MILEPOST 40 Glorious Years – The HSTs 40

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Photos Front cover: HST along sea wall - Chris Taylor This page: HST at Cardiff - Bruce Nathan Centre pages: HST leaving York - Chris Taylor Back page: HST arriving Doncaster David Ashley

40 Glorious Years – The HSTs -2- October 2016

Contents Tables

Page Page

4 Introduction

5 Traction power history David Stannard

7 HST Prototype - the early days Michael Bruce

10 Day One David Burton

12 GWR 30

15 GWR in 2016

17 Berks and Hants John Heaton 40

18 Taunton-Tiverton Parkway John Heaton 42

19 Plymouth-Penzance 44

20 The Cotswolds Line 45

20 Cross Country: Birmingham-Derby 46

21 Cheltenham-Birmingham 59

22 Midland Main Line

22 Kings Cross-York - fasts 48

24 York-Darlington 52

24 Kings Cross-York - stopping trains 54

26 Highland Line 58

26 The Future

40 Glorious Years – The HSTs -3- October 2016 . 40 Glorious Years – The HSTs

So what do you remember about 1976?

To remind you of our way of life back then, we summarise below some of the highlights:

Harold Wilson handed prime-ministership to James Callaghan

Jeremy Thorpe resigns as leader of the Liberal Party and is replaced by David Steel

James Hunt becomes Formula One champion

John Curry – Gold medallist in Winter Olympics

NEC opens in Birmingham

Selby coalfield opens

Production of Hillman Imp finishes after 13 years, and Ford introduce the Fiesta. Mark IV Cortina launched

The first commercial flight of Concorde takes off

Brotherhood of Man win the Eurovision Song Contest with “Save your kisses for me” (since then, only Bucks Fizz and Katrina and the Waves have won the competition for UK – twice in 40 years)

Inflation was 16.5%pa

Heatwave from 22nd June to 16th July, with the peaks of 35.6C on 28th June and 35.9C in Cheltenham on 3rd July. Parts of South west England go for 45 days without rain. The worst drought since the 1720s

The first High Speed Trains start running at 125mph

It is a sobering thought that, of those individuals identified, only one is still with us – David Steel.

It is equally surprising that the Selby Coalfield, which was to be the saviour of UK energy following the 1973 oil crisis, had all but disappeared by 2004

Who can forget the complex and intensive rail timetable needed to take thousands of visitors from London to Birmingham International for the British International Motor Show at the NEC. Similarly, it only stayed there until 2004, when it moved back to London Excel and was abandoned after 2008.

We can only be sad that Concorde that didn’t survive in passenger service beyond 2003

It is ironic that, perhaps, the only 1976 “success story” was the High Speed Train, but that it was intended to be a stop-gap until the arrival of the Advanced Passenger Train, and which was ultimately beset with problems.

40 Glorious Years – The HSTs -4- October 2016 And yes, although we are supposed to be suffering from Global Warming, there has not been a hotter summer in the UK since 1976.

So, we are going to review the life of the HST throughout the past forty years, perhaps recalling something that you had previously forgotten, plot the changes to the infrastructure during this time and highlight some performances that seem unbelievable today.

We will look at the routes geographically, concentrating on the main line initially, but also examining the progression of the fastest times on “interesting” sections. We will also select secondary routes worthy of your attention. We will probably present the highest ratio of 125mph+ speeds ever to have appeared in an RPS booklet.

Look after your broom

It is easy to believe that the trains we look at today are the same ones that existed forty years ago. But like Trigger in Only Fools and Horses, who maintained that he had his original broom, although it subsequently received 17 heads and 14 handles, the HSTs had different engines, different branding, different furniture (and lots more seats) and probably different suppliers of each during their lifetime.

David Stannard reviews the traction power history:

HST Class 43 traction power history

David Stannard

Small but significant differences in the rate of speed build-up have been noted during prolonged accelerations of HST sets following the fitment of modern MTU 4000 series engines despite these nominally being set to the same rating as the original Paxman Valenta 2,250hp power units that they replaced in order to maintain compatibility with the retained alternators and traction motors.

To investigate what has been going on, the Class 43 traction power history has been investigated by performance modelling of accelerations in running-log timings recorded in the extensive Railway Performance Society database archive for HST sets operating between Didcot and Swindon on the Great Western route and northbound from York on the East Coast mainline. The analysis performed is a very ‘broad-brush’ statistical exercise in that the modelling, whilst taking into account line gradients and set formation characteristics, fits just a single rail traction power independent of speed above the initial constant tractive effort regime to logs which range in quality from precision timings of most individual mileposts to more commonly recorded passing times of standard RPS line-side location waypoints rounded to the nearest second. Tolerance fitting analysis and variation analysis for uncertainties in passenger loading (not always recorded by timers) suggests expected scatter of between 2 and 3% in the derived traction powers, whilst in-built model assumptions may produce systematic offset bias of up to a somewhat similar amount. The results for three independent samples of HST sets (including commissioning tests on the ECML) are presented below normalised to the nominal Class 43 mean rail traction power output of 1,770hp (1,320kW).

40 Glorious Years – The HSTs -5- October 2016

Class 43 rail traction power history (triangles: commissioning tests, diamonds GW sets, crosses EC sets)

Although this sort of approach is a very indirect method for the investigation of traction powers, on the whole the modelling gives consistent results for HST sets operating on the different routes and seems to have coped well with adjustments to set formations with little change evident in the traction power outputs on strengthening of the Great Western sets from 7- to 8-cars in the late 1980s and of the East Coast sets from 8- to 9-cars around 2004. There will always be occasional individual runs with apparent low power but, with the same analysis methodology used throughout, two pronounced changes appear to have occurred. The first is a sharp increase in rail traction power of around 10% to perhaps just slightly over the nominal rating on fitment of the MTU engines from the mid-2000s onwards. The change most likely follows control system recalibration after both engine replacement and full overhaul of all traction equipment and is what accounts for the noticeable improvement in set acceleration in recent years.

The second is an apparent quite marked reduction in the traction power output of the Valenta powered sets by around 7% around 1983 or early-1984, with output remaining down at this new lower level thereafter. It is tempting to link this to the well-documented engine coolant problems which came to a head at about this time but folklore has it that, other than it not being uncommon for individual power cars with particular problems to operate with the top notch relay resistor temporarily ’strapped out’ to restrict power by 20% (evident in the data in increased low power scatter both then and when there were problems with exhaust manifold failures a few years later), there was no general de-rating of the Class 43 power cars from their original output. Another possibility could be an earlier coincidental change to engine calibration or set-up procedures following overhauls at BREL Derby, which were by then occurring at intervals of around 12 -15 months, but correct engine setting would almost certainly have been looked into carefully during investigations at this time. All then something of a mystery remaining to be properly explained.

Although replacement MTU engines have been fitted to most HST fleets, sets operating on the Midland main line have been re-engined with Paxman’s successor to the Valenta, the VP185. The performance history of HSTs operating on the Midland route has been investigated by modelling accelerations northbound from Leicester, with simple time-period averages (excluding anonymously low values) presented here due to increased uncertainty in the individual traction powers derived from what are relatively short duration accelerations (predominantly on down gradients and to only moderate line speed limits – initially only 90 mph before track upgrade improvement works).

40 Glorious Years – The HSTs -6- October 2016 Midland HST Rail Traction Power (relative to nominal 1770hp/1320kW per power car)

Paxman Valenta-engined sets Mean and standard deviation 1982 Service introduction on Midland main line (2+7) 2 measurements only: 0.99 & 1.01

1983-89 Initially 2+7 sets, gradually strengthened to 2+8 N=16 0.92 (0.04) 1990-94 2+8 formation sets N=12 0.91 (0.03) 1995-99 2+8 formation sets N=12 0.93 (0.03) 2000-05 2+8 formation sets N=12 0.91 (0.03)

Paxman VP185-engined sets 2006-16 2+8 formation sets N=12 0.99 (0.03)

The findings are very similar to those for the power cars of the Great Western and East Coast fleets. There are only two early measurements of ‘normal’ traction power following the late ‘after-thought’ introduction of HSTs to the Midland main line, but there is then again consistent but somewhat low output from the Valenta-powered sets for over two decades until reinstatement of the expected traction power output following recalibration on fitment of the VP185s. It is interesting that the power cars with VP185s appear to produce slightly lower traction power than those fitted with MTU engines but it is not clear whether this reflects a difference engine setting or perhaps enhanced performance attributable to the refurbished traction equipment of the MTU re-engined power cars.

This research illustrates the tremendous legacy value of the RPS timing database, expertly managed by the Society archivist Lee Allsopp. Thanks are due to performance recorders past and present, as well as to Don Meiklejohn of the Paxman Archive Trust, 125 Group Project Miller HST engineers Gary Heelas and Ben Webber, and Noel Proudlock for helpful and informative discussions. In the beginning

To begin, we look at the commissioning of the prototype HST in 1973. We show a summary of a talk by Michael Bruce, following the RPS AGM, and who was heavily involved in the testing of the prototype from Neville Hill

HST PROTOTYPE – The Early Days

Michael Bruce – a presentation following the RPS AGM – May 2016

Michael Bruce had a 35-year railway career – 18 years based at Neville Hill Depot, Leeds

The prototype HST was designed and built at Derby, but Derby was not considered a suitable site for testing, as it was too far away from a high speed line.

Neville Hill was chosen as the preferred depot for testing the prototype, as Derby were impressed by a previous arrangement, where Neville Hill provided a Deltic and drivers daily to test Mark 2d rolling stock between Leeds and Berwick.

Michael’s first impression was that the HSTs were “ugly”, but this view may have been tempered by the fact that these units would be the death knell for his beloved Deltics!

Eight drivers from the “spare” link were recruited to drive the units – there was only one dissenter, who was reluctant to drive the trains at 125mph. Initial impressions were that the central seating position for the driver could be a problem – and readers will be aware of the

40 Glorious Years – The HSTs -7- October 2016 problems with single-manning of trains above 100mph. There was also concern that the seating was uncomfortable, and this was subsequently upgraded.

The first week involved a detailed examination of the cab, followed by testing and mileage accumulation. The train consisted of five Mark 3 coaches and a Mark 2 buffet, which was staffed by one of the volunteers, and who was supplied with the official British Rail catering uniform. It ran between Leeds and York, at the 90mph line limit.

From the second week of the testing, 125mph running was allowed on the York-Darlington section 125mph was reached around 11¼ miles from York.

Neville Hill could not undertake maintenance, so every fortnight the train was returned to Derby for maintenance at weekends.

Later on, a Mark 3 buffet was added. Consequently, 125mph was not achieved until Pilmoor, 16 miles from York.

First impressions were that the operation of the trains was faultless, and that the Paxman engines were very good. Michael was providing liaison between the depot and the technicians.

By June 1973, York drivers were also involved in the driving of the trains, due to their extra route knowledge. By this time, the train had been reduced to 2+5, and there was what appears to be a concerted effort to see how fast they could go. On the 6th June 1973, 131mph was recorded, on the 11th June, 141mph around Sessay, 143mph on the 12th June at Otterington , and 143mph on the return journey around Northallerton.

Instructions were issued by BRB to stop these high speed exploits, but the drivers believed that 150mph would have been possible if they had been allowed to continue driving in this way. At the time it was thought that BRB were promoting the APT as the future for inter-city rail travel, and that publicising these speeds with the HSTs would cause embarrassment to the APT project.

On the 1st August, a VIP trip was arranged, and between York and Darlington speeds of 135mph were recorded. A deliberate emergency brake application was instigated, and it was reported that there were no spilt drinks.

Mileage accumulation continued between Leeds and Edinburgh, and towards the end of this period it was agreed that all Neville Hill drivers would have the opportunity to drive the prototype HST.

On completion of the testing, the set was returned to Derby.

On 5th May 1975 the train was transferred to the Western Region and it was used on its first service train: the 1015 from Paddington to Weston super Mare, although it was limited to speeds of 100mph. It complied with these limits, but was still nine minutes early at Reading and five minutes early at Paddington on the return journey.

Subsequent problems following their introduction:

Coolant problems Starter motors on the power cars Aircon problems Brake dust through the air intake

40 Glorious Years – The HSTs -8- October 2016

Comments following the discussion:

 It was rumoured that HSTs may have a 12-month extension in usage on existing routes, due to delays with the introduction of the 800 units.

 It must be remembered that in 1973 the HST speeds were a step change in operations from what was then expected. It is arguable that there has been little improvement in diesel design in the subsequent 40 years.

 There was a perception that rusting on HSTs were minimal compared with, say Mark 1 rolling stock. This was possibly due to the effect of double glazing on the HSTs

40 Glorious Years – The HSTs -9- October 2016  It was estimated that each HST may have accumulated more than ten million miles. This compares with 1-2 million miles that may have been expected from an express steam locomotive.

The current maximum diagram is thought to be:

Train Miles 0710 Leeds-Aberdeen 360 1452 Aberdeen-Kings Cross 523 2330 Kings Cross-Leeds 185 1068  Anecdotally, unit 43315 is thought to be the strongest power car, and it is thought that the refurbished units should be stronger. It was also suggested that trains running with a power car “out” are much less frequent than they once were. It was thought that Neville Hill maintenance performance was better than Heaton, but that Craigentinny reliability is good.

The introduction of HSTs into service

The service was introduced in the Great Western main line in October 1976. It is difficult to understand now how different these trains were from what we were used to:

 An engine at each end of the train  Sliding automatic internal doors throughout the train  Draught beer from the buffet – Who remembers Whitbread Trophy Bitter?  Microwave oven in the buffet  Pay phone in the train – What sort of communication was involved here?

The problem with dust from the brakes, and drawn into the ventilation systems was identified in the prototype testing, and was mentioned above. In these days of COSHH regulations, it seems implausible that the introduction of units into service with these features would have been sanctioned.

A recurring theme with the introduction of new trains, is the delay in their supply. The HSTs were no different: there were insufficient HSTs to operate the accelerated timetable, introduced in 1976, and they had to be supplemented by Class 47s and 50s struggling with limited loads to achieve the revised timetable. It was arguable that some of these trains were more interesting, from the performance point of view, than the new HSTs that were being introduced.

This booklet has been prepared using logs posted to the RPS database, and which, in total, now exceed 400,000. Hopefully, readers will appreciate that over 40 years, and with numerous recorders using different locations for their timing points, that inconsistencies may arise when comparing average with actual speeds. In such cases, minor modifications have been made to times, to maintain consistency. Fastest times have been used from the RPS database where a full and detailed log is available. In other cases, a slightly slower run may be used.

Now, David Burton recalls his 125mph experience, on the first day of the new timetable.

DAY ONE - David Burton

The public service scheduled to include speeds in excess of 100 mph was announced for the

40 Glorious Years – The HSTs -10- October 2016 winter timetable of 1976-1977, and I learned that the first train on the fast schedule would be the 0625 from Bristol to Paddington. To catch this at its starting point was not practical so I joined at Swindon, from where it would call only at Didcot before its 53-mile dash to London. The drive from my Cheltenham home over The Cotswolds was hampered by early morning mist and fog patches and thereby the likelihood of a wasted outing. Thankfully, as I parked hastily, I could see an engineer hammering on something under the leading power car, and there was no queue for a ticket, so a run through the subway and up the steps amidst whistle-blowing saw me on set 253009 panting for breath. Departure was 6 mins late,

It was my custom to stand at an open drop-down window at the end of a coach to provide good views of mileposts and to enable early sightings of tsr boards or adverse signals once the brakes were felt, or the driver eased. On that day by the time I had found a position and regained my breath six miles had passed and the brakes went on for a tsr to 90 mph near Shrivenham. That was followed by my first experience of HST acceleration as speed rose to 120 mph, this becoming a personal speed record in my train timing. At Wantage Road we met another tsr, this one to 100 mph which was a novelty as I had not known a restriction figure that high. We did not exceed “the ton” again before the Didcot stop.

Leaving there still six mins late but with a clear road my second personal record of the day came as we threaded the Goring Gap at 122 mph. Alas, a fall to 100 by Pangbourne was a prelude of trouble to come when we became slower and slower until coming to a stand at a signal, I noted as R57 west of Reading station. To think we should suffer such humiliation on this important day!

After sitting down at R57 for 2 mins 10 secs, the re-start and climb in speed were simply magical, aided by a feeling of importance given by a waiting crowd on Reading station as we stormed through on the Up Main. Maidenhead was passed at 127mph (my third record) with a similar throng of admiring commuters, but once again it was not to last, and we met double yellows which kept us around 75 mph. It seemed clear that we had caught up another train and that there would be no more fun, and I abandoned the stopwatch

Date Mon 4-Oct-76 hh:mm:ss hh:mm:ss mph Train 0625 Bristol-Paddington Didcot 0729 7:34:50 Loco 253009 Cholsey 7:39:05 0:04:15 106/115 Load 2+7 Goring 7:41:00 0:06:10 122 Recorder D Burton Tilehurst 7:43:55 0:09:05 Position 2/9 Signal R57 7:47:30 0:12:40 PTT Time 7:49:40 0:14:50 Clock Elapsed Twyford 7:54:00 0:19:10 hh:mm:ss hh:mm:ss mph Maidenhead 7:57:20 0:22:30 127 SWINDON 0710 7:16:00 0:00:00 Taplow 7:58:10 0:23:20 Shriivenham tsr 90/102 Burnham 7:59:05 0:24:15 75sigs Uffington 7:24:50 0:08:50 118/120 Slough 8:00:20 0:25:30 75sigs Challow 7:26:15 0:10:15 104 Langley 8:02:20 0:27:30 75sigs Wantage Rd 7:28:20 0:12:20 tsr 100 Iver 8:04:30 0:29:40 75sigs Steventon 7:29:25 0:13:25 100 Hayes 8:07:35 0:32:45 Didcot 0728 7:32:25 0:16:25 Southall 8:08:45 0:33:55 Acton 8:11:00 0:36:10 Paddington 0812 8:15:45 0:40:55 .

40 Glorious Years – The HSTs -11- October 2016 Time passed. A van came on The Lawn with flower arrangements and pot plants to adorn the exits at platforms 6 and 7. HSTs from Bristol and Swansea were to pass Wootton Bassett five minutes apart and travel in procession non-stop to Paddington. They did arrive remarkably close, whereupon civic dignitaries and important railway personnel shook hands and made speeches, no doubt believing these were the first trains to run so fast.

After seeing a little of London I went back to Paddington to use the 1400 to Swansea, about which an enthusiastic young clerk in the enquiry office was telling passengers they would be in for a treat as their train would be a brand new InterCity 125. My final disappointment of the day was that the expected HST had failed at Newport on its way up from South Wales. It was replaced by 47502 and eight coaches which clocked up 97 mph on its dash to Reading, providing me with one more thrill because I had not previously exceeded 95 mph behind a diesel loco.

Although by 1976, I had been making logs of some sort for twenty-five years my skills were very limited and journeys were few. The partial log above shows passing points off a modest wristwatch to the nearest five seconds whilst speeds were read off my own table while on the move from quarter- mileposts with a Smiths mechanical stopwatch showing one-fifth of a second steps. The log is now reproduced exactly as recorded in my notebook. No attempt has been made to prove figures.

Great Western Main Line

We now look at the initial Great Western services. These were reviewed in detail in Milepost 8½ (1987), and extracts are reprinted here.

HIGH SPEED NOTES – WESTERN

T J K Griffiths

While a limited service began during the autumn of 1976, 1987 is the tenth anniversary year of the first full HST service - on the Paddington-Bristol/South Wales main line. Over the intervening years of course there have been many changes in respect of service patterns. On the one hand HSTs have been penetrating ever mere unlikely branch lines during their marginal times - and how many residents of Pembroke Dock would in 1977 have believed 125mph trains were in prospect on their branch? - while on the other hand Bristol via Bath services especially have metamorphosed into what is now virtually a stopping service. But conditions on the main line have changed very little over this period, with very few line improvements taking place (or indeed realistically possible) to permit faster speeds. Thus unlike the situation on many other routes, a run in 1987 is presented with almost the same “course" as a 1977 run. So there has now been a relatively long period for genuinely outstanding record runs to be established on most sections. Some of these records may approach perfection in terms of rolling stock capability and handling skill.

We start with some of the more notable records in the down direction. Run 1 started its non- stop run to Bristol Parkway with a quite extraordinary acceleration, the like of which has not featured in these columns. Almost a minute was gained on schedule as early as Ealing Broadway, with a resulting output calculation suggesting either something unusual afoot me

40 Glorious Years – The HSTs -12- October 2016 or both power cars, or a very strong following wind! A tsr intervened beyond Maidenhead, from which there appears to have been a second excellent acceleration, but of which detail is unfortunately not available. The remainder of the run was unremarkable, but with approach Bristol Parkway was reached at an average of 110.4mph. But it that astonishing start out of Paddington could be repeated on an occasion when the line was entirely free from slacks an overall time of 60m 12s would be feasible.

Run 5 is of a similar vintage as run 1, though in many ways is a much more typical run. Paddington-Didcot is a section that is only run during the evening peak, when the route out to Reading at least is more or less swamped with traffic, including a number of lumbering loco-hauled commuter services frequently switching tracks in an effort to keep out of the way. Half the battle was won simply through the clear run that was obtained, but the Didcot stop would be hard to beat and requires special mention. Mr Calow comments that the brakes could be felt 29min 25secs, leaving just 66 seconds for the stop from 120-125mph. The front coach finished up off the end of the platform!

Runs 6 and 9 both ended at Swindon, the only stopping point in the table with a restricted approach. Although Run 6 coped well with the approach control into the platform loop it was completely overshadowed in this respect by Run 9, so a faster Didcot-Swindon time is up for grabs. Run 9’s departure from Reading was actually faster than that featured in Milepost 5½ page 25 (at the time the fastest seen), though still did not pass Didcot within the paper schedule of 10 minutes from Reading. Before run 7 came to hand I had been proposing to show the Paddington-Swindon record non-stop run. However, with an overall time of 43-38, only 17 seconds faster than the aggregate of Runs 7 and 9, this was clearly not in the same league.

Run 7 managed an initial exit from Paddington that was even faster than Run 1 (and which I imagine must have been fairly reckless. But the power cars could not come anywhere matching Run 1’s performance, so despite reaching 129mph through Slough the running was 16 seconds behind at Maidenhead. The time of 20min 49 sec was good enough, but superimposing Run 1’s times as far as West Drayton would give a Paddington-Reading run of 20m30secs. Can anyone beat 20-30? - I doubt it!

At the time compilation of this article began, Run 19 was the official Swindon-Bristol Parkway record. But while combing back through other papers I uncovered a hitherto unnoticed run of my own - Run 17 - which was actually slightly faster! In spite of a slower end to end Run 19 remains, I believe, the better of the two overall, so in an attempt to be fair I have reproduced both. One of the deciding factors between an average and a good run over this section is what happens after Westerleigh Jn. Most drivers prefer to let their train coast down to the Parkway stop, but an acceleration back up the 115mph line speed is feasible. Perhaps surprisingly, even Run 1 had coasted over this final section - with a few more seconds shaved off the time here a target record of 1 hour flat does seem possible.

We now look at a couple of up records. Interestingly, Run 21 on the Bristol-Reading leg is the first in this piece in which high maximum speeds played significant part in the record time. The accelerations were also notably rapid, but since the overall time includes passage of a moderate tsr, the record is eminently beatable.

Having introduced this article with a reference to the WR HST’s tenth birthday (official birthday, at. least), Run 27 goes back to the first days of this service when, so the story goes, there existed amongst the drivers a small clique known as the "140 Club". And while the overall tine achieved on this Newport-Paddington run is not in any way a record (the record time is slightly shorter but with considerably less severe checks), owing to the subsequent fitting of speed governors much of the intermediate running is quite unrepeatable today. The run suffered a shocking series of delays, especially in the Wantage

40 Glorious Years – The HSTs -13- October 2016 Road area where I believe the reason may have been an earlier freight train derailment. But in between the various slowings, not only were the speeds spectacular but the power output figures suggest something out of the ordinary taking place. I have heard talk of a number of runs achieving similar, or even higher speeds, but without firm details to work from I do not know whether similarly high levels of output were involved. The high figures in this instance are all the more noteworthy for the fact that they were being achieved at 130+mph.

In conclusion it should perhaps be remembered that although certain aspects of a number of the runs tabulated are such as to cause a few raised eyebrows, they have to be considered in context. Long standing record runs are not likely to be found to be normal or typical, but can be expected to be the product of a combination of highly favourable circumstances, possibly including mechanical quirks. For this reason, I have accepted one or two details into the tables which, in a different situation, I might not have done.

The tables include runs that would not have been available to Tim Griffiths at the time of his article. We review them in more detail below:

Run 1 is the definitive run, with a spirited departure from Paddington being sufficient to absorb a 100mph tsr around Maidenhead, and without excessive over-speeding. The time to Parkway of 60m40s was recorded two months before the schedule for the train was accelerated to 63mins, and I always wondered whether this run was an official or unofficial attempt to see how realistic the schedule would be. The IEP time to Parkway (non-stop) is 70 mins

Run 2 involved a more restrained departure from Paddington but achieved an unchecked run with indications of over-speeding.

Run 3 was a non-stop Paddington-Bath run and Run 4 was Paddington-Newport. Run 4 was an unchecked run, and was actually the fastest time to passing Swindon, and was actually 18 seconds faster than run 1 from Reading pass to Swindon pass.

Runs 5 and 6 are more restrained runs from Paddington to Didcot and Reading to Swindon.

Run 7 is the fastest run from Paddington to Reading at 20m49s, and was achieved with an impressive departure from Paddington and with speeds up to 129mph in the Thames Valley. By today’s standards 20m49s seems an almost “mission impossible”, but I seem to remember that the standard departure time from Reading was 20mins after departure from Paddington. Presumably standard connection times did not apply in 1976. I understand that, similar to the “140 Club, there was also a “20 minute Club”, for drivers who had run Paddington to Reading in twenty minutes. Based on our experiences, I suspect that it had limited membership!. Run 8 is the fastest post-2008 RPS Fastest Time, at 22m49s. We show the progression of fastest times between Paddington and Reading later in the booklet.

Run 10 features the fastest time from Paddington to Swindon, and which mirrors run 7 (The Paddington-Reading record) to Twyford and continued at line speed through to Swindon. Although later than the earlier runs (1998), it was still prior to the building of Platform 4 at Swindon (2003), so a diversion into the up platforms would still have been necessary.

Run 11 from Reading to Parkway follows Run 9 closely to Shrivenham, and continues at line speed through to Parkway

Run 12, from Reading to Bath Spa is the first record to feature a 2+8 set, and which shows a 20 second deterioration in acceleration from Reading compared with a 2+7.

Run 13 is the record from Reading to Chippenham, and was 11secs faster to Swindon than

40 Glorious Years – The HSTs -14- October 2016 run 11.

Run 14 is the fastest time from Swindon to Chippenham, and represents part of a run covered in Milepost 31¼ and titled “Driving to perfection on the GW Main Line”. Compared with earlier runs published here, it benefited from departing from the new Platform 4 at Swindon, but most of the saved time was achieved on the approach to Chippenham.

Run 16 is the fastest time from Chippenham to Bath Spa, and this was achieved by a particularly fast approach to Bath Spa.

Runs 17-19 shows fastest times on the Swindon-Parkway section. Run 19 was 15 secs faster to Hullavington than Run 17, achieving 123mph by Somerford, but this offset by a slow approach to Parkway, compared to run 19 which accelerated away from Westerleigh J. Run 18 is the fastest post-2008 time, which is half a minute slower than the pre-2008 record, probably due to the 2+8 configuration.

We now turn our attention to the up direction. Run 20 covers a press run on the Bristol Parkway to Paddington section of the line. In spite of a tsr at Tilehurst, a time of 63m26s was achieved, by running up to 128mph where possible.

Runs 21 and 22 covers the Parkway to Reading section. Both trains were running up to 130mph, and run 22 was actually faster than run 20 as far as Goring. Run 21 was slower to Swindon, mainly due to slowing around Brinkworth.

Runs 23 and 24 cover non-stop runs from Bath, and they mirror each other as far as Tilehurst, where run 23 continued to Paddington at speeds of up to 130mph.

Runs 25 to 27 covers journeys from Newport to Paddington. Whilst run 25 is the quickest, it is arguably the least interesting, with speeds up to line limit. Run 26 was less than a minute slower than 25, in spite of a lengthy tsr beyond Swindon, but achieved speeds up to 134mph most of the way from Challow, where allowed. Run 27 is the well-known contender for the “140 Club” and probably arose due to “driver frustration”, having suffered lengthy tsrs around Wantage Road, signal stops approaching Reading and signal checks around Twyford. Speeds up to 138mph were recorded around Slough, and 133mph beyond. Runs 26 and 27 achieved 135/133mph through Somerford.

Table 28 shows what happens when something goes wrong – a journey with a power car “out” Speeds up to 110mph, where the distances and gradients allow. Run 29 shows an unusual Didcot-Paddington record, resulting from adding a special stop to a Newport- Paddington non-stop run.

Runs 30 and 31 show similar performance on services from Swindon, with both achieving around 130mph before run 30 succumbed to a signal check approaching Reading, and run 31 to its Reading stop. Run 30 continued to Paddington at speeds of up to 131mph and achieved a start stop time of 44m34s in spite of the signal check.

Run 31 covers the fastest journey from Swindon to Reading – 22m56s at speeds up to 129mph. Run 32 shows the fastest post-2008 time at 24m42s, with speeds briefly reaching 125mph and a 3m24s time from Tilehurst, compared with 2m18s with run 31.

So what’s a non-stop run in 2016?

We have now reviewed 32 runs, only six of which were post-2008, and most of the latter were not particularly impressive. There are a number of reasons for the mismatch:

40 Glorious Years – The HSTs -15- October 2016  Early HSTs were configured for 2+7, but latterly have been running as 2+8, which hinders acceleration.  Running Brake Tests, which have only been implemented in recent years  The services began as “Inter City” services with limited stops, but are now run as “commuter” services stopping at most major stations en-route. Consequently in the early days stopping patterns included: Paddington-Bath/Chippenham/Bristol Parkway/Newport, and Reading-Chippenham/Bath/Bristol Parkway as well as short hops, whilst today the patterns are typically: Paddington-Reading, Reading- Didcot/Swindon, Swindon-Chippenham/Bristol Parkway. Consequently, there were many more permutations of stopping patterns in the early days  Following the Ladbroke Grove accident, there have been lengthy 50mph speed restrictions in the area, and for which there has been no action taken to remove them.  The extensive reorganisation at Reading has caused delays to trains for a number of years  Increased volumes of traffic on the route have extended journey times. The implementation of Driving Advisory Systems (DAS) by GWR have resulted in increased recovery times being dissipated by cruising.

Whilst we are unable to control most of these constraints, if you look closely, there is one train each way per day that omits a Reading stop, and these trains give a flavour of the running on the GWR in 2016.

Date 08/06/2016 miles M C Timing Point Sch. m s mph ave Train 1742 Paddington-Cheltenham 16.13 16 20 Langley 12 44 117 114.9 Loco 43098/xxx 18.31 18 35 Slough 14.0 13 49 123 121.2 Load formation 2+8 20.88 21 00 Burnham 15 04 120 123.0 Recorder D Ashley 9/10 22.38 22 40 Taplow 15 49 119 120.0 miles M C Timing Point Sch. m s mph ave 24.11 24 19 Maidenhead 17.0 16 42 120 118.0 0.00 0 10 Paddington 0 00 /40/30 26.30 26 34 Waltham 17 49 122/123 117.5 1.13 1 20 Westbourne Park 2 17 33 29.6 27.91 28 03 Shottesbrook 18 36 122/121 123.5 2.66 2 63 Old Oak FSB 4 16 65 46.5 29.55 29 54 Ruscombe 19 24 122 122.8 4.13 4 20 Acton ML 6.5 5 26 80 75.2 30.89 31 01 Twyford 20.0 20 03 120 123.5 5.56 5 55 Ealing Broadway 6 25 94 87.7 33.88 34 00 Sonning [1] 21 36 99 115.6 7.23 7 28 Hanwell 7 25 105 99.8 35.85 35 78 Reading 25.0 22 51 93 94.8 8.95 9 06 Southall 8.5 8 28 78 98.6 38.53 38 52 Tilehurst 24 30 107 97.3 10.80 10 74 Hayes (.5) 9 45 93 86.5 41.38 41 40 Pangbourne 26 10 105 102.6 13.11 13 19 West Drayton 11 08 108 100.3 44.63 44 60 Goring 30.0 28 01 102 105.4 14.63 14 60 Iver 11 57 115 111.1 48.31 48 35 Cholsey [1] 30 21 87 94.8 53.01 53 11 Didcot 37.0 34 35 66.6

So, after departing less than a minute late, it was inevitable that our train would be affected by the preceding 1740 Heathrow Express, and this duly happened – a signal check around Southall – which seems to be accommodated in the WTT. Speed recovered to 123mph by Slough, and continued to drift around that speed until Sonning. Slack timing seemed in evidence, with the train two minutes early, in spite of only one minute’s recovery in the timetable. Certainly, passing through Reading at 93mph was an experience I had probably never witnessed before. Inevitably, the dreaded DAS kicked in, and we cruised down to 87mph by Cholsey and drifted into Didcot 2½mins early with a time of 34m35s. Compare this with the time of 30m31s in run 5!

In the opposite direction, the chosen non-stop service is the 0558 Swansea-Paddington and this is allowed 55½miles for the 76 miles from Swindon to Paddington – on the face of it, not particularly demanding (83mph for 125mph track and stock). However, the constraints of the 2016 GW Main line make this a fairly difficult schedule to keep. Whilst all started well, with

40 Glorious Years – The HSTs -16- October 2016 speeds up to 126mph between Uffington and Wantage Road, signals approaching Didcot gave us our first involvement with the 0710 Moreton-in-Marsh to Paddington HST ahead of us. Timed 4½minutes ahead of the Swansea train from Didcot, and with a stop at Reading it is always going to constrain the running of the Swansea train. This involved slowing to 37mph prior to Didcot, and then to walking pace approaching Reading. Such is the timetabling, that in spite of all this we were still a minute early passing Twyford. Speed again rose to line speed and was maintained towards Airport Junction, but then due to the Moreton-in-Marsh train losing six minutes between there and Ladbroke Grove, we crawled into Paddington, where arrival was four minutes late.

Run miles M C Timing Point Sch. m s mph ave Date 07/06/2016 43.29 34 00 Sonning 31 40 81 55.5 Train 0558 Swansea-Paddington 46.28 31 01 Twyford 34.5 33 32 106 96.0 Loco 43127/xxx 47.61 29 54 Ruscombe 34 18 113 104.7 Load formation 2+8 49.25 28 03 Shottesbrook 35 08 118 117.9 Recorder D Ashley 2/10 50.86 26 34 Waltham 35 56 124/127 120.9 miles M C Timing Point Sch. m s mph ave 53.05 24 19 Maidenhead 38.0 36 59 124/120 125.0 0.00 77 23 Swindon 0 00 54.79 22 40 Taplow 37 51 121 120.3 2.29 75 00 Stratton Park 2 47 83 49.3 56.29 21 00 Burnham 38 35 124 122.7 5.79 71 40 Shrivenham 4 55 109 98.4 58.85 18 35 Slough 41.0 39 50 123/124 123.0 8.29 69 00 Knighton 6 13 120 115.4 61.04 16 20 Langley 40 53 122 125.0 10.75 66 43 Uffington 8.0 7 24 126/125 124.9 62.54 14 60 Iver 41 37 123 122.7 13.46 63 66 Challow 9.0 8 42 126/121 125.2 64.05 13 19 West Drayton [.5] 42 21 125/97 123.8 16.91 60 30 Wantage Road 11.5 10 24 125 121.8 66.36 10 74 Hayes 43 38 100 108.1 20.79 56 40 Steventon [1] 12 17 121/37sig 123.5 68.21 9 06 Southall 46.0 44 49 71/54sig 93.8 24.15 53 11 Didcot 15.5 15 20 53sig 66.1 69.94 7 28 Hanwell 46 35 60sig 58.6 28.85 48 35 Cholsey 18 37 108 85.9 71.60 5 55 Ealing Broadway 49 08 27/20sig 39.1 32.54 44 60 Goring 19.5 20 33 120 114.4 73.04 4 20 Acton ML 48.0 51 57 53/25sig 30.6 35.79 41 40 Pangbourne [2] 22 08 126 123.2 74.50 2 63 Old Oak FSB [1.5] 54 23 46/50sig 36.1 38.64 38 52 Tilehurst (3) 23 33 111/5sigs 120.7 76.04 1 20 Westbourne Park 56 30 26sig 43.6 41.31 35 78 Reading 30.0 29 32 23 (P10) 26.8 77.16 0 10 Paddington 55.5 60 05 18.8 . We now turn our attention to the south-west.

Berks & Hants Down by John Heaton

Just three records by John Heaton here. The chronological first one is Log 47 timed in the course of an area manager’s normal working day so without spot speeds. Blame bureaucracy. The train had been held outside Reading for a Freightliner to run from the down relief to Southampton via (the then ) Platform 4. The driver set about making up his time with just 3min recovery before Taunton and no booked slacks. The start was slow so we dropped a few seconds to Bedwyn despite speed excess on the 110mph after Newbury but a similar performance to Heywood Rd gained he full recovery and an extra ½min. After easing over Brewham there were clearly some grossly excessive speeds over the Bruton- Somerton section as there was a 90mph psr at Castle Cary. The remaining 1½min deficit had been recouped by Taunton, 7sec early.

Run 47 was timed many years into retirement. Driver Peter Longthorp, who featured in another RPS memorial booklet recently on the Exeter-Waterloo line, asked me before setting off with the Golden Hind what the Reading Taunton record might be, so some ethical issues should perhaps be swept under the carpet at this point. His response was one of measured excess to claim the record for himself but not by too an indecent margin. This occasion was post-nightfall, post-rail joints, post-single glazing and pre-gps, hence more averages. A fast start certainly helped but the 60mph tsr after Woodborough must have been interpreted with some liberalism, but not as much as the run down to Langport probably touching 102mph. Hey, if a King could allegedly touch 108½mph at Curry Rivel, why not a 2+7 HST on the

40 Glorious Years – The HSTs -17- October 2016 ‘Hind’. An 8min early arrival at Taunton gave time to pause for reflection. Incidentally, I discovered only recently that driver Longthorp was the only one to have driven from Exeter to Paddington and Waterloo on the same turn of duty. Up with an early HST to Padd, back on the Limited to find the driver for the 12.20 to Waterloo had misread his roster. Peter took the 12.20 right through while the ‘late’ driver went up pass to Padd for his back working at 17.05 (from memory). Peter returned from Padd on the cushions. Not quite ‘legal’ but not driving a train after his 10th hour on duty- freight drivers nowadays often working right up to the end of their 12th.

By such standards (or, some might argue, lack of them) Run 48 seems tame. Indeed it was, with a normal starts. With on train monitoring, the 105mph after Savernake and running at around 115mph on the 110mph section was unusual as was the 105mph on the 100psr approaching Keinton Mandeville. With 5min of allowances, a 7min arrival was similar to the absolute record run. More importantly, the 17.42 arrival allowed a Dawlish passenger to make a minus 3½min connection into a through Voyager home.

Berks & Hants Up by John Heaton

There have been a few runs on the B&H that beat the three shown here, the key being an unchecked approach to Reading. This is easier nowadays but such a run takes almost a minute longer via the new ‘dive-under’ than the flat junction. In actual practice, some cynics might argue, the flat junction took 5min longer. Whatever, we are unlikely to see the 2min 35min run of Log 49 in from Southcote Jct again. The driver of Run 49 was faced with the task of regaining all 30 of his lost seconds despite patchy fog. And to pass Heywood Road Jct in under 31min was most unusual. Bill Hemstock’s 1985 run was probably hindered by 80mph restrictions on the avoiding lines and was able to reverse the Heywood Road deficit into a lead by Hamstead LC on the way to at a speed of 120mph through Newbury, only the second example I have seen of such a speed anywhere on the B&H (even by a King!!). Had Mr Hemstock’s train departed from he up, run in a similar fashion and not been checked at Southcote Jct’ it would surely given the record holder a closer shave. The driver of Run 49 was subsequently involved in a fatal accident in Riverside Yard when pilot driver Burridge was sadly killed, after my retirement.

Run 51 shows what can be done without exceeding a single speed limit in a text book run trying to make up lost time with the Golden Hind. The difference between the legal Run 51 and the preceding two trips is only around 2-2½min, and that includes the loss of 15sec or so from a weak start by Run 51.

Taunton-Tiverton Parkway by John Heaton

The record run here of 10min 06sec by Run 52 was taken on a run back from Bristol in the dark again. It had cruised at about 115mph over most of the way from Nailsea and recorded an extremely fast time to Taunton. It must have passed Wellington at about 108mph to enter Whiteball Tunnel at about 102mph. The braking for Tiverton Parkway was heroic (in the sense of ‘unwise’) and I could scarcely believe the time and elapsed time from Whiteball. Run 54 had stood for 7yrs without challenge with excellent braking for the station stop by driver Barriball of Exeter, formerly Exmouth Jct; a ‘green badge man’ in every respect. Run 52 went on to take the Exeter-Newton Abbot record as the recorder deliberately eschewed his St. David’s connection.

The normal breaking point from 100mph used to be the moment the cab crossed Pugham accommodation crossing with about 1.2miles to the west end of the platform. It is not unusual to pass the crossing at 60mph nowadays with a Voyager.

40 Glorious Years – The HSTs -18- October 2016 Run 53 is in the short-lived 2+6 Virgin XC era with a time that matches a typical 4-car Voyager on original engine specs to Whiteball Tunnel. Had it finished with Run 54 braking it would have matched the record, and with Run 52 braking would have been 9min 54sec; Voyager record territory.

Runs 55 and 56 could almost have been the same driver as Run 54 but it is thought that the driver had retired by 1996. Runs 57 and 58 both include excessive speeds after Whiteball but perhaps then slightly too heavy braking to compensate to rob them of a potential silver medal spot.

Incidentally, the regional operating manager R.J. Poynter (of MR letters’ column notoriety?) once arrived in the office of the area manager at Exeter and proclaimed he had just had a cab run with an HST that had entered Whiteball Tunnel at 100mph. The area manager suggested, as politely as he could muster, that Mr Poynter must therefore have condoned a speed of at least 5mph over the maximum authorised speed at Wellington. The subject was quickly changed to one where the local manager was at a disadvantage.

Tiverton Parkway to Taunton by John Heaton

Runs 59 and 60 show some of the excessive speeds that could be encountered in the 1990s. Fortunately the recorder was no longer on the ‘active list’ by this time, turn a Nelsonian eye and even not-so-secretly enjoy it. The elements of a Tiverton Parkway to Taunton run are the start up the 1-in-115 to Whiteball, the maximum speed drivers are prepared to contemplate down the gradient towards the Somerset county town and the final run in from Silk Mill level crossing.

Runs 61 and 63 show what a 2+7 set should do so, Runs 59 and 60 had a lot of ground to make up. Speeds of 110mph downhill were unusual even in those days with two auto-half barrier level crossings involved (barrier timers believed to be set up for 104mph) and the ‘standard’ expectation from Silk Mill to a stand, aided by properly set 50mph flashing yellow turnouts from the up main to up relief is 100sec.

Run 59’s 83sec finish was exceptional and secured the record over runs that were marginally ahead after a better start. The 2+5 formation of Run 62 made the start now expected of a down-rated Class 220 Voyager or say an ordinary Class 221and then almost stayed within the speed limit but then had a slow entry to Taunton.

Ian Umpleby’s Run 65 is rare for modern day running when a good 2+7 HST is nearer 11min 20sec than 11min but the latter figure is within the compass of any eastbound XC HST.

Plymouth-Penzance

We now continue further west and look at Cornish main line. HSTs started appearing on the West of England line in the early 1980s, and that period also coincides with the arrival of John Heaton in the south west.

It seems that John’s greatest recollection of this Saturday in November 1984 when Run 66 was recorded, that he and his wife enjoyed sitting on the beach at Penzance in the sun - and that must have been exceptional for November. However, his run was equally exceptional, being within two minutes of the all-time fastest times of the accumulated times for all sections, and six minutes faster than the times that have been recorded since. Obviously, the weight of the extra eight coach will affect performance, but the further deterioration is disappointing. The dwell times of two to three minutes at each stop also seems generous, and this only adds to the perception that the service is operating to slack schedules. Indeed,

40 Glorious Years – The HSTs -19- October 2016 the previous sprinter is timed at the same time, but with five additional stops, and which benefits from shorter dwell times, and being quicker away from the numerous speed restrictions.

FT pre-2008 Run 66 WTT Run 67 FT post 2008 Total journey time 01:58:00 01:59:32 PTT/WTT difference 00:02:00 Recovery time 00:02:00 Dwell time (8 stops) 00:16:01 00:17:30 00:21:43

Elapsed time 01:25:25 01:27:13 01:36:30 01:37:49 01:33:21

Cotswolds Line

We now move to the Cotswolds Line, which started being served by HSTs around 1984. As with the Cornish main line, there is a still a contrast with the services now and then. However, this is not as marked as in Cornwall, as the recent doubling of the track on the Cotswolds Line has resulted in higher speeds where there were previous speed limits when changing from double track to single. However, there has been little acceleration in the timetable.

The table below only covers the line from Worcester to Charlbury, as there was a different stopping pattern for the two trains beyond there. What is particularly significant is that the train in run 68 still retains the fastest time for ALL the sections. At the time, there were only HSTs in the peak and occasional services around midday, with drivers provided by the normal HST depot (Old Oak Common, Bristol or Cardiff). As rosters presumably would require infrequent visits to the Cotswolds Line, it is astonishing that the driver drove the train in such a confident fashion that these times could be achieved, and never be beaten.

Pre 2008 Post 2008 FT Run 68 FT Run 69 00:42:20 00:42:20 00:44:28 00:46:59

CROSS COUNTRY

We now head north from the south west of England. It’s disappointing that, in spite of having trains that are capable of running at 125mph for the past thirty years, the speed limits on the Cross Country route from Plymouth to Sheffield have barely improved above the 90/100mph that applied to the previous diesel locomotives (The same could probably be said about the Berks & Hants line). The Birmingham-Derby section is the only one that allows 125mph – and that only comparatively recently - although the speed limits from Derby to Chesterfield have also recently increased.

Consequently, for the first time, we will be looking at fastest times that have been generated recently.

Ironically, the fastest time (Run 70) was one minute slower to Bromford Bridge than trains twenty years earlier, and it only approached the time of the 1980’s trains after travelling for a few miles around the new speed limit around Tamworth, and it did not reach the 125mph anywhere. It’s probably true to say that a time of 27m47s to Pear Tree has been beaten many times, and that the most impressive part of the log is the clear approach to Derby station from there.

40 Glorious Years – The HSTs -20- October 2016 Run 71, on the other hand, achieved a time only one minute slower than the fastest time, in spite of two tsrs in the Tamworth area, although it benefited from a spritely start from New Street, and over-speeding (at the time) approaching Burton (109mph) and beyond Stenson Junction (102mph)

Run 72, at 32m15s resembles more of a text book run with speeds nearer to the limits at the time.

Runs 73 and 74 follow the patterns of 70 and 71, with the running at current speed limits being only nine seconds faster than those achieved in 1982, when the limits were only 90mph: the faster speeds were offset by the slower start from New street, and the brake test.

This similarity was not so apparent with the Tamworth-Derby section (Runs 75 and 76), when the starts from Tamworth were comparable, but the faster speeds contributed to a 1m21s quicker time to Derby.

Whilst an unrestricted arrival in Derby is unlikely, in the down direction an unrestricted approach to Birmingham New Street is virtually unknown. But in Run 77, we have a four minute late departure from Derby being converted into a three minute early arrival at New Street, with speeds up to 115mph before Burton and 125mph at Wilnecote – and this with a 2+8 set.

Run 78 serves us the normal fare on this route at the time, with speeds up to 100mph and an obligatory tsr somewhere. Although the log shows signals on the approach to Birmingham, the train is actually faster in from Castle Bromwich than Run 77.

Runs 79-81 show the sections Derby-Tamworth-Birmingham and they indicate that a 2½ minute saving can be achieved, based on the current 125mph speed limits.

Cheltenham Spa-Birmingham

This is also a route which has seen little improvements in speed limits during the life of the HSTs, but it has the interest that it involves the climb of the Lickey Incline. Run 82 shows what can be done with a clear road, and with the summit cleared at 68mph. The post-2008 run (Run 83) shadowed run 82 as far as Blackwell, but then suffered signal checks beyond and on the approach to New Street. As explained earlier, there are probably faster runs to the outskirts of major rail hubs, but then congestion causes signal checks and converts a good run into an average one. This is more than apparent on this route, and run 84 demonstrates a run that follows the pattern of runs 82 and 83 as far as Stoke Works Junction, but then the driver accelerates to 97mph approaching Bromsgrove, and the momentum results in the train breasting the summit at 76mph, rather than the normal 68mph, and saving 20 seconds to Barnt Green. Thereafter the inevitable signal checks follow, and the train loses a further eight minutes.

The cause of these delays is due to a train service that also started roughly at the time that the HSTs were being introduced, and that is the Cross City line. Until this time, local services to the south of Birmingham were limited to a few trains a day from Worcester and a roughly hourly service from Redditch. A frequent service of trains was introduced, in conjunction with WMPTE, from a new station at Longbridge to Lichfield, via Birmingham New Street. Some trains were extended to Redditch, and in 1993 the line was electrified. However, from Kings Norton to Birmingham the line is dual track with no opportunity for an XC train to overtake a stopping train. Initially, it was thought that if you passed a Cross City line between Northfield and Kings Norton, you may well have a clear run into New Street, as the preceding Cross City train would be sufficiently clear to avoid signal checks. During the

40 Glorious Years – The HSTs -21- October 2016 intervening years, however, the stopping service frequency was increased and now comprises about six trains an hour Due to the stopping pattern it seems that it is impossible for a XC to avoid catching up a stopping train. A simulation below shows what is happening:

Cross City/Cross Country conflicts Assumptions: Xcity 2 mins separation 10 minute frequency mm ss Xcity XC Kings Norton 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 Bournville 02:00 04:00 04:00 04:12 05:12 06:12 07:12 08:12 09:12 10:12 02:30 Selly Oak 04:30 06:30 06:30 06:30 06:30 07:18 08:18 09:18 10:18 11:18 05:30 University 07:00 09:00 09:00 09:00 09:00 09:00 09:02 10:02 11:02 12:02 08:00 <1> Five Ways 12:00 14:00 14:00 14:00 14:00 14:00 14:00 14:00 14:00 14:18 13:00 BIRMINGHAM 16:00 18:00 18:00 18:00 18:00 18:00 18:00 18:00 18:00 18:00

Travel 17:00 16:00 15:00 14:00 13:00 12:00 11:00 10:00 09:00 Signals 09:00 08:00 07:00 06:00 05:00 04:00 03:00 02:00 01:00 Net 08:00 08:00 08:00 08:00 08:00 08:00 08:00 08:00 08:00

The chart shows the likely effect of an XC train following an XCity train (at one minute intervals), and the shading indicates where the train is going to be affected by signals. It shows that all trains are likely to be affected, and this is based on the XCity train running punctually, so a late running train could make matters worse. The timetabling of one minute’s recovery before the final intermediate stop could also hold back a XC train whilst the XCity train waits time, as could one minute dwell times at most of the stations..

The situation could deteriorate when the Cross City service is extended to Bromsgrove, and a further dual track section from Bromsgrove, up the Lickey Incline and beyond towards Longbridge is encountered. A lightweight electric train tackling Lickey on a damp morning in the leaf-fall season could unsettle the service for hours!

Midland Main Line

Until recently, the speed limits on the Midland Main Line did not trouble the HSTs that have been used on the line for many years. Following the relaxation of speed limits and the acceleration of the timetable, the trains are now running up to 125mph and have featured extensively in our Mass Timing Days in 2014 and 2015, so are not being reviewed here.

East Coast Main Line Kings Cross - York

It seems strange that, when reviewing the Great Western main line, we looked for excuses for the deteriorating performance, but on the East Coast – in spite of carrying an extra coach and all the previously-mentioned hindrances – the high speed trains are still producing record times.

When reviewing the fastest times from Kings Cross to York on the RPS database, lengthy listings of sub-103 minute timings appear behind Class 91s before an HST is encountered.

40 Glorious Years – The HSTs -22- October 2016 This is probably because the Class 91’s were speed-limited to 140mph and drivers in the 1990s took advantage of this. On the other hand, by the time the HSTs were introduced on the ECML they were already speed-limited, so similar antics were prohibited.

Whilst limited over-speeding is allowed with the speed-limited HSTs – they are theoretically governed at 132mph – the fastest time of 103m14s (Run 85) was achieved with a totally “legal” run. Obviously, over long distances, such times can only be achieved with minimal signal checks and tsrs and this one only encountered slight (100mph) tsrs at St. Neots and Ranskill. Given a clear run, a time of 102 minutes may be achievable.

Run 86 is very much a modern run, dating from 2012, and maybe benefitting from the MTU engine. Whilst suffering a rbt and tsr before Potters Bar, which cost one minute, this was recovered due to the absence of further tsrs, and only exceeded the record 1982 run by 15 seconds.

Run 87, from 1996, actually beat the record run all the way to Colton Junction but was hampered by a slower approach to York.

Run 88 enjoyed an exceptionally fast run to Finsbury Park, and the time saving was extended to a minute against run 85 by Stoke Summit. Unfortunately, two tsrs followed (at 90mph through Askham Tunnel and 60mph at Ranskill) which cancelled the advantage, and a slightly slower approach to York resulted a time of 103m46s.

Run 89 is of a modern vintage – 2013. With speeds up to 129mph, this is the first run to feature over-speeding. In spite of a 50mph tsr at Potters Bar and a signal check around Newark, the train was still able to compete with the best and recorded a time of 104m15s.

Run 90 also enjoyed a spirited start out of Kings Cross, and this continued in the early stages, but was hampered by a 80mph signal check around Grantham.

Run 91 was actually the fastest run as far as Bawtry, being 1½mins quicker than the fastest time in Run 85, but then a 20mph signal check through Doncaster, and a slower approach to York resulted in a time of 105m18s.

York-Kings Cross

Four of the seven runs shown here were recorded in the last three years, and three of them were all during a period between April and May 2014, when the line was clear of tsrs apart from 80mph across Newark flat crossing (and also at Balne in run 92).

Due to the 80mph tsr at Balne in Run 92, run 93 was faster to Peterborough, but then run 92 caught up by Stevenage and run 92 finally completed a faster journey with a half a minute faster run into Kings Cross from Finsbury Park.

Run 94 mirrored run 93 most of the way, but was hindered by a slowing around Offord, which may have been due to late closing of the level crossing gates.

Run 95 suffered from – what appears to be the norm these days – a signal check to 30mph approaching Doncaster, but still appears in this “hall of fame”.

Run 96 is actually the fastest run to Werrington Junction, beating run 92 by 1m12s, but suffered a 55mph signal check approaching Peterborough and a further 29mph speed signal check near Stevenage and 29mph at Finsbury Park.

40 Glorious Years – The HSTs -23- October 2016 Run 97 is, on the face of it, a strange affair with the train running well below speed limits – no more than 118mph towards Doncaster, and it only reached 124mph around Tuxford. The run down from Stoke only occasionally rose above 121mph, and only 120mph beyond Peterborough, but achieving one of the faster times. What is unusual is that the run is completely without any restrictions of any kind, and a four-minute late departure is converted to a three-minute early arrival, and is a good example of “running to timetable”

Run 98 is from the 2014 vintage and closely follows runs 92 and 93, until signal checks intervened and the train suffered delays most of the way to Kings Cross.

York-Darlington

Here we compare running on the racing ground between York and Darlington. It’s not surprising that five of the seven records here are XC services, which benefit from the reduced number of coaches and, therefore, weight.

Run 99 benefitted from the fastest time out to Skelton Junction. Continuing with speeds up to 130mph, and a very fast approach, the 24m07s time to Darlington is unlikely to be beaten by HSTs in the future. This still remains the fastest time for all traction.

Run 100 enjoys a more conventional start from York, but still cruises around 130mph most of the way from Sessay and Danby Wiske.

Run 101 is a more restrained run with no excessive speeds, and run 102 follows a similar pattern in spite of being a GNER HST with eight coaches. Runs 103 and 104 ran to speed limits with no excesses.

Run 105 was slower off the mark, but made up for lost time with speeds up to 129mph in the Thirsk and Northallerton areas.

Darlington-York

With Run 106, one can say with a fair amount of certainty that this 24m01s time will not be beaten by an HST, and it may have been more by luck than judgement that this run was achieved without the speed-limiter taking control - speeds of 130/132mph all the way from Otterington to Beningbrough. However, the RPS all-comers fastest time is 22m30s, which was achieved buy 91031 with a six coach set in 1995 with speeds up to 154mph in an event associated with the Peterborough 150 celebrations – but that’s another story. (See Milepost 16¼)

Run 107 was slightly less extravagant in terms maximum speeds with 129mph recorded most of the way from Northallerton.

With only a five-car set, Run 108 easily achieved the fastest time out to Eryholme Junction and was able to achieve one of the faster times without exceeding 124mph

Run 109 follows a similar pattern with earlier runs with speeds up to limits, whilst 110, 111 and 112 were more adventurous with speeds up to 128mph.

Kings Cross-York stopping trains

Earlier in the booklet we explained the problems associated with the delays in the introduction of the HSTs, and that this was a common occurrence with other rolling stock subsequently delivered. A further example was the delays in the introduction of the DVTs

40 Glorious Years – The HSTs -24- October 2016 that worked in conjunction with the Class 91 electric locomotives. The way the delivery delays were overcome was to add an HST power car at the London end of the train. A combination of a Class 91 and a working HST power car produced some impressive logs. In each section we will look at a selection of good runs including an HST/Class 91 combination and one pre-2008 and one post-2008 time.

We start with the short hop from Kings Cross to Stevenage, and the acceleration characteristics of the Class 91/HST combination are amply demonstrated with speeds of 88mph at Finsbury Park, and increasing quickly to 118mph at Hadley Wood in run 113. Run 114 was even faster to Finsbury Park, but the HST couldn’t match run 113, and the journey was nearly one minute slower to Stevenage. The more recent run (115) matches current expectations to Finsbury Park, and was about half a minute slower to Knebworth, but achieved a faster run into Stevenage than the other two.

The next stage, onwards to Peterborough, shows the Class 91/HST (run 116) combination saving about half a minute to Hitchin, and a similar amount on the approach to Peterborough, due to the acceleration from 105mph at Holme to 115mph at Yaxley. Run 116 completed an unexceptional journey in a time of 27m48s. Run 118 mirrored run 117, but with speeds up to 129mph, and a saved half a minute on the approach to Peterborough, producing a time only 10seconds slower than run 116.

Run 119 made an impressive start from Peterborough with 102mph recorded at Werrington Junction, and it held 124-126mph all the way up to the slowing for Stoke Summit. In spite of carrying an extra coach, run 121 was faster from Werrington Junction to Stoke Summit, and beat run 119 on the approach to Grantham.

Run 122 shows a 9m03s run from Grantham to Newark that seems impossible by any standards, and the more conventional run 123 with a time of 10m17s. Once again, run 124 – although with an extra coach – beat run 123 by 19 seconds, mainly due to a smarter approach to Newark.

The following sections, from Newark to Retford and Retford to Doncaster show a similar pattern. It is interesting to note that the same trains are appearing in different sections: the run on 21st September 2011 took the records on the Kings Cross-Stevenage, Grantham- Newark, Newark-Retford and Retford-Doncaster sections. The journey on 28th January 2014 took the records on Stevenage-Peterborough and Peterborough-Grantham. Most of these records were achieved by faster arrivals into the station stops. This is probably proof that driving technique can still have significant effect on performance.

The Class 91/HST combination was used on the Kings Cross-Leeds service, so did not cover the Doncaster-York route. So, here, the fastest time is a XC train of seven coaches (Run 131), which had a 10-15 second advantage over the eight coach train in run 132. All runs were “legal”, and benefitted from unrestricted and fast arrivals into York.

York-Kings Cross stopping trains

We have a similar situation in the southbound direction, and show the same groups of services. The York to Doncaster section follows the familiar pattern of good acceleration and efficient arrivals, with speeds up to line limits.

The Class 91/HST combinations arrive with the Doncaster-Retford section and continue with the Retford-Newark and Newark-Grantham ones. They show the same half-minute savings that were achieved in the down direction.

40 Glorious Years – The HSTs -25- October 2016 The Grantham-Peterborough section is on a different scale. The 1 in 200 climb away from Grantham that normally provides a major hindrance for HSTs proved no such problem in Run 145. It was running at 110mph through Great Ponton, and breasted Stoke Summit at 120mph; saving nearly one minute in the process. Continuing downhill it produced speeds up to 133mph and produced a time of 16m54s, in spite of being half a minute slower into Peterborough from Werrington Junction. Cynics might suggest that an HST included in a mark 4 set produces far more interesting runs than a DVT which seems to set the speed bar at 123mph, and thus tends to restrict performance. Run 147 produced a faster time than Run 146 in spite of having one coach more.

Run 148 continues the antics of 91003 and 43067 between Peterborough and Stevenage, with speeds at a more modest 132mph. With restricted speeds departing south from Peterborough, there is less scope for half minute savings, but runs 149 and 150 cannot compete with the speeds in run 148 and produce times nearly a minute slower, with legal speed limits.

The extra power available to the Class 91/HST combination in run 151 is not as important upon departure from Stevenage, as the 1 in 330 downhill gradient assists HSTs and in fact run 152 was faster than run 151 to Knebworth, and is the all-comers fastest time primarily due to an exceptionally fast approach to Kings Cross. Run 153 shadows run 152 as far as Finsbury Park, but has a slower approach to Kings Cross than the other runs.

Highland Line

To date, most references to 9-coach ECML HSTs have reached the conclusion that any deterioration in performance - compared with the previous eight coach train - is marginal, and mainly associated with the initial poorer acceleration. This is amplified as the chosen logs mostly reflect fast runs on the main line with few restrictions to accelerate away from.

However, this can’t be said of our final review. Runs 154 and 155 are with the original eight coach trains, and Run 154 has the advantage of a twenty second advantage as far as Killiecrankie, and this represented a 2mph advantage compared with run 155, and this was maintained once the trains started on the 1in 70/80 climb to Druimachdar. Whilst run 154 was able to accelerate most of the way to milepost 48 which was passed at around 73mph, speeds on run 155 fell back to 65mph, and only recovered around Dalnaspidal. This cost around one minute. Both trains descended from the summit at speeds that would have been unthinkable a few years earlier (or at any time!), and in spite of speeds briefly up to an adventurous 103mph, run 155 lost another half a minute compared with run 154.

Run 156 shows the effect of the additional coach on this section of line. A 27 second deficit to Killiecrankie, compared with run 155, and once on the 1 in 70/80 climb, speed averaged around the 60mph level, compared with- 68mph on the eight coach run, and this cost 2½ minutes to the summit at Druimachdar. Speed descending from the summit was at a more legal level, and the train slowed to 57mph around Etteridge, and losing a further 1½ minutes.

All trains continued to Aviemore at a respectable pace, and took advantage of the 100mph speed limit around milepost 75

The future

Presumably when the HSTs were introduced, there must have been a belief that the writing must have been on the wall for the locomotives that they replaced. This was true: for example, the Deltics had disappeared by the early 1980s, and the Class 45s by the late 1980s. On the other hand, locomotive haulage continued on some Cross Country services

40 Glorious Years – The HSTs -26- October 2016 well into the 21st century. However, the life of these first generation diesels generally had a life of 30 years or less, so for the HSTs to continue well beyond 40 years seems astonishing, considering the mileage that they must have accumulated.

That ROSCOs are considering extending the HST lives, and TOCs are willing to pay for the modifications that will enable them to comply with the “Access for All” regulations that apply from 1st January 2020 seems a possibility, although the TOCs may guess that paying for modifications plus an “appropriate” rental for 40-year old trains would be less than the £1m per carriage that they would pay in rental for new stock.

However, we may be able to appreciate HSTs for years to come in short-formed sets at the extremities of the country – in the far south west and in Scotland

We have mentioned in the past, the delays due to the introduction of new rolling stock so maybe this could happen again – although the delays this time may be problems with the introduction of the electrification infrastructure on the GW main line. Indeed, the fact that the replacement rolling stock will be limited to 100mph when running on diesel power may extend the life of the HSTs until the electrification is complete. However, the appeal to GWR of shiny new rolling stock sitting in sidings waiting for NR to complete the electrification, and for NR to provide compensation to GWR for the dual payments to ROSCOs, this may be wishful thinking – and could also delay the modifications necessary to comply with the 2020 regulations. Perhaps they should add an HST power car to the IEP as they did to the Mark 4s in the 1980s!

Whilst they may not be providing the performance that was so exhilarating in the 1980s - for the reasons already explained - one way or another, we will be able to enjoy HSTs for a few more years yet.

40 Glorious Years – The HSTs -27- October 2016

Table Run 1 2 3 Date 21/03/1980 02/01/1982 29/10/1988 Train 1715 Paddington-Swansea 1720 Pad-Taunton 0950 Pad-Paignton Loco 43020/xxx 43135/6 43008/006 Load formation 2+7 2+7 2+7 Recorder D Ashley M Warburton C Foss miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 0 10 Paddington 0 00 Pkwy 0 00 Chipp 0 00 Bath 0.46 0 47 Royal Oak - 1.13 1 20 Westbourne Park 2 10 65 31.2 2 25 27.9 2 40 25.3 2.66 2 63 Old Oak FSB 3 22 84 76.9 3 48 66.7 4.13 4 20 Acton ML 4 48 87.8 5.56 5 55 Ealing Broadway 5 06 109 100.4 5 41 97.6 6.41 6 43 West Ealing 6 07 107 92.0 7.23 7 28 Hanwell 6 35 110.8 8.95 9 06 Southall 6 51 124 116.1 7 31 110.9 7 46 111 92.3 10.80 10 74 Hayes 8 27 118.9 13.11 13 19 West Drayton 8 50 127 125.9 9 35 122.4 14.63 14 60 Iver 16.13 16 20 Langley (125) 18.31 18 35 Slough 11 18 126 126.5 12 03 126.5 12 18 129 123.9 20.88 21 00 Burnham 22.38 22 40 Taplow 24.11 24 19 Maidenhead 14 04 125/97tsr 125.8 14 50 125.0 15 02 127 127.3 30.89 31 01 Twyford 17 47 120 109.4 18 02 127.0 33.88 34 00 Sonning 35.85 35 78 Reading 20 20 80* 116.8 20 39 113.8 20 49 84 121.8 38.53 38 52 Tilehurst 22 09 102 88.3 22 22 93.5 41.38 41 40 Pangbourne 23 42 117 110.3 23 59 105.8 24 15 108 96.6 44.63 44 60 Goring 25 18 126 121.9 25 37 119.4 48.31 48 35 Cholsey 27 05 122 124.1 27 23 125.2 53.01 53 11 Didcot 29 19 126/125 126.3 29 35 128.2 29 59 125 121.8 56.38 56 40 Steventon 30 57 126/124 123.5 31 10 127.4 60.25 60 30 Wantage Road 32 47 128 126.8 33 01 125.7 63.70 63 66 Challow 34 27 121/119 124.2 34 38 128.0 35 128 127.8 66.41 66 43 Uffington 35 47 122 122.1 35 52 132.0 68.88 69 00 Knighton 71.38 71 40 Shrivenham 38 11 127 124.1 38 17 123.2 74.88 75 00 Stratton Park 77.16 77 23 Swindon 41 10 100 116.4 41 13 118.4 41 33 99 123.3 Run 2 3 12 Date 02/01/1982 29/10/1988 05/02/1990 Train 1720 Padington-Taunton 0950 Pad-Paignton 0950 Pad-Paignton Loco 43135/6 43008/006 43027/025 Load formation 2+7 2+7 2+8 Recorder M Warburton C Foss J Heaton 0.00 77 23 SWINDON 41 13 41 33 99 22 22 99 5.58 82 69 Wootton Bassett 25 27 125 108.5 10.45 87 59 Dauntsey 46 49 130 119.1 27 47 128 125.4 16.66 93 76 Chippenham 50 29 107.9 49 45 127 127.1 30 43 126 127.1 16.66 93 76 Chippenham 18.81 96 08 Thingley J 31 44 127 126.9 21.71 99 00 99 52 11 112 124.5 24.68 101 77 Box 34 33 118 124.9 26.71 104 00 104 27.29 104 46 Bathampton 55 10 90 112.1 36 14 92 93.1 29.60 106 71 BATH SPA 57 47 53.0 38 41 56.6

40 Glorious Years – The HSTs -28- October 2016 .

4 5 6 7 03/11/1978 31/01/1981 04/08/1979 22/10/1983 1820 Pad-Swansea 1820 Paddington-Bristol 0800 Pad-Swansea 253010/016 43127/128 43028/029 43013/43175 2+7 2+7 2+7 2+7 D Wilson T Calow A Varley D Tomlin m s mph ave m s mph ave m s mph ave m s mph ave 0 00 Newport 0 00 0 00 1 36 17.3 1 18 21.3 2 28 63 27.4 2 32 42.6 2 05 50.7 3 20 73.8 4 19 89.2 5 32 104 86.8 5 39 105 85.4 5 11 103 99.5

- 6 07 108 106.9 7 19 114 114.0 7 27 117 112.9 7 03 113 110.9 8 23 122 118.9 8 00 119 116.8 - 9 08 125 122.4 10 14 124 124.1 9 52 128 123.8 10 58 126 122.7 10 34 129 128.6 11 56 125 121.7 12 00 126 127.0 11 35 129 129.1 13 14 125 124.7 12 47 127 128.1 13 57 125 125.6 13 30 125 125.6 14 39 127 128.1 14 47 125 125.1 14 20 125 125.1 17 49 129 128.4 18 02 125 125.1 17 30 129 128.4 - 18 58 120 122.2 20 32 88 109.6 20 53 80* 104.5 20 49 - 64.1 22 42 100 88.3 23 46 114 102.5 24 17 115 108.0 25 55 122 119.4 27 10 123 122.4 27 43 125 122.9 29 23 126 127.2 30 31 - 100.7 0 00 3 29 94 57.9 32 49 126 126.5 5 42 113 104.9 7 26 122 119.4 8 45 125 123.6 9 56 125 124.9 38 06 125 126.3 11 08 125 125.0 12 50 118 123.5 41 04 89/112 117.1 15 33 50.5 13 14 15 16 31/01/1981 25/06/2009 03/12/1983 30/05/1992 0920 Pad-Paignton 1430 Paddington-Bristol 1035 Pad-Weston-s-m 1035 Pad-Weston-s-m 43040/41 43185/179 43128/126 43003/015 2+7 2+8 2+7 2+7 C Morley D Adams D Adams F Collins 21 54 100 0 00 0 00 110/12 25 06 122 104.5 4 49 7 69.4 4 53 112 68.5 125/12 27 25 126 126.3 7 15 124 120.2 7 17 7 121.9 31 16 96.8 10 50 104.0 11 05 98.1 0 00 0 00 0 00 2 47 78/115 46.3 2 41 85 48.1 2 39 76 48.7 4 40 96 86.3 6 26 100 96.4 6 17 97.7 6 22 102 104.6

8 01 100 99.0 8 07 87 85.5 7 55 99 101.1 10 47 50.2 10 36 55.9 9 58 67.7

40 Glorious Years – The HSTs -29- October 2016 .

40 Glorious Years – The HSTs -30- October 2016 .

40 Glorious Years – The HSTs -31- October 2016

. Run 8 9 10 Date 27/04/2010 06/04/1985 10/06/1998 Train 0945 Pad-Swansea 1005 Paddington-Bristol 1455FO Pad-Bristol Loco 43125/xxx 43134/143 43028/009 Load formation 2+8 2+7 2+7 Recorder I Umpleby A Drake C Taylor miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 0 10 Paddington 0 00 0 00 1.13 1 20 Westbourne Park 2 09 60 31.4 2.66 2 63 Old Oak FSB 3 59 67 33.1 3 22 83 75.8 4.13 4 20 Acton ML 4 22 98 87.8 5.56 5 55 Ealing Broadway 6 02 99 84.9 5 13 105 101.5 7.23 7 28 Hanwell 6 07 112 110.8 8.95 9 06 Southall 7 56 113 107.0 7 01 117 115.0 10.80 10 74 Hayes 7 56 120 121.1 13.11 13 19 West Drayton 10 04 120 117.1 9 02 126 126.1 14.63 14 60 Iver 9 46 122 123.8 16.13 16 20 Langley 10 30 123 122.7 18.31 18 35 Slough 12 37 124/123 122.4 11 33 126 125.0 20.88 21 00 Burnham 12 46 121 126.4 22.38 22 40 Taplow 14 34 124 125.0 13 32 123 117.4 24.11 24 19 Maidenhead 15 25 124 122.6 14 23 127 122.6 30.89 31 01 Twyford 18 42 123 123.8 17 40 122 123.8 33.88 34 00 Sonning 19 06 124 125.1 35.85 35 78 Reading 22 49 72.3 20 17 77 100.1 35.85 35 78 Reading 0 00 38.53 38 52 Tilehurst 2 48 93 57.3 22 06 100 88.3 41.38 41 40 Pangbourne 4 32 110 98.7 23 45 111 103.6 44.63 44 60 Goring 6 13 120 115.8 25 24 120 118.2 48.31 48 35 Cholsey 8 00 125 124.1 27 11 125 124.1 53.01 53 11 Didcot 10 13 128 127.2 29 26 126 125.3 56.38 56 40 Steventon 11 51 125 123.5 31 05 124 122.3 60.25 60 30 Wantage Road 13 42 125 125.7 32 58 125 123.5 63.70 63 66 Challow 15 21 125 125.5 34 37 126 125.5 66.41 66 43 Uffington 16 41 120 122.1 35 54 123 126.8 68.88 69 00 Knighton - 37 06 123 123.1 71.38 71 40 Shrivenham 19 00 125 128.5 38 18 125 125.0 74.88 75 00 Stratton Park - 40 01 120 122.3 76.20 76 26 Highworth Jn 21 31 65 115.0 77.16 77 23 Swindon 23 06 _ 36.5 42 26 56.8 Run 1 4 11 Date 21/03/1980 03/11/1978 28/03/1981 Train 1715 Pad-Swansea (To Newport 80m25s) 1215 Pad-Swansea Loco 43020/xxx 253010/016 253034 Load formation 2+7 2+7 2+7 Recorder D Ashley D Wilson D Ashley 0.00 77 23 Swindon 41 10 100*/113 41 04 89/112 22 05 - 5.58 82 69 Wootton Bass 44 18 83* 106.8 44 33 69 96.0 25 13 72 106.8 9.71 87 00 Brinkworth 46 52 116 96.7 27 56 105 91.4 12.46 89 60 Somerford 48 14 124 120.7 29 23 117/120 113.8 16.96 94 20 Hullavington 50 23 127 125.6 50 48 120 109.3 31 40 119/121 118.2 22.71 100 00 Badminton 53 16 119/120 119.7 53 50 111 113.7 34 25 115 125.5 27.28 104 45 Chpg Sodbury 55 44 105 111.0 56 18 108 111.0 37 1 108/104 105.3 29.86 107 12 Westerleigh J 57 16 98* 101.3 38 31 105 103.5 31.21 108 40 Coalpit Heath 58 06 96 97.2 39 17 110 105.7 32.55 109 67 Winterbourne 58 56 95 96.3 39 59 115 114.6 34.48 111 61 Bristol Pkway 60 40 66.6 61 10 78 88.8 41 50 62.4

40 Glorious Years – The HSTs -32- October 2016

. 11 12 13 28/03/1981 05/02/1990 31/01/1981 1215 Pad-Swansea 0950 Pad-Paignton 0920 Pad-Paignton 253034 43027/025 43040/41 2+7 2+8 2+7 D Ashley J Heaton C Morley m s mph ave m s mph ave m s mph ave

0 00 0 00 0 00 2 56 90 54.7 3 05 90 52.1 2 55 89 55.0 4 40 106 98.7 4 52 106 95.9 4 38 109 99.6 6 22 120 114.7 6 35 118 113.6 6 18 122 117.0 8 09 126/127 124.1 8 24 127 121.8 8 06 125 122.9 10 21 125 128.2 10 36 128 128.2 10 19 126 127.2 11 58 123/126 124.8 12 13 125 124.8 11 56 128 124.8 13 51 127 123.5 14 04 126 125.7 13 45 129 128.0 15 28 126 128.0 15 42 126 126.7 15 21 127 129.4 16 44 126 128.5 17 00 126 125.2 16 39 126 125.2

19 06 127 125.8 19 23 126 124.9 18 59 127 127.6 20 39 124 126.0

22 05 102/118 116.4 2 2 22 97 116.4 21 54 100 109.8 17 18 19 04/10/1986 08/06/2010 10/09/1986 0930 Pad-Cardiff 0945 Pad-Swansea 0655 Pad-Swansea 43005/016 43094/078 43028/186 2+7 2+8 2+7 T Griffiths B Nathan A Varley 0 00 - /99 0 00 5 00 69* 66.9 5 12.0 69 64.3 4 58 69* 67.3 7 47 111 89.2 8 05.0 108 86.1 7 36 112 94.3 9 12 120 116.5 9 31.0 123 115.1 8 59 123 119.3 11 26 121 120.9 11 42.0 124/108 123.7 11 11 122 122.7 14 20 117 119.0 14 45.0 122 113.1 14 06 117 118.3 16 38 120 119.0 17 04.0 117 118.2 16 24 121 119.0 18 03 104* 109.6 18 32.0 97 105.9 17 43 108* 117.9 18 47 112 110.5 19 20.0 107 101.3 18 29 104 105.7 19 29 117 114.6 20 04.0 108 109.4 19 20 slight 94.4 21 31 - 56.8 22 13.0 53.7 21 38 - 50.2

40 Glorious Years – The HSTs -33- October 2016

. Run 23 24 33 Date 04/10/1988 17/10/1989 03/08/1985 Train 1449 ex Exeter 1405 Paignton 1835 Weston-s-m-Padd Loco 43151/xxx 43005/016 43133/145 Load formation 2+8 2+8 2+7 Recorder J Heaton 1/10 B Nathan F Collins M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 106 71 BATH SPA 0 00.0 0 00.0 2.31 104 46 Bathampton 2 52.0 48.4 2 59.0 78 46.5 2 40.0 85 52.0 5.91 100 78 Box TW 5 14.0 91.3 5 14.0 96.0 /103/99 7.74 99 12 Box TE 6 24.0 93.9 5 58.0 104 98.6 10.79 96 08 Thingley J 8 14.0 99.8 8 11.0 112 99.2 7 42.0 116 105.6 12.94 93 76 Chippenham 9 23.0 112.2 9 18.0 119 115.5 9 34.0 69.1 19.15 87 59 Dauntsey 12 25.0 118 122.9 12 18.0 125 124.3 24.03 82 69 Wootton Bassett 14 46.0 124.5 14 43.0 121 121.0 29.60 77 23 SWINDON 17 48.0 110.3 17 40.0 99 113.4 Run 20 21 22 Date 28/09/1983 20/03/1982 10/10/1977 Train Inter City exec-press run 1240 Cardiff 1343 Swansea-Pad Loco 43125/126 43126/xxx 253020 Load formation 2+7 2+7 2+7 Recorder P Semmens D Ashley G Aston miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 77 23 SWINDON 20 25 100 Pkwy 20 50 105* Pkwy 20 20 102 Pkwy 2.29 75 00 Stratton Park - 5.79 71 40 Shrivenham 23 50 123 115.8 23 17 120 117.7 8.29 69 00 Knighton 24 38 129 117.9 - 10.75 66 43 Uffington 25 48 127 126.6 26 15 129 123.2 25 40 128 124.9 13.46 63 66 Challow 27 30 130 130.2 26 55 131 130.2 16.91 60 30 Wantage Road 29 07 125 128.0 28 29 127 132.1 20.79 56 40 Steventon 30 31 128 127.7 30 59 123 124.6 30 18 128 128.0 24.15 53 11 Didcot 32 07 127 126.1 33 00 72/66tsr 100.0 31 51 130 130.2 28.85 48 35 Cholsey 34 21 127 126.3 36 03 108 92.5 34 00 128 131.2 32.54 44 60 Goring 36 06 127 126.4 37 59 124 114.4 35 43 128 128.9 35.79 41 40 Pangbourne 37 38 129 127.2 39 29 129 130.0 37 18 105tsr 123.2 38.64 38 52 Tilehurst 39 57 28tsr 73.8 40 53 111 122.1 39 57 110 64.5 41.31 35 78 Reading 42 39 84 59.4 43 40 - 57.7 42 48 56.3 46.28 31 01 Twyford 45 34 115 102.1 53.05 24 19 Maidenhead 54.79 22 40 Taplow 49 43 128 123.1 56.29 21 00 Burnham 50 26 126 125.6 58.85 18 35 Slough 51 40 126 124.7 61.04 16 20 Langley 52 42 128 127.0 62.54 14 60 Iver 53 24 126 128.6 64.05 13 19 West Drayton 54 07 126.6 66.36 10 74 Hayes 55 12 128.1 68.21 9 06 Southall 56 04 128.1 69.94 7 28 Hanwell 56 53 127 126.7 71.60 5 55 Ealing Broadway 57 40 127.3 73.04 4 20 Acton ML 58 21 129 126.2 74.50 2 63 Old Oak FSB 76.04 1 20 Westbourne Park 60 45 75.0 77.16 0 10 Paddington 63 26 25.2

40 Glorious Years – The HSTs -34- October 2016

. 34 35 36 19/07/2012 15/10/2008 27/01/2007 1600 Bristol-Pad 1700 Bristol-Pad 1700 Bristol-Pad 43185/138 43023/069 43026/174 2+7 2+8 2+7 B Nathan C Dale F Collins m S mph ave m s mph ave m s mph ave

2 47 88 49.9 4 55 102 101.3

7 46 97 102.6 9 53 60.9 0 00.0 0 00 4 48.0 77.7 5 05 113/115 73.3 7 21.0 114.7 7 37 121/123 115.5 11 47.0 75.5 12 01 76.0 23 24 25 26 04/10/1988 17/10/1989 13/01/1979 21/10/1977 1449 ex Exeter 1405 Paignton 1340 Cardiff-Pad 1140 Cardiff 43151/xxx 43005/016 253021 253024 2+8 2+8 2+7 2+7 J Heaton 1/10 B Nathan B Harrison D Adams m S mph ave m s mph ave m s mph ave m s mph ave 17 48 Bath 17 40 99 Bath 37 59 Newport 42 26 108/114/20tsr Newport 19 01 111 101.7 21 01 108.0 20 51 122 114.5 40 58 116.4 48 36 84 56.3

23 26 123.2 43 22 126 124.1 51 36 118 99.3 24 44 125.2 24 32 126 125.0 44 42 122/125 122.1 52 56 127 122.1 26 22 126.7 26 12 126 124.2 46 21 124 125.5 54 33 130 128.0 28 2 127 126.8 48 16 122 121.3 56 18 133 132.9 29 50 125.3 29 39 126 124.8 49 54 124 123.5 57 49 133 133.0 32 07 123.5 31 56 119 123.5 52 11 123 123.5 59 55 134 134.3 33 58 119.6 33 47 121 119.6 53 58 126 124.1 61 35 133 132.8 35 21 123 124.5 55 32 124 124.5 63 02 133 134.5 36 56 123.4 36 50 101 115.3 56 59 114 117.9 64 20 133 131.5 38 37 60tsr 95.3 39 39 57.0 58 49 90 87.5 65 51 80 105.8 42 31 76.3 61 47 117 100.4 68 49 118 100.4 46 08 112.4 65 05 123 123.2 72 05 130 124.4 47 00 120.3 65 56 123 122.6 47 43 125.6 66 40 122 122.7 73 34 133 131.0 48 54 129.9 67 55 123/124 123.0 74 43 134 133.7 49 58 123.0 75 42 134 133.5 50 42 122.7 69 42 123 124.1 51 24 129.6 70 26 122 123.8 77 03 134 133.9 52 30 126.1 71 36 109 118.9 78 05 133 134.3 53 22 128.1 72 43 99 99.4 78 55 134 133.2

55 00 124.4 74 46 97 99.1 80 27 130 132.6

56 48 96.7 82 14 83 97.6 58 15 63.6 77 59 82.8 83 30 60 72.8 60 54 25.5 80 32 5L 26.5 85 46 29.8

40 Glorious Years – The HSTs -35- October 2016

. Run 20 21 22 Date 28/09/1983 20/03/1982 10/10/1977 Train Inter City Exec - press run 1240 Cardiff 1343 Swansea Loco 43125/126 43126 253020 Load 2+7 2+7 2+7 Recorder P Semmens D Ashley G Aston m c m s mph ave m s mph ave m s mph ave 111 61 Bristol Parkway 0 00 0 00 109 67 Winterbourne 2 23 81 48.5 2 22 78 48.8 107 12 Westerleigh Jn 4 01 98 68.9 4 16 93* 85.6 4 12 99 88.0 104 45 Chipping Sodbury 5 40 107 94.1 5 46 106 103.5 5 40 106 105.9 100 00 Badminton 8 20 100 106.7 8 06 114 112.5 94 20 Hullavington 11 02 129 115.3 11 13 128/130 119.7 10 56 129 121.8 89 60 Somerford 13 09 127/124 127.6 13 19 126/129 128.6 13 00 131 130.6 87 00 Brinkworth 14 26 125 128.6 14 42 112 119.3 14 15 131 132.0 82 69 Wootton Bassett 16 55 71 100.0 17 19 76* 94.9 16 45 75/103 99.3 77 23 Swindon 20 25 100 95.6 20 50 105* 95.1 20 20 102 93.3 Run 27 28 29 Date 23.5.77 4.6.84 21.10.78 Train 1740 Cardiff 1140 Cardiff Loco 43xxx 43129/174 253020 Load formation 2+7 2+7 2+7 Recorder P Hemstock T Griffiths D Ashley M C Timing Point m s m s mph ave m s mph ave 77 23 SWINDON 37 54 54 Newport 0 00.0 75 00 Stratton Park 39 45 91 74.2 3 46 68 36.4 71 40 Shrivenham 41 48 114 102.4 6 25 89 79.2 69 00 Knighton 43 04 121 118.4 8 03 96 91.8 66 43 Uffington 44 23 110 112.2 9 32 100 99.6 63 66 Challow 45 51 123/125 111.0 11 07 105 102.8 60 30 Wantage Road 47 58 tsr54 97.8 13 03 109 107.1 56 40 Steventon 52 26 tsr 50 52.1 15 11 108 109.0 53 11 Didcot 55 12 98 72.9 18 08 - 68.4 53 11 Didcot 0 00 48 35 Cholsey 57 47 121 109.2 5 43 83 49.3 4 03 102/56tsr 69.6 44 60 Goring 59 32 133 126.4 8 12 95 89.1 6 52 94 78.6 41 40 Pangbourne 61 00 129 133.0 10 10 100/101 99.2 8 44 113 104.5 38 52 Tilehurst 62 22 sig/ss 26s 125.1 11 54 95 98.7 10 11 120 117.9 35 78 Reading 66 32 71 38.5 15 59 - 39.3 11 46 80 101.4 35 78 Reading 20 10 - 34 00 Sonning 67 57 97 83.6 3 26 62 34.5 31 01 Twyford 69 34 117/112 sig 110.9 5 50 82 74.7 14 48 113 98.2 24 19 Maidenhead 72 53 129 122.6 10 12 95 93.1 18 07 127 122.6 22 40 Taplow - 11 37 tsr62 73.6 18 56 127 127.7 21 00 Burnham 74 23 135 129.5 12 55 74 69.2 18 35 Slough 75 30 138 137.7 15 54 - 51.5 20 52 125/128 126.1 18 35 0 00 16 20 Langley 76 27 138 138.2 3 29 65 37.7 14 60 Iver - 4 45 75 71.1 13 19 West Drayton 77 48 131/126 133.9 5 54 83 78.9 23 18 126 128.2 10 74 Hayes 78 52 127 130.1 7 30 88 86.7 9 06 Southall 79 43 131 130.6 8 43 95 91.2 25 16 126 127.0 7 28 Hanwell 80 30 133 132.1 9 48 98 95.5 5 55 Ealing Broadway 81 16 127 130.1 10 49 96 98.1 26 52 125/80 127.0 4 20 Acton ML 82 00 102 117.6 11 49 85 86.3 2 63 Old Oak FSB 82 58 78 90.8 12 52 79 83.6 28 43 85 94.1 1 20 Westbourne Park 84 12 63 74.8 14 23 44 60.8 30 00 56 71.9 0 10 Paddington 86 43 17 15 - 23.5 32 25 27.9

40 Glorious Years – The HSTs -36- October 2016

. 25 26 27 13/01/1979 21/10/1977 23/05/1977 1340 Cardiff 1140 Cardiff 253021 253024.000 43xxx 2+7 2+7 2+7 B Harrison D Adams P Hemstock m s mph ave m s mph ave m s mph ave 18 03.0 60 Newport 22 21 20 Newport 17 16 70 24 14 80 61.3 18 38 96 84.5 21 09 89.3 26 04 100 88.0 20 15 106 99.7 22 40 104 102.4 27 32 108 105.9 21 43 106 105.9 25 11 110 108.8 30 01 114/120/114 110.2 24 12 112/119/114 110.2 28 19 125 110.1 32 54 132 119.7 27 04 133 120.3 30 26 127.6 34 55 135 133.9 29 06 133 132.8 36 11 102 130.3 30 24 99* 126.9 34 26 70 103.3 39 05 75/110 85.6 33 08 69»/98/44tsr 90.8 37 59 94.2 42 26 108/114/20tsr 99.9 37 54 54 70.2 30 31 32 3.9.77 26.3.88 11.8.10 1030 Swansea-Paddington 1400 Bristol-Paddington 43050/051 43033/xxx 43xxx/177 2+7 2+7 2+8 E P Tromans S Emmett D Sage m s mph ave m s mph ave m s mph ave 0 00.0 0 00.0 0 00

4 53.0 114 71.1 4 59.0 113 69.7 5 12 116/125 66.8 6 08.0 123 120.0 6 16.0 122 116.9 7 19.0 130 124.9 7 26.0 129 126.6 7 36 125 124.1 8 34.0 128 130.2 8 42.0 129/125 128.5 8 55 124/123 123.6 10 09.0 131 130.7 10 21.0 129 125.5 10 36 124 123.0 11 57.0 131 129.2 12 10.0 127 128.0 12 29 125 123.5 13 33.0 125 126.1 13 45.0 129 127.4 14 07 123 123.5

15 45.0 129 128.2 15 57.0 127 128.2 16 24 119 123.5 17 28.0 129 128.9 17 44.0 125 124.1 18 16 118 118.5 18 58.0 130 130.0 19 15.0 129 128.6 19 53 126 120.6 20 26.0 120/30s 116.6 20 38.0 113 123.6 21 18 109 120.7 23 14.0 55 57.3 22 56.0 69.8 24 42 47.2

26 30.0 111 91.1 29 48.0 131 123.2 30 36.0 131 130.3

32 31.0 128/130 127.2

34 13.0 128 130.1 34 55.0 131 129.6

36 52.0 126 128.1

38 29.0 125.7

44 34.0 54.9

40 Glorious Years – The HSTs -37- October 2016

.

Run 33 34 35 Date 22/10/1983 17/10/1988 04/05/1977 Train 0800 Pad-Swansea 1600 Pad-Swansea 1410 Padd-Swansea Loco 43013/175 43004/146 253014 Load formation 2+7 2+7 2+7 Recorder D Tomlin K Barlow G Pettitt miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 0 10 Paddington 0 00 0 00 P4 0 00 0.46 0 47 Royal Oak 1 18 - 21.3 1.13 1 20 Westbourne Park 2 05 50.7 2 25 63 27.9 2 31 65 26.8 2.66 2 63 Old Oak FSB 3 20 73.8 3 47 80 72.8 4.13 4 20 Acton ML 4 19 100 89.2 4 37 92 81.8 4 47 94 87.8 5.56 5 55 Ealing Broadway 5 11 103 99.5 5 29 103 99.5 5 36 107 105.6 7.23 7 28 Hanwell 6 07 108 106.9 6 25 110 106.9 8.95 9 06 Southall 7 03 113 110.9 7 21 113 110.9 7 23 114 114.0 10.80 10 74 Hayes 8 00 119 116.8 8 17 120 118.9 8 19 121 118.9 13.11 13 19 West Drayton 9 08 125 122.4 9 24 126 124.3 9 27 127 122.4 14.63 14 60 Iver 9 52 128 123.8 10 07 126 126.6 16.13 16 20 Langley 10 34 129 128.6 10 50 131 130.7 18.31 18 35 Slough 11 35 129 129.1 11 52 127 126.4 11 49 131 133.5 20.88 21 00 Burnham 12 47 127 128.1 12 58 131 133.7 22.38 22 40 Taplow 13 30 125 125.6 13 46 128 128.3 13 39 131 131.7 24.11 24 19 Maidenhead 14 20 125 125.1 14 35 128/129 127.7 14 27 132 130.3 30.89 31 01 Twyford 17 30 129 128.4 17 47 125 127.0 17 28 134 134.8 33.88 34 00 Sonning 18 58 120 122.2 19 11 128 128.0 35.85 35 78 Reading 20 49 - 64.1 20 55 68.4 20 59 84.7

Run 39 40 41 Date 04/02/1990 28/11/1985 21/03/1986 Train 1141 Penzance 1535 Oxford Loco 43025/xxx 43028/192 43037/xxx Load formation 2+8 2+7 2+8 Recorder J Heaton K Milburn R Jennings miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 35 78 Reading 0 00 0 00 0 00 4.96 31 01 Twyford 4 29 112 66.4 4 11 111 71.2 4 11 103 71.2 11.74 24 19 Maidenhead 7 56 127/129 117.8 7 39 124 117.3 7 35 125/129 119.6 13.48 22 40 Taplow 8 45 127 127.7 8 29 126 125.1 8 26 120 122.6 14.98 21 00 Burnham 9 29 127 122.7 9 13 124 122.7 9 08 129 128.6 17.54 18 35 Slough 10 41 127 128.1 10 28 123 123.0 10 20 128 128.1 19.73 16 20 Langley 11 43 127 127.0 11 31 125 125.0 11 22 127 127.0 21.23 14 60 Iver 12 25 130 128.6 12 14 126 125.6 12 04 127 128.6 22.74 13 19 West Drayton 13 07 128 129.6 12 57 125 126.6 12 47 128 126.6 25.05 10 74 Hayes 14 12 127 128.1 14 02 125 128.1 13 53 126 126.1 26.90 9 06 Southall 15 04 128 128.1 14 58 123 118.9 14 45 126 128.1 28.63 7 28 Hanwell 15 53 127 126.7 15 49 125 121.8 15 33.0 132 129.4 30.29 5 55 Ealing Broadway 16 40 125 127.3 16 39 118 119.7 16 20.0 113 127.3 31.73 4 20 Acton ML 17 25 110 115.0 17 24 115 115.0 17 05.0 119 115.0 33.19 2 63 Old Oak FSB 18 16 90 103.2 18 16 100 101.3 34.73 1 20 Westbourne Park 19 26 50 79.1 19 29 75.8 19 25.0 78 77.1 35.85 0 10 Paddington 21 41 30.0 21 43 21 56.0 26.8

40 Glorious Years – The HSTs -38- October 2016

. 36 37 38 06/08/1988 25/09/1985 27/04/2010 1845 Pad-Cardiff 1930 Padd 0945 Padd-Swan 43033/177 43163/029 43125/43xxx 2+7 2+7 2+8 D Ashley B Nathan I Umpleby m s mph ave m s mph ave m s mph ave 0 00 0 00 0 00

2 00 65 33.8 2 17 29.6 5 3 67 3 12 87 76.9 9 40.1

4 58 106 98.5 5 26 84.5 6 02 99 84.9 6 22 106.9 6 52 123 107.0 7 17 112.9 7 56 113 107.0 8 14 116.8 8 53 125 123.8 9 22 122.4 10 04 120 117.1

10 19 127/129 126.1 10 47 127.6 11 20 125 129.1 11 47 131.3 12 37 124/123 122.4 12 33 128 126.4 12 59 128.1 13 42 125.6 14 35 124 123.9 14 07 124 124.0 14 32 125.1 15 27 124 120.3 17 22 125 125.1 17 43 127.7 18 42 123 125.1

21 02 81.2 21 05 88.4 22 49 72.3

42 43 44 45 07/07/1988 06/10/1988 25/10/1982 12/06/2008 1730 Bristol 1413 Worcester 1607 ex Reading 0600 Plymouth 43135/xxx 43xxx 43150 43xxx 2+7 2+7 2+7 2+8 R Jennings B D Walsh D Ashley J Heaton m s mph ave m s mph ave m s mph ave m s mph ave 0 00 0 00 0 0 0 00 4 28 103 66.7 4 18 112 69.2 108/127 4 28 104 66.7 7 52 119 119.6 7 39 127 121.3 7 37 125/122 92.5 7 57 126 116.7 8 42 129 125.1 8 30 124 122.6 8 47 124 125.1 9 24 129 128.6 9 13 124/126 125.6 9 30 126/124 125.6 10 35 129 129.9 10 27 125 124.7 10 25 126/121 124.3 10 43 125/126/124 126.4 11 37 127 127.0 11 29 126/128 127.0 11 46 125 125.0 12 18 131 131.7 12 11 126/128 128.6 12 29 126 125.6 13 00 131 129.6 12 54 127/128 126.6 12 56 125/127 124.0 13 13 125/124 123.8 14 05 128 128.1 13 59 127 128.1 14 19 126/124 126.1 14 57 126 128.1 14 50 129 130.6 14 58 123/126 122.8 15 12 125 125.7 15 38 129 129.4 16 25 118 127.3 16 34 122 127.0 16 49 122 125.7 17 18 123 123.2 17 15 99 103.5 17 42 96 97.6 18 10 72 95.7 18 29 82 90.8 19 23 87 86.4 19 31 55 68.3 19 53 53 65.9 20 23 40/sigs 67.1 22 00 25.8 22 08 25.8 22 10 29.6 23 00 25.8

40 Glorious Years – The HSTs -39- October 2016

. Run 46 47 48 Date 22-Jan-96 20/10/1989 xx/2/16 Train 1735 Padd-Penzance 1410 Padd-Penzance 1606 Pad-Penzance Loco 43169/43174 43138/43188 43xxx/xxx Load formation 2+7 Dvr Longthorp (Exeter) 2+8 2+8 Recorder J Heaton,8/9, N J Heaton J Heaton 8/10 miles M C Timing Point m s ave m s mph ave m s mph ave 0.00 35 78 READING 0 00 T 0 00.0 5L 0 0 0.92 36 72 Reading W 1 46 31.2 2 06 26.3 1 59 51 27.8 1.80 37 62 Southcote J 2 41 T 57.6 3 10 49.5 2 58 59 53.7 5.33 41 24 Theale 5 02 90.1 5 41 84.2 5 35 96 80.9 7.51 43 39 Ufton 6 22 98.1 6 56 99 96.9 8.84 44 65 Aldermaston 7 09 101.9 7 49 98.7 10.76 46 59 Midgham 8 18 100.2 9 00 97.4 8 55 93/101 98.3 12.96 48 75 Colthrop 9 39 97.8 10 19 100.3 10 18 99 95.4 13.60 49 46 Thatcham 10 02 100.2 10 43 96.0 10 41 100 100.2 16.41 52 31 Newbury RC 11 40 103.2 12 22 102.2 17.10 53 6 Newbury 12 03 1E 108.0 12 44 112.9 12 44 108/110 102.4 20.14 56 9 Hamstead 13 40 112.8 14 23 110.5 14 26 107 107.3 22.46 58 35 Kintbury 15 00 104.4 15 46 100.6 15 53 92 96.0 25.56 61 43 Hungerford 17 06 88.6 17 58 84.5 18 8 73/96 82.7 29.30 65 22 L Bedwyn 19 34 91.0 30.45 66 34 Bedwyn 20 15 .5E 101.0 21 10 91.7 21 25 90 89.4 32.08 68 4 Grafton 21 20 90.3 34.14 70 9 Savernake 22 51 81.5 24 10 84/105 80.5 34.86 70 67 Burbage 23 21 86.4 36.53 72 40 Wootton Rivers 24 19 103.7 39.35 75 26 Pewsey 26 00 100.5 26 45 95.6 27 20 99 98.7 42.94 78 73 Woodborough 27 58 1E/60tsr 109.5 28 43 109.5 29 21 114/115/88 106.8 51.05 87 2 Lavington 33 03 95.7 33 19 105.8 34 5 104 102.8 55.55 91 42 Edington 35 27 2R 112.5 35 46 110.2 36 32 113 110.2 58.63 94 48 Heywood Rd J 37 12 3.5E 105.6 37 28 108.7 38 15 91/88 107.7 61.04 97 1 Fairwood J 38 37 4.5E 102.1 38 55 99.7 39 52 90 89.4 64.31 114 40 Clink Rd J 40 37 4.5E 98.1 40 56 97.3 42 0 100/104 92.0 66.29 116 38 Blatchbridge J 41 57 5E 89.1 43 10 101 101.8 70.58 120 76 Witham 44 27 103.0 45 25 83.9 45 47 89 98.4 75.74 126 9 Bruton 47 50 91.5 48 35 97.8 49 27 98/102 84.4 79.18 129 44 Castle Cary 49 52 5E 101.5 50 35 103.2 51 38 83/105 94.5 89.55 125 57 Somerton 56 00 2R 101.4 90.58 126 59 Somerton TE 56 36 103.0 57 09 104.2 91.18 127 27 Somerton TW 56 57 102.9 57 32 93.9 58 52 101 99.5 93.76 129 74 Langport E 58 23 108.0 59 04 101.0 60 20 104 105.5 98.83 134 79 Athelney 61 26 99.7 62 05 100.8 63 20 102 101.4 101.99 138 12 Cogload 63 24 7.5E 96.4 64 04 95.6 65 22 89/99 93.2 106.74 163 12 TAUNTON 66 56 8E 80.7 67 49 76.0 69 15 73.4

40 Glorious Years – The HSTs -40- October 2016

. Run 49 50 51 Date 06/12/1990 18/05/1985 07/12/2010 Train 0932 Exeter-Padd 1336 Exeter 0505 Penzance-Padd Loco 43036/xxx 43146/xxx 43169/xxx Load formation 2+8 2+7 2+8 Recorder J Heaton 2/10 P Hemstock 4/9 J Heaton 3/10 miles M C Timing Point Sch. m s mph ave m s mph ave m s mph ave 0.00 163 13 TAUNTON d. 0 0 00 T Fog patches/95 Dep Down platform P4 0 00 8L -/92 4.76 158 32 Cogload Jct 4 4 29 87 63.7 5 01 96 57.0 4 42 88 60.8 7.92 134 79 Athelney 6½ 6 28 104½ 95.7 6 53 107/98 101.7 6 43 99/100 94.1 12.89 130 02 Langport E. 9 27 98 99.8 9 52 102 99.8 9 45 98 98.2 16.78 126 11 Somerton G. F. 12 11 43 100 102.9 12 23 92 92.7 12 07 97 98.6 22.71 120 16 Keinton Mand. 15 16 104/86 100.4 15 41 111 108.0 15 47 100/85 97.2 27.58 129 44 CASTLE CARY 18 18 14 90/98 98.3 18 34 78 101.2 18 52 86/97 94.6 31.01 126 09 Bruton 20 24 97 95.2 20 52 96 89.7 21 07 91/85 91.7 34.48 122 52 Brewham 22 35 86 95.2 23 11 90 89.7 23 30 87 87.2 36.26 120 69 East Somerset J. 26 23 46 104/99 90.6 24 19 111 94.6 24 35 100/95 99.0 40.48 116 52 Blatchbridge J. 27 26 18 100 99.8 26 40 86 107.6 27 09 98 98.5 42.48 114 37 Clink Rd. J. 29 27 29 97 101.4 28 04 88/106 85.7 28 23 94 97.3 45.71 97 01 Fairwood J. 31 29 29 100 97.1 30 08 83 94.0 30 26 97 94.8 48.16 94 45 Heywood Rd J. 30 54 105 103.8 31 47 96/109 89.1 31 59 89 94.8 54.65 88 06 Lavington (ex-GF) 35 34 28 111/90 109.1 35 42 105 99.4 36 00 110/87 96.9 61.64 81 07 Patney 38 47 105 97.1 39 34 108 108.4 40 10 106 100.6 63.83 78 72 Woodborough 41 40 02 109 105.0 40 45 114 110.9 41 23 108 107.9 67.39 75 27 Pewsey 42 04 95/105½ 105.1 42 40 104/109 111.5 43 26 96/98 104.3 72.61 70 09 Savernake 45 15 92 98.5 45 45 88/75 101.7 46 46 80/67 94.1 74.65 68 06 Crofton L.C. 46 54 66 74.1 48 31 69 69.9 76.30 66 34 Bedwyn 49 48 06 97/100 82.5 48 22 101/105 84.6 49 43 93/100 82.5 81.19 61 43 Hungerford 51 17 78 92.1 51 28 85 94.6 53 07 75/88 86.2 84.23 58 40 Kintbury [2] 53 21 93 88.2 53 24 100 94.3 55 17 86 84.1 86.63 56 08 Hamstead 54 48 110 99.3 54 44 114 108.0 56 47 105/110 96.0 89.65 53 06 NEWBURY 61 56 24 116 113.4 56 15 120 119.7 58 28 106 107.8 93.13 49 48 Thatcham 58 24 100 104.3 58 10 106 108.8 60 34 98 99.3 96.00 46 58 Midgham 60 09 93 98.6 59 48 98 105.6 62 22 93 95.8 97.91 44 65 Aldermaston 61 19 100 98.4 60 56 108 101.3 63 31 100 99.8 101.43 41 24 Theale 63 24 102 101.2 62 53 107 108.1 65 39 98/sigs 98.8 104.89 37 67 Southcote J. 70 65 52 57 84.2 65 49 48 70.8 68 22 54sigs 76.5 105.83 36 72 Reading West 66 47 - 61.4 67 09 35 42.2 69 35 42 46.2 106.75 35 78 READING a. 72 68 27 33.3 69 18 25.8 71 52 24.3

40 Glorious Years – The HSTs -41- October 2016

. Run 52 53 54 Date 04/03/1997 02/05/2001 01/06/1989 Train 1500 Newcastle-Plymouth 0645 Newcastle-Newton A 0810 Pad-Penzance Loco 43197/121 43178/088 43141/148 Load formation 2+7 2+6 2+7 (Dvr Barribal Exeter) Recorder J Heaton 8/9 Damp J Heaton J Heaton miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 163 13 TAUNTON d. 0 00 0 00 0 00 1.30 164 37 Silk Mill 1 56 40.3 1 46 44.2 2 00 39.0 1.85 165 01 Norton Fitz 2.90 166 05 Victory 3 05 83.5 2 55 83.5 3 11 81.1 4.49 167 52 Bradford 4 04 96.9 3 55 95.3 4 12 93.7 7.04 170 16 Wellington 5 33 103.1 5 24 107/108 103.1 5 46 97.7 10.00 173 13 Whiteball TE 7 16 103.5 7 03 102 107.7 7 30 102.5 10.86 174 02 Whiteball 7 46 103.5 7 34 100.2 8 01 100.2 14.16 177 26 TIVERTON PKWY 10 06 84.9 10 32 66.7 10 33 78.2 Run 59 60 61 Date 15/07/1993 13/07/1993 18/10/1989 Train 0720 Penzance-Edinburgh 0720 Penzance-Edinburgh 0826 Penzance-Padd Loco 43175/160 43068/180 43175/151 Load formation 2+7 2+7 2+7 Recorder J Heaton Hvy rain 7/9 J Heaton 2/9 M Warburton 0.00 177 26 TIVERTON PKWY 0 00 0 00 0 00 3.30 174 02 Whiteball 3 43 78 53.3 3 49 75 51.9 3 36 82 55.0 4.16 173 13 Whiteball TE 4 18 92 88.7 4 25 90 86.3 7.13 170 16 Wellington 5 59 109/106 105.6 6 09 110 102.5 5 53 103 100.5 9.67 167 52 Bradford 7 26 109 105.5 7 33 110 109.3 11.26 166 05 Victory 8 18 110 109.9 8 25 110/111 109.9 12.31 165 01 Norton Fitz 8 53 98 103.8 12.86 164 37 Silk Mill 9 14 100 102.9 9 18 107 108.7 14.16 163 13 TAUNTON d. 10 37 56.4 10 49 51.4 10 50 56.9

40 Glorious Years – The HSTs -42- October 2016

. 55 56 57 58 22/06/1996 29/03/2003 10/09/1987 17/07/2010 0715 Pad-Penzance 1635 Pad-Plymouth 0745 Pad-Penzance 0700 Glasgow-Newquay 43145/033 43183/xxx 43028/133 43304/366 2+8 2+8 2+7 2+7 M Warburton J Heaton F Collins B Milner m s mph ave m s mph ave m s mph ave m s mph ave 0 00 0 00 0 00 2 00 39.0 2 29 81 44.7 2 34 82 43.2 3 10 82.3 3 04 88 56.7 4 12 92.2 4 06 97 92.2 4 14 100 95.0 5 48 102 93.8 5 45 103/104 98.7 5 40 103 97.7 5 44 105/100 102.0 7 33 97 101.6 7 30 101.6 8 05 96/101 97.0 8 01 100.2 7 56 97/105 101.3 7 57 100/107 103.5

10 34 79.7 10 34 77.6 10 40 72.4 10 43 71.6 62 63 64 65 22/11/2002 28/01/1989 18/05/1998 31/10/2014 0713 Plymouth-Edinburgh 1623 Exeter 1630 Penzance-Padd 1525 Plymouth-Leeds 43153/123 43024/xxx 43004/181 43207/285 2+5 2+7 2+8 2+7 J Heaton D Ashley M Warburton I Umpleby 0 00 0 00 0 00 0 00 3 16 60.6 3 37 78 54.7 3 45 52.8 3 32 87 56.0 3 49 94.1 4 07 96/102 88.7 5 36 99.7 5 56 105/100 99.1 6 04 99.1 5 54 101/99 99.7 7 11 96.6 7 25 103 103.1 7 24 102 102.0 8 08 100.3 8 57 101 103.2 9 00 106.1 8 59 98 99.9 9 06 99.3 9 19 97 99.0 10 53 43.7 10 54 56.9 11 00 55.5 11 02 45.4

40 Glorious Years – The HSTs -43- October 2016

.

Run 66 67 Date 24/11/1984 15/07/2016

0706 Paddington-Penzance Train 0730 Paddington-Penzance Loco 43013/xxx 43159/129 Load formation 2+7 2+8 Recorder J Heaton D Ashley

miles M C Timing Point m s ave Sch. m s mph ave 0.00 245 78 PLYMOUTH 0 00 2L 0 00 T 1.23 248 29 Devonport 2 06 35.1 2 43 39/55 27.1 2.19 249 26 Keyham 3 08 55.9 3 50 50/53 51.7 4.19 251 26 Saltash 6 22 37.1 8.5 8 06 17/72 28.1 6.95 254 07 Shillingham (N) 9 12 58.5 11 14 71/72 52.9 9.20 256 27 St Germans 11 17 64.8 14.0 13 25 46/70 61.8 14.64 261 62 Menheniot 16 25 63.6 18 44 55 61.4 17.74 264 70 Liskeard 19 48 55.0 23.0 22 16 52.6 0.00 264 70 Liskeard 20 59 25.0 25 06 /63 3.32 268 16 Doublebois 3 54 53/38/63 51.2 5.13 270 00 Largin 6 40 46.1 6.5 9.13 274 00 Bodmin Pkway 10 42 59.5 11.0 11 02 48.8 0.00 274 00 Bodmin Pkway 13 20 13.0 14 02 /65 3.43 277 34 Lostwithiel 3 52 53.1 4.0 4 05 44 50.3 5.55 279 44 Treverrin (S) 5 58 60.7 [1] 6 25 62/69 54.6 7.81 281 65 Par 8 21 57.0 10.0 9 16 47.6 0.00 281 65 Par 9 21 12.0 12 02 /69 4.54 286 28 St Austell 5 15 51.9 5.5 5 52 46.4 0.00 286 28 St Austell 7 59 8.5 8 25 8L 2.35 288 56 Burngullow 2 54 48.6 3.0 2 54 66/68 48.6 6.90 293 20 Grampound Rd 7 07 64.7 7 18 63/68 62.0 9.35 295 56 Probus 9.5 9 27 67/61 68.4 11.28 297 50 Polperro (N) 11 06 65.9 11 17 64/67 63.0 12.78 299 10 Buckshead (N) 12 30 64.3 [1] 12 45 52 61.4 14.45 300 64 TRURO 14 14 58.0 16.5 16 03 30.5 0.00 300 64 TRURO 18 22 18.5 18 43 /62 0.52 301 26 Penwithers J 1 50 17.2 1.5 2.80 303 48 Lwr Hugus Rd 3 49 58/64 44.0 5.20 306 00 Chacewater 6 09 65.0 6 13 62 60.0 6.93 307 58 Scorrier 7 47 74 66.1 9.06 309 69 Redruth 9 59 60.5 10.5 10 25 48.7 0.00 309 69 Redruth 11 24 12.5 13 11 2.05 311 73 Carn Brea 2 35 61 47.6 3.61 313 38 Camborne 4 21 49.8 5.0 4 51 41.4 0.00 313 38 Camborne 5 55 7.5 7 21 /65 2.44 315 73 Gwinear Rd 2 44 53.5 3 11 26/67 45.9 5.92 319 32 Hayle 6 00 64.1 [1] 6 59 44/64 55.1 7.51 320 79 St Erth 7 49 52.4 9.5 9 20 48.0 0.00 320 79 St Erth 9 10 11.5 11 38 /78 3.69 324 54 Marazion 3 53 57.0 [1] 4 25 49 50.1 5.54 326 42 PENZANCE 6 44 38.9 9.5 8 36 1L 26.5

40 Glorious Years – The HSTs -44- October 2016

. . Run 68 69 Date 11/10/1986 02/09/2011 Train 1328 Worcester-Paddington 1314 Hereford-Paddington Loco 253042 43198/xxx Load formation 2+7 2+8 Recorder D Ashley I Umpleby miles M C Timing Point m s mph ave m s mph ave 0.00 120 40 Worcester Shrub Hill 0 00 0 00 3.18 117 26 Norton Junction SB 3 42 77/85/81 51.5 3 47 77 50.4 5.59 114 73 Stoulton ob 5 28 84/89 81.9 5 30 1/2 99 83.6 7.86 112 51 Pershore 7 20 73.1 7 35 65.9 0.00 112 51 Pershore 0 00 0 00 2.83 109 65 Fladbury ob 2 56 94/97 57.8 3 10 90 53.5 5.01 107 50 Evesham West Jn 5 25 5 52.9 5 08 47* 66.7 5.96 106 54 Evesham 6 40 45.6 6 41 36.8 0.00 106 54 Evesham 0 00 0 00 2.30 104 30 Littleton & Badsey LC /94 3 04 75 45.0 5.59 101 59 Honeybourne 4 50 69.4 5 59 67.7 5.59 101 59 Honeybourne 0 00 0 00 6.40 100 74 ub 2 20 53 20.9 7.33 100 00 100 2 33 67 40.9 9.23 98 08 Campden Tunnel NP 4 37 74 74.2 10.36 96 77 Campden LC 4 54 85 77.6 5 33 1/2 75 72.8 12.38 94 76 Blockley LC 6 19 87 85.2 7 10 1/2 75 74.6 13.60 93 58 Aston Magna ob 7 17 75 76.0 8 31 44*/56 54.8 15.56 91 61 Moreton-in-Marsh 9 40 49.4 11 26 40.4 0.00 91 61 Moreton-in-Marsh 0 00 0 00 1.16 90 48 Frogmore No 2 O/A 2 11 66/91 31.9 4.41 87 28 Adlestrop ob 3 48 102/103 69.7 4 30 90 84.1 7.03 84 59 Kingham 6 10 66.2 7 03 61.5 0.00 84 59 Kingham 0 00 0 00 1.55 83 15 Bruern LC 1 59 82 46.9 2 18 73 40.4 3.02 81 57 Shipton shl 3 04 79/43 81.7 3 31 66 73.0 4.31 80 34 Ascott-u-Wychwood shl 4 20 44/87 61.0 4 34 1/2 75 72.8 6.71 78 02 ob 6 17 92 84.2 7.97 76 61 Charlbury 7 40 65.9 8 15 38.5 0.00 76 61 Charlbury 0 00 0 00 1.63 75 11 Finstock shl 2 05 78 46.8 2 28 1/2 75 39.4 3.69 73 06 ob 3 52 95/100 89.1 5.21 71 44 Combe cen 4 20 100 95.7 4 49 90 96.7 6.28 70 39 Hanborough 4 59 97/105 98.1 6 40 34.4 6.28 70 39 Hanborough 0 00 7.81 68 76 ob 2 14 72/83 41.3 10.44 66 26 Wolvercot Junction ob 7 55 46/76/40 85.1 4 55 38* 58.7 12.24 64 42 Oxford New Junction RR 7 32 sigs 41.3 13.26 63 40 Oxford 13 10 32.3 10 27 21.1

40 Glorious Years – The HSTs -45- October 2016

. . Run 70 71 72 Date 03/08/2008 30/04/1986 07/05/1983 Train 1025 Plymouth-Dundee 1358 Paignton-Leeds 0652 Swansea-Newcastle Loco 43007/301 43017/186 Load formation 2+7 2+7 2+7 Recorder B Milner K Barlow F Collins miles M C Timing Point Sch. m s mph ave m s mph ave m s mph ave 0.00 42 24 BIRMINGHAM NEW ST 0.0 0 00.0 1 L 0 00.0 0.69 41 49 Proof House Jn 2.0 2 41.0 32 15.4 1.55 40 60 Landor Street Jn 3.0 4 06.5 40 36.3 3 07 47 29.8 3.81 38 39 Bromford Bridge 6 30.5 74 56.6 5 10 85/89 44.3 5 36 /tsr50 54.7 5.30 37 00 Castle Bromwich 7 37.5 89/ 93 79.9 7 02 78 62.3 7.65 34 52 WATER ORTON 8.0 9 09.0 92 92.5 7 46 82 88.6 8 46 78 81.3 11.53 29 40 Kingsbury Jn 11.0 11 20.5 117 106.1 10 11 106 96.2 11 21 99 90.0 13.53 27 40 Cliffe 12 20.5 122/123 120.0 tsr 80/98 12 35 97 97.3 15.44 25 47 WILNECOTE 13 17.0 119/118 121.9 13 45 100 98.4 17.33 23 56 TAMWORTH 14.0 14 14.0 120/115 119.2 13 56 83tsr 92.8 14 53 96 99.9 17.33 23 56 TAMWORTH 19.03 22 00 Milepost 15 07.0 118 115.5 15 57 94 95.6 21.60 19 34 Elford 16 25.0 120 118.8 17 33 99 96.6 23.43 17 48 Croxall 17 20.0 120 119.5 18 43 97 93.9 24.76 16 21 Wichnor Jn 17.0 18 00.0 121/122 120.4 18 39 109 94.6 19 33 96 96.3 26.33 14 56 Barton 18 46.5 117 121.0 19 31 109 108.2 20 33 94 93.8 28.78 12 20 Branston Jn 20 11.5 90 103.8 22 11 90 90.0 30.20 10 66 BURTON-ON-TRENT 23.0 21 32.0 44 63.7 22 00 93.6 23 23 49 71.3 32.35 8 54 Clay Mills Jn 26.0 23 26.0 87 67.9 25 14 86/91 69.7 34.88 6 12 Repton 26 54 89/90 90.9 35.81 5 17 North Staffs Jn 28.0 25 30.0 111 100.5 36.40 4 50 Stenson Jn 29.0 25 48.5 114/117 114.3 26 52 87 76.4 27 56 88 88.5 38.03 3 00 Milepost 26 40.0 111 113.6 /102 29 02 90 88.6 39.78 1 20 PEARTREE 27 47.5 70 93.3 29 02 93.5 30 15 87 86.3 41.20 128 37 DERBY 36.0 30 41.0 4 E 29.6 31 45 31.5 32 15 42.8 Run 77 78 79 Date 26/05/2007 05/12/1988 19/06/2013 Train 0940 Newcastle-Newquay 0645 Newcastle-Exeter 0606 Edinburgh-Plymouth Loco 43052/066 43093/098 43366/207 Load formation 2+8 2+7 2+7 Recorder D Adams K Barlow I Umpleby 0.00 128 35 DERBY 0 00 4L 0 00 0 00 1.40 1 20 PearTree&N 2 58 65 28.3 2 28 73 34.1 2 51 70 29.5 4.77 4 50 StensonJnc. 5 20 100 85.4 4 50 94 85.4 5 09 108 87.9 6.29 6 11 Willington 6 14 104/115 101.3 5 48 93 94.3 5 57 114 114.0 8.82 8 54 ClayMillsJnc. 7 34 112 113.9 7 10 126 124.8 10.97 10 66 BURTONONTRENT 9 30 46* 66.7 8 59 52 88.2 8 43 50 83.2 12.52 12 30 Branston 11 03 75 60.0 10 15 86 73.4 10 03 81 69.8 14.85 14 56 Barton 12 38 97 88.3 11 52 95 86.5 11 41 102 85.6 16.20 16 04 WichnorJnc 13 26 103 101.3 12 42 100 97.2 12 26 110 108.0 19.57 19 34 Elford 15 16 114 110.3 14 48 91 96.3 14 12 121/125 114.5 22.15 22 00 MP22 16 35 120 117.6 16 24 96/54tsr 96.7 23.85 23 56 TAMWORTH 17 25 122 122.4 18 02 59 62.4 17 13 85.1 23.85 23 56 TAMWORTH 25.74 25 47 Wilnecote 18 20 125 123.7 19 30 90 77.3 29.40 29 20 Kingsbury 20 09 118/78TSR 120.9 21 52 92/? 92.8 33.52 34 52 WaterOrton 22 43 80 96.3 25 28 76 68.7 35.87 37 00 CastleBromwich 24 24 90/96 83.8 27 17 78 77.6 37.36 38 39 BromfordBridge 25 21 94 94.1 sigs 39.07 40 16 Saltley 26 50 40* 69.2 30 50 45 54.1

40 Glorious Years – The HSTs -46- October 2016 40.50 112 17 ProofHouseJnc. 29 18 30* 34.8 sigs 41.20 112 73 BIRMINGHAM N.ST. 31 46 3E 17.0 33 52 42.1

. 73 74 75 76 10/09/2010 21/03/1982 13/08/2011 05/08/1988 1223 Plymouth-Glasgow 1304 Plymouth-Newcastle 1234 Paignton-Glasgow 0656 Cardiff-Newcastle 43303/43368 43161/172 43301/357 43129/018 2+6 2+7 2+7 2+7 I Umpleby C Foss B Milner E Rudkin m s mph ave m s mph ave m s mph ave m s mph ave 0 00 1 42 29/80 24.3 1 58 21.0

6 18 67rbt 40.8 5 15 83 57.1 7 28 90 76.5 6 19 83 83.7 8 56 96 96.1 8 05 86/94 79.8 11 05 119/123 108.1 10 37 90 91.8 11 55 92/94 92.3 13 02 115 120.4 13 10 89 91.8 15 03 56.2 15 12 55.7 0 00 0 00 2 17 81 44.7 2 29 84 41.1 3 55 107 94.6 4 08 92 93.6 4 52 117 115.3 5 32 123 120.4 6 09 97 94.1 6 17 128 125.0 7 08 95 95.3 7 32 99 117.6 8 40 93 95.9 8 45 51 70.3 9 52 53 71.3 10 36 89 69.7 11 39 90 72.3 13 16 94 93.7 12 35 112 104.7 12 53 116/119 117.5 14 11 92 99.8 13 43 116 117.0 14 48 81 96.9 16 27 90 89.3

17 29 31.9 18 50 35.9 80 81 09/10/1981 01/08/2015 1305 Newcastle-Bristol 0632 Dundee-Plymouth 43197/xxx 43384/43378 2+8 2+7 D Adams D Adams 0 00 2 37 66 32.1 4 57 100 86.7 5 51 102 101.3

9 07 53 86.0 10 31 81/95 66.4 12 00 93 94.2 12 52 94/96 93.5

18 39 79.4 0 00 0 00 2 23 79 47.6 2 23 80 47.6 4 51 94 89.0 4 38 111/122 97.6 7 53 76/80 81.5 6 58 81/96 105.9 9 35 76 82.9 8 33 94 89.1 9 33 88 89.4 12 21 51 69.4 11 05 40/21sig 66.9

40 Glorious Years – The HSTs -47- October 2016 14 37 25 37.9 13 35 32 34.3 16 54 18.4 15 55 18.0

Runs 82-84 appear on page 59 . Run 85 86 87 Date 20.11.82 11.2.12 23.12.96 Train 1200 KGX-Inverness 1600 KX-Edinburgh 1600 KX-Aberdeen Loco 43038/111 43238/300 43095/117 Load formation 8 9 8 Recorder J Irving 4/10 M Bruce 2/11 Y B Harrison miles M C Timing Point m s mph ave m s mph ave m s mph ave 0 0 07 KING'S CROSS 0 0 00 0 00 00 2.41 2 40 Finsbury Park 4 25 73 32.8

4.91 5 00 Alexandra Palace 6 08 92 48.1 6 23 65/87/rbt 76.3 6 07 48.2

10.46 10 44 Hadley Wood 9 32 101 97.9 /91/75tsr

12.66 12 60 Potters Bar 10 50 104 101.5 11 49 95 85.6 11 01 94.9

17.61 17 56 Hatfield 13 28 115 112.8 14 35 114 107.3 13 40 112.1

20.16 20 20 Welwyn G.C. 14 48 112 114.8 15 55 114 114.8 15 00 114.8

21.91 22 00 Welwyn North 15 44 113 112.5 16 49 117 116.7

24.91 25 00 Knebworth 17 21 113 111.3 18 24 118 113.7

27.51 27 48 STEVENAGE 18 40 122 118.5 19 38 124 126.5 18 42 119.2

31.91 32 00 Hitchin 20 46 124 125.7 21 44 121/126 125.7 20 48 125.7

36.91 37 00 Arlesey 23 13 122 122.4 24 08 125 125

41.1 41 15 Biggleswade 25 15 124 123.6 26 08 125 125.6 25 16 123.4

44.04 44 10 Sandy 26 41 123 123 27 32 124 125.9 26 41 124.4

47.39 47 38 Tempsford 28 18 123 124.3 29 08 122 125.6

51.66 51 60 St. Neots 30 28 101tsr 118.4 31 13 123 123.1 30 25 122.5

55.81 55 72 Offord 32 46 118 108.3 33 15 123 122.5

58.75 58 67 HUNTINGDON 34 15 122 118.8 34 42 122 121.6 33 51 123.9

63.36 63 36 Abbot's Ripton 37 00 124 120.3

67.16 67 20 Connington South 38 54 117 120

69.24 69 26 Holme 39 57 105 118.6 38 58 123.0

72.7 72 63 Yaxley 42 01 100/107 100.5

76.28 76 29 PETERBOROUGH 43 25 104 118.8 44 01 104 107.3 43 07 101.7

79.41 79 40 Werrington Jct 45 12 114 105.6 45 46 116 107.6

81.81 81 72 Helpston 47 00 120 116.8

84.71 84 64 Tallington 47 53 120 118.5 48 25 123 122.8 47 33 114.2

88.61 88 56 Essendine 49 51 120 119 50 19 122 123.2

92.13 92 17 Little Bytham 51 36 118 120.4 52 05 119 119.3 51 15 120.2

97.06 97 12 Corby Glen 54 08 112 116.9 54 36 118 117.7

99.66 99 60 Stoke Jct 55 34 109 108.8 55 56 115 117 55 05 118.0

105.35 105 35 GRANTHAM 58 37 98 111.9 58 57 100 113.1 58 09 111.3

109.59 109 54 Barkston South Jct 61 00 117 106.7 61 24 117 103.8 60 23 113.8

111.41 111 40 Hougham 62 19 126 119.5

115.25 115 27 Claypole 63 47 124 122.1 64 09 127 125.6 63 13 119.9

120.03 120 09 NEWARK N. 66 19 115 113.1 66 35 106/98 117.7 65 30 125.5

122.91 123 00 Bathley Lane 68 19 110 100

126.23 126 25 Carlton 69 34 116 114.5 70 00 117 118.1

131.86 131 76 Tuxford 72 30 112 115.3 72 52 116 118 71 46 113.3

134.41 134 40 Askham TNP 73 51 114 113.3 74 11 116 116.2

138.53 138 49 RETFORD 75 58 117 116.6 76 19 120 115.7 75 11 117.0

143.91 144 00 Ranskill 78 42 98TSR 118.3 78 55 125 124.3 78 17 104.3

147.66 147 60 Bawtry 80 50 109 105.5 80 52 108 115.4

151.28 151 29 Rossington 82 52 117 108.4

155.91 156 00 DONCASTER 85 15 106 112.1 85 38 96 100.6 84 35 114.3

157.94 158 02 Arksey 86 23 107 107.2 86 53 107 97.2

160.11 160 16 Shaftholme Jct 87 39 105 103 88 11 100 100.4 87 00 104.3

162.91 163 00 Moss 89 12 110 108.4 89 45 110 107.2

165.84 165 74 Balne 91 16 117 115.7

169.16 169 20 Temple Hirst Jct 92 24 123 117.2 92 52 125 124.7 91 43 115.1

174.91 175 00 Hambleton N. Jct 95 12 124 123.2 95 38 125 124.7 94 32 122.5

182.91 183 00 Colton Jct 99 05 123 123.6 99 28 126/127 125.2 98 43 114.7 186.45 186 43 Chaloners Whin 101 14 100 120.1

188.41 188 40 YORK 103 14 79.5 103 29 52.3 103 36 67.6

40 Glorious Years – The HSTs -48- October 2016

. 88 89 90 91 8.8.89 23.5.13 28.12.88 7.10.96 1600 KGX-Aberdeen 2000 KX-York 1500 KX-Glasgow 1400 KX-Aberdeen 43046/039 43239/43309 43077/096 43038/107 8 8 8 8 D Fox M Barrett D Fox B Harrison m s mph ave m s mph ave m s mph ave m s mph ave 0 00 0 00 0 00 0 00 3 57 74 36.6 4 01 75 36 3 56 74 36.8 4 34 31.7 5 41 95 86.5 5 47 98 84.9 5 45 91 82.6 6 34 91 75.0 9 07 100 97 9 04 104/105 101.4 9 16 100 94.7 10 23 102 104.2 10 19 87/53tsr 105.6 10 32 102 104.2 11 19 103 97.9 13 01 115 112.8 13 55 108 82.5 13 22 107 104.8 13 58 115 112.1 14 23 115 112 15 17 114 112 14 50 109 104.3 15 20 112 15 17 115 116.7 16 12 117 114.5 15 48 109 108.6 16 51 120 114.9 17 46 117 114.9 17 25 112 111.3 17 47 117 116.3 18 05 125 126.5 19 02 125/128 123.2 18 43 123 120 19 01 126 126.5 20 11 125 125.7 21 07 126 126.7 20 48 125 126.7 21 04 127 128.8 22 37 123 123.3 23 30 127 125.9 23 13 128 124.1 23 26 126 126.8 24 37 125 125.6 25 29 127 126.7 25 10 128 128.8 25 29 126 122.6 26 02 125 124.4 26 53 126/129 125.9 26 35 125 124.4 26 53 125 125.9 27 39 125 124.3 28 28 123/126 126.9 28 12 127 124.3 29 41 125 126.1 30 31 124/127 125.1 30 12 125/127 128.3 30 33 120 124.8 31 51 108 114.9 32 34 119 121.5 32 24 110 113.2 32 36 122 121.5 33 26 115 111.3 34 00 124/122/128 123 33 50 119 123 34 00 123 125.9 35 45 119 119.5 36 16 119/128 113.7 /128

38 04 126 124.1 38 06 125 124.4 38 43 105 118.8 39 04 108/99 124.5 39 09 106/100 118.6 39 33 106 126.3 40 38 113 108.4 41 07 101/116 101.3 41 01 106/111 111.3 42 38 105 107.3 43 08 113 106.4 43 09 102 100.5 43 11 116.2 44 25 115 105.6 44 50 106 110.7 44 54 112 107.6 44 52 115 111.8 45 36 120 121.7 46 03 122 118.4 46 10 115 113.7 47 01 123 122.8 47 27 125/127/118 124.3 47 40 120 116 47 34 122 117.8 48 59 121 119 49 34 123 123.2 49 26 122 125.4

50 43 121 121.6 51 01 120/118 124.7 51 20 120 119.3 51 09 121 122.8 53 11 115 120.1 53 31 120 118.5 53 52 114 116.9 53 38 117 119.3 54 33 115 114.1 54 50 117 118.5 55 15 113 112.8 54 57 116 118.5 57 39 103 110.1 57 51 99/98/109 113.1 58 54 80sig 93.5 57 58 100 113.1 60 00 108.2 61 25 113 101 60 19 114 108.2

60 58 124 113.3 61 05 127/123 112.5 62 22 119 115.3 62 48 125 125.6 62 55 124/126/45sig 125.6 64 20 118 117.1 63 05 126 122.8 65 08 100 122.8 66 04 60 91 66 47 110/100 116.9 65 22 100/126 125.5 68 12 95 81.2 68 27 107 104 68 33 116 108.9 70 08 111 102.8 70 19 111 106.5 71 23 120 119.4 73 16 113 114.7

72 58 90tsr 96.6 74 22 119/115 116 74 38 112 112 75 08 120 113.9 76 28 121 117.5 76 49 112 113 74 57 113 125.2 77 50 95/60tsr 119.7 79 03 126 125.1 79 32 126 119 77 35 126 122.8 80 38 91 80.4 80 56 109 119.5 81 25 112 119.5 79 26 110 121.6 82 50 110 98.5 82 52 120 112.1 83 21 114 112.1 85 24 105 108.4 85 27 98 107.7 85 57 98 107 84 27 20sigs 98.7 86 33 110/116 105.7 86 34 111/115 108.8 87 07 106 104.1 87 51 100 100.4 87 45 100 110.3 88 24 103 101.7 87 58 106 71.7 89 22 109 110.8 89 20 111 106.1 89 52 116 114.5 90 53 115 115.7 90 52 118 114.5 91 20 121 119.7 92 33 125 119.7 92 30 120/121 122.1 92 57 125 123.4 92 40 125 128.8 95 17 127 126.2 95 21 120/123 121.1 95 41 125 126.2 95 27 126 124.0 99 08 123 124.7 99 18 122 121.5 99 35 120 123.1 99 17 127 125.2 101 00 100 113.7 101 27 100 113.7

40 Glorious Years – The HSTs -49- October 2016 103 46 42.6 104 15 104 20 40.8 105 18 71.0

. . Run 92 93 94 Date 26/05/2014 13/04/2014 01/06/1989 Train 0755 Inverness-KX 0940 Inverness-KX 0650 Newcastle-KX Loco 43208/311 43206/43316 43121/193 Load 2+9 2+9 2+8 Recorder GAM Wood 7/11 D Ashley 4/11 Y D Fox 7/10 Miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 188 40 YORK d. 0 00 0 00 P3 3L 0 00 1.96 186 43 Chaloners Whin 2 37 79 45.0 2 32 78 46.5 2 31 76 46.8 5.50 183 00 Colton Jct 4 52 106 94.3 4 53 101 90.3 4 46 103 94.3 13.50 175 00 Hambleton N. Jct 8 55 127 118.5 9 06 122/128 113.8 8 56 115.2 19.25 169 20 Temple Hirst Jct 11 40 126 125.5 11 55 124 122.5 11 41 125 125.5 22.58 165 74 Balne 13 27 79tsr 111.9 13 31 126 124.7 13 17 124 124.7 25.50 163 00 Moss 15 26 104 88.5 14 56 123 123.9 14 40 127 126.9 28.30 160 16 Shaftholme Jct 16 56 113/117 112.0 16 17 125 124.4 15 59 126 127.6 30.48 158 02 Arksey 18 07 114 110.3 17 22 113 120.5 17 10 108 110.3 32.50 156 00 DONCASTER 19 19 100 101.3 18 34 100 101.3 18 20 97 104.1 37.14 151 29 Rossington 21 49 117 111.3 21 00 117 114.3 20 58 111/115 105.7 40.75 147 60 Bawtry 23 45 109 112.1 22 52 110 116.1 22 54 108 112.1 44.50 144 00 Ranskill 25 40 119/123 117.4 24 53 117/122 111.6 24 56 116 110.7 49.89 138 49 RETFORD 28 18 119 122.8 27 32 121 122.0 27 39 114/119 119.0 54.00 134 40 Askham TNP 30 25 114 116.6 29 42 122 113.9 29 47 112 115.7 56.55 131 76 Tuxford 31 46 120/128 113.3 31 02 117/127 114.8 31 08 120 113.3 62.19 126 25 Carlton 34 25 126 127.6 33 44 126 125.3 33 52 125 123.8 65.50 123 00 Bathley Lane 36 00 125 125.5 35 20 120 124.2 35 28 123 124.2 68.39 120 09 NEWARK N. 37 42 87 101.9 37 04 87 100.0 37 05 101 107.2 73.16 115 27 Claypole 40 33 111 100.5 39 56 110 99.9 39 42 117 109.5 77.00 111 40 Hougham 42 33 118 115.1 41 58 117 113.2 41 42 114 115.1 78.83 109 54 Barkston South Jct 42 54 114 117.3 42 39 114 115.3 83.06 105 35 GRANTHAM 45 49 101 111.4 45 11 101 111.4 45 01 98 107.4 88.75 99 60 Stoke Jct 48 59 109 107.8 48 28 108 103.9 48 28 108 98.9 91.35 97 12 Corby Glen 50 23 127 111.4 49 46 128 120.0 49 51 120 112.8 96.29 92 17 Little Bytham 52 41 126 128.8 52 06 127 127.0 52 10 128 127.9 99.80 88 56 Essendine 54 19 126 129.0 53 46 126 126.5 53 49 125 127.7 101.41 87 07 Greatford 54 32 125 126.2 103.70 84 64 Tallington 56 12 127 124.2 55 39 123 122.9 55 43 125 123.2 106.60 81 72 Helpston 57 36 127 124.3 57 03 126 124.3 57 08 124 122.8 109.00 79 40 Werrington Jct 58 46 126 123.4 58 12 124 125.2 58 20 116 120.0 112.14 76 29 PETERBOROUGH 60 19 107 121.5 59 47 106 118.9 60 01 104 111.8 115.71 72 63 Yaxley 62 16 114/102 110.0 61 47 107/101 107.3 62 00 114 108.2 119.18 69 26 Holme 64 14 108 105.6 64 01 100 103.0 121.25 67 20 Connington South 64 58 112 104.4 65 07 112 113.2 125.05 63 36 Abbot's Ripton 67 00 112 112.1 67 11 110 110.3 129.66 58 67 HUNTINGDON 69 37 127 116.9 69 18 125 120.3 69 38 125 113.0 132.60 55 72 Offord 71 00 121 127.4 70 46 120 120.2 71 05 106 121.6 136.75 51 60 St. Neots 73 05 124 119.5 72 50 121/127 120.5 73 22 112 109.1 141.03 47 38 Tempsford 75 07 126 126.1 74 54 125 124.1 75 28 121 122.1 144.38 44 10 Sandy 76 42 125 126.9 76 31 124/126 124.3 77 07 122 121.8 147.31 41 15 Biggleswade 78 06 127 125.9 77 55 125/121 125.9 78 33 124 123.0 151.50 37 00 Arlesey 80 06 126 125.6 79 55 125/126 125.6 80 36 126 122.6 156.50 32 00 Hitchin 82 29 124/122 125.9 82 25 120 120.0 83 04 121 121.6 160.90 27 48 STEVENAGE 84 39 125 121.8 84 37 122 120.0 85 16 117 120.0 163.50 25 00 Knebworth 85 55 122 123.2 85 55 120/105 120.0 86 34 120 120.0 166.50 22 00 Welwyn North 87 32 107 111.3 87 31 107 112.5 88 11 104 111.3 168.25 20 20 Welwyn G.C. 88 28 115 112.5 88 28 115/116 110.5 89 09 115 108.6 170.80 17 56 Hatfield 89 48 118 114.8 89 48 114 114.8 90 37 105 104.3 175.75 12 60 Potters Bar 92 22 104 115.7 92 26 102 112.8 93 26 107 105.4 177.95 10 44 Hadley Wood 93 40 100 101.5 93 45 98 100.3 94 45 100 100.3 183.50 5 00 Alexandra Palace 97 08 97 98.4 98 12 94 96.5 186.00 2 40 Finsbury Park 98 44 73 95.3 98 48 56 90.0 100 01 70 82.6

40 Glorious Years – The HSTs -50- October 2016 188.41 0 07 KING'S CROSS a. 103 19 31.6 103 53 6E 28.5 104 31 32.2

. 95 96 97 98 30/07/2013 04/10/1997 08/03/1998 11/04/2014 0752 Aberdeen-KX 0955 Aberdeen-KX 0955 Aberdeen-KX 09.52 Aberdeen-KX 43308/xxx 43116/109 43105/xxx 43299/43111 2+9 2+7 2+8 2+9 J Heaton 2/11 Y B Nathan B Nathan J. Heaton / P Walker 3/11 Yes m s mph ave m s mph ave m s mph ave m s mph ave 3½L Pfm 3 0 00 0 00 0 00 0 00 (8S) 2 33 76 46.2 2 22 84 49.8 2 44 78 43.1 2 45 72 42.8 4 49 104 93.6 4 36 105 95.0 5 08 97 88.4 5 07 99 89.7 8 58 124/126 115.7 8 42 125/128 117.1 9 34 115/118 108.3 9 24 126/128 112.1 11 44 124/126 124.7 11 26 126/128 126.2 12 33 115 115.6 12 08 124 126.2 13 19 125/126 126.0 13 00 126/124 127.3 14 16 116 116.2 13 44 129 124.7 14 43 124 125.4 14 24 126 125.4 15 45 118 118.3 15 06 126 128.4 16 04 124 124.4 15 43 127/129 127.6 17 10 118 118.6 16 26 125 126.0 17 14 92/30sig 111.9 16 45 123 126.3 18 18 105 115.1 17 32 118 118.6 19 33 62/107 52.4 17 56 96 102.7 19 31 99 99.9 18 40 101 107.2 22 39 105 89.8 20 29 119 109.1 22 07 112 107.0 21 10 115/118 111.3 24 40 110/108 107.5 22 25 111 112.1 24 07 106 108.4 23 06 110/119 112.1 26 40 117/123 112.5 24 21 118 116.4 26 08 114 111.6 25 02 118/124 116.4 29 21 121 120.5 27 01 121 121.2 28 56 116 115.4 27 42 121 121.2 31 30 113 114.8 29 48 115/114 117.5 32 51 116/126 113.3 30 41 119 109.0 32 34 118/124 110.0 31 06 120/128 117.7 35 37 122/124 122.3 33 48 127/128 125.3 37 14 123 122.9 35 23 125 125.5 38 47 100 111.8 36 39 103 119.0 38 35 99 118.0 37 08 86 99.0 41 24 116/120 109.5 39 16 116/120 109.5 41 20 112 104.2 40 02 108 98.8 43 21 119 118.1 42 06 114/115 111.4 44 18 113 115.3 42 07 112/97 119.2 44 22 109/94 112.0 43 04 112/115 113.3 46 37 101/98 109.7 44 35 100 103.1 46 51 96 102.4 45 24 102 109.0 49 57 108 102.4 47 49 107 105.5 50 15 102 100.4 48 40 105 104.5 51 19 124 114.1 49 09 127/130 117.0 51 43 117 106.4 50 03 123 112.8 53 41 126/121 125.2 51 28 126 127.9 54 08 123 122.6 52 24 128/129 126.1 55 23 123 124.0 53 08 126 126.5 55 51 121 122.8 54 04 125 126.5 56 10 125 123.5 54 50 129 126.2 57 17 122/127 122.9 55 00 127 125.4 57 46 121 122.1 55 55 126 126.7 58 42 124 122.8 57 17 128 127.3 59 51 127 125.2 57 30 124/55sig 127.2 60 23 117 121.5 58 25 124/104 127.1 61 27 101/110 117.7 59 54 79 78.4 62 05 102 110.7 60 01 105/103 117.7 63 33 107/98 102.1 62 11 105 93.9 64 08 108/92 104.6 62 04 112/101 104.6 65 33 104 103.9 64 14 99/109 101.3 66 17 98/105 96.6 64 01 107 106.5 66 40 112/113 111.5 65 09 113/114/111 109.9 68 43 111/126 111.2 67 30 108 107.9 69 42 102 103.2 67 11 112/110 112.1 71 05 123 116.9 69 53 127 116.1 72 15 118 108.5 69 32 126/128 117.8 72 32 120/123/119 121.6 71 18 119/117 124.4 73 46 113 116.2 70 56 123 125.9 74 36 120 120.5 73 26 118 116.7 75 59 115 112.3 73 01 119 119.5 76 42 123/125 122.1 75 04 127 125.1 78 19 122 124.3 77 07 126 124.2 79 48 120 119.9 76 39 126 126.9 79 46 124/125/123 121.6 78 30 127/126 127.4 81 16 120 120.2 78 03 126 125.9 81 47 124 124.6 80 29 127 126.7 83 24 118 117.8 80 02 127 126.7 84 20 116/117/115 117.6 82 53 123/29sig 125.0 85 59 114 116.1 82 28 121/117 123.3 86 33 118 119.1 87 04 58 63.1 88 21 112 111.5 84 40 119/123 120.0 87 49 124 123.2 89 01 94 80.0 89 43 110/102 114.1 85 57 120 121.6 89 30 102 106.9 90 47 111 101.9 91 28 108 102.9 87 34 110 111.3 90 28 111 108.6 91 43 113 112.5 92 22 111 116.7 88 30 114 112.5 91 51 111/115 110.6 93 06 111/108 110.6 93 47 106/108 108.0 89 49 116/37sig 116.2 94 33 104/99 110.0 95 47 105 110.7 96 34 106 106.7 93 47 43 74.9 95 51 100/102/81 101.5 95 43 88/102 68.3 99 28 95 92.1 100 26 89 100.0 101 28 91 94.9 99 09 91/sigs 19 97.0

40 Glorious Years – The HSTs -51- October 2016 101 10 72sigs? 88.2 102 18 51sig 80.4 103 11 81 87.4 102 31 40/53 44.6 105 50 31.0 107 01 30.7 107 11 36.2 107 38 28.3

. Run 99 100 101 Date 19/11/2001 25/06/1982 08/03/1997 Train 0620 Plymouth-Newcastle 1020 Penzance-Newcastle 0704 Bristol-Newcastle Loco 43178/069 43xxx/xxx 43162/103 Load formation 2+7 2+7 Recorder D Fox D Fox L Allsopp miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 0 00 YORK 0 00 0 00 0 00 1.65 1 52 Skelton Jn 2 06 63 47.1 2 43 64 36.4 2 24 41.3 3.13 3 10 Skelton Bdge Jn 5.50 5 40 Beningbrough 4 37 106 91.8 5 23 105 86.6 5 00 106 88.8 9.60 9 48 Tollerton 6 45 115.3 7 28 121 118.1 7 11 118 112.7 11.23 11 18 Alne 7 37 120 112.5 8 17 125 119.4 7 59 122 121.9 13.38 13 30 Raskelf 8 39 124 124.8 9 18 127 126.9 9 01 125 124.8 16.00 16 00 Pilmoor 9 56 125 122.7 10 35 129 122.7 10 17 125 124.3 17.98 17 78 Sessay 10 53 127 124.7 11 30 130 129.3 11 13 125 127.0 22.19 22 15 THIRSK 12 50 130 129.6 13 26 129 130.7 13 14 125 125.3 26.55 26 44 Otterington 14 51 127 129.8 15 27 129 129.8 15 20 122 124.6 29.98 29 78 NORTHALLERTON 16 29 128 125.8 17 03 128 128.4 17 01 122.1 33.76 33 61 Danby Wiske 18 14 130 129.9 18 48 129 129.9 18 49 126.3 37.50 37 40 East Cowton Jn 20 00 128 126.9 20 32 128 129.4 20 37 124.6 38.95 38 76 Eryholme Jn 20 41 127 127.3 21 13 127 127.3 21 20 121.4 41.49 41 39 Croft Spa 21 56 115 121.8 22 33 111 114.2 22 39 115.6 44.15 44 12 DARLINGTON 24 07 73.2 25 04 63.5 25 15 61.4 Run 106 107 108 Date 01/03/2002 20/08/1994 09/04/2003 Train 0645 Newcastle-Plymouth 1455 Aberdeen-KX 1630 Edinburgh-Bristol Loco 43008/154 43086/108 43091/123 Load 2+7 2+8 2+5 Recorder/Position/GPS D Fox B Harrison K B Stone 0.00 44 12 DARLINGTON 0 00 0 00 0 00 2.66 41 39 Croft Spa 2 44 91 58.4 2 55 90 54.8 5.20 38 76 Eryholme Jn 4 17 103 98.2 3 57 79.0 6.65 37 40 East Cowton Jn 5 07 112 104.4 5 22 107 97.7 4 43 117 113.5 10.39 33 61 Danby Wiske 7 03 122 116.0 7 18 119 116.0 6 34 122 121.2 14.18 29 78 NORTHALLERTON 8 51 126 126.3 9 14 125 117.5 8 25 122 122.8 17.60 26 44 Otterington 10 29 130/131 125.8 10 49 129 129.8 10 07 122 120.9 21.96 22 15 THIRSK 12 29 130 130.9 12 50 128 129.8 12 16 121 121.7 26.18 17 78 Sessay 14 24 131 131.9 14 47 126 129.6 14 16 126.4 28.15 16 00 Pilmoor 15 19 131 129.3 15 43 127.0 15 15 123 120.5 30.78 13 30 Raskelf 16 32 132 129.5 16 57 129 127.7 16 33 124 121.2 32.93 11 18 Alne 17 31 131 131.2 17 57 129 129.0 17 36 124 122.9 34.55 9 48 Tollerton 18 17 128 127.2 18 42 129 130.0 18 25 119.4 38.65 5 40 Beningbrough 20 09 131 131.8 20 35 129 130.6 20 22 124 126.2 41.03 3 10 Skelton Bdge Jn 21 41 129 129.5 21 31 122 123.9 42.50 1 52 Skelton Jn 22 03 121.6 22 33 102.1 22 15 122 120.7 44.15 0 00 YORK 24 01 50.3 24 44 45.3 24 45 39.6

40 Glorious Years – The HSTs -52- October 2016

. 102 103 104 105 13/06/2014 25/10/1997 12/08/2000 24/10/1980 1800 Kings Cross-Edinburgh 0504 Bristol-Newcastle 0620 Plymouth-Newcastle 1135 Kings Cross-Newcastle 43290/43251 43063/100 43008/xxx 43081/066 2+9 2+7 2+7 L Allsopp B Harrison N Smedley D Lloyd Roberts m s mph ave m s mph ave m s mph ave m s mph ave 0 00 0 00 0 00 0 00 2 37 61 37.8 2 34 38.6 2 31 39.3 2 50 34.9 3 44 89 79.3 3 46 97 73.8 3 39 78.1 5 12 105 97.2 5 11 108 100.6 5 05 99.4 5 31 100 86.1 7 23 119 112.7 7 23 120 111.8 7 15 113.5 7 43 117 111.8 8 11 123 121.9 8 09 108.3 9 13 126 124.8 9 13 120.9 9 35 121 121.3 10 28 126 126.0 10 29 124.3 10 51 124 124.3 11 24 126 127.0 11 29 118.5 11 48 125 124.7 13 24 126 126.4 13 23 127 120.5 13 30 125.3 13 46 129/127/126 128.5 15 29 125 125.6 15 37 123.7 15 50 128 126.7 17 07 125 125.8 17 05 127 126.3 17 18 122.1 17 26 129/124 128.4 18 55 127 126.3 18 50 129 129.9 19 06 126.3 19 16 128 124.0 20 41 126 126.9 20 36 126.9 20 55 123.4 21 00 123 129.4 21 23 125 124.3 21 38 121.4 21 43 121 121.4 22 41 114 117.1 22 55 118.6 23 00 120 118.6 25 15 62.2 25 19 80.1 25 20 66.1 25 35 61.8 109 110 111 112 19/04/1989 08/05/1982 08/07/1989 13/07/2008 0646 Newcastle-KX 1559 Darlington-York 1300 Edinburgh-KX 0900 Edinburgh-KX 43098/093 43079/078 43112/196 43367/307 2+8 2+8 2+8 2+9 D Fox J Hartill E Rudkin M Robertson 0 00 0 00 0 00 0 00 2 42 91 59.2 2 48 87 57.1 2 57 84 54.2 3 01 86 53.0 4 17 104 96.2 4 24 102 95.2 4 34 101 94.2 4 38 99 94.2 5 05 112 108.8 5 23 107 106.5 5 27 110 106.5 6 59 123 118.0 7 11 120 111.8 7 20 117 115.0 7 23 121 116.0 8 48 125 125.1 9 02 124 122.8 9 11 123 122.8 9 12 126/127 125.1 10 28 125 123.3 10 50 126 124.5 10 51 126 124.5 12 32 123 126.7 12 43 129 126.9 12 53 128 127.7 12 56 127 125.6 14 35 124 123.3 14 50 128 129.6 14 56 127 126.4 15 32 125 124.7 15 46 127 127.0 15 52 127 127.0 17 06 128 127.7 17 50 125 124.6 18 01 128 127.3 18 07 126 126.9 18 37 125 124.5 18 40 125 126.9 18 47 126 127.2 18 53 126 127.2 20 35 125 125.1 20 45 127 125.1 20 50 126 126.2 21 43 125 125.7 21 54 124 123.9 21 57 122 127.6 22 36 80 100.2 22 33 85 122.8 22 41 82 113.0 23 03 63 80.5 25 16 37.1 25 20 35.6 25 25 36.2 25 54 34.7

40 Glorious Years – The HSTs -53- October 2016

. . Run 113 114 115 Date 25/11/1989 13/12/1986 21/09/2011 Train 1410 KX-Leeds 1335 KX-Newcastle 1508 Kings Cross-York Loco 91005/43068 43087/109 43315/316 Load 8 Mk2 2+8 2+9 Recorder C Foss D Tomlin D Ashley Miles Miles Ch. Location Min Sec M.P.H. Avge Min Sec M.P.H. Avge Min Sec M.P.H. Avge 0.00 0 07 KING'S CROSS a. 0 00 0 00 0 00 2.41 2 40 Finsbury Park 3 35 88 40.4 3 25 42.4 4 08 72 35.0 4.91 5 00 Alexandra Palace 5 10 95 94.7 5 09 86.5 5 55 90/105 84.1 10.46 10 44 Hadley Wood 8 21 118 104.6 8 36 96.5 9 23 103 96.1 12.66 12 60 Potters Bar 9 28 117 118.2 9 53 102.9 10 38 105 105.6 14.41 14 40 Brookmans Park 10 22 117 116.7 10 51 108.6 11 35 117 110.5 17.61 17 56 Hatfield 12 01 118 116.4 12 38 107.7 13 13 118 117.6 20.16 20 20 Welwyn G.C. 13 21 115 114.8 14 04 106.7 14 36 116 110.6 21.91 22 00 Welwyn North 14 13 117.3 14 59 114.5 15 32 112.5 23.73 23 65 Woolmer Green 15 09 24.91 25 00 Knebworth 15 44 124 122.1 16 36 111.3 17 04 116 117.4 27.51 27 48 STEVENAGE 17 45 77.4 18 43 73.7 18 58 82.1 Run 116 117 118 Date 11/08/1989 05/03/2003 28/01/2014 Train 1410 KX-Leeds 1130 KX-Newcastle 1108 Kings Cross-York Loco 91005/43013 43106/xxx 43208/290 Load 8 2+8 2+9 Recorder D Fox D Ashley M Barrett 0.00 27 48 STEVENAGE 0 00 0 00 0 00 4.40 32 00 Hitchin 3 20 79.2 3 55 108 67.4 4 12 110 62.9 9.40 37 00 Arlesey 5 56 125 115.4 6 32 124 114.6 6 39 128 122.4 13.59 41 15 Biggleswade 7 56 125 125.6 8 33 123 124.6 8 37 126/129 127.8 16.53 44 10 Sandy 9 21 126 124.4 9 56 124 127.4 10 00 127/125 127.4 19.88 47 38 Tempsford 10 58 126 124.3 11 36 124 120.6 11 36 126 125.6 24.15 51 60 St. Neots 12 59 125 127.2 13 39 121 125.1 13 37 126/129 127.2 28.30 55 72 Offord 15 12 109 112.3 15 45 117 118.6 15 37 123 124.5 31.24 58 67 HUNTINGDON 16 40 125/128 120.2 17 08 123 127.4 17 02 127 124.4 35.85 63 36 Abbot's Ripton 18 52 125 125.8 39.65 67 20 Connington South 20 41 129 125.7 21 10 125 125.1 21 00 128 127.2 41.73 69 26 Holme 21 44 105 123.0 22 15 103/96 114.9 22 02 107/102 120.5 45.19 72 63 Yaxley 23 30 115 118.0 24 27 99 94.4 24 02 105/110 103.9 Fletton J 25 45 97 48.76 76 29 PETERBOROUGH 26 53 63.4 27 48 64.0 27 03 71.1 Run 119 120 121 Date 30/10/1989 27/03/1990 28/01/2014 Train 0910 Kings Cross-Leeds 1210 Kings Cross-Leeds 1108 Kings Cross-York Loco 91005/43167 43100/196 43208/290 Load 8 Mk1 2+8 2+9 Recorder B Milner C Foss M Barrett 0.00 76 29 PETERBOROUGH 0 00 0 00 0 00 3.14 79 40 Werrington Jct 3 24 102 55.4 3 34 89 52.8 3 45 92 50.2 5.54 81 72 Helpston 4 39 125 115.2 5 00 105 100.5 5 11 107 100.5 8.44 84 64 Tallington 6 02 125 125.8 6 36 115 108.8 6 44 118 112.3 10.73 87 07 Greatford 7 08 125 124.8 7 46 119 117.6 7 54 122/125 117.6 12.34 88 56 Essendine 7 55 125/126 123.5 8 34 120 120.9 15.85 92 17 Little Bytham 9 37 124 124.0 10 21 120 118.2 10 22 124/122 124.7 20.79 97 12 Corby Glen 11 58 125 126.1 12 50 118 119.3 12 46 125 123.4 23.39 99 60 Stoke Jct 13 14 119 123.2 14 09 116 118.5 14 03 120 121.6 25.73 102 07 Great Ponton 14 30 104 110.7 15 22 114 115.3 29.08 105 35 GRANTHAM 17 11 74.9 18 06 73.5 17 45 92.2

40 Glorious Years – The HSTs -54- October 2016

. Run 122 123 124 Date 11/03/1989 24/04/1989 21/09/2011 Train 1320 Kings Cross-Leeds 1733 Kings Cross-Hull 1508 Kings Cross-York Loco 91008/43068 43108/155 43315/316 Load 8Mk3 2+8 2+9 Recorder J Proudlock I Umpleby D Ashley Miles Miles Ch. Location Min Sec M.P.H. Avge Min Sec M.P.H. Avge Min Sec M.P.H. Avge 105.44 105 35 GRANTHAM 0 00 0 00 0 00 108.36 108 29 Peascliffe TNP 3 13 54.6 3 18 89 53.2 109.68 109 54 Barkston South Jct 3 17 110 77.4 4 04 92.6 4 06 104 98.4 111.50 111 40 Hougham 4 10 125 124.0 5 08 102.7 5 07 115 107.7 115.34 115 27 Claypole 5 59 127 126.7 7 01 122.3 7 00 125/127 122.3 120.11 120 09 NEWARK N. 9 03 93.4 10 17 87.7 9 58 96.6 Run 125 126 127 Date 16/06/1989 10/07/2002 21/09/2011 Train 1510 Kings Cross-Leeds 1930 Kings Cross-Leeds 1508 Kings Cross-York Loco 91002/43067 43114/43167 43315/316 Load 8 Mk3 2+8 2+9 Recorder D Fox 9/10 K Stone D Ashley 120.11 120 09 NEWARK N. 0 00 0 00 0 00 120.79 120 63 Newark Crossing 1 29 56 -4.8 123.00 123 00 Bathley Lane 2 44 110 63.4 3 16 88 74.4 126.31 126 25 Carlton 4 28 127 114.7 5 14 71.1 5 19 107 97.0 130.36 130 29 Egmanton 7 23 113.0 112 131.95 131 76 Tuxford 7 09 122 126.1 8 20 111 112.1 134.50 134 40 Askham TNP 8 28 115 116.2 9 35 112.8 9 39 116 116.2 137.46 137 37 Grove Road 11 11 111.1 138.61 138 49 RETFORD 11 46 74.8 12 48 42.7 12 53 76.3 Run 128 129 130 Date 03/10/1989 11/10/1988 21/09/2011 Train 0910 Kings Cross-Leeds 1210 Kings Cross-Leeds 1508 Kings Cross-York Loco 91002/43065 43040/43068 43315/316 Load 8 Mk3 2+8 2+9 Recorder D Fox D Fox D Ashley 138.61 138 49 RETFORD 0 00 0 00 0 00 144.00 144 00 Ranskill 4 07 127 78.5 4 33 111/118 71.0 4 50 107/113 66.9 147.75 147 60 Bawtry 5 59 107 120.5 6 31 110 114.4 6 53 111/116 109.8 151.36 151 29 Rossington 7 49 124 118.2 8 27 114 112.1 8 48 114 113.1 156.00 156 00 DONCASTER 11 38 72.9 12 18 72.3 12 44 70.7 Run 131 132 133 Date 21/08/1999 18/12/1993 12/02/2011 Train 0506 Bristol-Newcastle 1200 Kings Cross-Inverness 0915 Kings Cross-Aberdeen Loco 43180/43195 43005/069 43239/43318 Load 2+7 2+8 2+9 Recorder N Smedley C Foss B Nathan 156.00 156 00 DONCASTER 0 00 0 00 0 00 158.03 158 02 Arksey 2 25 50.3 2 33 80 47.6 3 01 76 40.3 160.20 160 16 Shaftholme Jct 3 51 91.0 4 02 98 88.0 4 33 99 85.1 163.00 163 00 Moss 5 20 113.3 5 32 112 112.0 6 07 111 107.2 165.93 165 74 Balne 6 49 118.3 7 01 119 118.3 7 39 118 114.5 169.25 169 20 Temple Hirst Jct 8 27 122.1 8 37 125/123 124.7 9 19 123 119.7 175.00 175 00 Hambleton N. Jct 11 13 124.7 11 25 125/123 123.2 12 07 125 123.2 183.00 183 00 Colton Jct 15 03 125.2 15 17 125 124.1 15 58 124 124.7 184.33 184 26 Copmanthorpe 15 42 122.3 15 55 125 125.5 16 37 123 122.3 186.54 186 43 Chaloners Whin 16 54 110.6 17 02 100 118.9 17 46 115.4 188.50 188 40 YORK 19 11 51.6 19 32 47.1 20 23 45.0

40 Glorious Years – The HSTs -55- October 2016

. . Run 134 135 Date 02/07/1996 30/08/2015 Train 1455 Aberdeen 1100 Edinburgh-Peterborough Loco 43115/105 43208/xxx Load 2+8 2+9 Recorder P Johnstone D Ashley Miles Miles Ch. Location Min Sec M.P.H. Avge Min Sec M.P.H. Avge 0.00 188 40 YORK 0 00 1.96 186 43 Chaloners Whin 2 32 77 46.5 3.71 184 63 Copmanthorpe 3 45 93 86.3 5.50 183 00 Colton Jct 4 45 104 69.5 4 48 105 102.1 13.50 175 00 Hambleton N. Jct 8 53 124/127 116.1 8 49 126 119.5 19.25 169 20 Temple Hirst Jct 11 40 123 124.0 11 34 124 125.5 22.58 165 74 Balne 13 13 125/126 128.7 13 11 124 123.4 25.50 163 00 Moss 14 38 123 123.9 14 35 126 125.4 28.30 160 16 Shaftholme Jct 15 59 126/127 124.4 15 55 125 126.0 32.50 156 00 DONCASTER 19 16 76.8 19 39 67.5 Run 136 137 138 Date 20/01/1990 25/11/1997 25/09/2014 Train 43014/91009 43116/43159 43299/295 Loco 1010 Leeds-Kings Cross 1345 Leeds-Kings Cross 1201 York-Kings Cross Load 8 Mk3 2+8 2+9 Recorder C Foss K Milburn M Barrett 0.00 156 00 DONCASTER 0 00 0 00 0 00 4.64 151 29 Rossington 3 58 123 70.1 4 35 97/111 60.7 8.25 147 60 Bawtry 5 48 108 118.2 6 32 106 75.8 6 41 109 103.2 12.00 144 00 Ranskill 7 43 126 117.4 8 30 123 114.4 8 40 118/122 113.4 17.39 138 49 RETFORD 11 54 77.3 12 21 84.0 12 27 85.4 Run 139 140 141 Date 20/01/1990 10/10/1989 07/09/2011 Train 43014/91009 43072/043 43050/064 Loco 1010 Leeds-Kings Cross 1535 Newcastle-Kings Cross 1601 York-Kings Cross Load 8 Mk3 2+7 2+8 Recorder C Foss E Rudkin B Milner 0.00 138 49 RETFORD 0 00 0 00 1.15 137 37 Grove Road 1 49 73 38.0 1 46 39.1 1 59 63 34.8 4.11 134 40 Askham TNP 3 38 111 97.8 3 54 93 83.3 6.66 131 76 Tuxford 4 55 121 119.2 5 22 112 104.3 5 50 107 85.9 8.25 130 29 Egmanton 5 41 124/126 124.2 6 12 118 114.3 6 41 117/125 112.1 12.30 126 25 Carlton 7 38 123/126 124.6 8 08 126 125.7 8 39 124/126 123.6 15.61 123 00 Bathley Lane 9 14 123 124.2 9 44 124 124.2 10 15 125 124.2 17.83 120 63 Newark Crossing 10 53 115.4 11 24 115.4 18.50 120 09 NEWARK N. 11 40 71.2 12 11 31.2 12 36 33.7 Run 142 143 144 Date 01/04/1989 10/10/1989 25/09/2014 Train 1000 Leeds-Kings Cross 1535 Newcastle-Kings Cross 43299/295 Loco 91008/43068 43072/043 1201 York-Kings Cross Load 8 Mk3 2+7 2+9 Recorder A Middlemiss E Rudkin M Barrett 0.00 120 09 NEWARK N. 0 00 95.1 0 00 0 00 4.77 115 27 Claypole 3 38 122 78.9 4 11 101 68.5 4 37 97 62.1 8.61 111 40 Hougham 5 29 124 124.5 6 14 115 112.3 6 50 109/111 103.9 10.44 109 54 Barkston South Jct 6 24 115 119.5 7 12 114 113.3 11.75 108 29 Peascliffe TNP 7 53 115 115.2 8 33 110 109.7 14.68 105 35 GRANTHAM 9 30 82.0 10 19 72.1 10 57 73.1

40 Glorious Years – The HSTs -56- October 2016

. . Run 145 146 147 Date 07/07/1989 11/03/1991 28/09/2015 0715 Harrogate-Kings Train 1810 Leeds-Kings Cross Cross 1552 Newark-Kings Cross Loco 91003/43067 43057/43106 43310/311 Load 8 Mk3 2+8 2+9 Recorder A Varley K Stone D Adams 0.00 105 35 GRANTHAM 0 00 0 00 0 00 3.35 102 07 Great Ponton 2 59 110 67.4 3 46 86 53.4 5.69 99 60 Stoke Jct 4 12 120/133 115.3 4 55 69.4 5 19 91 90.5 8.29 97 12 Corby Glen 5 25 130 128.2 6 30 98.5 6 48 117 105.2 13.23 92 17 Little Bytham 7 40 128/125 131.7 9 03 121 116.2 9 12 127 123.4 16.74 88 56 Essendine 9 18 127 129.0 10 46 116 122.8 10 53 124/127 125.2 18.35 87 07 Greatford 10 03 131 129.0 20.64 84 64 Tallington 11 10 122 122.9 12 38 114/125 125.4 12 45 124/121 125.4 23.54 81 72 Helpston 12 34 126 124.3 14 06 118.6 14 09 126 124.3 25.94 79 40 Werrington Jct 13 42 128 127.1 15 16 123.4 15 17 129 127.1 29.08 76 29 PETERBOROUGH 16 54 58.8 17 56 70.6 17 50 73.8 Run 148 149 150 Date 07/07/1989 23/06/1983 25/09/2014 Train 1810 Leeds-Kings Cross 1645 Leeds-Kings Cross 1201 York-Kings Cross Loco 91003/43067 43160/xxx 43299/295 Load 8 Mk3 2+8 2+9 Recorder A Varley B Nathan M Barrett 0.00 76 29 PETERBOROUGH 0 00 1.36 75 00 Fletton J 1 59 70 41.2 2 09 69 38.0 3.58 72 63 Yaxley 3 24 110/88 93.7 3 50 91 56.0 3 47 93 81.3 7.04 69 26 Holme 5 22 100 105.6 5 48 108 105.6 5 50 108 101.3 9.11 67 20 Connington South 6 28 114 113.2 /113 6 56 114 113.2 12.91 63 36 Abbot's Ripton 8 24 126 117.9 9 00 110 110.2 8 58 112 112.1 17.53 58 67 HUNTINGDON 10 35 131 126.8 11 21 125 117.8 11 18 127 118.6 20.46 55 72 Offord 12 01 113 123.0 12 49 112 120.2 12 43 121/120 124.4 24.61 51 60 St. Neots 14 04 130/132 121.5 15 02 114 112.3 14 47 121 120.5 28.89 47 38 Tempsford 16 02 128/129 130.4 16 50 126/124 125.1 32.24 44 10 Sandy 17 38 124/130 125.6 18 46 124 122.5 18 25 125/124 126.9 35.18 41 15 Biggleswade 19 01 128/126 127.4 20 11 126 124.4 19 50 125/123 124.4 39.36 37 00 Arlesey 20 58 132 128.8 123 21 51 126 124.6 44.36 32 00 Hitchin 23 20 123 126.8 24 43 120 121.6 24 15 123 125.0 48.76 27 48 STEVENAGE 26 21 87.5 27 32 93.7 27 31 80.8 Run 151 152 153 Date 09/10/1989 04/01/1986 25/09/2014 Train 1210 Leeds-Kings Cross 0620 York-Kings Cross 1201 York-Kings Cross Loco 91008/43067 43059/120 43299/295 Load 8 Mk3 2+8 2+9 Recorder B Milner D Tomlin M Barrett 0.00 27 48 STEVENAGE 0 00 0 00 0 00 2.60 25 00 Knebworth 3 02 87 51.4 2 54 53.8 3 04 80 50.9 3.79 23 65 Woolmer Green 3 48 94 92.9 3 54 90 85.5 5.60 22 00 Welwyn North 4 49 107 107.0 4 51 92.3 5 00 106 98.9 7.35 20 20 Welwyn G.C. 5 45 112/117 112.5 5 47 112.5 5 58 114/116 108.6 9.90 17 56 Hatfield 7 07 116/114 112.0 7 11 109.3 7 18 114 114.8 13.10 14 40 Brookmans Park 8 46 117 116.4 9 00 105.7 8 58 116 115.2 14.85 12 60 Potters Bar 9 42 107 112.5 9 58 108.6 9 53 110 114.5 17.05 10 44 Hadley Wood 10 58 102 104.2 11 11 108.5 11 09 100 104.2 22.60 5 00 Alexandra Palace 14 20 98 98.9 14 36 97.5 14 33 95 97.9 25.10 2 40 Finsbury Park 16 03 76 87.4 16 15 90.9 16 11 85 91.8 26.85 0 60 Belle Isle 17 54 41 56.8 18 00 38 57.8 27.51 0 07 KING'S CROSS a. 20 04 18.3 19 34 43.6 20 27 16.2

40 Glorious Years – The HSTs -57- October 2016

. Run 154 155 156 Date 28/07/1992 14/07/1988 18/08/2012 Train 1200 KX-Inverness 1200 KX-Inverness 1200 KX-Inverness Loco 43118/123 43060/102 43305/296 Load formation 2+8 2+8 2+9 Recorder N Smedley M Robertson F Collins miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 28 25 PITLOCHRY 0 00 0 00 71L 0 00 2.19 30 40 3 00 43.8 3 20 65/30 39.4 /56 3.76 32 06 Killiecrankie 4 53 50.2 5 16 35 48.9 5 43 32 39.5 5.69 34 00 6 40 64.8 7 09 70 61.3 7 42 63 58.2 6.80 35 09 Blair Atholl 7 48 58.9 8 14 56 61.6 8 57 50 53.4 9.19 37 40 9 46 72.8 10 17 75/78 69.9 11 18 64 61.0 11.36 39 54 Struan 11 29 76.0 11 58 69 77.5 13 21 60 63.7 13.69 42 00 13 26 71.5 14 01 68 68.0 15 41 60 59.8 15.69 44 00 15 48 68 67.3 16.48 44 63 Dalanroach 15 46 71.7 16 29 68 69.1 18 30 58 59.4 17.69 46 00 16 47 71.6 17 32 69 69.3 19 42 62 60.6 19.69 48 00 Edondon 18 25 73.5 19 23 61 64.9 21 39 59 61.5 20.69 49 00 19 23 62.1 20 20 65 63.2 22 41 60 58.1 21.69 50 00 21 15 68 65.5 22.58 50 71 Dalnaspidal 20 59 70.8 22 00 72 71.0 24 31 72/75 61.8 23.19 51 40 22 29 79 76.0 24.43 52 59 Druimachdar 22 22 80.2 23 27 77/91 76.8 26 05 74 70.9 26.50 54 65 Balsporran 23 43 92.2 24 55 76 84.9 27 42 80 77.0 28.19 56 40 24 52 88.0 88 29 00 77/79 77.9 30.26 58 46 Dalwhinnie 26 09 97.0 27 35 82 84.7 30 35 77/90 78.6 32.69 61 00 27 43 92.9 29 10 103 91.9 34.19 62 40 Inchlea 28 49 81.8 30 12 70 87.1 33 24 67/71 83.6 35.69 64 00 29 53 84.4 31 26 75 73.0 37.19 65 40 Etteridge 31 00 80.6 32 36 76/74 77.1 36 03 69/71/57 67.9 38.69 67 00 32 15 72.0 33 47 78/81 76.1 40.43 68 59 Newtonmore 33 30 83.4 35 07 69/87 78.2 38 53 70/80 68.6 43.24 71 44 Kingussie 36 25 57.9 37 57 68L 59.6 42 14 50.4 0.00 71 44 Kingussie 2.51 74 05 Balavil 2 54 52.0 3 07 81 48.4 3 0 87/98 50.3 4.45 76 00 4 10 91.8 4 24 96/73 90.6 5.89 77 35 Kincraig 5 08 89.2 5 27 76 82.1 5 21 74 86.2 8.45 80 00 Dalraddie 6 54 87.0 7 19 90 82.4 7 14 86 81.6 11.86 83 33 AVIEMORE 10 18 60.2 10 42 60.5 10 37 60.5

40 Glorious Years – The HSTs -58- October 2016

. Run 82 83 84 Date 06/09/1997 24/02/2011 03/08/1985 Train 0715 Swansea-York 1723 Plymouth-Leeds 0653 ex Cheltenham Loco 43156/158 43285/384 43135/xxx Load formation 2+7 2+7 2+7 Recorder F Collins J Rishton D Ashley miles M C Timing Point m s mph ave m s mph ave m s mph ave 0.00 86 54 CHELTENHAM 0 00 0 00 0 00 0.40 86 22 Alstone 1 08 54 21.2 3.75 82 74 Cleeve 3 31 102/104 84.3 3 39 106 61.6 5.14 81 43 Tredington 4 20 103 101.9 7.21 79 37 Ashchurch 5 33 100 102.3 5 37 99 77.0 5 36 108 106.5 9.40 77 22 Bredon 6 52 100/105 99.7 6 50 104/106 106.4 12.10 74 46 Eckington 8 28 102 101.3 8 24 105 103.4 13.14 73 43 Defford 9 05 101 100.9 9 00 105 103.8 16.65 70 02 Wadborough 11 14 95 98.0 11 07 99 99.6 17.93 68 60 Abbotswood J 12 04 91 91.8 12 07 89 98.9 11 53 95/98/94 99.8 20.45 66 18 Spetchley 13 34 103 101.0 13 25 96/95 98.8 24.53 62 12 Dunhampstead 16 03 99 98.5 16 01 97 94.0 26.43 60 20 Droitwich Rd 17 12 97 99.1 29.18 57 40 Stoke Works J 18 57 90 94.3 19 02 91 97.6 18 52 93/97 97.9 31.29 55 31 Bromsgrove 20 26 84 85.4 20 38 80 79.2 20 13 96 93.9 32.43 54 20 54.25 21 17 74 80.3 21 00 84 87.1 33.51 53 13 Blackwell 22 09 68 75.3 22 23 57 76.3 21 47 76 83.3 34.88 51 64 Barnt Green 23 17 89/93 72.1 23 57 75sig 52.2 22 46 87/89 83.1 37.44 49 19 Longbridge 24 58 90 91.3 26 13 82 67.8 24 34 85 85.4 38.50 48 14 Northfield 25 40 91 91.1 26 56 90 89.0 25 31 50sigs 67.1 40.00 47 59 Kings Norton 26 47 47 80.6 28 16 38 67.5 27 43 40/sig stop 40.9 41.01 46 58 Bournville 27 59 63 50.6 29 42 57 42.4 42.10 45 51 Selly Oak 29 05 59 59.3 30 52 54 55.9 33 16 26sigs 22.7 42.76 44 78 University 29 49 55 54.2 31 37 50 53.0 44.58 43 13 Five Ways 32 05 48.0 34 17 29 40.8 45.44 42 24 BIRMINGHAM 34 47 19.2 38 24 8L 12.6 42 40 21.3

40 Glorious Years – The HSTs -59- October 2016

40 Glorious Years – The HSTs -60- October 2016 HST arriving at Doncaster

40 Glorious Years – The HSTs -61- October 2016

40 Glorious Years – The HSTs -62- October 2016