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| HSTs at Plymouth Station |
Great Western Railway (GWR)’s High Speed Trains (HST) performed their final scheduled passenger service on December 13th, 2025. I was lucky enough to be there to witness one of those last journeys and say goodbye to the legend of Britian's railways. In this post, I’m taking you along for the ride on the legendary HST, so do grab yourselves a cookie, settle in, and enjoy the journey.
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| The first production Class 43 HST Power Car 43002 (Credit: Geof Sheppard) |
For those of you who don't know what the HST is, here's a quick history recap on these machines:
The HSTs, or the Inter-City 125 train sets, were actually built as a "stop-gap" while the APT (Advanced Passenger Train) project faced significant technical delays. While the APT was a clean-sheet design meant to revolutionise travel on the West Coast Main Line (London to Scotland via West Midlands) with its advanced gas turbines and tilting technology. Its high complexity meant it wouldn't be ready for ages, and British Rail just couldn't afford to wait, so a team of engineers at Derby began the HST project in parallel, utilising more conventional and proven diesel-electric technology to bridge the gap. Despite being the "backup option," the HST was far more advanced than any other "stop-gaps", like the Pacers, for instance, which were essentially bus bodies with freight train bogies glued underneath (even so, the pacers are in service way beyond its expected lifespan), the HSTs utilised critical research from the APT project such as the bogie designs (HSTs can't tilt, of course) and the advanced aerodynamics.
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| Prototype HST Power Car 41001 (Credit: Charlie Jackson) |
In contrast to the APT project, HSTs are a much bigger success. While the APT's first prototype APT-E (Advanced Passenger Train–Experimental) is a test bed for the concept (mind you, it still broke speed records), the HST's prototype (at the time was referred to as HSDT, or High-Speed Diesel Train) is essentially a finished train ready to take passengers. The final production versions featured a redesigned cab on the power cars, the work of industrial designer Kenneth Grange. He was initially hired only to design the livery, but he took it upon himself to rework the cab's shape for better aerodynamics and aesthetics regardless. British Rail eventually accepted his design, and it became the iconic face of the HST we know today.
These trains eventually revolutionised British Rail by significantly reducing journey time with its 125mph capabilities, making journeys from London to places like Bristol, Newcastle, and Edinburgh fast enough to make day trips viable. At a time when British Rail was struggling with its "dirty and delayed" reputation, the HST provided a clean, reliable, and incredibly stylish flagship that proved rail travel could still compete with the growing motorway network and domestic flights.
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| 43093 at Exeter St Davids Platform 6 |
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| Power car 43093 wearing the "Legends of the Great Western" Livery and carrying the nameplate "Berkeley Castle" |
Anyway, you now join me at the sunny Exeter St Davids station, a day before its last day of operations (I chose to do my final journey on an HST today because the actual last day tomorrow will be incredibly busy.). Today, I'll be travelling on the 11:28 service all the way to Penzance, operated by none other than the legendary HST, with power car 43093 leading and power car 43198 trailing. Like all of GWR's other remaining HST sets, these have been shortened to 4+2 formations (four passenger coaches with a power car at each end) and rebranded as the Class 255 "Castle Class." (I’ll just stick to calling them the HST.)
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| Onboard the Mark 3 coaches |
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| Seats equipped with tray tables and 3-pin sockets underneath |
The train, surprisingly, is already quite busy, filled with a number of enthusiasts like myself (I suppose everyone had the same idea.). I've boarded one of the Mark 3 coaches immediately behind 43093, preparing for our 3-hour journey down to Penzance. We left just a bit early at 11:27, slowly pulling out of Exeter and headed down south, and my oh my it's quiet, the seats are comfortable, and there isn't any engine noise coming from underneath, not even an electrical whir. This is how comfortable and pleasant it actually is to ride on compared to the IETs and Voyagers along the same route. The only issue is that the windows are extremely grimy and dusty on the outside, making it impossible to get clear pictures of the view.
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| Crossing the Tamar, running parallel to the Tamar Bridge |
Regardless, we rumbled down along the Dawlish seawall (and of course my seat is on the land facing side, not the sea). We stopped at the gorgeous seaside towns of Dawlish and Teignmouth before entering Newton Abbot, where the Riviera Line splits off the main line toward Torquay and Paignton. Afterwards, we headed to the "posh town" known as Totnes, then Ivybridge, and eventually Plymouth. We arrived just one hour and six minutes after leaving Exeter, where some enthusiasts got off and new ones got on. After a 6-minute scheduled stop for a crew change, we continued our journey by crossing the Tamar on the Royal Albert Bridge, another masterpiece by Isambard Kingdom Brunel, and crossing it brought us officially into the land of Cornwall. Our first stop was Saltash, famously known as the "gateway to Cornwall." with a massive "welcome to Cornwall" sign.
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| Power Car 43198 |
As we plunge deeper into Cornwall, I'd like to tell you more about the two power cars that are taking us down to Penzance and back: 43093 and 43198. Neither power car is from the earliest batches, 43093 was part of the second batch of HSTs produced, while 43198 came from the fifth and final batch. 43093 entered passenger service in August 1978, whereas 43198 followed in September 1982. This means that they both have slightly different technical specs, such as different air compressors (Davies & Metcalfe on 093, Westinghouse on 198), rectifying circuitry (36-diode rectifier on 093, 12-diode rectifier on 198), and cooling systems (Marston Excelsior on 093, Serck Behr on 198). Both power cars are re-engined with the MTU 16V4000 R41 diesel engines, replacing their original Paxman Valenta engines and they both served the CrossCountry routes prior to joining Great Western Railway.
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| Parts of the HST Power Car (43188, taken Jan 2024) |
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| Power Car Sections (43188, taken Jan 2024) |
Now, you may wonder what is actually inside a power car. I have created a clear diagram (with 43188 as the model) showing the various components of the HST's power car above so you can take a look.
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| Driving Cab of Power Car 43186 |
At the front of the power car, is of course, the driving cab. Immediately behind the cab is the Clean Air Compartment (Air is filtered with intakes on the roof, preventing dust and track debris from entering the sensitive electrical components, hence clean air), where the electronic control equipment is located, more precisely fuse panels, circuit breakers, and of course, the alternator. Past the clean air compartment is the Engine Room, where the massive diesel engine is housed. This engine drives the alternator, which converts the mechanical energy into the electricity (in AC, which will then be rectified to DC) to power the traction motors on the bogies. Behind the engine you'll find the Radiator Compartment, with massive radiator panels and cooling fan to dissipate the immense heat generated by the engine. Finally, at the rear of the power car, there is a dedicated area for mail and large luggage. This section originally included the guard’s accommodation, where the guard would manage door operations and safety protocols. However, most of these internal workstations were eventually decommissioned because the environment was far too noisy and uncomfortable. Following pressure from the trade unions, the guard's primary workspace was moved into the passenger carriages. As a result, power cars 43153-43198 were built without guard’s accommodation in the luggage compartment.
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| Passing through the Cornish Countryside, distant village in view is Menheniot |
As we pull away from Saltash, we sped deeper into Cornwall, rattling through stops like St Germans, Liskeard and Lostwithiel before hitting St Austell, which I visited on January 2024, where I managed a scenic hike along a brief section of the South West Coast Path through Charlestown and Carlyon Bay. That trip ended with a highlight which is a journey home on an HST (yes there are faster and direct trains to Exeter I just want to ride the HST which stops at all stations till Plymouth and stand in the shivering cold to wait for the next eastbound train).
Leaving St Austell, we headed for Truro, Cornwall’s county town and its only city. The name has always rung a bell since my secondary school days, as I remember a friend from primary school moving there for her studies. We pulled into the station at 13:57, roughly an hour and 17 minutes after departing Plymouth. To give you a sense of how smooth and quiet the acceleration is, I’ve included a video of the train pulling out of Truro. See and hear for yourself!
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| "Penzance Welcomes You" plaque by Penzance station platform 4 |
We continued west from Truro, calling at Redruth, Camborne, Hayle, and St Erth before reaching Penzance. We pulled into our final destination at 14:38, 3 hours and 11 minutes after leaving Exeter, and just under 2 hours from Plymouth.
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| HST set at Penzance, platform 2 |
With the train scheduled to head back to Plymouth at 15:15, I had about 37 minutes to explore the station (there isn't much to be honest, the night riviera lounge perhaps?) and photograph the HST. After capturing this magnificent machine sitting quietly at Platform 2, I hopped back on board for a quick bite to eat before we set off again. Our return journey was a stopping service that stops at all stations along the line till Plymouth.
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| Coach C with wheelchair spaces |
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| Seats in the Mark 3 coaches |
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| Accessible toilet on the Mark 3 coaches |
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| Standard Toilet on the Mark 3 coaches |
The Mark 3 coaches were comfortable, spacious, and quiet, such qualities their replacements (the IETs) often struggle to match. While we were still stationary at Penzance, I explored the train to document the interior. As you can see from the pictures above, the seats are well-padded and look incredibly stylish. There is one accessible toilet on board, along with standard toilets in the other coaches. The entire 4-car set offers 301 passenger seats, all of which are standard class.
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| Still can't see much out the dusty window |
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| HST set back in Plymouth |
We headed out of Penzance bound for Plymouth bang on time at 15:15, with 43198 now leading and 43093 now trailing. As the train rumbled its way back, the sun began to set, and by the time we arrived in Plymouth at 17:18, the sky was pitch black. The return leg took exactly 2 hours and 3 minutes. From there, the train headed back to the depot around 15 minutes later. You can watch the video of its departure here. With my final journey onboard the HST complete, I headed back to Exeter on an IET, which got delayed by half an hour at Totnes (What do I expect, right?) due to a "police incident".
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| The (intended) last HST service, operated by 43093+43198 |
The delays at Totnes were quickly forgotten as the sun rose on the next day. This was it: the actual final day of GWR's HST service. There was a different energy in the air as I headed back down to Plymouth. You could tell from the crowds of enthusiasts gathering on the platforms that we were all there for the same reason: to say a proper goodbye to such a magnificent machine, a true legend of the railways. I arrived at Plymouth in the afternoon, just in time to wave goodbye to the final scheduled express service to Penzance and back.
In a stroke of pure irony, a Class 150 on the Newquay branch line broke down that same day, and an HST (43156+43189) had to step in to cover the service. This unexpected rescue mission meant that the actual final HST service was the 21:22 from Newquay to Plymouth, arriving at 23:40 (it was half an hour late).
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| 3 HST sets lined up at Plymouth Left:43093+43198, Centre:43187+43042, Right:43186+43004 |
Later that evening, GWR lined up the three HST sets that had been in service that day (excluding the one on the Newquay branch, of course) so that enthusiasts and passengers could take photos and say their final farewells. Then, one by one, the sets headed off to the depot, each sounding its horn as a last goodbye. As the last of the three sets pulled away, everyone clapped and cheered in celebration of the HST's legendary career. It was a fittingly loud and emotional send-off for a train that had defined the Britain's railways for half a century. You can watch the video of the sets departing for the depot by clicking here.
And with those final taillights fading into the night, the HST’s long and storied chapter in England officially draws to a close. At the time of writing, ScotRail remains the sole operator of these icons on regular scheduled passenger services.
I hope you’ve enjoyed coming along on this final journey with me. The HST is more than just a train to many of us, and I’d love to hear your own memories of these legends. Please feel free to share your stories in the comments below. For now, I wish you and your loved ones a very Merry Christmas. Thank you for following along, and as always, I'll see you in the next post.
🎄Merry Christmas!
This post is part of 2025's Christmas Specials.
This post draws on the following resource(s):
- Inter-City 125 High Speed Train: Owners' Workshop Manual by Chris Martin of 125 group (Haynes, 2019)
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