The class is officially the fastest diesel locomotive in the world, with an absolute maximum speed of 148.5mph (239.0km/h), and a regular service speed of 125mph (201km/h). The record run was led by 43102 (43302) and trailed by 43159.[3][4]
History and background
In the early 1970s, the British Railways Board made the decision to replace its main-line express diesel traction. Financial limitations were tight, so mass electrification was not possible. As a result, a new generation of high-speed diesel trains had to be developed.
Experience with the high-speed Class 55 Deltic locomotives had shown that a low axle weight was essential to avoid damage to the track at sustained high speed, and that high-speed engines were the only way to provide a good enough power-to-weight ratio for diesels. To power the HST at up to 125mph (201km/h), each power car had a new diesel engine, the 12-cylinder Paxman Valenta, running at 1,500rpm and developing 2,250bhp (1,680kW). The 70-tonne weight of the power car gave it a 17.5-tonne axle loading.
Prototype power car 41001 (left) with first production power car 43002
The prototype set was developed at the Railway Technical Centre, Derby, the power cars having been constructed by British Rail Engineering Limited's (BREL) Crewe Works and the British Rail Mark 3 passenger cars by BREL's Derby Litchurch Lane Works. The engine used in the prototype power cars was the Paxman 'Valenta' 12RP200L, which developed 2,250 horsepower (1,680kW). The electrical equipment was supplied by Brush. The power cars had a main driver's position at one aerodynamically shaped end with the other flat and gangwayed end having only an auxiliary driving position for shunting purposes.
The two prototype power cars emerged from the works in June and August 1972 and were initially numbered 41001 and 41002, but after a short period the entire set, including the passenger coaches, became reclassified as a diesel-electric multiple unit: British Rail Class 252. The power cars were given the coaching stock numbers 43000 and 43001. After proving trials on the Eastern Region the prototype High Speed Diesel Train (HSDT) was transferred to the Western Region, where it was deployed on Paddington–Bristol–Weston-super-Mare services.
Production series
The driver's cab and controls aboard a Class 43 power car
The design was successful and led to production orders being placed for similar trains for the Western, Eastern, Scottish and London Midland regions. The production power cars featured a redesigned front end without conventional buffers, although a rigid drawbar can be used to connect an HST to an ordinary locomotive. Following the introduction of production HST sets, the prototype unit was withdrawn, the power cars passing to the Research Division at Derby. Of the ten prototype coaches, two were adapted for use in the Royal Train,[5] five were modified for use with the production HSTs,[6] and three were transferred to Departmental stock.[7]
The 197 power cars produced are numbered 43002-43198. 43001 was applied to the second of the two prototype power cars, while the first of the pair (now preserved at the NRM; formerly operational on the GCR) became 43000, which is unusual because BR TOPS classification numbered its locomotives from 001 upwards (this was because it was not, at the time, classified as a locomotive).
In 1987, as electrification of the East Coast Main Line was under way, British Rail realised that the new Mark 4 carriages for the Class 89 and Class 91 locomotives were not going to be finished in time for the introduction of electric services on the East Coast Main Line so, in late 1987, a total of eight Eastern Region power car conversions were carried out at the Derby Engineering Development Unit, whilst the other six were converted by the diesel repair shop at Stratford to have the lower valancing removed and buffers fitted.
After being fitted with buffers, these power cars began work as surrogate DVTs to work with the Class 91s and 89. The locomotives, working with conventional Mark 3 stock, worked on the line between 1987 and 1991, when the last Class 91 locomotives entered service. As well as buffers being fitted to these power cars, special remote control equipment was also added to the locomotives so they could be controlled by the locomotive at the front. Once these locomotives left DVT duties, the remote equipment was removed.
After privatisation, these power cars joined the Virgin Trains fleet working both Virgin CrossCountry and Virgin Trains West Coast routes, where they displaced loco-hauled stock. All the units were repainted from their original InterCity colours to the Virgin red livery. Later, Virgin Trains withdrew the HSTs when new Class 220 and 221 units were delivered, and nearly all of these power cars went into storage at Long Marston.
After years of storage, several of the power cars were bought by Midland Mainline to be part of Project Rio, special services running from London St Pancras to Manchester while major engineering works were undertaken on the West Coast Main Line. These units were kept in the de-branded Virgin Trains livery throughout their time with Midland Mainline and put back in storage once Project Rio had finished in 2006.
Two units joined Network Rail's New Measurement Train in 2003 and have continued to work with this service ever since. Both of these units have now had MTU engines fitted.
One unit was leased to GNER as a one-off power car, working as a spare unit that could be easily called for if an HST failed. For most of its time with GNER, it was based at Craigentinny yard in Edinburgh and was painted into GNER colours. This locomotive's lease ended in 2006 and it was returned to storage at Long Marston.
In 2007, Grand Central took an interest in the stored power cars and amalgamated them into its fleet of three HST sets. In total, six were bought by the company and ran high-speed services between Sunderland and London Kings Cross. Two were the final operational Paxman Valenta power cars, being re-engined in 2010 with the MTU treatment. While at the works being re-engined, Grand Central added the orange stripe that appears on its Class 180 units, re-painted the front ends (making them look more like the non-buffered HSTs), and re-numbered the power cars into the four-hundreds. They were withdrawn from Grand Central service in 2017 after more Class 180s were acquired.[8]
Engines
Paxman VP185 engine in a Class 43 of East Midlands TrainsVideo of a GWR High Speed Train with MTU engines
British Rail experimented with Mirrlees Blackstone MB190 engines in four Western region examples (43167–43170) between 1987 and 1996, but this experiment was unsuccessful and the standard Paxman Valenta engines re-installed.
Paxman began development of the Valenta's successor, the Paxman VP185, in 1987. The suggestion that British Rail participate in a trial of the new VP185 engine in the IC125 was first mooted in January 1991, and a formal agreement for the trial was signed in May 1993.[9]
A qualifying requirement for the trial was that the engine should undergo a British Rail Type Test which was carried out between December 1993 and February 1994.[9] The test involved completion of 3,000 cycles, each of 10 minutes duration, with four minutes at the maximum power of 2,611kW (3,501bhp) and six minutes at idle, simulating the typical 'on-off' nature of IC125 duty. The test was much more severe than operational duty, where the train operates at a maximum of 1,678kW (2,250bhp). The successful results of the test cleared the way for installation of a VP185 in Power Car 43170 at Plymouth Laira Depot for in-service trials in the summer of 1994. Power car 43170 entered service on 22 September 1994.[9] 43170 was given the nameplate "Edward Paxman".[10]
During the late 1990s twenty-five HST power cars were re-engined with Paxman VP185 engines in order to improve fuel consumption and reduce emissions.
The last VP185 engine to be manufactured at Paxman's Colchester Works was despatched from the factory on 15 September 2003 as part of a programme to convert 14 Midland Mainline power cars to VP185 engines to supplement the four already converted during 1994/95, and this led to 43043/045/048-050/052/055/060/061/072/073/076/082 joining 43047/059/074/075 with this engine type.[11]
Today there are no production power cars fitted with a Paxman Valenta engine, although the 125 Group have reinstalled a Paxman Valenta in the surviving prototype power car, 41001 (formerly 43000). The 125 group are also in the process of reinstalling a Valenta into 43044 for preservation.[12]
Diesel-battery hybrid trial
In 2007, Brush Traction and Hitachi equipped Paxman Valenta powered 43089 and a semi-permanently coupled Mark 3 coach with a diesel-battery hybrid power system for experimental trials. The power car was named "Hayabusa" (Hayabusa, はやぶさ, Japanese for Peregrine falcon, project name 'V-Train 2').[13][14][15] It returned to normal service with East Midlands Trains.
Life extension
The HST fleet, having been in operation since the late 1970s, has been largely replaced by the Intercity Express Programme.
During 2005, two Class 43 power cars (43004 and 43009) operated by First Great Western were fitted with new MTU V16 4000 engines before being tested in passenger operation on the Great Western Line. In December 2005, First announced that all its power cars would receive the MTU engine. The MTU engine offers improvements over the existing Paxman 12RP200 'Valenta' engines, with reduced noise, smoke and exhaust emissions, improved reliability and fuel efficiency.[16]
East Coast also re-engined its fleet with MTU engines, a process begun under its predecessor GNER. East Coast's fleet of re-engined power cars have been renumbered into the 432xx and 433xx series by adding 200 to the existing power car number.
East Midlands Trains stated that it would install Paxman VP185 engines in all its power cars before the end of its franchise. It has since completed this operation, though the re-engined power cars retain their original numbers
Grand Central had fitted their HST fleet with MTU engines, with the first pair entering service on 21 September 2010; they have also been repainted with an orange stripe to match Grand Central's Class 180s.[17] 43123 was the final Valenta power car; it now carries a plaque reading "Valenta 1972-2010". The final passenger service of a Valenta engined power car was on 19 December 2010. On 22 December 2010 the Valenta was used in four farewell tours between York and Sunderland using 43123. All power cars have been re-engined by Brush Traction, Loughborough, and have been renumbered in the 43/4 range.
CrossCountry's first CrossCountry-liveried HST power car, 43301 (formerly 43101) was released from its overhaul at Brush Traction, Loughborough on 16 July 2008. CrossCountry also renumbered all its HST units by adding 200 to the old number.
Until the HST's introduction, the maximum speed of British trains was limited to 100mph (160km/h). The increased speed and rapid acceleration and deceleration of the HST made it ideal for passenger use, and it slashed journey times around the country. The prototype InterCity 125 (power cars 43000 and 43001) set the world record for diesel traction at 143mph (230km/h) on 12 June 1973. An HST also holds the world speed record for a diesel train carrying passengers. On 27 September 1985, a special press run for the launch of a new Tees-Tyne Pullman service from Newcastle to London King's Cross, formed of a shortened 2+5 set, briefly touched 144mph (232km/h) north of York.
During 1987, eight HST power cars were converted for use as driving van trailers (DVTs) with Class 91 locomotives during trials on the East Coast Main Line. The power cars were fitted with buffers and time-division multiplex equipment that allowed them to directly control a Class 91, and were moved over to the ECML where they were used on workings with Class 89 and then Class 91 locomotives from London to Leeds. After the Mk 4 stock had been delivered, the HST power cars had the TDM equipment removed, and then reverted to their normal duties. The power cars used for this project can be easily identified as they are still fitted with buffers. They were then transferred to Virgin Cross Country, and put in storage when Virgin replaced its HST fleet with Bombardier Voyagers (though Arriva, upon later taking over the franchise, acquired ten power cars, four of which were buffered). Grand Central bought six of these for services from Sunderland to London, the remaining two having been integrated into Network Rail's New Measurement Train.
After the privatisation of British Rail the HST sets continued to be used. 193 of the 197 locomotives built remained in service, five power cars, 43173, 43011, 43019, 43140 and 43030, having been written off by fatal rail accidents in 1997, 1999, 2004 and 2020 respectively.
GWR Castle HST set at Plymouth
In 2018-19, Great Western Railway and London North Eastern Railway replaced their HST-worked services with ones operated by Class 800/801/802s. LNER retained none of its HSTs; GWR retained 24 power cars to form 11 four-carriage formations known as "Castle Class" sets for use on local services between Cardiff and Penzance, which had not been worked by HSTs before.[18]
Twenty-seven sets each with four or five carriages moved from Great Western Railway to Abellio ScotRail and were refurbished with controlled emission tanks and plug automatic doors. These operate on services between either Edinburgh or Glasgow and either Aberdeen or Inverness.[19][20][21][22] The first two were delivered to Craigentinny TMD for crew training in September 2017.[23] The first entered service in October 2018.[24]
Future
GB Railfreight have expressed interest in the possibility of converting displaced HST sets for use carrying parcels and other mail.[25]
In 2021, RailAdventure acquired the six 43/4 power cars, plus an additional two for spares, for use on stock movements as part of its entrance into the UK market through the acquisition of Hanson and Hall Rail Services.[26][27] Two were moved to Germany for display at a trade show in September 2021.[28] They returned in November 2021.[29]
On 25 November 2022, GWR announced it would be retiring their 'Castle' fleet. The withdrawals are expected to take place over a two-year period.[30]
In early August 2023, three power cars and 11 Mark 3 coaches were exported to Mexico for use on the Tren Interoceánico.[31][32][33] They arrived in early September 2023.[34]
Sir Kenneth Grange on 2 October 2016, with InterCity 125 power car 43185, the bodyshell of which was designed by him in the 1970s, and which had just been repainted in the Intercity Swallow livery carried between 1987-1996.
On 2 May 2016 an open day was held at BristolSt Philip's Marsh depot with a line up of Class 43s from each operator (except CrossCountry) to celebrate the HST's fortieth anniversary. Several locomotives and passenger trains also appeared, such as 150 247 and 166 214 both in their new GWR liveries, 158 798 in its Springboard Opportunity Group livery and the prototype Class 41 HST. At the event, power car 43002 (Numbered 253 001 as a Diesel Multiple Unit) was unveiled in original Intercity 125 livery, and named Sir Kenneth Grange after the Class 43's bodyshell designer.[42] On 2 October 2016, power car 43185 was unveiled in InterCity Swallow livery.[43] Both were operated by Great Western Railway (First Great Western) and 43002 is now preserved, Residing at the National Railway Museum at York.[44]
Accidents
There have also been four serious incidents involving Class 43s; these accidents resulted in five power cars being written off.
Southall rail crash: on 19 September 1997, 43173 leading a Swansea to London Paddington service which failed to stop at a red signal, which resulted in a high-speed collision with a freight train.
Ladbroke Grove rail crash: on 5 October 1999, a British Rail Class 165 unit 165 115, passed a signal set at danger while leaving London Paddington on a Thames Trains service. This resulted in a serious collision with 43011, forming a London-bound HST service; 31 people were killed, including the drivers of both trains involved.
Ufton Nervet rail crash: on 6 November 2004, 43019 leading a London to Plymouth service, collided with a car on the Ufton Nervet level crossing. The impact with the car resulted in a serious derailment which killed six people aboard the train, including the driver; the investigation established that the collision was caused by the suicide of the car driver.
There have been minor incidents involving Class 43s, among which have been:
On 28 August 1979, power car 43110 derailed south of Northallerton. The cause was attributed to low gearbox oil lubricant which caused the pinion to fail and lock the leading wheels on the train in place. With the rear power car pushing the train, this caused the locked wheels to skid, wearing a groove which developed false flanges on their outsides, one of which struck the points south of the station, which buckled the rail.[48]
On 16 March 1986, power car 43118 received collision damage after running through a buffer stop and derailing, while leaving Neville Hill TMD.[49]
On 3 April 2016, power car 43160 was involved in what was described as a 'low impact' collision at Plymouth railway station. A local commuter service collided with a Plymouth to London Paddington train at low speed and the power car received damage to its nose and valancing.[50]
On 20 August 2017, 43188 partly derailed on departure at Paddington while forming the rear power car of the 11:57 Great Western Railway service to Penzance. This was due to a track fault.[51]
On 31 December 2017, 43195 hit a tree near Hemerdon, Plymouth.[52][53]
On 17 April 2018, 43138 suffered damage due to an engine fire whilst at Penzance station.[54]
On 27 December 2023, 43129 crashed into a fallen tree near Arbroath Station. The front cab was severely damaged.[63]
Replacement
The old order and new at Reading
The HST fleet is now in its sixth decade, and replacements are underway. This project, the Intercity Express Programme, is being spearheaded by the Department for Transport. A consortium headed by Hitachi has designed and built the new units, initially named "Super Express Train". Various formations are being built; both electric and bi-mode (electro-diesel) versions in five- or nine-coach lengths. The first batches have replaced HSTs on the Great Western Main Line and the East Coast Main Line.[citation needed]
On the Greater Western franchise, the last of the full-length HSTs was withdrawn in June 2019. Between 12 and 20 HST sets were originally to be retained and refurbished to carry on providing services between London, Devon and Cornwall, where no electrification was planned, and where the Class 800's diesel engines would not be capable of negotiating the steep gradients along the South Devon Banks, through to the mid-2020s.[64] A report published in 2011 concluded that the Mark 3 coaches could remain in service as late as 2035, subject to some minor rewiring and enhancements required under disability legislation.[65] However, it was announced in March 2015 that the HST would instead be replaced with the Class 802, a more powerful derivative of the bi-mode Class 800s.[66]
Initially, high-speed Bombardier Voyager and AlstomClass 180 Adelante replaced numerous HST units, but all locomotives and sets were brought back into service as a result of increasing demand. Some Great Western sets were cascaded to Abellio ScotRail to replace the Class 170 units, while others were retained by GWR to operate local services.[67] GWR will retire these units in favour of Class 802s by December 2023.[68]
Grand Central Railway leased five more Class 180 units cascaded from GWR to replace its HST trains and increase its overall fleet size.[69] This in turn allowed the HSTs to be cascaded to East Midlands Trains.[70] The East Midlands Trains sets were passed to the new East Midlands Railway franchise, which announced it would replace them with a combination of Class 180 and Class 222 units, enabled owing to the electrification of the MML as far north as Corby, to be replaced ultimately by Class 810 bi-mode units.[71]
Thirteen Class 43 power cars have currently been saved for preservation.[citation needed]
The National Railway Museum in York has preserved 43002, the first production power car.[74] The Railway Heritage Designation Advisory Board nominated 43102 (43302) for preservation as holder of the record for being the fastest diesel locomotive on the planet.[75] The power car was donated to the NRM upon its withdrawal from service in May 2021,[76] and it is currently located at the NRM's museum at Shildon.[citation needed]
Angel Trains donated 43018 to Crewe Heritage Centre following its use as a spares donor for Abellio ScotRail.[77]Porterbrook also donated 43081, the 8,000th locomotive built at Crewe, to the museum in 2021. Porterbrook donated 43048 and 43089 to the 125 Group. Both moved to the group when their lease ended with East Midlands Railway.[78] The group later purchased 43044 from Porterbrook in 2021,[79] with 43159 being donated in June that year.[80]
43045 has been preserved at the Long Marston Rail Innovation Centre following its period in service with Colas Rail and its time in storage.[81]
In addition to these twelve, Locomotive Services Limited have saved seven power cars, 43046, 43047, 43049, 43055, 43058, 43059 and 43083 along with three sets of Mark 3 coaches for use on excursion trains. 43046 and 43055 have been refurbished and reliveried, along with a set of coaches, as a recreation of the Midland Pullman train.
Models
Class 253 Del Prado N Gauge scale BR Class 43 (HST) HST power car model
Graham Farish and Dapol have both released HST models in British N gauge.[88][89] Dapol introduced East Midlands Trains and Arriva Cross Country liveries, for the model, in 2012.[90]
↑ Power cars 43013–43014 and 43062 only, as part of 'first in class' testing for the East Coast Main Line digital signalling programme.[1]
Related Research Articles
A diesel multiple unit or DMU is a multiple-unit train powered by on-board diesel engines. A DMU requires no separate locomotive, as the engines are incorporated into one or more of the carriages. Diesel-powered single-unit railcars are also generally classed as DMUs. Diesel-powered units may be further classified by their transmission type: diesel–mechanical DMMU, diesel–hydraulic DHMU, or diesel–electric DEMU.
Great North Eastern Railway, often referred to as GNER, was a train operating company in the United Kingdom, owned by Sea Containers, that operated the InterCity East Coast franchise on the East Coast Main Line between London, Yorkshire, North East England and Scotland from April 1996 until December 2007.
The InterCity 125 or High Speed Train (HST) is a diesel-powered high-speed passenger train built by British Rail Engineering Limited between 1975 and 1982. A total of 95 sets were produced, each comprising two Class 43 power cars, one at each end, and a rake of seven or eight Mark 3 coaches. The name is derived from its top operational speed of 125 mph (201 km/h). At times, the sets have been classified as British Rail Classes 253, 254 and 255.
First Greater Western, trading as Great Western Railway (GWR), is a British train operating company owned by FirstGroup that provides services in the Greater Western franchise area. It manages 197 stations and its trains call at over 270. GWR operates long-distance inter-city services along the Great Western Main Line to and from the West of England and South Wales, inter-city services from London to the West Country via the Reading–Taunton line, and the Night Riviera sleeper service between London and Penzance. It provides outer-suburban services in West London; commuter services from its London terminus at London Paddington to the Thames Valley region, including parts of Berkshire and Buckinghamshire, and Oxfordshire; and regional services throughout the West of England and South Wales to the South coast of England. Great Western Railway also operates the Heathrow Express service.
InterCity was a brand name introduced by British Rail in 1966 for its long-haul express passenger services.
The British Rail Class 73 is a British electro-diesel locomotive. This type is unusual in that it can operate on the Southern Region's 650 / 750 V DC third rail power supply, or an onboard diesel engine to allow it to be used on non-electrified routes. This makes it very versatile, although the diesel engine produces less power than is available from the third-rail power supply, so the locomotives are rarely used outside of the former Southern Region of British Rail. It is one of the first bi-mode locomotives ever built. Following the withdrawal and scrapping of the more powerful Class 74 bi-mode locomotives in 1977, the Class 73 was unique on the British railway network until the introduction of the Class 88 bi-mode locomotives in 2017. Ten locomotives have been scrapped.
Class 252 was the classification allocated to the prototype High Speed Train (HST) unit, numbered 252001.
The British Rail Mark 3 is a type of passenger carriage developed in response to growing competition from airlines and the car in the 1970s. A variant of the Mark 3 became the rolling stock for the High Speed Train (HST).
The British Rail Class 41 were two powercars built in 1972 by British Rail Engineering Limited's Crewe Works to operate with the prototype High Speed Train (HST) with Mark 3 carriages.
The New Measurement Train (NMT), nicknamed the Flying Banana, is a specialised train which operates in the United Kingdom to assess the condition of track so that engineers can determine where to work. It is a specially converted InterCity 125, consisting of two Class 43 power cars and five or six Mark 3 carriages. It can check the condition of most main lines and some secondary routes operating on a four weekly cycle. This cycle replaced its original 13-week cycle after the introduction of the Plain Line Pattern Recognition (PLPR) Design Patrolling Program.
This article contains a list of jargon used to varying degrees by railway enthusiasts, trainspotters, and railway employees in the United Kingdom, including nicknames for various locomotives and multiple units. Although not exhaustive, many of the entries in this list appear from time to time in specialist, rail-related publications. There may be significant regional variation in usage.
The British Rail Class 210 was a type of diesel-electric multiple unit (DEMU) passenger train designed and constructed by British Rail Engineering Limited's Derby Litchurch Lane Works.
The New South Wales XPT is a class of diesel-powered passenger trains built by Comeng and ABB. Based on the British Rail-designed High Speed Train, each XPT set comprises two XP power cars in a push-pull configuration and, between them, between four and seven passenger carriages.
The Paxman Valenta, also known as Y3J and RP200, is a diesel fuelled internal combustion engine formerly made by Paxman in Colchester, England. It was originally developed for, and previously used in the British Rail (BR) Class 43 diesel-electric locomotives, a pair of which powered the InterCity 125 High Speed Train (HST) in a push-pull train set configuration. The Valenta has also been used for electricity generation in diesel generators on offshore oil rig platforms in British waters.
Diesel multiple units and railcars are trains, usually with passenger accommodation, that do not require a locomotive. Railcars can be single cars, while in multiple units cars are marshalled together with a driving position either end. As of December 2010, 23 percent of the rail passenger cars used on Network Rail are part of a diesel multiple unit.
The British Rail Class 800, branded as the Intercity Express Train (IET) by Great Western Railway (GWR) and Azuma by London North Eastern Railway (LNER) is a type of bi-mode multiple unit train built by Hitachi Rail for GWR and LNER. The type uses electric motors powered from overhead electric wires for traction, but also has diesel generators to enable trains to operate on unelectrified track. It is a part of the Hitachi AT300 product family.
The British Rail Class 802 is a type of high-speed bi-mode multiple-unit passenger train designed and produced by the Japanese manufacturer Hitachi Rail. It has been operated by Great Western Railway, TransPennine Express, and Hull Trains; each of these train operating companies has given its own units a unique brand: Great Western Railway's units are branded Intercity Express Trains (IETs), TransPennine Express units are branded Nova 1s and Hull Trains' units are branded Paragons.
The 125 Group is a railway heritage group in England dedicated to the preservation of the InterCity 125s.
The Paxman VP185 is an internal combustion engine formerly manufactured by Paxman in Colchester, England. It is used in marine and railway applications, and was available as both a V12 and V18 configuration.
References
↑ Clinnick, Richard (April 2023). "Modernising the Moorgate branch". Rail Express. No.323. Horncastle: Mortons Media Group. p.87. ISSN1362-234X. New Measurement Train [HST] power cars Nos. 43013/014/062 have visited the [RIDC] at Old Dalby for 'first in class' testing...
↑ "Refurbished and repainted HSTs find new home in Nigeria". Network News. Rail Magazine. No.1007. 17 April 2024. p.16.
↑ "HST Power Car Round-Up". Railways Illustrated. No.240. Horncastle: Mortons Media Group. February 2023. p.19.
↑ "Three dead, six injured in horrific Scottish HST derailment". The Railway Magazine. Vol.166, no.1434. Horncastle: Mortons Media Ltd. September 2020. pp.6–7. ISSN0033-8923.
↑ Wild, Mike (August–September 2007). "HSTs return in 'N' gauge". Hornby Magazine. No.3. Hersham: Ian Allan Publishing. p.82. ISSN1753-2469. OCLC226087101.
↑ "HST". www.dapol.co.uk. Archived from the original on 27 June 2017. Retrieved 23 March 2021.
Marsden, Colin J.; Fenn, Graham B. (1988). British Rail Main Line Diesel Locomotives. Sparkford: Haynes. pp.180–183. ISBN978-0-86093-318-2. OCLC17916362.
125 Group (2019). Inter-City 125 Owners' Workshop Manual. Haynes. ISBN978-1-78521-266-6.
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