#class 801

The star in train books during my childhood was the Intercity 125 or High Speed Train (HST), a 125 mph-capable Diesel-powered set, which, I think, still holds the world record for the fastest Diesel passenger service. I would have loved to see one when visiting England, but this was just as good. In fact, I had seen it out of the window while riding into London, taken a crappy photo and thought "oh well, never mind", only to see it had followed us in.

In the early 90s, the Intercity 225 was touted as the next big thing: all-electric, capable of running at 225... km/h (that's 140 mph, using different units was admittedly a bit disingenuous), designed to receive a tilting mechanism later on, completing the Advanced Passenger Train's redemption arc. What could go wrong?

Not long after the introduction of the Intercity 225, Britain's railways were privatised, with the typical lack of ambition for service that it brings. No private company was going to invest in the infrastructure and upgrades to allow the train to reach its full potential; meanwhile France and Germany were expanding their 250-300 km/h networks. Instead, these trains were limited it to 125 mph - the same as the HST, just on electrified lines. Worse still, it was one of these sets that met with the consequences of the privatised rail maintenance's culture of corner-cutting and outsourcing, on a broken rail at Hatfield in 2000.

From the outside looking in, I'm left with a bitter sense of "what could have been" for this train. Perhaps a rail fan from the UK could say more about what they feel the Intercity 225's legacy would be. At least its successor, the Azuma, has the fact that it's bi-mode (Diesel and electric) to shout about.

Still great to see one and its "so 90s" design in the flesh! LNER have also given the trains their original livery back, except with a burgundy main body colour instead of the original graphite grey, while the locomotive was in a special commemorative livery for the Battle of Britain Memorial Flight.