69-505: FGW may refer to: Fishguard & Goodwick railway station , in Wales First Great Western , now Great Western Railway, a British train operating company Flexural gravity wave Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title FGW . If an internal link led you here, you may wish to change
138-599: 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 . British Rail (BR) initially developed the HST as an interim measure in the early 1970s, as delays and cost concerns began to threaten their primary high-speed train project, the Advanced Passenger Train (APT). The HSTs are now widely considered to be among
207-549: A DC generator, with the output converted to DC when used for traction. The prototype train of seven coaches and two locomotives was completed in August 1972 and in the autumn was running trials on the main line. The following year, high-speed testing was undertaken on the "racing stretch" of the East Coast Main Line between York and Darlington . The set was reduced to two power cars and five trailers, and there
276-523: A Milford Haven to Manchester Piccadilly train. On Sundays, there were three trains each way, ran primarily to serve the ferry to/from Rosslare. Two of these ran to Swansea and the other to Cardiff Central. Due to the COVID-19 pandemic , services on the Fishguard branch were reduced. As of August 2021, there were two daily departures from Mondays to Saturdays in each direction – one at midday, and one in
345-442: A different electric heating/power supply system) to operate with Class 43 power cars was heavily delayed and therefore pushed the starting date back to 18 December 2007. HSTs 43084 and 43123 were the final operational Paxman Valenta power cars, being re-engined in 2010 with the same MTU engines as other units. While at the works being re-engined, Grand Central added the orange stripe that appears on their Class 180 units, re-painted
414-451: A harbour at Goodwick to attract Irish traffic (the GWR had a major such port at Neyland ) and/or their ambitious plan to link this new harbour to Carmarthen with their own line to break the GWR's monopoly of rail lines into west Wales. Goodwick station opened on 1 August 1899 under GWR ownership. The station was called Goodwick until 1 May 1904 when it was renamed Fishguard and Goodwick. It was
483-536: A model in a wind tunnel . "It really was rather quite brutal, rather clumsy. I thought, 'Oh I'd like to get my hands on that', although the brief was nothing to do with the shape, absolutely not at all." He presented the new design to British Rail and persuaded them to adopt it. After being withdrawn from GWR service, 43002 was acquired by the National Collection in November 2019 and was displayed at
552-449: A more luxurious style, and many tables with one seat each side in first class were replaced by individual airline-style seats. By mid-2019, Great Western Railway no longer had any HSTs operating service to or from Paddington, having replaced all of them with Class 800 and Class 802 . Great Western Railway retained 24 powercars and 48 coaches to form 11 four-coach sets for use on local services between Cardiff and Penzance , replacing
621-471: A search for funding to reopen Fishguard & Goodwick railway station; funding was successfully found and it was announced that the station was to reopen in March 2012. The reopening work cost £325,000, including realignment of the track by Network Rail by the end of 2011 and laying of tarmac over part of the station yard to provide a car park (with further tarmac over the rest of the station yard, to enlarge
690-453: A series of speed improvements over the next two decades, until it became possible for HSTs to run at up to 110 mph (177 km/h) on some sections. An upgrade to the full 125 mph (201 km/h) was proposed by British Rail in the early 1990s, but because of privatisation this did not happen. However line improvements were completed in time for the spring 2014 timetable change, which has permitted 125 mph running on some sections of
759-435: A set of six to nine Mark 3 coaches. Key features of the design are the high power-to-weight ratio of the locomotives (1678 kW per ~70-tonne loco), which were built for high-speed passenger travel, improved crashworthiness over previous models, and bi-directional running avoiding the need for the locomotive to run around at terminating stations. Until the HST's introduction, the speed of British diesel-powered trains
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#1732775294041828-467: A similar idea of a train with integral power cars at each end a decade earlier, with their Blue Pullman sets; although these trains were not ultimately commercially successful, they established the validity of the idea, and are often seen as forerunners of the HSTs. The concept had several advantages; firstly, a power car at each end allowed the train to be driven from either end in push–pull formation with
897-658: 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 144 mph (232 km/h) north of York . On the Western Region, InterCity 125 trains (designated class 253) were introduced on services from London to Bristol and South Wales, and extended to most daytime services from London to Devon and Cornwall. Some South Wales services were extended to Milford Haven , Fishguard and Pembroke in West Wales. Maintenance
966-516: A terminus until the GWR opened their extension to Fishguard Harbour in 1906 and moved their Irish ferry operation there from Neyland. The station was closed on 6 April 1964 by British Railways , when local trains between Fishguard and Clarbeston Road were withdrawn. After closure to normal passenger trains the station remained in use for workmen's trains to the RNAD Trecwn , until these services were withdrawn on 1 August 1964. From 18 June 1965
1035-424: Is a railway station sited 1 mile from Fishguard in the neighbouring town of Goodwick , Pembrokeshire , Wales . It is owned by Pembrokeshire County Council and just over 1 ⁄ 2 mile (0.80 km) from the larger Fishguard Harbour station . Following its closure in 1964 (1980 for Motorail), it reopened on 14 May 2012 following investment from Network Rail and Pembrokeshire County Council. The station
1104-701: The British Rail Class 158 . However, by the end of 2022 these sets were proving expensive to operate and increasingly difficult to maintain due to their age. With spare Class 802 sets post-Covid being able to fill in on the route, in December 2022 GWR announced plans to withdraw all of the HST Castle sets from use by December 2023. Whilst leased vehicles were returned to Angel Trains , four directly owned 2+4 Castle sets have been retained by GWR, with plans to retain them until at least December 2024. On
1173-609: The British Railways Board (BRB) decided it would not be sufficiently developed to enter public service until well into the next decade, so a stopgap solution would be needed to reduce journey times in order to compete effectively with other modes of transport. At the instigation of Terry Miller , Chief Engineer (Traction & Rolling Stock), the BRB authorised the development of a high-speed diesel train using tried and tested conventional technology for short-term use, until
1242-521: The Derby Litchurch Lane Works . The first production power car, numbered 43002, was delivered in late 1975. The production versions were mechanically very similar to the prototype, but differed considerably in appearance: the streamlined wedge-shaped front end lacked conventional buffers, and the drawgear was hidden under a cowling. The single cab front window was much wider than the prototype's, and side windows were included. Unlike
1311-509: The East Coast Main Line , the InterCity 125 designated Class 254 was the staple stock after the retirement of the Class 55 Deltic locomotives in 1980–1982, until the introduction of InterCity 225 following electrification in 1990. They were concentrated on services from London King's Cross to Newcastle and Edinburgh Waverley , and to Glasgow Queen Street , Inverness and Aberdeen . In
1380-711: The InterCity East Coast franchise. All trains passed with the InterCity East Coast franchise to London North Eastern Railway in June 2018. In 2006, Grand Central obtained six Class 43 power cars to operate its London-Sunderland passenger service via the East Coast Main Line. The service was due to begin in December 2006 although upgrade work to enable the coaching stock (which was formerly used for locomotive-hauled services and had
1449-892: The London - Edinburgh journey time by up to an hour. In 1979, HST services began in South West England , to destinations such as Exeter , Plymouth and Penzance , and in 1981 they were introduced to the Cross Country Route via Birmingham New Street . In 1982 HSTs were introduced to Midland Main Line services from London St Pancras : Although the HSTs were mostly limited to a top speed of 100 miles per hour (160 km/h) on those routes, their increased acceleration still reduced journey times. Ninety-five HST sets, including 197 Class 43 powercars, were built between 1976 and 1982. More Mark 3 trailer cars were built in
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#17327752940411518-602: The Milford Haven to Manchester Piccadilly train, and the others continue to Carmarthen, Swansea or Cardiff Central. [REDACTED] Media related to Fishguard and Goodwick railway station at Wikimedia Commons InterCity 125 The InterCity 125 (originally Inter-City 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
1587-774: The National Railway Museum in York. The redesigned front end also had the advantage of easing union acceptance of the train: the railway union ASLEF had objected to the prototype's lack of space for a secondman to sit alongside the driver, and had refused to operate the prototype in public service. The cab on the production version was wide enough to accommodate two people, and so was able to overcome these objections. An InterCity 125 consists of two Class 43 diesel-electric power cars, each powered originally by 2,250 bhp (1,678 kW ) Paxman Valenta engines (they have since been fitted with different engines), and
1656-418: The fastest diesel-powered train , a speed of 148 mph (238 km/h), was set by an HST on 1 November 1987, between Darlington and York with a test run for a new type of bogie for use on Mark 4 coaches on the same route. The record run was powered by 43102 (at the front) and 43159 (at the rear). An HST also holds the world speed record for a diesel train carrying passengers. On 27 September 1985,
1725-452: The (disused) station site. This was sometime before an increased service frequency on the Fishguard line was secured, and no visible progress was made towards reopening until the announcement of extra trains. In March 2011, it was announced that Welsh Assembly Government subsidy would be provided to allow an increase in train frequency on the Fishguard line from two trains per day to seven from 12 September 2011 for three years. This prompted
1794-605: The 1980s for the Western Region Class 253s, making them eight-car rakes in common with East Coast and Midland Main Line services. During the 1990s only the Cross-Country sets remained as seven-car rakes, with just one first-class coach. One of the main selling points of the new HST services were the increase in speed and comfort without any increase in fares. The HST brought considerable improvements in service, and British Rail began active marketing to support
1863-558: The APT was able to take over. An operational prototype was to be built by 1972. The high-speed diesel train, which became the HST or InterCity 125, was formed of a rake of Mark 3 passenger coaches between two streamlined power cars, one at each end. Each power car was fitted with a Paxman Valenta diesel engine which could produce 2,250 horsepower (1,680 kW ). This engine was chosen due to its light weight, and subsequent high power-to-weight ratio . The decision to use two power cars
1932-680: The BTC instead focused on developing new trains which could operate at higher speed using existing infrastructure. A team of engineers was assembled at the Railway Technical Centre in Derby in the early 1960s, to design and develop an Advanced Passenger Train (APT) capable of at least 125 miles per hour (201 km/h) incorporating many features not previously seen on British railways—such as tilting to allow higher speeds on curves. The APT project suffered repeated delays and in 1970,
2001-467: The ECML had eight coaches instead of seven on the Western Region, and British Rail had originally planned to fit uprated 2,500 bhp (1,900 kW) Valenta engines to the longer HSTs, but this was not carried out, as it was found that the engine's coolant system would struggle to deal with the extra heat produced by a higher powered engine. The first 125 mph East Coast HST services were introduced for
2070-623: The HST made it ideal for passenger use. Deliveries continued in 1976, and on 4 October a partial service of HSTs running at 125 mph (201 km/h) began on the Western Region , from London Paddington , on the Great Western and South Wales Main Lines . The radical update of the standard BR livery on the power cars was complemented by the 'Inter-City 125' branding, which also appeared on timetables and promotional literature. By
2139-519: The London Midland Region, InterCity 125 trains were introduced later than on the other regions. They initially appeared on the former Midland Railway route from London St Pancras to Sheffield and Nottingham . Although they were initially not permitted to exceed 100 mph (161 km/h) on any part of the route, they still delivered time savings compared with the loco-hauled trains they replaced. The Midland Main Line received
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2208-579: The West Country, included four tables per standard class coach. The refurbished coaches had new seating (leather in first class), at-seat power points and a redesigned buffet bar. From 2010, one standard class coach in each set had a Volo TV system, but this was removed in 2014. Another change was made in 2014, when some first class coaches were converted to standard class or composite (half standard and half first class), leaving 1½ first class coaches per set. The first class coaches were refurbished in
2277-473: The addition of a TS. 'Pullman' services replace a TS with an additional first-class coach. After privatisation, InterCity 125s were operated by Great North Eastern Railway (GNER), alongside electric InterCity 225 units from London to Newcastle and Edinburgh, and beyond the electrified sections (or where British Rail Class 91s cannot operate due to route availability restrictions) to Hull , Skipton , Harrogate , Inverness and Aberdeen . In January 2007
2346-693: The basis for an Australian variant, the Express Passenger Train (XPT) , which entered service in New South Wales in 1982. In the late 1950s and early 1960s, the British Transport Commission (BTC) was modernising its rail network. It wanted to increase intercity speeds so that railways could compete more effectively with motorways. The governments of the time were unwilling to fund dedicated high speed rail infrastructure, as happened in other countries, and so
2415-450: The building was in a dangerous condition with very little in a state that could possibly have been salvaged. The work to reopen the station was a joint operation between Pembrokeshire County Council and Network Rail . In March 2012, Network Rail announced that the station would reopen on 14 May 2012 and would be served by the seven trains each way per day which currently run through the station. The station duly reopened on 14 May 2012. It
2484-624: The car park, a future possibility ). Another aspect of the work was demolition and reconstruction of the station building, which took place in August 2011 between the announcement of extra services and their launch (on 12 September). Since the station is within the Goodwick Conservation Area , this demolition without approval of such plans would have violated policy 80 of the Joint Unitary Development Plan for Pembrokeshire, but went ahead anyway as
2553-544: The concept, British Rail produced a prototype . The framework of the new locomotive, classified British Rail Class 41 , was built at Crewe Works and transferred to Derby Litchurch Lane Works for completion. The design incorporated a driving desk around the centrally seated driver, a sound-proofed door between the cab and the engine room, and, unusually, no side windows. The prototype was the first diesel locomotive in British railway history to use AC alternators in place of
2622-599: The exception of sleeper services and some Cotswold Line services. From 2005 the First Great Western HSTs were re-engined with MTU power units and the coaches were refurbished. Units for services in the M4 corridor/Thames Valley to Bristol, Hereford, Oxford, Exeter and Cardiff were converted to a high-density layout of mostly airline-style seats in standard class (only two tables per coach) to provide more seats for commuters. The remainder, for routes to Swansea and
2691-469: The first of GNER's 13 refurbished HSTs was unveiled with coaches rebuilt to the same ' Mallard ' standard as its InterCity 225 electric sets with similar seating, lighting, carpets and buffet cars. The power cars were upgraded with MTU engines . The first of the HST Mallards was in service by spring 2007. In 2007 the franchise was taken over by National Express East Coast (NXEC), which continued
2760-522: The front ends (this making them look more like the non-buffered HSTs), and re-numbered the power cars into the four-hundreds. Grand Central's HSTs were cascaded to East Midlands Trains at the end of 2017. In February 2019 Hull Trains commenced using a First Great Western set between London King's Cross and Hull due to ongoing reliability issues with its Class 180s. A month later they introduced an additional set following further reliability issues. LNER withdrew its last InterCity 125s in December 2019. On
2829-441: The key design requirements for the HSTs was that they should be able to run at 125 mph on existing infrastructure. In order to achieve this, they had to be able to come to a stop from 125 mph within existing signal spacings, which required a high performance braking system to be developed. This was achieved by a high performance disc brake system, in place of the clasp brakes used on traditional stock. To prove
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2898-578: The late evening. The two westbound services continued to Fishguard Harbour. The two eastbound services ran to Carmarthen , with the midday service continuing to Cardiff Central. On Sundays, there was an increased service of three trains per day in each direction. The additional mid-afternoon services ran to Fishguard Harbour and Swansea. As of 2024, the Fishguard branch has six services from Mondays to Saturdays and three services on Sundays. All westbound services continue to Fishguard Harbour. One eastbound service terminates at Clarbeston Road , connecting with
2967-445: The line and higher top speeds on others. Most long-distance services on this route have been transferred to new Class 222 Meridian diesel-electric multiple units, although many London services from Nottingham still used the InterCity 125, as did all services from London St Pancras to Leeds . Midland Mainline inherited HSTs from BR after privatisation and operated them on its primary services at up to 110 mph. 43089 also
3036-422: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=FGW&oldid=850549312 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Fishguard %26 Goodwick railway station Fishguard and Goodwick railway station
3105-664: The months following the Penmanshiel Tunnel collapse in 1979, London to Scotland services ran via the Tyne Valley line from Newcastle to Carlisle then to Scotland via the West Coast Main Line . HSTs were also used on some services from London to Leeds , Bradford Forster Square , Cleethorpes , Hull and Scarborough . The East Coast (ECML) formation was originally 2 + 8, increased to 2 + 9 in 2002 when extra stock became available. The ECML formation
3174-628: The most successful trains to have operated on the British railway network, both in terms of their initial impact and their longevity: their introduction into service between 1976 and 1982 resulted in significantly reduced journey times, and large increases in patronage on the routes on which they were operated. The trains proved to be a reliable workhorse, remaining in front-line service for decades. The first withdrawals began in 2017, 41 years after they were introduced. As of September 2023 , InterCity 125s remain in service with ScotRail , Great Western Railway , and Network Rail . The design became
3243-437: The occasional peak service on 16 September 1982. The station was used temporarily in June 1982, when the railway lines at Fishguard Harbour were moved and re-laid. InterCity 125 services ran through the site of station until the early 1990s but services ceased in 1994. Reopening Fishguard and Goodwick as a rail/bus interchange had been considered by Pembrokeshire County Council for some years. For this reason it purchased
3312-657: The operation of the route returned to public ownership. As a result, the 13 sets were operated by East Coast from late 2009. East Coast introduced an InterCity 125 service to Lincoln in 2011. The InterCity 125 was replaced by the electric InterCity 225 on the line to Skipton when the electrical infrastructure was upgraded. Eight East Coast services per day in each direction used the InterCity 125. In 2012, 43072 (now 43272), 43074 (now 43274) were transferred from East Midlands Trains and received MTU engines. In April 2015, Virgin Trains East Coast took over operation of
3381-478: The power cars linked by electronic control systems, and therefore reverse direction without the need for a locomotive to be run around at terminus stations, secondly, the train could run with only one power car operational, though at reduced speed, therefore allowing a journey to continue in the event of a breakdown, and thirdly, it avoided the underfloor diesel engines found in diesel multiple units , therefore avoiding noise and vibration for passengers. Another factor
3450-434: The prototype, no driving position was included at the inner end, as the power cars were originally intended to operate in fixed formation. The train's appearance is the work of British industrial designer Kenneth Grange who was approached by British Rail to design the livery, but under his own impetus, and without telling anyone, decided to redesign the body. He worked with an aerodynamic engineer, and they built and tested
3519-470: The re-engining programme begun by GNER, and completed the refurbishment of the fleet in March 2009. Two power cars were transferred to First Great Western early in 2009. The final Mallard-upgraded Mark 3 coaches entered service with NXEC in October 2009. Following an announcement by National Express that it would not provide further financial support to NXEC, the franchise ceased on 13 November 2009, and
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#17327752940413588-515: The same diagrams they had under British Rail, albeit in a different livery. Great Western Railway used 43 HST sets to operate most intercity services from Paddington to Bristol , Bath Spa , Chippenham , Swindon , Cardiff , Swansea , Carmarthen , Cheltenham Spa , Oxford , Worcester , Hereford , Paignton , Plymouth and Penzance , and some commuter services to Westbury , Taunton and Exeter St Davids . In 2012 all First Great Western's intercity services were worked by InterCity 125 sets with
3657-670: The start of the summer timetable in May 1977, the full complement of 27 Class 253 sets (253001–253027) was in service on the Western Region, replacing locomotive-hauled trains on the Bristol and South Wales routes. Passenger numbers rapidly increased due to the speed and frequency of the services. The displacement by HSTs of Class 50 locomotives to slower services effectively finished off the last Class 52 diesel-hydraulics by early 1977. The production of Class 254 continued through 1977 for East Coast Main Line (ECML) services. The HSTs allocated to
3726-439: The station became the terminus of a seasonal motorail service from London, the end loading dock behind the former main (Up side) platform being used for unloading the cars. Early photographs show the station building to be shorter than it is today, with the extension carried out along with refurbishment for motorail traffic. Motorail kept the station in use each summer season until the regular service ended on 19 September 1980 and
3795-401: The summer timetable in May 1978, with HSTs taking over Flying Scotsman and other services. The previous generation of Class 55 'Deltic' locomotives were relegated to secondary duties, before being withdrawn entirely in late 1981. A full HST timetable for the ECML was due to be introduced in May 1979, but was delayed until late August due to the Penmanshiel Tunnel collapse . The HSTs reduced
3864-418: The then extant timings. Most of these predictions of the journey times achievable by HSTs proved to be quite accurate, and in some cases they were underestimates. For example, the best timing achieved for London to Bath was 62 minutes, and 115 minutes was achieved for London to York. In the early 1980s, when electrification of the East Coast Main Line was in its early planning stages, serious consideration
3933-500: The train's introduction. The InterCity service was a great success for British Rail. One of the main selling points of the HSTs were the reductions they could achieve in journey times, with the trains being marketed in publicity material as 'The Journey Shrinker'. In 1973 British Rail produced a promotional booklet entitled Speed for the Seventies in which they laid out the expected journey times to be achieved with HSTs compared to
4002-408: Was a concerted attempt to see how fast the train would go. On 6 June 1973, 131 mph (211 km/h) was reached, which was bettered as the days passed. On 12 June, a world diesel speed record of 143.2 mph (230.5 km/h) was achieved, and the drivers believed that 150 mph was possible, but the BRB issued instructions for the high speed tests to cease. It was believed at the time that this
4071-508: Was adopted under Arriva's adopt-a-station scheme by the local community group POINT. In the 2018 timetable, there were seven daily (Mon-Sat) departures each way on a very irregular schedule (particularly in the afternoon, where there were no departures either way for more than six hours). Six of the services ran to at least Carmarthen , with one through train to Manchester Piccadilly one to Cardiff Central and one to Swansea. The other departure ran to Clarbeston Road , where it connected into
4140-562: Was because the BRB wanted to promote the APT as the future of high speed rail travel in the UK. The fixed-formation concept was proven in trial running between 1973 and 1976, and British Rail went on to build 95 sets of production HSTs to transform InterCity services. Manufacturing of the production power car sets began in 1974 at the Crewe Works , with the Mark 3 coaches being manufactured at
4209-489: Was delivered in 2+7 formation with two first class coaches, a buffet car, and four second class coaches between two power cars. They were later expanded to a 2+8 formation, with an extra second class coach. Great Western Trains was formed out of the privatisation of British Rail and operated the InterCity routes from London Paddington to the west of England. In 1998 FirstGroup acquired Great Western Trains and rebranded it First Great Western . InterCity 125s continued to work
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#17327752940414278-465: Was given to producing an electric version of the HST, which would have been known as the HST-E. This would have kept the bodyshell and most of the mechanical components of the diesel version, but the power cars would have been electric locomotives fitted with pantographs . The thinking was, that as the diesel version had been proven, it would be a straightforward way to produce a 125mph trainset. The HST-E
4347-477: Was limited to 100 mph (161 km/h). The HST allowed a 25% increase in service speeds along many of the lines on which they operated. Lighter axle loading allowed the trains to travel faster than conventional services along lines not suited to full-speed running, such as Edinburgh to Aberdeen . Coupled with superior acceleration over older locomotives, this allowed substantial cuts in journey times. The increased speed and rapid acceleration and deceleration of
4416-527: Was proposed in response to the failure of the Advanced Passenger Train (APT) project. This proposal did not proceed, and BR instead developed a new electric trainset which would become the 140 mph (230 km/h) capable InterCity 225 to work the electrified services on the ECML, which came into service in the late-1980s. The prototype InterCity 125 (power cars 43000 and 43001) set the world speed record for diesel traction at 143.2 mph (230.5 km/h) on 12 June 1973. A second world record for
4485-550: Was provided at Old Oak Common and St Philip's Marsh , and Laira also carried out maintenance after services to Devon and Cornwall were introduced in 1979. British Rail Class 47 locomotives still operated cross-country services from Cornwall and South Wales to the North-East via the Cross Country Route , and London to the Midlands/Welsh Marches. Class 43s replaced them when the third batch of power cars
4554-495: Was taken early in the project as design engineers calculated that the train would need 4,500 horsepower (3,400 kW) to sustain 125 mph on the routes for which it was designed (the Great Western Main Line , East Coast Main Line , Midland Main Line , and the Cross Country Route ), and it was established that no "off-the-shelf" diesel engine was capable of producing such power. British Rail had used
4623-405: Was that two locomotives operating in push–pull formation, would cause less wear on the rails than a single locomotive. One of the design requirements for the HST was that it should exert no more force on the track at 125 mph, than a Class 55 'Deltic' locomotive at 100 mph, and each power car of the HST weighed a modest 70 tons which allowed it to meet this requirement. One of
4692-692: Was the planned terminus of the Rosebush and Fishguard Railway . Complications meant that, despite work having begun at Rosebush in 1878, the line was not completed by 1898 when the company (now called the North Pembrokeshire and Fishguard Railway ) was purchased by the Great Western Railway Company. It is likely that this takeover was prompted by the North Pembrokeshire & Fishguard Railway's plans for
4761-402: Was two first-class coaches, one buffet (with 1st Class seating) and five (later six) standard-class coaches between the buffet and power cars. For a few years, formations included a TRUK (trailer restaurant kitchen) and buffet car, a TS (trailer second class) and TF (trailer first class) coaches, many formations were 4 × TS, TRUK, Buffet, 2 × TF. Nine trailer car units followed this formation, with
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