being installed. The change from oil to water-glycol mix required the cylinders to be covered internally with an anti-corrosion coating, which broke down during storage. In testing

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By this point the POP had demonstrated a number of problems, and the engineers took the opportunity to start a major overhaul of the design. The main problem was the design of the non-driven bogies, which were not stable and could not be used for high speed runs. One power car was retained at the lab

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When the funding was secured a number of design notes were still not finalised, so the timeline was stretched into July 1971 to provide extra time for the project definition stage. By May 1969 these issues had been decided and the final design emerged. The experimental train would have four cars; two

1057:

The failure of the APT project saw extensive reporting in the 1980s, and has remained a topic of some discussion since then. Writers generally agree that the technical aspects of the design were largely solved by the time of their second service introduction, and put most of the blame for the delays

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system can feel movement, but inside a closed room this movement cannot be seen. On APT, one could easily see the tilting as the train entered turns, but there was no perception of this motion. The result was the same, a confusion between the visual and the equilibrioception system. The solution was

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In 1981, BR hired the consulting firm Ford & Dain Partners to produce a report on the APT project and make any suggestions to improve it. It produced an interim report in November 1981, and a final version that December. Their reports first suggested that the technical aspects of the design were

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APT became the focus of a storm of negative press reporting. When it emerged that only two of the three APT-Ps were in operation and the third would be out of service for overhaul and maintenance, the press dubbed it the "Accident Prone Train". BR also ran a second train 15 minutes behind it in case

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The hydrokinetic brake system was successful and reliable on the APT-E and was retained for the APT-P with a number of design improvements from the lessons learnt on APT-E. However, as an energy-cutting measure, the hydraulically actuated friction brakes used for low speed were modified to be fed by

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Other changes suggested by experience on APT-E included changes to the vertical suspension from conventional hydraulic shock absorbers to air bags, which would both improve the ride quality and have lower maintenance requirements. For service reasons, the power cars were redesigned to have their own

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Some consideration was given to placing both engines back-to-back at one end of the train, but concerns were raised over excessive buckling forces when pushing the train at high speeds with the tilt feature active. So, finally, the design team chose to place the engines back-to-back in the centre of

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Contract negotiations over high speed rail had concluded in the summer of 1973, just in time for the modified three-car APT-E to emerge from the shop in August 1973. The train then started a testing series lasting eight months, covering details of the suspension, braking, curve performance and drag.

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After many months studying various transmission systems, with time on the definition phase ending they finally decided to use an electric transmission, like a diesel-electric locomotive. Finally, due to schedule pressure, it was decided not to use a single articulated bogie between the cars, and two

419:

Over the next several years, Wickens' team carried out what is considered to be the most detailed study of the dynamics of steel wheels on rails ever conducted. Starting with incomplete work by F.W. Carter from 1930, the team studied conventional two-axle bogies and quickly discovered that, as Jones

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in 1976 and proved to be an all-round success. Its diesel operation and slightly lower speeds also meant it could operate on more of BR's network. Pressure to abandon APT in favour of HST was continual. Supporters of the APT were increasingly isolated, and the system was removed from service in the

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Among the improvements was a fix for the motion sickness being experienced by passengers. The commissioning team had been well aware of this problem before it entered service, but this was not mentioned to the press when it was noticed on the public runs. The problem was due to two effects. One was

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Finally, it was only discovered at the APT-P commissioning stage that parts of the WCML had been built in such a way that, if two APT-P trains with their tilt systems failed and the carriages stuck in the inward tilted position met, they would strike one another. The railway had not been built with

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The selection of a space frame design for the power cars turned out to be fortunate, as during construction the engineers concluded that the packaging of the various elements within the car would render it dynamically unstable. They needed more room to spread the parts out, so the decision was made

652:, but now redundant after the Beeching Axe. This contained a 3 miles (4.8 km) straight section, many curves, and several tight tunnels that would be useful for aerodynamics tests. A set of maintenance buildings was built along this line at Old Dalby, and the line as a whole became known as the 635:

won the contract for the trailer cars, and by this time Leyland had already been selected for the engines. Over time a number of these contracts were withdrawn and the teams took the design in-house, cancelling the suspensions contract with Hawker Siddeley in February 1970. Design of the bogies was

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The design programme was organised under Mike Newman, while Alastair Gilchrist headed the research side. Newman noted that a single car was unlikely to answer practical questions like how the train would operate as a complete unit, and that a dummy body would not answer the question of whether the

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Sources disagree on the nature of the problem of running power along the train. Wickens states this was a safety concern, while Williams states it was due to the difficulty of designing a coupling between the cars that could handle the case of the two cars being at different tilt angles - only the

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locomotives that power the IC225s had design features "imported wholesale" from the APT-P power cars, including body- rather than bogie-mounted traction motors to reduce unsprung load, and having the transformer below rather than on top of the underframe to reduce the centre of gravity. Unlike the

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The APT-P trains were quietly reintroduced into service in mid-1984, but not mentioned as such on any of the timetables; passengers would find out if they were taking APT only when it arrived at the platform. These trains proved to work well, the problems having apparently been corrected. However,

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On 7 December 1981 the press was invited aboard APT for its first official run from Glasgow to London, during which it set a schedule record at 4 hours 15 minutes. However, press reports focused on a distinct sickening sensation from the tilt system, and nicknamed APT the "queasy rider". They also

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As the APT programme continued, management began infighting. Experienced engineering resources were withheld from the APT project, using them instead to press ahead as swiftly as possible with what they saw as a conventional rival to APT. As it appeared the HST would be a relatively sure bet, BR's

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As a result of this review a number of additional changes were made to the design. A major problem was the recent discovery that the overhead lines on the WCML were subject to the creation of large waves in the lines at speeds over 200 kilometres per hour (120 mph). This was not a problem for

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With the decision to move primarily to electrification made in November 1972, Jones began building a larger management team to carry the design forward to service. This resulted in the April 1973 transfer of the design from the research division to the Office of the Chief Mechanical and Electrical

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While this work was underway, work on an experiential facility for the design also started. Sited behind the main offices at the Derby labs, Kelvin House, the new facilities included a roller rig for testing the engines, a brake dynamometer and various test rigs for testing the suspension and tilt

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introduced the first practical design for a tilting carriage in the late 1950s. This consisted of a single bogie placed between the train cars with the car bodies suspended from an A-frame centered on the bogie with a pivot near the top. When the train rounded a bend, the centrifugal forces caused

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Given the curve radii typically encountered on the WCML, this meant that even with the maximum permissible amount of cant applied, speeds couldn't be increased much above the 100 mph (161 km/h) range without once again experiencing excessive lateral forces. As the initial factor limiting

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The introduction of the Squadron fleet designated APT-S did not occur as had been originally envisaged. The APT project succumbed to an insufficient political will in the United Kingdom to persist in solving the teething difficulties experienced with the many immature technologies necessary for a

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train began development at the same time as APT, developed a unique active tilting system of its own, and entered production in the late 1970s. Like APT, LRC also faced teething problems that took some time before they were solved, and was subject to some press chiding over these failures. Unlike

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union immediately "blacked" it, forbidding their members from doing any work involving the train. Their complaint was that the APT-E had a single operator's chair, which they took as evidence that BR was moving to single operator trains. A friendly inspector helped the team move the train back to

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Wickens took the plans to Sydney Jones, who immediately took up the idea. They set the performance goal at the nicely rounded figure of 250 km/h (155 mph). In keeping with BR management goals to provide quicker travel times rather than just faster speeds, they also required the train to

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Although APT-P used much of the technology developed on the APT-E, construction of the first APT-P was delayed several times. The first power car was delivered from the Derby locomotive works in June 1977, and the first passenger cars on 7 June 1978, a year late. The first complete train was not

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Although the centre-motor layout was the simplest in terms of solving the immediate technical problems, it would cause significant problems in operational terms. There was a passage through the power cars that connected the two-halves of the train, but it was noisy, cramped and not permitted for

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Although construction of the train was relatively straightforward, a number of more serious problems appeared in the power and control systems. Thus the decision was made to build two additional power cars as unfinished frameworks with no power. These cars would instead be hauled by conventional

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safety against derailing or overturning, but rather only passenger comfort, the solution to increasing speeds further is therefore having the train car bodies tilt as well – while this doesn't influence the forces acting at the wheel-rail level, it keeps the lateral forces experienced inside the

1115:

built the ETR 401 trainset, a tilting train using an active system with 10 degrees of tilting that used gyroscopes to detect the corner in its early phases in order to have a more punctual and comfortable inclination: this is why the FIAT project has been successful since the '70s. In 1982 FIAT

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The APT was designed for faster running than existing trains on the same track. At the APT's design speeds, it was not possible for the operator to read the speed limits on trackside signs in time to slow down if needed. Instead, a new system using a transponder-based cab display was introduced

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As part of the same review, the team noticed that a slight reduction in maximum speed would greatly simplify a number of design points, and eliminated the need for the hydrokinetic brakes. However, the decision was made to go ahead with the original specification in order to provide the maximum

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on 11 June 1976. During its testing it covered approximately 23,500 miles (37,800 km), ending a career that is considered a success, but the train could not be said to have been extensively tested; in three years it covered less distance than the average family car would in that period. In

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Another of Jones' many goals for the APT was that it would not cause additional wear on the lines. Instantaneous loads on the railbed vary with the square of speed, so a faster train would greatly increase road wear. Offsetting this effect required the train to meet stringent weight limits, and

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This also led to a further embarrassing discovery. The work that suggested the amount of tilt needed to reduce the lateral forces to acceptable levels was eventually traced to a short series of studies carried out by a steam train on a branch line in northern Wales in 1949. A series of updated

881:

Although all auxiliary equipment such as lighting, air conditioning and air compressors was powered by motor alternators driven from the 25 kV overhead line, it was recognised that if there were a power failure, conditions in the passenger vehicles would quickly become unbearable and even

776:

As data flowed in from the POP and APT-E, a number of changes to the design were being made. Among the more problematic changes was Leyland's exit from the turbine market, having concluded that the concept of a turbine powered truck was not economically feasible. The company agreed to continue

548:

Wickens noted that BR's single-axle suspension system would have less drag at high speed, and that its lighter weight would make it more stable at high speeds than conventional dual-axle bogies. In November 1966 he wrote a report calling for a two-year programme to build and test a High Speed

672:

The POP cars were skinless, topped with a space frame holding ballast to simulate the various parts of the prospective design. The "POP" acronym was soon rendered inaccurate when a passenger car was added to make a three-car train, at which time the power cars were also given bodies. The POP

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caused fuel prices to rise as much as three times, and turbine engines were notoriously thirsty; the TurboTrain used between 50 and 100% more fuel than conventional sets running on the same routes. Leyland's use of a recuperator improved this considerably, but proved a maintenance problem.

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While APT-E was still under construction, the team was well into the design of a production version. Jones found an ally in Graham Calder, who had been promoted to become BR's chief mechanical engineer (CME) in 1971. At the time they envisioned building two new experimental trains; one was

838:

It was during this time that other groups within BR began to agitate against APT, saying it was simply too large a step to make in a single design. They proposed building a much simpler design, powered by conventional diesels and lacking tilt, but capable of speeds of up to 125 mph

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tilt mechanism could really be built under the floor without projecting into the cabin. Accordingly, later that same November, Newman and Wickens drew up plans for a complete experimental train with the design goal to be not only to study the tilt system, but do so on actual lines.

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the train. The two engines would be identical and both would carry a pantograph to pick up power, but in normal operation only the rear of the two engines would raise its pantograph, and the other engine would be fed power through a coupling along the roof. Power was converted to

464:, and the effects of electrification on the WCML which improved journey times 20 to 30%, they concluded that every 1 mile per hour (1.6 km/h) increase in speed would result in a 1% increase in passengers. This basic rule was apparently proven in Japan, when the Tokyo-Osaka 540:

that would quickly drive the car to the proper angle and hold it there without any swinging. A major advantage for BR use was that the center of rotation could be through the middle of the car, instead of the top, meaning the total movement would fit within the smaller British

810:, supplying four 1 megawatt (1,300 hp) DC traction motors mounted in each power car. The traction motors were moved from the bogies to inside the car body, thereby reducing unsprung weight. The motors transmitted their power through internal gearboxes, cardan shafts and 1090:

Alan Williams notes that work continued on a new variant, the APT-U (APT-Update). This was essentially APT-P with the tilt system made optional and the engines repositioned at either end of the train with power couplings running between them. That project was later retitled

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On 17 June 2021, a Pendolino named Royal Scot and operated by Avanti West Coast ran an attempt to beat the record but fell short of the record time by only 21 seconds. The nine-carriage train travelled non-stop at an average speed of 103 mph on the 401-mile route.

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but for passenger use instead of freight. The original plans called for a single dummy body and two bogies to test the suspension and tilting system at high speed. They set the maximum tilt angle at 9 degrees, which could be added to any cant in the underlying railbed.

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round corners 40% faster. They named the proposal the Advanced Passenger Train. Jones took the proposal to the BR chairman, Stanley Raymond, who liked the idea. However, the board was unable to provide enough funding to develop it, and encouraged Jones to approach the

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lampooned it with a timetable proclaiming "The APT arriving at Platform 4 is fifteen years late". Press pressure led to political pressure which led to management pressure, and the APT team was told to put the train into operation in spite of its ongoing problems.

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almost trivial; slightly reducing the amount of tilt to be deliberately less than needed resulted in a small amount of leftover centrifugal force that was perceived by the equilibrioception system as being perfectly natural, which proved to cure the effect.

427:, but also horizontally to avoid small displacements triggering oscillation. Computers were used to simulate the motion and develop rules for how much damping would be needed to avoid the problem for any given speed. By 1964 this work had produced the first 956:

While the commissioning team continued to report, and solve, problems in the APT design, BR management was under increasing pressure from the press. By the early 1980s the project had been running for over a decade and the trains were still not in service.

1135:

Continued analysis of the data collected during the project led to a better understanding of the causes of track wear and the need to reduce unsprung mass rather than reduce the overall weight of the carriage. This led to the development of the

415:

because he "saw the writing on the wall". He answered an ad for BR, and during the interview, he replied that he had no knowledge of, and little interest in, railway bogie design. It was later revealed this was the reason he was hired.

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in July 2003. Two additional examples were delivered, each with minor changes, one in late 1979, and the last in 1980. Initially proposed in the 1960s, and given the go-ahead in the early 1970s, the design was now significantly late.

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to roughly double the length of the power cars. This turned out to be easy to do; the frameworks already under construction at Metro-Cammell simply had additional sections of steel tube inserted and construction was barely affected.

360:, as it was then known, faced significant reductions in passenger numbers as the motor car rapidly became more popular through the 1950s and 60s. By 1970, passenger numbers were roughly half what they had been immediately prior to 573:

when one civil servant after another agreed that it was a great idea but that it was really the job of someone else to approve it. In spite of being repeatedly put off, Jones persisted, especially with Government Chief Scientist,

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The slow pace of APT development has been blamed on the shoestring budget of £50 million over 15 years, although the press of the era dismissed this as too high. This number has been compared to the roughly £100 million spent by

471:

The Shinkansen provided a smooth ride at speeds as high as 125 mph (201 km/h) by laying new lines dedicated to high speed travel. BR's most used route, the WCML, had in the order of 6 million passengers a year between

368:". In spite of this significant restructuring, the organisation was still built on lines that were pre-war, with routings dating into the 1800s. Maintaining the network created problems with derailments increasingly common. 455:

During this period, BR's Passenger Business division produced a report suggesting rail could compete with road and air, but only if the trains ran faster. Studying the increase in ridership due to the introduction of the

375:

with the eventual aim of having him take over as BR's research lead from Colin Ingles, who retired in 1964. Looking into the derailment problem, they found that much of the problem could be traced to a problem known as

611:

in each power car, along with a fifth turbine connected to a generator to power the equipment in the passenger cars. During the testing period the engines were progressively upgraded to 330 horsepower (250 kW).

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for modification. The main changes were to stiffen the power cars and replace the suspect bogies with a version of the powered bogie with the motors removed. Other changes included the removal of the ceramic

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power cars placed at either end, and two passenger cars between them filled with experimental measurement and recording systems. During the time Jones was arranging funding, an experimental engine built by

1127:

In 2006, on a one off non-stop run for charity, a Pendolino completed the Glasgow to London journey in 3hrs 55min, whereas the APT completed the opposite London to Glasgow journey in 3hrs 52min in 1984.

256:

brought matters to a head and she alluded to funding cuts for the project. Facing the possibility of cancellation, BR management decided to put the prototypes into service, with the first runs along the

695:

While POP was proving the basic concepts, construction of the test train continued at the Derby lab. The set was sufficiently complete by late 1971 for an official naming ceremony, where it became the

536:

In 1965, Wickens had hired an intern, Dutch engineer A.J. Ispeert, and had him do some early work on active tilt systems. These would replace the passive pendulum-like Talgo system with a system using

423:

Wickens concluded that a properly damped suspension system could eliminate the problem. The key realization was that the suspension had to be both vertical, as it had been in the past when based on

2018:"The Design and Development of the Class 91 Locomotive", P J Donnison and G R West, Main Line Railway Electrification Conference 1989 - Proceedings of the Institute of Electrical Engineers, 1989. 2027:"The design, manufacture and assembly of the British Rail Class 91, 25 kV 225 km/h locomotive", M L Broom and G W Smart, Proceedings of the Institute of Mechanical Engineers Vol. 205, 1990. 1017:

studies carried out in 1983 demonstrated less tilt was needed, about six degrees. This was within the range possible through superelevation, which suggested tilting might not be needed at all.

241:(WCML). The WCML contained many curves, and the APT pioneered the concept of active tilting to address these, a feature that has since been copied on designs around the world. The experimental 2423: 919:

ready until May 1979. It entered testing soon after, and set the UK speed record at 162.2 miles per hour (261.0 km/h) in December 1979, a record that stood until beaten by a Class 373

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Development of the service prototypes dragged on, and by the late 1970s the design had been under construction for a decade and the trains were still not ready for service. The election of

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in 58 minutes 30 seconds on 30 October 1975, at an average speed of just over 101 miles per hour (163 km/h) through this twisty route. It was also tested extensively on the

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board of directors dithered on the APT project, eventually cutting the number of trains to four. This was later cut to three by the government in a 1974 round of budget cuts.

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Adding to the problems, in 1980 another reorganisation resulted in the disbanding of the APT team, leaving responsibility for the project spread across several divisions.

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from the turbines for reliability reasons, although this dramatically increased fuel use, and the addition of a small seating area to the passenger car for VIP use.

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achieved a new British railway speed record on 10 August 1975 when it reached 152.3 miles per hour (245.1 km/h), only to be surpassed by the service prototype

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The National Railway Museum site has the section header entitled "Blue Streak", a contemporary weapon system, but the text clearly states he worked on Blue Steel.

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for trucks became available, which was designed to be much less expensive. The Dart was dropped, and power would be supplied by four 300 horsepower (220 kW)

35: 940:

were too small for a tilted APT. The effect was not seen with conventional trains since, without tilt, their movements stayed well within the dynamic envelope.

2428: 2377: 700: 364:. In an attempt to maintain a level of profitability, the government commissioned a report that resulted in the abandonment of many lines as part of the 1963 " 2764: 2453: 2448: 2443: 2438: 2433: 2139: 1616: 2460: 2800: 620:, designed a space-frame body for the power cars based on welded steel tube instead of the semi-monocoque construction used on the passenger cars. 283:. The considerable work on electrification that was carried out hand-in-hand with APT was put to good use with newer non-tilting designs like the 1026:

the political and managerial will to continue the project and build the projected 140 mph capable APT-S production vehicles had evaporated.

46: 2095: 2830: 2825: 1137: 2117: 1971: 2820: 2370: 1666: 268:

The problems were eventually solved and the trains quietly reintroduced in 1984 with much greater success. By this time the competing

1046: 279:

In spite of the APT's troubled history, the design was highly influential and directly inspired other high speed trains such as the

1511: 1049:. A second APT-P was stored in a siding behind Crewe Works. The Glasgow APT-P and the third APT-P were scrapped without publicity. 736:

out of St. Pancras and on the Old Dalby Test Track, where in January 1976 it attained a speed of 143.6 mph (231.1 km/h).

976:

it failed, and since the train was mixed among existing traffic, its speed was limited to 125 mph instead of its full speed.

1247:

During special events, the driving trailer 370003 offers a "tilt" experience which involves tilting the coach when it is static.

497:), long experience had shown that the maximum amount of cant that could be applied to lines with mixed traffic was 6.5 degrees. 563: 2352:, about 50 miles northwest of London on the West Coast Main Line, was one of the locations that tested the APT's capabilities. 724:

The rebuilt four car train returned to service in June 1974. On 10 August 1975 it hit 152.3 mph (245.1 km/h) on the

636:

taken over with the physical construction contracted to British Rail Engineering, while the power car construction was let to

2810: 2363: 1452: 326: 2332: 1443:

Weigend, Manfred (2013). "Kapitel 12 – Trassierung und Gleisplangestaltung". In Fendrich, Lothar; Fengler, Wolfgang (eds.).

1729: 2041: 644:

systems. The new lab was opened on 26 October 1970. Additionally, a 13.25 miles (21.32 km) section of track between

699:(for Experimental). It made its first low-speed run from Derby to Duffield on 25 July 1972. Upon reaching Duffield, the 1927: 1872: 725: 2240: 2225: 2207: 2191: 2176: 64: 2314: 2158: 1148:, which among other improvements featured smaller radius wheels. BREL further developed the concept to produce the 116: 2218:

Advanced Passenger Train: The official illustrated account of British Rail's revolutionary new 155 mph train

391:

In October 1962, Alan Wickens was given the position. Wickens was a dynamics expert who had previously worked at

2309: 865:

APT-P Driving Trailer Second (DTS) unit, in revised APT branding, with a black "mask" around the driver's window

526: 120: 1626: 2728: 1070:

from service. The system was given the time it needed to mature with no serious possibility of cancellation.

2795: 765:

essentially a stretched version of the APT-E with turbine power, and the other was similar, but powered by

372: 1401: 1103:

electrification allowed the retrofitting of the tilt mechanism, although this was never implemented. The

704:

Derby at night. This resulted in a one-day national strike that cost more than the entire APT-E project.

1949: 608: 550: 428: 2774: 2398: 2349: 1215: 1188: 1042: 1034:

winter of 1985/6. This was made formal in 1987, when the trains were broken up and sent to museums.

756:, also powered by gas turbines, covered 320,000 kilometres (200,000 mi) between 1972 and 1976. 2085: 911: 728:

between Swindon and Reading, setting the UK record. It then set the route record from Leicester to

628: 624: 443:

Superelevation was applied to portions of the BR network, although the angle was limited. Here, an

168: 94: 2281: 42: 39:

that states a Knowledge editor's personal feelings or presents an original argument about a topic.

2805: 2245: 2140:"The Past and Present of ICE 4 (ICx) Trailer Bogies - A Brief History of B-5101 Typ Flexx Eco IC" 1237: 1211: 1061:

The development timeline is also a topic of considerable discussion. In comparison, the Canadian

794:

Engineer. A review was carried out by a joint team from the two divisions, led by David Boocock.

740: 483:

The traditional solution to this problem is to tilt the rails into the turns, an effect known as

273: 2319: 2355: 2253: 1965: 1145: 1141: 988: 959: 920: 856: 770: 316: 288: 246: 1116:

bought some APT patents that were used to improve their technology for the ETR 450 trainsets.

439: 2604: 2548: 2340: 1829: 1689: 1658: 1236:

along with APT-P power car number 49006 which arrived in March 2018 after seven years at the

1229: 1202: 1104: 673:

underwent a number of changes, notably trialling different bogie designs, over its lifetime.

530: 457: 336: 284: 1756: 2599: 2594: 2589: 1996:

The Light-Rapid Comfortable (LRC) Train and the Intermediate Capacity Transit System (ICTS)

1781: 1233: 1100: 653: 617: 461: 448: 404: 238: 178: 331: 8: 2538: 1096: 525:

In 1964, a number of BR's formerly-dispersed research groups were organised into the new

392: 381: 377: 839:(201 km/h) and able to run anywhere on the BR network. This emerged in 1970 as the 348: 2723: 2707: 2702: 2614: 2418: 2413: 2408: 2403: 1734: 729: 696: 682: 537: 396: 312: 300: 242: 2236: 2221: 2203: 2187: 2172: 1448: 1079: 1009: 733: 407:

project. When the follow-on Blue Steel II was cancelled in favour of the US designed

253: 2676: 2558: 2501: 2496: 2346:

Pendolino rounds Wolverton bends (before coming to a stop at Milton Keynes Central)

1112: 632: 596: 485: 357: 292: 230: 1095:(IC225), perhaps to distance it from the bad publicity surrounding the APT-P. The 1037:

One APT-P set was kept at Glasgow Shields depot and found use once or twice as an

616:

conventional bogies would be used on each car. Jim Wildhamer, recently hired from

352:

The period after nationalisation was marked with rapidly falling ridership levels.

2769: 2336: 2329: 1994: 1894: 1075: 781: 648:

and Edwalton was purchased as a test track. This was originally the main line to

575: 890:

microprocessors. The track units were essentially the same as the modern French

1067: 803: 645: 604: 514: 506:

passenger compartment at a comfortable level even at further increased speeds.

408: 2345: 1967:

Review of the Advanced Passenger Train: final report by Ford and Dain Partners

861: 822:

possible speed. The government agreed to pay 80% of the cost of eight trains.

2789: 2748: 2738: 2733: 2671: 2553: 1864: 1447:(in German) (2nd ed.). Berlin Heidelberg: Springer Vieweg. p. 613. 1225: 1198: 1092: 1038: 1030: 937: 840: 766: 637: 588: 542: 444: 365: 322: 269: 227: 2268: 1919: 388:, and decided to hire someone from the aeronautics field to investigate it. 2506: 1005: 984: 739:

APT-E testing ended in 1976, and the single train was sent directly to the

385: 361: 303:

used to stop the train within existing separations, have not been adopted.

234: 2476: 623:

Contracts for the various parts of the design were sent out in July 1969.

2609: 2481: 1830:"208mph Eurostar sets UK record - and we're starting to catch the French" 1062: 906: 869: 811: 714: 709: 592: 424: 1999:. University of Toronto/York University Joint Program in Transportation. 1066:

APT, LRC had no competition and management was in a hurry to remove the

830: 371:

In 1962, Dr. Sydney Jones was hired away from the weapons department at

2563: 2491: 1782:"New opportunities for the railways: the privatisation of British Rail" 1099:

coach design that was introduced as part of the new IC225 sets for the

980: 887: 873:

APT-P Non-Driving Motor (NDM) unit, with Stone Faiveley AMBR pantograph

649: 477: 465: 2666: 2645: 2522: 2324: 2118:"Train fails to beat 36-year-old London-Glasgow record by 21 seconds" 1121: 807: 570: 280: 898:

a passive hydraulic intensifier rather than a hydraulic power pack.

569:

Jones did so, and spent the next two years walking the corridors of

2743: 2650: 2619: 2090: 1807: 1621: 1241: 1178: 708:

while the other and the two passenger cars were sent to the nearby

533:

anyway, or a simpler system for better performance in the suburbs.

400: 1951:

Advanced Passenger Train: interim report by Ford and Dain Partners

2486: 1221: 1194: 753: 262: 2385: 88: 2629: 2624: 2584: 2262:

British Transport Films Collection (Vol. 3): Running A Railway.

1082:, a project that was technically trivial in comparison to APT. 891: 473: 296: 258: 16:

Experimental tilting high speed train developed by British Rail

2220:. Weston-super-Mare: Avon-Anglia Publications & Services. 1865:"APT tilting train: The laughing stock that changed the world" 2681: 2543: 969: 509: 1169: 1108:

APT-P power cars, though, they were never intended to tilt.

335:

Driving controls of the Advanced Passenger Train (APT-P) at

249:

at 162.2 miles per hour (261.0 km/h) in December 1979.

2579: 2184:

On the Right Lines?: The limits of technological innovation

2038:"The twisting and turning tale of Britain's tilting trains" 744: 545:. Ispeert returned a report on the concept in August 1966. 412: 36:

personal reflection, personal essay, or argumentative essay

1711: 1709: 1707: 1705: 1703: 1596: 1594: 1592: 1590: 1588: 1586: 1584: 1571: 1569: 1567: 1565: 1563: 1561: 1536: 1534: 1532: 1470: 1468: 1466: 1464: 627:

won the contract for the suspensions and braking systems,

2257: 1299: 1297: 1295: 1153: 1008:, but in reverse. Sea sickness is caused when the body's 749: 2304: 2299: 2273:

Newsletter of the Friends of the National Railway Museum

2169:

British Rail: 1974–97: From Integration to Privatisation

687: 549:

Passenger Vehicle, essentially an experimental car like

356:

Following nationalisation of the UK's railways in 1948,

287:. The APT's tilt system was returned to the WCML on the 2816:

Abandoned rail transport projects in the United Kingdom

1700: 1581: 1558: 1546: 1529: 1480: 1461: 447:, based on APT technology, rounds a canted turn on the 403:

in Montreal before returning to the UK and joining the

1424: 1412: 1383: 1381: 1379: 1377: 1375: 1373: 1371: 1309: 1292: 2163:. Institute of Railway Studies and Transport History. 2160:

A history of engineering research on British Railways

1369: 1367: 1365: 1363: 1361: 1359: 1357: 1355: 1353: 1351: 1338: 1336: 1334: 1332: 1330: 1328: 1326: 1324: 1501:"British Railways Research, the first hundred years" 1232:

and can be seen from trains passing on the adjacent

979:

BR, desperate for some good publicity, hired former

1895:"Private Eye cover of issue 522 (18 December 1981)" 1611: 1609: 1348: 1321: 2073:Operations, Productivity and Technological Change 595:power as the solution, initially considering the 591:, which were simply too heavy. The team selected 587:eliminated the possibility of using conventional 343: 237:during the 1970s and early 1980s, for use on the 2787: 987:to make the journey from Glasgow. On arrival at 1606: 780:This may have been a blessing in disguise; the 299:. Other features pioneered on APT, such as the 468:line was operating from 1964 to huge success. 2371: 2386:Experimental and prototype high-speed trains 2030: 1727: 1041:to take journalists from Glasgow Central to 1993:Litvak, Isaiah; Maule, Christopher (1982). 1992: 1858: 1856: 1854: 1852: 1850: 834:In contrast to APT, HST was a huge success. 97:sidings between tests in the summer of 1972 2378: 2364: 1805: 843:(HST), and development proceeded rapidly. 759: 434: 2325:Advanced Passenger Train Restoration Site 2315:APT-P high speed pantograph tests on WCML 2156: 1862: 1715: 1600: 1575: 1540: 1486: 1474: 1430: 1418: 1315: 1303: 1047:Scottish Exhibition and Conference Centre 65:Learn how and when to remove this message 2197: 2065: 2003: 1847: 1552: 905: 868: 860: 829: 686: 581: 438: 347: 330: 2801:High-speed trains of the United Kingdom 2279: 2266: 2186:. London: Frances Pinter (Publishers). 1652: 1650: 1648: 1646: 1644: 1442: 1387: 1342: 691:APT-E Power Car PC2 and Trailer Car TC1 2788: 2056: 1863:Parkinson, Justin (18 December 2015). 1687: 1656: 1399: 1029:Meanwhile, HST entered service as the 994: 2359: 1827: 1228:. An APT-P unit is now on display at 1201:, and the surviving APT-P (right) at 327:British Rail Classes 253, 254 and 255 265:route taking place in December 1981. 2235:. London: Patrick Stephens Limited. 1974:from the original on 4 November 2016 1930:from the original on 2 December 2008 1669:from the original on 3 November 2016 1641: 1498: 18: 2831:Train-related introductions in 1980 2826:Train-related introductions in 1972 2424:Intercity EMU Experimental Platform 2171:. Oxford: Oxford University Press. 1970:(Technical report). December 1981. 1730:"Trains in Europe Fast and Growing" 1402:"Pacer: the bastard son of the APT" 1210:The APT-E unit is now owned by the 1020: 517:, the concept was not widely used. 13: 2320:Advanced Passenger Train Info Site 2098:from the original on 13 March 2012 2086:"Virgin train breaks speed record" 1954:(Technical report). November 1981. 1875:from the original on 25 April 2017 1728:Edward Burks (20 September 1970). 1124:timing (December 2008 timetable). 901: 295:tilting train design and built by 14: 2842: 2821:United Kingdom streamliner trains 2293: 1177: 1168: 936:tilting trains in mind, and the 788: 520: 87: 23: 2280:Wickens, Alan (22 March 2002). 2150: 2132: 2110: 2078: 2021: 2012: 1986: 1958: 1942: 1912: 1887: 1821: 1799: 1774: 1749: 1721: 1681: 1492: 1445:Handbuch Eisenbahninfrastruktur 1266: 951: 1828:Clark, Andrew (31 July 2003). 1657:Hammer, Mick (1 August 1985). 1436: 1393: 1257: 1052: 825: 344:British Rail Research Division 121:British Rail Research Division 1: 2267:Wickens, Alan (Summer 1988). 1688:Maurer, Charles (July 1975). 1280: 946: 306: 2811:Articulated passenger trains 2071:Gourvish (2004), Chapter 3: 1787:. Railway Archive. p. 8 1508:Institute of Railway Studies 1285: 1159: 209:155 mph (250 km/h) 201:125 mph (200 km/h) 158:14 cars per trainset (APT-P) 7: 2724:Budd Jet Car (Black Beetle) 1806:R G Latham (14 July 2005). 1400:Gwynne, Bob (22 May 2020). 609:Leyland 2S/350 gas turbines 276:where it joined the APT-E. 160:4 cars per trainset (APT-E) 10: 2847: 2252:. Republished 2006 by the 2200:APT: A Promise Unfulfilled 854: 680: 429:High Speed Freight Vehicle 320: 310: 2775:List of high-speed trains 2757: 2716: 2690: 2659: 2638: 2572: 2531: 2515: 2469: 2399:CRH2C-2061, CRH380AM-0204 2391: 1757:"Tomorrow's Train, Today" 1214:and is on display at its 1085: 1043:Anderston railway station 767:overhead electrical lines 399:and then for a period at 189: 184: 174: 164: 154: 144: 134: 126: 112: 102: 86: 81: 2698:Advanced Passenger Train 2330:Advanced Passenger Train 2216:Body, Geoffrey, (1981). 2182:Potter, Stephen (1987). 2167:Gourvish, Terry (2002). 2157:Gilchrist, A.O. (2006). 1920:"APT - The lean machine" 1617:"To tilt or not to tilt" 1250: 850: 676: 625:Hawker Siddeley Dynamics 566:for additional funding. 460:"Deltic" engines on the 220:Advanced Passenger Train 82:Advanced Passenger Train 2286:National Railway Museum 2246:British Transport Films 2198:Williams, Hugh (1985). 1238:Electric Railway Museum 1212:National Railway Museum 1150:Advanced Suburban Bogie 760:Move to electrification 741:National Railway Museum 527:Derby Research Division 435:Cant and tilting trains 274:National Railway Museum 2269:"APT - With Hindsight" 2254:British Film Institute 1156:acquisition of BREL. 1152:which was a factor in 1146:British Rail Class 465 1142:British Rail Class 365 915: 874: 866: 857:British Rail Class 370 835: 748:comparison, the first 692: 659: 452: 353: 340: 317:British Rail Class 370 289:British Rail Class 390 45:by rewriting it in an 2549:InterCityExperimental 2348:. The triple bend at 2341:Crewe Heritage Centre 2335:14 April 2019 at the 2094:. 22 September 2006. 1808:"Control APT (C-APT)" 1659:"The high-speed flop" 1230:Crewe Heritage Centre 1203:Crewe Heritage Centre 909: 872: 864: 833: 690: 582:Finalising the design 564:Ministry of Transport 458:British Rail Class 55 442: 351: 337:Crewe Heritage Centre 334: 285:British Rail Class 91 2516:France & Germany 1510:: 76. Archived from 1234:West Coast Main Line 1187:The APT-E (left) at 1101:East Coast Main Line 654:Old Dalby Test Track 618:Westland Helicopters 462:East Coast Main Line 449:East Coast Main Line 301:hydrokinetic braking 239:West Coast Main Line 179:West Coast Main Line 2796:British Rail brands 2482:AGV (Elisa, Pégase) 2231:Nock, O.S. (1980). 1926:. 7 December 2001. 1696:(July 1975): 59–61. 1517:on 15 February 2016 995:Further development 538:hydraulic cylinders 393:Armstrong Whitworth 382:aeroelastic flutter 378:hunting oscillation 148:3 trainsets (APT-P) 2703:British Rail APT-E 2615:Gauge Change Train 2310:APT-E at Old Dalby 2250:E for Experimental 2233:Two Miles a Minute 2044:on 26 October 2017 1762:. Railways Archive 1735:The New York Times 1629:on 8 February 2007 1499:Wise, Sam (2000). 1045:and back, for the 916: 875: 867: 836: 812:quill final drives 730:London St. Pancras 693: 683:British Rail APT-E 453: 405:Blue Steel missile 373:R.A.E. Farnborough 354: 341: 313:British Rail APT-E 150:1 trainset (APT-E) 47:encyclopedic style 34:is written like a 2783: 2782: 2282:"Dr Alan Wickens" 1869:BBC News Magazine 1454:978-3-642-30021-9 1080:Austin Mini Metro 1010:equilibrioception 938:dynamic envelopes 734:Midland Main Line 254:Margaret Thatcher 216: 215: 140:1977–1980 (APT-P) 108:1980–1986 (APT-P) 106:1972–1976 (APT-E) 75: 74: 67: 2838: 2729:Budd Silverliner 2717:USA & Canada 2559:Schienenzeppelin 2380: 2373: 2366: 2357: 2356: 2289: 2276: 2213: 2164: 2144: 2143: 2136: 2130: 2129: 2127: 2125: 2114: 2108: 2107: 2105: 2103: 2082: 2076: 2069: 2063: 2060: 2054: 2053: 2051: 2049: 2040:. 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187: 186: 185:Specifications 182: 181: 176: 172: 171: 166: 162: 161: 156: 152: 151: 146: 142: 141: 138:1970 (APT-E) 136: 132: 131: 128: 124: 123: 114: 110: 109: 104: 100: 99: 92: 84: 83: 73: 72: 31: 29: 22: 15: 9: 6: 4: 3: 2: 2843: 2832: 2829: 2827: 2824: 2822: 2819: 2817: 2814: 2812: 2809: 2807: 2804: 2802: 2799: 2797: 2794: 2793: 2791: 2776: 2773: 2771: 2768: 2766: 2763: 2760: 2759: 2756: 2750: 2747: 2745: 2742: 2740: 2739:Grumman TACRV 2737: 2735: 2734:Garrett LIMRV 2732: 2730: 2727: 2725: 2722: 2721: 2719: 2715: 2709: 2706: 2704: 2701: 2699: 2696: 2695: 2693: 2689: 2683: 2680: 2678: 2675: 2673: 2670: 2668: 2665: 2664: 2662: 2658: 2652: 2649: 2647: 2644: 2643: 2641: 2637: 2631: 2628: 2626: 2623: 2621: 2618: 2616: 2613: 2611: 2608: 2606: 2603: 2601: 2598: 2596: 2593: 2591: 2588: 2586: 2583: 2581: 2578: 2577: 2575: 2571: 2565: 2562: 2560: 2557: 2555: 2552: 2550: 2547: 2545: 2542: 2540: 2537: 2536: 2534: 2530: 2524: 2521: 2520: 2518: 2514: 2508: 2505: 2503: 2500: 2498: 2495: 2493: 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Ian Allan. 2201: 2196: 2193: 2192:0-86187-580-X 2189: 2185: 2181: 2178: 2177:0-19-926909-2 2174: 2170: 2166: 2162: 2161: 2155: 2154: 2141: 2135: 2119: 2113: 2097: 2093: 2092: 2087: 2081: 2074: 2068: 2062:Potter (1987) 2059: 2043: 2039: 2033: 2024: 2015: 2006: 1998: 1997: 1989: 1973: 1969: 1968: 1961: 1953: 1952: 1945: 1929: 1925: 1921: 1915: 1900: 1896: 1890: 1874: 1870: 1866: 1859: 1857: 1855: 1853: 1851: 1835: 1831: 1824: 1809: 1802: 1783: 1777: 1758: 1752: 1737: 1736: 1731: 1724: 1718:, p. 35. 1717: 1712: 1710: 1708: 1706: 1704: 1695: 1691: 1684: 1668: 1664: 1663:New Scientist 1660: 1653: 1651: 1649: 1647: 1645: 1628: 1624: 1623: 1618: 1612: 1610: 1603:, p. 34. 1602: 1597: 1595: 1593: 1591: 1589: 1587: 1585: 1578:, p. 33. 1577: 1572: 1570: 1568: 1566: 1564: 1562: 1554: 1553:Williams 1985 1549: 1543:, p. 32. 1542: 1537: 1535: 1533: 1513: 1509: 1502: 1495: 1489:, p. 29. 1488: 1483: 1477:, p. 28. 1476: 1471: 1469: 1467: 1465: 1456: 1450: 1446: 1439: 1433:, p. 37. 1432: 1427: 1421:, p. 36. 1420: 1415: 1407: 1403: 1396: 1389: 1384: 1382: 1380: 1378: 1376: 1374: 1372: 1370: 1368: 1366: 1364: 1362: 1360: 1358: 1356: 1354: 1352: 1344: 1339: 1337: 1335: 1333: 1331: 1329: 1327: 1325: 1318:, p. 20. 1317: 1312: 1306:, p. 19. 1305: 1300: 1298: 1296: 1291: 1269: 1260: 1256: 1248: 1245: 1243: 1239: 1235: 1231: 1227: 1226:County Durham 1223: 1219: 1218: 1213: 1204: 1200: 1199:County Durham 1196: 1192: 1191: 1180: 1171: 1157: 1155: 1151: 1147: 1143: 1139: 1133: 1129: 1125: 1123: 1117: 1114: 1109: 1106: 1102: 1098: 1094: 1093:InterCity 225 1083: 1081: 1077: 1071: 1069: 1064: 1059: 1050: 1048: 1044: 1040: 1035: 1032: 1031:InterCity 125 1027: 1018: 1014: 1011: 1007: 1001: 992: 990: 986: 982: 977: 973: 971: 965: 962: 961: 944: 941: 939: 933: 929: 925: 922: 913: 908: 899: 895: 893: 889: 883: 879: 871: 863: 858: 848: 844: 842: 832: 823: 819: 815: 813: 809: 805: 799: 795: 789:Design review 786: 783: 778: 774: 772: 768: 757: 755: 751: 746: 742: 737: 735: 731: 727: 722: 718: 716: 711: 705: 702: 698: 689: 684: 674: 670: 666: 657: 655: 651: 647: 641: 639: 638:Metro-Cammell 634: 630: 626: 621: 619: 613: 610: 606: 600: 598: 594: 590: 579: 577: 572: 567: 565: 559: 555: 552: 546: 544: 543:loading gauge 539: 534: 532: 528: 521:APT's origins 518: 516: 511: 507: 504: 498: 496: 492: 488: 487: 481: 479: 475: 469: 467: 463: 459: 450: 446: 445:InterCity 225 441: 432: 430: 426: 421: 417: 414: 410: 406: 402: 398: 394: 389: 387: 383: 379: 374: 369: 367: 363: 359: 350: 338: 333: 328: 324: 323:InterCity 125 318: 314: 304: 302: 298: 294: 290: 286: 282: 277: 275: 271: 266: 264: 260: 255: 250: 248: 244: 240: 236: 233:developed by 232: 229: 225: 221: 208: 206: 203: 200: 198: 195: 194: 192: 190:Maximum speed 188: 183: 180: 177: 173: 170: 167: 163: 157: 153: 147: 143: 137: 133: 129: 125: 122: 118: 115: 111: 105: 101: 96: 93:APT-E in the 90: 85: 80: 77: 69: 66: 58: 48: 44: 38: 37: 32:This article 30: 21: 20: 2761: 2697: 2639:Korea, South 2539:DB Class 403 2285: 2272: 2261: 2249: 2232: 2217: 2199: 2183: 2168: 2159: 2151:Bibliography 2134: 2122:. Retrieved 2112: 2100:. Retrieved 2089: 2080: 2072: 2067: 2058: 2046:. Retrieved 2042:the original 2032: 2023: 2014: 2005: 1995: 1988: 1976:. Retrieved 1966: 1960: 1950: 1944: 1932:. Retrieved 1923: 1914: 1902:. Retrieved 1898: 1889: 1877:. Retrieved 1868: 1837:. Retrieved 1834:The Guardian 1833: 1823: 1811:. Retrieved 1801: 1789:. Retrieved 1776: 1764:. Retrieved 1751: 1739:. Retrieved 1733: 1723: 1693: 1683: 1671:. Retrieved 1662: 1631:. Retrieved 1627:the original 1620: 1548: 1519:. Retrieved 1512:the original 1507: 1494: 1482: 1444: 1438: 1426: 1414: 1405: 1395: 1388:Wickens 1988 1343:Wickens 2002 1311: 1268: 1259: 1246: 1216: 1209: 1189: 1134: 1130: 1126: 1118: 1110: 1089: 1072: 1060: 1056: 1036: 1028: 1024: 1015: 1006:sea sickness 1002: 998: 985:Peter Purves 978: 974: 966: 958: 955: 952:Queasy rider 942: 934: 930: 926: 917: 910:An APT-P at 896: 884: 880: 876: 845: 837: 820: 816: 800: 796: 792: 779: 775: 763: 738: 723: 719: 715:recuperators 706: 694: 671: 667: 663: 642: 622: 614: 601: 585: 568: 560: 556: 547: 535: 524: 508: 502: 499: 494: 490: 484: 482: 470: 454: 425:leaf springs 422: 418: 390: 386:aerodynamics 370: 366:Beeching Axe 362:World War II 355: 278: 267: 251: 235:British Rail 223: 219: 217: 204: 196: 175:Lines served 145:Number built 113:Manufacturer 76: 61: 55:October 2023 52: 33: 2610:Fastech 360 2260:as part of 1899:Private Eye 1839:20 December 1633:3 September 1053:Examination 960:Private Eye 826:HST vs. APT 752:prototype, 710:Derby Works 593:gas turbine 495:cant excess 135:Constructed 127:Family name 2790:Categories 2749:Rohr UTACV 2605:Class 1000 2564:Transrapid 2554:Rohr UTACV 2120:. Sky News 2048:25 October 1978:9 February 1673:8 February 1521:8 February 1281:References 1220:museum at 1217:Locomotion 1190:Locomotion 1138:BREL P3/T3 983:presenter 981:Blue Peter 947:In service 888:Intel 4004 808:thyristors 771:pantograph 650:Nottingham 501:speeds is 478:Manchester 466:Shinkansen 321:See also: 307:Background 103:In service 2762:See also: 2667:Aerowagon 2646:HEMU-430X 2600:Class 962 2595:Class 961 2590:Class 951 2523:Eurotrain 2477:Aérotrain 2350:Wolverton 1286:Citations 1160:APT today 1122:Pendolino 894:beacons. 571:Whitehall 413:A. V. Roe 281:Pendolino 169:InterCity 165:Operators 155:Formation 2765:Category 2744:JetTrain 2651:HSR-350x 2620:SCMaglev 2333:Archived 2096:Archived 2091:BBC News 1972:Archived 1934:27 April 1928:Archived 1924:BBC News 1873:Archived 1813:18 April 1741:29 April 1667:Archived 1622:BBC News 1242:Coventry 1140:for the 1111:In 1976 1105:Class 91 921:Eurostar 912:Carlisle 806:by ASEA 401:Canadair 226:) was a 197:Service: 2532:Germany 2487:TGV 001 2461:Tianchi 2339:at the 2248:(1975) 2124:19 June 2102:29 July 1904:18 July 1879:21 June 1222:Shildon 1195:Shildon 914:in 1983 773:(pan). 754:TGV 001 605:Leyland 531:Deltics 409:Skybolt 395:on the 263:Glasgow 228:tilting 205:Design: 41:Please 2708:RTV 31 2630:WIN350 2625:STAR21 2585:ALFA-X 2497:TGV 88 2492:TGV 2N 2470:France 2239: 2224: 2206: 2190: 2175: 1791:18 May 1766:18 May 1665:: 46. 1451: 1097:Mark 4 1086:Legacy 989:Euston 892:Balise 551:HSFV-1 474:London 297:Alstom 259:London 2682:TEP80 2672:Sokol 2573:Japan 2544:ICE S 2502:TGV P 2392:China 2305:APT-P 2300:APT-E 1785:(PDF) 1760:(PDF) 1515:(PDF) 1504:(PDF) 1251:Notes 1240:near 1068:Turbo 970:Crewe 851:APT-P 701:ASLEF 697:APT-E 677:APT-E 510:Talgo 247:APT-P 243:APT-E 2660:USSR 2580:300X 2507:V150 2419:DJJ2 2414:DJJ1 2409:DDJ1 2404:DJF2 2237:ISBN 2222:ISBN 2204:ISBN 2188:ISBN 2173:ISBN 2126:2021 2104:2012 2050:2017 1980:2016 1936:2018 1906:2023 1881:2018 1841:2022 1815:2014 1793:2009 1768:2009 1743:2009 1675:2016 1635:2009 1523:2016 1449:ISBN 1144:and 769:via 745:York 631:and 491:cant 476:and 325:and 315:and 218:The 119:and 117:BREL 2677:SVL 2454:CJ6 2449:CJ5 2444:CJ4 2439:CJ3 2434:CJ2 2429:CJ1 2258:DVD 2256:on 1224:in 1154:ABB 1063:LRC 1039:EMU 750:TGV 743:in 660:POP 629:GEC 503:not 489:or 224:APT 130:APT 95:RTC 2792:: 2284:. 2271:. 2088:. 1922:. 1897:. 1871:. 1867:. 1849:^ 1832:. 1732:. 1702:^ 1692:. 1661:. 1643:^ 1619:. 1608:^ 1583:^ 1560:^ 1531:^ 1506:. 1463:^ 1404:. 1350:^ 1323:^ 1294:^ 1244:. 1197:, 1193:, 972:. 814:. 656:. 640:. 599:. 2379:e 2372:t 2365:v 2288:. 2275:. 2228:. 2212:. 2194:. 2179:. 2142:. 2128:. 2106:. 2075:. 2052:. 1982:. 1938:. 1908:. 1883:. 1843:. 1817:. 1795:. 1770:. 1745:. 1677:. 1637:. 1525:. 1457:. 1408:. 1390:. 1345:. 451:. 339:. 261:– 222:( 68:) 62:( 57:) 53:( 49:.

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