Is it time for the HST to go?

A Network Rail New Measurement Train. (Credit: Unknown)

For decades, the British railway network had one undisputed king of the tracks. The High Speed Train, better known as the HST.

Even today, long after many were expected to retire, these iconic trains are still running passengers across parts of the UK. But with ageing equipment, rising maintenance costs, and modern trains taking over, the question keeps coming back:

Is it finally time for the HST to go?

The Train That Changed Britain

When the HST first entered service in 1976 under British Rail, it completely transformed long-distance rail travel in Britain. Before then, rail journeys were slower, noisier, and far less reliable. The HST brought something new: speed.

Capable of reaching 125mph, the HST became the fastest diesel train in the world at the time. Suddenly, journeys between major cities became far quicker, helping rail compete with cars and domestic flights. For many passengers in the late 1970s and 1980s, stepping onto an HST felt modern and futuristic.

The design itself became iconic too. Two power cars sandwiching a rake of Mark 3 coaches. Even today, many rail enthusiasts still argue that the HST is one of the best-looking trains Britain ever produced. The sharp nose design, the engine sound, and the distinctive slam-door coaches created an experience people still remember fondly.

But it was not just about looks. Passengers genuinely liked them. The Mark 3 coaches were smooth, comfortable, and surprisingly quiet for their age. Even now, many people still say HSTs ride better than some modern trains. The suspension and seating gave journeys a premium feel that newer rolling stock sometimes struggles to match.

Which Operators Used the HST?

Over the years, HSTs ended up almost everywhere.

Originally they were introduced on the Great Western Main Line and East Coast Main Line, but eventually they spread across large parts of the UK rail network.

Some of the most recognisable operators included:

• British Rail
• Great Western Railway
• Virgin Trains
• East Midlands Railway
• CrossCountry
• ScotRail
• Midland Mainline

and

• Network Rail

Some were used for high-speed intercity services, while others found second lives on regional routes after refurbishment programmes. ScotRail’s “Inter7City” HSTs are probably the best example of this. Older trains given a modern refresh to continue operating in Scotland.

In recent years, several HSTs were heavily refurbished with new interiors, power-operated doors, accessibility upgrades, and improved passenger information systems. Operators clearly recognised there was still life left in them.

Even today, you can still occasionally spot HST power cars being used for testing or on rail tours or specialist railway duties (Such as Network Rail with their so-called ‘Flying Banana’ train). Their presence on the network is much smaller than before, but they are not completely gone… yet.

Why People Still Love Them

There is something about the HST that newer trains have struggled to recreate.

Part of it is nostalgia. Generations of passengers grew up travelling on them. Family holidays, business trips, university journeys; for many people, the HST became part of British life.

But it is also because they were genuinely good trains.

The interiors felt spacious. The windows were large. The ride quality was excellent. Even the sound of the engines accelerating out of stations became iconic. Rail enthusiasts often describe the HST as having “character”: something many modern units lack.

In a railway industry increasingly focused on efficiency and standardisation, the HST feels like it came from a different era.

So Why Were They Withdrawn?

The biggest reason is simple: age.

Most HSTs are now approaching, or already past 50 years old. That is an incredible lifespan for any train, especially one used so heavily.

Keeping them running is becoming harder every year. Parts are harder to source, maintenance costs continue rising, and accessibility regulations have forced operators to modernise fleets.

Modern trains are also more efficient. Newer units accelerate faster, use less fuel, and can carry modern safety systems more easily. Operators also want trains with features passengers now expect as standard, such as plug sockets, better Wi-Fi, modern air conditioning, live information displays, and improved accessibility.

Environmental concerns are another major factor. The HST is diesel-powered, and as the UK rail network slowly moves toward greener technology (which they really shouldn’t), older diesel fleets are becoming harder to justify long-term.

Then there is reliability. While many HSTs still perform impressively, ageing trains naturally experience more faults and require more downtime for maintenance. Eventually operators reach a point where spending millions keeping old trains alive no longer makes financial sense.

Safety standards have also evolved massively since the 1970s. Modern trains are built with crash structures, updated fire safety systems, and more advanced onboard technology that older trains were never originally designed for. They were considered to not be safe anymore, especially after the Stonehaven derailment in Scotland.

Eventually, economics wins.

The Problem With Replacing the HST

Here is the awkward part though: many passengers do not actually prefer the replacements.

A lot of modern trains feel more cramped, noisier, and less comfortable compared to the HST’s famous Mark 3 coaches. Rail enthusiasts are especially vocal about this, but even ordinary passengers often notice the difference.

Some newer trains prioritise capacity over comfort, which means harder seats, smaller tables, narrower windows, and less legroom. Modern trains may be more efficient, but efficiency does not always create the best passenger experience.

That is part of the reason the HST has lasted so long. People genuinely liked travelling on them.

The train became more than just transport; it became part of Britain’s railway identity.

My Opinion: The End Is Coming

As much as people love the HST, I think the future is pretty clear: its time is running out.

I’ve been on an HST only twice in my life, on the Great Western out of Penzance towards Plymouth.. The seats were unbearable, my back literally hurt when I sat. I even though that the seats on their fancy IETs are more comfortable!

But anyways, you can refurbish an old train only so many times before reality catches up. Operators want standardised fleets, lower maintenance costs, better efficiency, and trains built for the future rather than the 1970s.

No TOC or ROSCO or whatever will want to fund tens or hundreds of thousands onto a train that is slowly having no parts left, and nobody willing to even fix it.

The remaining HSTs will probably survive for a few more years in specialist roles, rail tours, or limited regional services. Enthusiast demand alone will make sure some are preserved for a very long time. You will almost certainly still see them at heritage railways and special events decades from now.

But as an everyday passenger train? The HST era is slowly ending.

And honestly, that is probably unavoidable.

The railway industry moves forward whether people like it or not. New technology, environmental targets, and operating costs are all pushing older fleets out of service. The HST has managed to outlive expectations by decades, but eventually even the most iconic trains reach the end of the line.

That does not mean the HST failed though, it’s actually quite the opposite.

Very few trains become legendary. Even fewer stay relevant for half a century. The HST modernised British rail travel, connected cities faster than ever before, and earned a reputation for comfort and reliability that many newer trains still struggle to match.

For a lot of people, it was not just a train. It was the train.

And when the final HST eventually leaves service for good, it will genuinely feel like the end of an era for Britain’s railways.