History

The first High Speed Train - known then as the InterCity 125 - emerged from Crewe Works in 1976. The order was split up into two batches and they were split between the East Coast, CrossCountry and Great Western routes. When delivered, the HST fleet was given a DMU prefix, numbered as Class 253/254 units as it was envisaged that the sets would remain in fixed formations. However, this soon changed because BR found that it was easier to detach the power cars for servicing and replace them on the sets with other power cars - giving a shorter downtime - so the Class 43 (locomotive) prefix was adopted. However, whether they are locomotives or multiple units is still a matter of debate for some!

During 1987, eight power cars were converted for use as Driving Vehicles with Class 91 locomotives on the East Coast Main Line due to the late delivery of the Mk4 hauled coaching stock. The power cars were fitted with conventional buffers and drawhook equipment to allow locomotive haulage, along with Time Division Multiplex equipment allowing direct control of Class 91. These six powercars were moved over to the ECML for use on workings between London to Leeds. Following delivery of the Mk4 stock, the power cars had the TDM equipment removed, and then reverted back to their normal duties. The power cars  used for this project can be easily identified as they are still fitted with buffers.

As privatisation took place and new trains were ordered, HST fell out of favour with some franchised passenger operators as newer high speed multiple units came on stream. Most notable was on the CrossCountry franchise as a standard fleet of high speed, go anywhere 'Voyager' and 'Super Voyager' DEMUs were introduced. The surplus HST sets were either cascaded onto other operators such as Midland Mainline and GNER to bolster their stretched fleets or placed into storage.

In conjunction with the WCML Line Upgrade, Midland Mainline were tasked by the then-SRA to operate London-Manchester services via the MML and the Hope Valley into Piccadilly station to provide an alternative route for travellers from the WCML. In an operation dubbed 'Project Rio' - beginning shortly after footballer Rio Ferdinand's move from Leeds to Manchester - a large percentage of the powercars displaced from the CrossCountry operation were overhauled and returned to service in an enlarged MML fleet to operate the route. With the Midland Mainline services to Manchester ending on 10th September 2004, the Project Rio fleet was gradually disbanded with powercars moving to First Great Western, GNER or into storage. One notable operator to start HST operation with two sets displaced from Project Rio services, was Cotswold Rail 

WIth the awarding of the Greater Western franchise, the HST fell firmly back into favour.

Three of the batch of 197 production power cars - 43011/019/173 - have been written off as a result of two accidents in two years. The first, 43173, was effectively written off in the Southall crash of 19 September 1997 and disposed of once the enquiry had been completed, and the other, 43011, was demolished in the Ladbroke Grove Tragedy in 1999, being disposed of immediately after completion of the enquiry into the accident. More recently, 43019 was written off in 2004 after colliding with a car parked on a level crossing at Ufton Nervet between Reading and Newbury. Powercar 43139 is dedicated to the driver who, sadly, perished in the tragedy.

Current Status

The HST fleet is truly nationwide with operations in England, Scotland and Wales courtesy of First Great Western, Great North Eastern Railway and Midland Mainline. First Great Western operate out of London Paddington to Cardiff, Swansea, Plymouth and Penzance with the HST sets forming the mainstay of its fleet for these services. Midland Mainline operate HST sets on the fast trains from London St Pancras to Nottingham, Sheffield and Leeds in conjunction with 'Meridian' DEMU's and GNER operate sets on the East Coast Main Line between London Kings Cross and Inverness, Aberdeen and Leeds.

Spot hire company Cotswold Rail took two sets on lease in mid 2005, intended to be used for spot hire work with TOC's and also its charter operating arm Heartland Rail, something that came to an end in August 2006 with the transfer of the lease to First Great Western as part of the massive expansion of its fleet. Network Rail also operate a small HST power car fleet, used with its New Measurement Train which can be seen regularly on high speed lines across the UK.

In response to their successful bid for the Greater Western franchise, FirstGroup have enlarged their fleet of HST powercars - both through leasing and outright purchase - and have, following trials throughout 2005, embarked on a programme refurbishment work for the fleet, ongoing at the time of writing. This includes replacement of the old Paxman Valenta/VP185 engines with a new design by MTU of Germany giving quite considerable efficiency savings. Refurbishment of the trailer cars is also included. Following the FGW  decision, GNER have also followed suit in fitting MTU engines to their powercars during overhaul in a programme scheduled for completion in 2007.

Midland Mainline has considerable spare capacity in its HST fleet after introduction of seven new 'Meridian' DEMUs after much negative publicity about the brand new trains standing idle after the service they were ordered for was axed by the SRA. As the lease deal for the HSTs ends with the franchise in 2008, every powercar remains on lease and with a reduced number of sets needed in service each day, the powercars are swapped in and out of formation to keep mileage and exams even throughout the fleet. Hire to other operators such as Virgin CrossCountry for its summer 'holidaymaker' trains has seen more usage for the fleet.

The Future...?

The youngest of the power cars is now 25 years old and thoughts are firmly set on the replacement for the High Speed Train. The project, known as HST2, is being spearheaded by the Department for Transport along with First Great Western and GNER and is 'back on track' following a period of uncertainty during the reign of the now abolished SRA.

A new operator entered the market in 2006 with the granting of access rights to Grand Central. Operating between London and Sunderland, the operator plans to use HSTs, in the short term at least. With most of the 'spares' having been snapped up by First Great Western, the only remaining off lease powercars are in need of major attention. Therefore, Midland Mainline are known to be the front runner for the supply of the three sets needed to operate the service.

Nothing official has been announced yet, but it is rumoured that Midland Mainline are to lose most if not all of their HST allocation at the end of the current franchise in 2008 with replacement by new 'Meridian' DEMU's. At this point, they will be dispersed to other operators, most likely GNER and First Great Western who will both have increased requirements for the trains. But as always, wait and see.....!