Editing British Rail (section)

=== Advanced Passenger Train ===
{{Main|Advanced Passenger Train}}
[[File:Apt 370004 - euston - 13-02-1980.jpg|thumb|An [[British Rail Class 370|Advanced Passenger Train]] departs [[Euston railway station|Euston]] for [[Glasgow Central railway station|Glasgow]].]]
In the 1970s, British Rail developed [[tilting train]] technology in the [[Advanced Passenger Train]]; there had been earlier experiments and prototypes in other countries, notably Italy.<ref>{{cite web |url = https://www.railway-technology.com/projects/tilting/ |title = Tilting Trains |website = Railway Technology |language = en-GB |access-date = 25 April 2019 |archive-url = https://web.archive.org/web/20190425142333/https://www.railway-technology.com/projects/tilting/ |archive-date = 25 April 2019 |url-status = live}}</ref> The objective of the tilt was to minimise the discomfort to passengers caused by taking the curves of the [[West Coast Main Line]] at high speed. The APT also had [[hydrokinetic brake]]s, which enabled the train to stop from 150&nbsp;mph within existing signal spacings.<ref>{{cite web |url = http://www.railwaysarchive.co.uk/docSummary.php?docID=87 |title = Tomorrow's Train, Today |author = British Railways Board |year = 1980 |via = The Railways Archive |publisher = British Railways Board |page = 18 |access-date = 25 November 2006 |archive-url = https://web.archive.org/web/20070820044056/http://www.railwaysarchive.co.uk/docSummary.php?docID=87 |archive-date = 20 August 2007 |url-status = live}} (Promotional leaflet)</ref>

The introduction into service of the APT was to be a three-stage project. Phase 1, the development of an experimental APT ([[British Rail APT-E|APT-E]]), was completed. This used a [[gas turbine-electric locomotive]], the only [[multiple unit]] so powered that was used by British Rail. It was formed of two [[power car]]s (numbers PC1 and PC2), initially with nothing between them and later, two trailer cars (TC1 and TC2).<ref>{{cite web |url = http://www.old-dalby.com/apt-e.htm |title = E Train |work = The Old Dalby Test Track |access-date = 26 November 2006 |archive-url = https://web.archive.org/web/20070829065627/http://www.old-dalby.com/apt-e.htm |archive-date = 29 August 2007 |url-status = live }}</ref> The cars were made of aluminium to reduce the weight of the unit and were articulated. The [[gas turbine]] was dropped from development due to excessive noise and the high fuel costs of the late 1970s.<ref>{{cite web |url = http://www.northeast.railfan.net/pro_faq2.html#turbine |title = Diesel-Electric Engine Operation – NE Rails |access-date = 26 November 2006 |archive-url = https://web.archive.org/web/20070106163915/http://www.northeast.railfan.net/pro_faq2.html#turbine |archive-date = 6 January 2007 |url-status = live }}</ref> The APT-E first ran on 25 July 1971. The train drivers' union, [[Associated Society of Locomotive Engineers and Firemen|ASLEF]], black-listed the train due to its use of a single driver. The train was moved to [[Derby]] (with the aid of a locomotive inspector). This triggered a one-day strike by ASLEF that cost BR more than the research budget for the entire year.<ref name="APTP">{{cite web |url = http://www.apt-p.com/APTWithHindsight.htm |title = APT – With Hindsight |access-date = 26 November 2006 |author=Alan Wickens |work = Prototype Advanced Passenger Train (APT-P.com)}}</ref>

Phase 2, the introduction of three prototype trains (APT-P) into revenue service on the [[Glasgow Central railway station|Glasgow]] – [[Euston railway station|London Euston]] route, did occur. Originally, there were to have been eight APT-P sets running, with minimal differences between them and the main fleet. However, financial constraints led to only three being authorised after two years of discussion by the British Railways Board. The cost was split equally between the Board and the [[Department for Transport|Ministry of Transport]]. After these delays, considerable pressure grew to put the APT-P into revenue-service before they were fully ready. This inevitably led to high-profile failures as a result of technical problems.<ref name="APTP"/>

These failures led to the trains being withdrawn from service while the problems were ironed out. However, by this time, managerial and political support had evaporated by 1982. Although the APT never properly entered service, the experience gained enabled the construction of other [[High-speed rail|high-speed trains]]. The APT powercar technology was imported without the tilt into the design of the [[British Rail Class 91|Class 91]] locomotives, and the tilting technology was incorporated into [[Ferrovie dello Stato Italiane|Italian State Railway's]] ''[[Pendolino]]'' trains, which first entered service in 1987.