British Rail Class 150: Difference between revisions
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{{Short description|British Rail diesel multiple unit}} |
{{Short description|British Rail diesel multiple unit}} |
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{{Infobox train |
{{Infobox train |
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| background = |
| background = |
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| name = British Rail Class 150<br />''Sprinter'' |
| name = British Rail Class 150<br />''Sprinter'' |
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| image = |
| image = 150127_MAN.jpg |
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| imagealt = |
| imagealt = |
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| imagesize = 300px |
| imagesize = 300px |
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| caption = |
| caption = Northern Trains Class 150 at {{stnlink|Manchester Piccadilly}} in 2024 |
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| interiorimage = |
| interiorimage = 150127 interior.jpg |
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| interiorimagealt = |
| interiorimagealt = |
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| interiorcaption = Interior of a refurbished |
| interiorcaption = Interior of a refurbished Northern Trains Class 150/1 |
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| stocktype = |
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| service = 1984–present |
| service = 1984–present |
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| manufacturer = [[British Rail Engineering Limited]] |
| manufacturer = [[British Rail Engineering Limited]] |
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| numberconstruction = |
| numberconstruction = |
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| numberbuilt = 137 |
| numberbuilt = 137 |
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| numberservice = |
| numberservice = 127<!-- cited in Fleet Details table--> |
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| numberpreserved = |
| numberpreserved = |
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| numberscrapped = |
| numberscrapped = 3 units (equivalent)<!-- cited in Fleet Details table--> |
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| predecessor = |
| predecessor = |
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| successor = {{ubl|{{brc|170}}|{{brc|172}}|{{brc|230}}|{{brc|398}}}} |
| successor = {{ubl|{{brc|170}}|{{brc|172}}|{{brc|230}}|{{brc|398}}}} |
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| capacity = {{ubl|[[Northern Trains|NT]]: 124, 131 or 149 seats<ref>{{cite book |author1=Bevan Brittan LLC |title=The Northern Interim Franchise Agreement |date=26 March 2014 |publisher=Department for Transport |location=London |url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329103/northern-interim-franchise-agreement.pdf |id=M-10204941-1 |access-date=22 April 2015 |archive-url=https://web.archive.org/web/20150104134910/https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329103/northern-interim-franchise-agreement.pdf |archive-date=4 January 2015 |url-status=live|format=PDF<!--Deny Citation Bot--> }}</ref>|[[Great Western Railway (train operating company)|GWR]]: 147 seats<ref name="FGWFleetpage"/>}} |
| capacity = {{ubl|[[Northern Trains|NT]]: 124, 131 or 149 seats<ref>{{cite book |author1=Bevan Brittan LLC |title=The Northern Interim Franchise Agreement |date=26 March 2014 |publisher=Department for Transport |location=London |url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329103/northern-interim-franchise-agreement.pdf |id=M-10204941-1 |access-date=22 April 2015 |archive-url=https://web.archive.org/web/20150104134910/https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329103/northern-interim-franchise-agreement.pdf |archive-date=4 January 2015 |url-status=live|format=PDF<!--Deny Citation Bot--> }}</ref>|[[Great Western Railway (train operating company)|GWR]]: 147 seats<ref name="FGWFleetpage"/>}} |
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| owner = |
| owner = |
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| operator = {{ubl|'''''Current:'''''|[[Great Western Railway (train operating company)|Great Western Railway]]<ref name="FGWFleetpage">{{cite web|url=http://www.firstgreatwestern.co.uk/Content.aspx?id=57|access-date=29 April 2010|title=First Great Western: Regional Train Fleet|archive-url=https://web.archive.org/web/20111020021646/http://www.firstgreatwestern.co.uk/Content.aspx?id=57|archive-date=20 October 2011|url-status=dead |
| operator = {{ubl|'''''Current:'''''|[[Great Western Railway (train operating company)|Great Western Railway]]<ref name="FGWFleetpage">{{cite web|url=http://www.firstgreatwestern.co.uk/Content.aspx?id=57|access-date=29 April 2010|title=First Great Western: Regional Train Fleet|archive-url=https://web.archive.org/web/20111020021646/http://www.firstgreatwestern.co.uk/Content.aspx?id=57|archive-date=20 October 2011|url-status=dead}}</ref>|[[Northern Trains]]|[[Transport for Wales Rail]]|[[West Midlands Trains|London Northwestern Railway]]|'''''Former'''''|[[First North Western]]|[[Arriva Trains Northern]]|[[Northern Rail]]|[[Arriva Rail North]]|[[Wales & West]]|[[Wessex Trains]]|[[Wales and Borders]]|[[Arriva Trains Wales]]|[[ScotRail (National Express)]]|[[First ScotRail]]|[[Anglia Railways]]|[[National Express East Anglia|One]]|[[Silverlink]]|[[London Overground]]|[[Central Trains]]|[[London Midland]]}} |
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| depots = {{ubl|'''''Current:'''''|[[Bletchley TMD|Bletchley]]<ref>{{cite magazine |title= Ex-Northern '150s' readied for Marston Vale|magazine=[[Rail Magazine]] |issue=989|date=9 August 2023 |page=14}}</ref>|[[Cardiff Canton TMD|Canton (Cardiff)]]|[[Exeter TMD|Exeter]]|[[Laira Traction & Rolling Stock Maintenance Depot|Laira (Plymouth)]]|[[Neville Hill depot|Neville Hill (Leeds)]]|[[Newton Heath TMD|Newton Heath (Manchester)]]<ref name=Fox87-4244/>|[[Penzance TMD|Penzance]]|'''''Former:'''''|[[Derby Etches Park|Etches Park (Derby)]]|[[Haymarket TMD|Haymarket (Edinburgh)]]|[[St Philip's Marsh|St Philip's Marsh (Bristol)]]|[[Tyseley TMD|Tyseley (Birmingham)]]<ref>{{harvnb|Fox|Hughes|1994|pp=27–31}}</ref>}} |
| depots = {{ubl|'''''Current:'''''|[[Bletchley TMD|Bletchley (Milton Keynes)]]<ref>{{cite magazine |title= Ex-Northern '150s' readied for Marston Vale|magazine=[[Rail Magazine]] |issue=989|date=9 August 2023 |page=14}}</ref>|[[Cardiff Canton TMD|Canton (Cardiff)]]|[[Exeter TMD|Exeter]]|[[Laira Traction & Rolling Stock Maintenance Depot|Laira (Plymouth)]]|[[Neville Hill depot|Neville Hill (Leeds)]]|[[Newton Heath TMD|Newton Heath (Manchester)]]<ref name=Fox87-4244>{{harvnb|Fox|1987|pp=42–44}}</ref>|[[Penzance TMD|Penzance]]|'''''Former:'''''|[[Derby Etches Park|Etches Park (Derby)]]|[[Haymarket TMD|Haymarket (Edinburgh)]]|[[St Philip's Marsh|St Philip's Marsh (Bristol)]]|[[Tyseley TMD|Tyseley (Birmingham)]]<ref>{{harvnb|Fox|Hughes|1994|pp=27–31}}</ref>}} |
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| lines = |
| lines = |
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| carbody = [[Steel]]<ref name=BRBDMU220 /> |
| carbody = [[Steel]]<ref name=BRBDMU220 /> |
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| engine = {{ubl|Unit 150001:<br />3 × [[Cummins UK|Cummins]] NT855-R4|Unit 150002 before 1986:<br />3 × [[Rolls-Royce Limited|Rolls-Royce]] C6 305R|150/1 and /2 units:<br />2 × Cummins NT855-R5|(all one per car)<ref name=BRBDMU220/>}} |
| engine = {{ubl|Unit 150001:<br />3 × [[Cummins UK|Cummins]] NT855-R4|Unit 150002 before 1986:<br />3 × [[Rolls-Royce Limited|Rolls-Royce]] C6 305R|150/1 and /2 units:<br />2 × Cummins NT855-R5|(all one per car)<ref name=BRBDMU220/>}} |
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| enginetype = {{ubli|indent=1em|Cummins: [[Straight engine|inline-6]] [[Four-stroke engine|4-stroke]] {{nowrap|[[turbo-diesel]]<ref name="NTA855"><!--MARINE ENGINE HAS SAME CONFIGURATION AND BLOCK, MAJOR DIFFERENCES ARE IN COOLING WHICH DON'T APPLY FOR THESE PARAMS-->{{cite book |title=Marine Engine General Data Sheet N/NT/NTA 855-M |id=DS-4962 |date=18 February 2002 |publisher=Cummins Engine Company |location=Columbus, Indiana |page=1 |url=https://mart.cummins.com/imagelibrary/data/assetfiles/0055783.pdf |access-date=7 December 2022 |archive-url=https://web.archive.org/web/20221207162525/https://mart.cummins.com/imagelibrary/data/assetfiles/0055783.pdf |archive-date=7 December 2022 |format=PDF<!--Deny Citation Bot--> |url-status=live}}</ref>}}|Rolls-Royce: diesel}} |
| enginetype = {{ubli|indent=1em|Cummins: [[Straight engine|inline-6]] [[Four-stroke engine|4-stroke]] {{nowrap|[[turbo-diesel]]<ref name="NTA855"><!--MARINE ENGINE HAS SAME CONFIGURATION AND BLOCK, MAJOR DIFFERENCES ARE IN COOLING WHICH DON'T APPLY FOR THESE PARAMS-->{{cite book |title=Marine Engine General Data Sheet N/NT/NTA 855-M |id=DS-4962 |date=18 February 2002 |publisher=Cummins Engine Company |location=Columbus, Indiana |page=1 |url=https://mart.cummins.com/imagelibrary/data/assetfiles/0055783.pdf |access-date=7 December 2022 |archive-url=https://web.archive.org/web/20221207162525/https://mart.cummins.com/imagelibrary/data/assetfiles/0055783.pdf |archive-date=7 December 2022 |format=PDF<!--Deny Citation Bot--> |url-status=live}}</ref>}}|Rolls-Royce: diesel}} |
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| displacement = Cummins: {{cvt|855 |
| displacement = Cummins: {{cvt|855|cuin|L|sigfig=3|order=flip}} per engine<ref name="NTA855" /> |
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| poweroutput = {{Convert|213|kW|hp|abbr=on}} per engine<ref>{{cite web |url=http://www.porterbrook.com/images/pic_library/pdf/Class%20150-2.pdf |archive-url=https://web.archive.org/web/20120415005309/http://www.porterbrook.com/images/pic_library/pdf/Class%20150-2.pdf |archive-date=15 April 2012 |title=Class 150/2 |publisher=Porterbrook Leasing Company |publication-place=Derby |access-date=9 August 2010 |url-status=dead |date=22 June 2009 |format=PDF<!--Deny Citation Bot--> |
| poweroutput = {{Convert|213|kW|hp|abbr=on}} per engine<ref>{{cite web |url=http://www.porterbrook.com/images/pic_library/pdf/Class%20150-2.pdf |archive-url=https://web.archive.org/web/20120415005309/http://www.porterbrook.com/images/pic_library/pdf/Class%20150-2.pdf |archive-date=15 April 2012 |title=Class 150/2 |publisher=Porterbrook Leasing Company |publication-place=Derby |access-date=9 August 2010 |url-status=dead |date=22 June 2009 |format=PDF<!--Deny Citation Bot--> }}</ref> |
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| tractiveeffort = |
| tractiveeffort = |
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| transmission = {{ubl|Unit 150001 and all /1 & /2 units:<br />[[Voith]] T{{narrow no-break space}}211{{narrow no-break space}}r ([[Hydrokinetic transmission|hydrokinetic]])<ref name="shore" />|Unit 150002 before 1986:<br />[[Self-Changing Gears|SCG]] R.500 ([[Epicyclic gearing|epicyclic]])<ref name="shore" />}} |
| transmission = {{ubl|Unit 150001 and all /1 & /2 units:<br />[[Voith]] T{{narrow no-break space}}211{{narrow no-break space}}r ([[Hydrokinetic transmission|hydrokinetic]])<ref name="shore" />|Unit 150002 before 1986:<br />[[Self-Changing Gears|SCG]] R.500 ([[Epicyclic gearing|epicyclic]])<ref name="shore" />}} |
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| gauge = {{RailGauge|standard|allk=on}} |
| gauge = {{RailGauge|standard|allk=on}} |
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| notes = |
| notes = |
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}} |
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{{Infobox train |
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| background = |
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| name = British Rail Class 154 |
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| image = |
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| imagealt = <!--| imagesize = --> |
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| caption = |
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| interiorimage = |
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| interiorimagealt = |
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| interiorcaption = |
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| service = |
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| manufacturer = British Rail Derby<ref name=BRBDMU220/> |
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| yearconstruction = 1986–1987<ref name=BRBDMU220/> |
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| yearservice = |
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| numberbuilt = |
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| diagram = {{ubl|DMSL vehicle: DP246|MS vehicle: DR206|DMS vehicle: DP247}} |
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| fleetnumbers = 154001,<ref name=Fox87-4244>{{harvnb|Fox|1987|pp=42–44}}</ref> later 154002<ref>{{cite book |title=British Rail Motive Power Combined Volume |date=1989 |publisher=Ian Allan |location=Shepperton |isbn=978-0-7110-1849-5 |oclc=931408393 |chapter=Class 154 |chapter-url=https://archive.org/details/britishrailmotiv0000iana/page/n212/mode/2up |chapter-url-access=registration |ol=32082500M |at=Multiple-Units p. 65 (in work p. 213)}}</ref> |
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| capacity = 190 seats<ref name=BRBDMU220/> |
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| height = {{convert|3.892|m|ftin|abbr=on}} {{avoid wrap|(due to additional roof vents)<ref name=BRBDMU220/>}} |
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| maxspeed = {{convert|90|mph|km/h|abbr=on}}<ref name=BRBDMU220/> |
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| weight = {{ubli|indent=1em|DM vehicles: {{convert|37.9|t}}|MS vehicle: {{convert|36.5|t}}<ref name=BRBDMU220/>}} |
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| engine = {{ubl|DM vehicles:<br />[[Cummins UK|Cummins]] NTA855-R1<ref name=BRBDMU220/>|MS vehicle:<br />[[Perkins Engines|Perkins]] 2006 TW-H<ref name=BRBDMU220/>}} |
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| enginetype = [[Straight engine|Inline-6]] [[Four-stroke engine|4-stroke]] {{avoid wrap|[[turbo-diesel]]<ref name="NTA855" /><ref name="P2000">{{cite book |title=Perkins 2000 Series User's Handbook |date=May 1999 |publisher=Perkins Engines Company |location=Shrewsbury |page=9 |edition=12th |id=TSD 3215E |url=http://www.moteur-perkins.com/uploads/catalogue/lettre/notice/perkins-manual-8gtw-h.pdf |access-date=7 December 2022 |archive-url=https://web.archive.org/web/20180127231133/http://www.moteur-perkins.com/uploads/catalogue/lettre/notice/perkins-manual-8gtw-h.pdf |archive-date=27 January 2018 |format=PDF<!--Deny Citation Bot--> |url-status=live}}</ref>}} |
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| displacement = {{ubl|Cummins: {{cvt|855.00|cuin|L|sigfig=3|order=flip}}<ref name="NTA855" />|Perkins: {{cvt|742.64|cuin|L|sigfig=3|order=flip}}<ref name="P2000" />|(per engine)}} |
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| poweroutput = {{convert|350|hp|kW|order=flip|abbr=on}} {{avoid wrap|per engine}} |
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| tractiveeffort = |
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| transmission = {{ubl|DMSL and MS vehicles:<br />[[Voith]] T{{narrow no-break space}}211{{narrow no-break space}}r<ref name="shore" />|DMS vehicle:<br />[[Twin Disc]] TA-33-1316<ref name=BRBDMU220/><ref name="shore" />}} |
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| acceleration = |
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| deceleration = |
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| aux = |
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| powersupply = |
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| hvac = |
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| electricsystem = |
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| brakes = |
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| safety = |
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| notes = Converted from unit 150002 between 1986 and 1987. Specifications shown are only those that changed during the conversion. |
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}} |
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The '''British Rail Class 150 ''[[Sprinter (British Rail)|Sprinter]]''''' is a class of [[diesel multiple unit]] passenger trains |
The '''British Rail Class 150 ''[[Sprinter (British Rail)|Sprinter]]''''' is a class of [[diesel multiple unit#diesel–hydraulic|diesel-hydraulic multiple unit]] passenger trains, developed and built by [[British Rail Engineering Limited]] at [[York Carriage Works]] between 1984 and 1987 for use on regional services across Great Britain. The type is a [[List of British Rail diesel multiple unit classes#Second generation|second-generation]] design, built to more modern standards and based on BR's [[British Rail Mark 3|Mark 3]] body design for longer-distance services. It was developed alongside the lower-cost [[Pacer (British Rail)|Pacers]], which were built using bus parts, for use on short-distance services.<ref name="Thomas">{{cite Q |Q112224535 |author-link=David St John Thomas|first=David St John|last=Thomas |author2=Whitehouse, Patrick}}</ref> Two prototype units were built, followed by 135 production units in two batches. |
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Subsequently, further members of the Sprinter family were |
Subsequently, further members of the Sprinter family were developed and introduced to service, including the [[British Rail Class 155|Class 155]], [[British Rail Class 156|Class 156]], [[British Rail Class 158|Class 158]] and [[British Rail Class 159|Class 159]]. |
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==Background== |
==Background== |
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By the beginning of the 1980s, [[British Rail]] (BR) was operating a large fleet of |
By the beginning of the 1980s, [[British Rail]] (BR) was operating a large fleet of [[List of British Rail diesel multiple unit classes#First generation|first-generation DMUs]] of various designs.<ref name="Thomas"/> While formulating its long-term strategy for this sector of its operations, BR planners recognised that there would be considerable costs incurred by undertaking refurbishment programmes necessary for the continued use of these ageing multiple units, particularly due to the necessity of handling and removing hazardous materials such as [[asbestos]]. In light of the high costs involved in retention, planners examined the prospects for the development and introduction of a new generation of DMUs to succeed the first generation.<ref name="shore">{{cite journal |last1=Shore |first1=A. G. L. |title=British Rail Diesel Multiple Unit Replacement Programme |journal=Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering |date=1987 |volume=201 |issue=2 |pages=115–122 |doi=10.1243/PIME_PROC_1987_201_165_02 |issn=0265-1904 |citeseerx=10.1.1.1008.3291|s2cid=109194039 }}</ref> |
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In the concept stage, two separate approaches were devised, one involving a so-called ''railbus'' that prioritised the minimisation of both initial (procurement) and ongoing (maintenance and operational) costs, while the second was a more substantial DMU that could deliver better performance than the existing fleet, particularly on long-distance services.<ref name = "shore"/> The initial specification developed for the latter type was relatively ambitious for the era, calling for a maximum speed of {{convert|90|mph|abbr=on}}, a rate of acceleration |
In the concept stage, two separate approaches were devised, one involving a so-called ''railbus'' that prioritised the minimisation of both initial (procurement) and ongoing (maintenance and operational) costs, while the second was a more substantial DMU that could deliver better performance than the existing fleet, particularly on long-distance services.<ref name = "shore"/> The initial specification developed for the latter type was relatively ambitious for the era, calling for a maximum speed of {{convert|90|mph|abbr=on}}, a rate of acceleration comparable to contemporary EMUs, the ability to couple/work in multiple with existing EMUs, facilitate through-access for passengers, feature pressure ventilation, the ability to assist another failed unit, and to comprise either a three or four-car consist.<ref name = "shore"/> |
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This specification led to the development of the experimental [[British Rail Class 210]] [[diesel-electric multiple unit]]. However, to deliver the performance specified, it was found that relatively expensive equipment had to be used, particularly to provide sufficient speed, acceleration, and through-passenger access; it also had maintainability problems due to space limitations. Despite these shortcomings, it was recognised that a production fleet that was assembled from proven components would possess both a greater reliability level and lower maintenance costs; it was forecast to achieve an availability rate of 85 percent.<ref name = "shore"/> As such, the type had sufficiently demonstrated a promising reduction in maintenance costs was achievable, especially once initial teething problems were dealt with, as well as the wider value represented by a new generation of DMUs in the reduction of ongoing costs for BR.<ref name = "shore"/> |
This specification led to the development of the experimental [[British Rail Class 210]] [[diesel-electric multiple unit]]. However, to deliver the performance specified, it was found that relatively expensive equipment had to be used, particularly to provide sufficient speed, acceleration, and through-passenger access; it also had maintainability problems due to space limitations. Despite these shortcomings, it was recognised that a production fleet that was assembled from proven components would possess both a greater reliability level and lower maintenance costs; it was forecast to achieve an availability rate of 85 percent.<ref name = "shore"/> As such, the type had sufficiently demonstrated a promising reduction in maintenance costs was achievable, especially once initial teething problems were dealt with, as well as the wider value represented by a new generation of DMUs in the reduction of ongoing costs for BR.<ref name = "shore"/> |
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==Design== |
==Design== |
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The Class 150 is a two- or three-car commuter diesel multiple unit. The steel bodyshell is shared with the [[Class 455]] suburban EMU, with doors at 1/3 and 2/3. With the exception of units 150001 and 150002 in their original prototype configurations, each vehicle in the unit is powered by an underframe-mounted {{convert|855|cuin|L|order=flip|adj=on|abbr=off}} [[Cummins]] six-cylinder [[turbo-diesel]] engine that develops {{Convert|213|kW|hp|abbr=on}}. The engine drives a [[Voith]] T{{narrow no-break space}}211{{narrow no-break space}}r [[hydrokinetic transmission]] that in turn drives both axles on the inner bogie via a [[Cardan shaft]] and [[Gmeinder]] GM 180 final drive |
The Class 150 is a two- or three-car commuter diesel multiple unit. The steel bodyshell is shared with the [[Class 455]] suburban EMU, with doors at 1/3 and 2/3. With the exception of units 150001 and 150002 in their original prototype configurations, each vehicle in the unit is powered by an underframe-mounted {{convert|855|cuin|L|order=flip|adj=on|abbr=off}} [[Cummins]] six-cylinder [[turbo-diesel]] engine that develops {{Convert|213|kW|hp|abbr=on}}. The engine drives a [[Voith]] T{{narrow no-break space}}211{{narrow no-break space}}r [[hydrokinetic transmission]] that in turn drives both axles on the inner bogie via a [[Cardan shaft]] and [[Gmeinder]] GM 180 final drive unit.<ref name="AngelTrains">{{cite web |title=Class 150 - Angel Trains |url=https://angeltrains.co.uk/fleet/class-150/ |url-status=live |access-date=29 December 2021 |website=angeltrains.co.uk|archive-url=https://web.archive.org/web/20210506213155/https://angeltrains.co.uk/fleet/class-150/ |archive-date=6 May 2021 }}</ref> The design speed is {{convert|75|mph|km/h|abbr=on}}. The majority of units are formed of a DMS (Driving Motor Second - numbered 57xxx) vehicle and a DMSL (Driving Motor Second Lavatory - numbered 52xxx) vehicle. Both vehicles are single class while the DMSL contains the toilet. The two prototype units were built as three-car sets with the addition of a MS (Motor Second) vehicle. In common with other non-intercity stock of the time, the trains lack air conditioning, ventilation being provided though opening hopper windows. As built, passenger seating was in a 3+2 configuration. |
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The second batch of production vehicles featured a new cab with gangway connection along with a revised interior. |
The second batch of production vehicles featured a new cab with gangway connection along with a revised interior. |
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==Prototypes== |
==Prototypes== |
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[[File:150001 pancras.jpg|thumb|left|During a demonstration run in the summer of 1985, unit 150001 stands in Platform 7 at {{stnlnk|St. Pancras}}]] |
[[File:150001 pancras.jpg|thumb|left|During a demonstration run in the summer of 1985, unit 150001 stands in Platform 7 at {{stnlnk|St. Pancras}}]] |
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[[File:150001 at Bromley Cross.jpg|thumb|left|[[Northern Trains]] |
[[File:150001 at Bromley Cross.jpg|thumb|left|[[Northern Trains]] 150001 at {{stnlnk|Bromley Cross}} in 2021]] |
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During 1984, BREL constructed a pair of prototype three-car '''Class 150/0''' units, numbered 150001 and 150002; the first unit was delivered to BR only 15 months following the date of order.<ref name = "shore"/> 150001 was fitted with [[Cummins UK|Cummins]] engines and [[Voith Turbo-Transmissions|Voith]] hydraulic transmission, and 150002 was fitted with [[Perkins Engines|Perkins]] (Rolls-Royce) engines and a fully automatic gearbox developed by the [[Self-Changing Gears]] company.<ref>{{cite news |editor1-last=Milner |editor1-first=Chris |title=Prototype '150' unveiled |newspaper=Railway Times |date=April 2018 |issue=2 |page=9 |publisher=Mortons Media |location=Horncastle |oclc=1030225033}}</ref> Other than the power train, the two units were identical.<ref name = "shore"/> |
During 1984, BREL constructed a pair of prototype three-car '''Class 150/0''' units, numbered 150001 and 150002; the first unit was delivered to BR only 15 months following the date of order.<ref name = "shore"/> 150001 was fitted with [[Cummins UK|Cummins]] engines and [[Voith Turbo-Transmissions|Voith]] hydraulic transmission, and 150002 was fitted with [[Perkins Engines|Perkins]] (Rolls-Royce) engines and a fully automatic gearbox developed by the [[Self-Changing Gears]] company.<ref>{{cite news |editor1-last=Milner |editor1-first=Chris |title=Prototype '150' unveiled |newspaper=Railway Times |date=April 2018 |issue=2 |page=9 |publisher=Mortons Media |location=Horncastle |oclc=1030225033}}</ref> Other than the power train, the two units were identical.<ref name = "shore"/> |
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The design specifications of the prototypes were similar to the later production units, but they were to remain as the only Class 150s to be built as three-car units. Additional three-car units were created later by re-marshalling a 150/2 car in the middle of a 150/1 set, but only the prototypes had purpose-built centre cars without driving cabs. Both cab doors are air-operated, unlike the Class 150/1 production model, but seen later on in the 150/2 variant.{{Citation needed|date=November 2020}} |
The design specifications of the prototypes were similar to the later production units, but they were to remain as the only Class 150s to be built as three-car units. Additional three-car units were created later by re-marshalling a 150/2 car in the middle of a 150/1 set, but only the prototypes had purpose-built centre cars without driving cabs. Both cab doors are air-operated, unlike the Class 150/1 production model, but seen later on in the 150/2 variant.{{Citation needed|date=November 2020}} |
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150002 proved to be the worse of the two for reliability, and was consequently chosen for use as the testbed for the {{brc|158}}, being re-geared to a maximum speed of {{convert|90|mi/h|km/h|abbr=on}} and fitted with Cummins engines and Voith transmission, and with a Class 158 interior. One car was fitted with the Class 151 Twin Disc 'hot-shift' transmission, which it used successfully, once the control software was sorted out. To distinguish this unit, it was reclassified as the '''Class 154'''. It has since been returned to the standard configuration and reverted to its original number. Both prototypes were still in service with London Midland until 2011. 150001 entered service with First Great Western in January 2012, with 150002 to follow after refurbishment and re-livery. 150001 & 150002 then operated for Great Western Railway. 150001 was based at Bristol's [[St Philip's Marsh depot|St. Phillips Marsh Depot]], primarily working the Bristol Parkway-Weston Super Mare route. 150002 was based at [[Exeter TMD|Exeter St. Davids Depot]] and mainly operated the Riviera Line alongside [[British Rail Class 143|Class 143 Pacers]]. In April 2020, both units transferred to [[Northern Trains|Northern]]'s [[Newton Heath TMD|Newton Heath Depot]]. Both units have since entered into service, initially being used mainly on the Manchester Victoria - Todmorden - Blackburn diagram, and subsequently on Rochdale - Manchester - Bolton - Clitheroe services. |
150002 proved to be the worse of the two for reliability, and was consequently chosen for use as the testbed for the {{brc|158}}, being re-geared to a maximum speed of {{convert|90|mi/h|km/h|abbr=on}} and fitted with Cummins engines and Voith transmission, and with a Class 158 interior. One car was fitted with the Class 151 Twin Disc 'hot-shift' transmission, which it used successfully, once the control software was sorted out. To distinguish this unit, it was reclassified as the '''Class 154'''. It has since been returned to the standard configuration and reverted to its original number. Both prototypes were still in service with London Midland until 2011. 150001 entered service with First Great Western in January 2012, with 150002 to follow after refurbishment and re-livery. 150001 & 150002 then operated for Great Western Railway. 150001 was based at Bristol's [[St Philip's Marsh depot|St. Phillips Marsh Depot]], primarily working the Bristol Parkway-Weston Super Mare route. 150002 was based at [[Exeter TMD|Exeter St. Davids Depot]] and mainly operated the Riviera Line alongside [[British Rail Class 143|Class 143 Pacers]]. In April 2020, both units transferred to [[Northern Trains|Northern]]'s [[Newton Heath TMD|Newton Heath Depot]]. Both units have since entered into service, initially being used mainly on the Manchester Victoria - Todmorden - Blackburn diagram, and subsequently on Rochdale - Manchester - Bolton - Clitheroe services. And now operate Huddersfield-Sheffield and Sheffield-Moorthorpe-Leeds services. |
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At the same time that BREL built the 150/0s, [[Metro-Cammell]] built two prototype {{brc|151}} units at its [[Washwood Heath]] plant.{{notetag|Further information about the testing and early days of the 150 prototypes with links to the 151s and 154 DMUs at {{cite web |url=http://www.traintesting.com/Class150.htm|title=Class 150 Sprinter Prototype |access-date=14 August 2006 |archive-url=https://web.archive.org/web/20060822081001/http://www.traintesting.com/Class150.htm |archive-date=22 August 2006 |url-status=dead |
At the same time that BREL built the 150/0s, [[Metro-Cammell]] built two prototype {{brc|151}} units at its [[Washwood Heath]] plant.{{notetag|Further information about the testing and early days of the 150 prototypes with links to the 151s and 154 DMUs at {{cite web |url=http://www.traintesting.com/Class150.htm|title=Class 150 Sprinter Prototype |access-date=14 August 2006 |archive-url=https://web.archive.org/web/20060822081001/http://www.traintesting.com/Class150.htm |archive-date=22 August 2006 |url-status=dead }}}} The two types of unit were exhaustively tested, with a view to placing further orders for the more successful. These tests revealed that the Class 150 had exceptional ride quality, as well as fully meeting the 50 percent engine-out performance requirements.<ref name = "shore"/> In the event, the two Class 150 units proved to be more reliable and, as a result, an order for 50 two-car units was placed with BREL. |
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== Production units == |
== Production units == |
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{{ |
{{more citations needed section|date=August 2023}} |
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[[File:Class 150 Sprinter 150135 (6979440487).jpg|thumb|left|Class 150/1]] |
[[File:Class 150 Sprinter 150135 (6979440487).jpg|thumb|left|Class 150/1]] |
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[[File:19880218-Preston-150247.jpg|thumb|left|Class 150/2 in BR Sprinter livery]] |
[[File:19880218-Preston-150247.jpg|thumb|left|Class 150/2 in BR Sprinter livery]] |
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| footer = The driving cab layout varies substantially between the subclasses. |
| footer = The driving cab layout varies substantially between the subclasses. |
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}} |
}} |
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This second batch of fifty units |
This second batch of fifty units was classified as '''Class 150/1''' and numbered in the range {{not a typo|150101-150}}.<ref name="Hornby">{{cite magazine|title=The Class 150 DMUs|first=Evan|last=Green-Hughes|magazine=Hornby Magazine|pages=74–76|issue=26|date=August 2009|location=Hersham|publisher=Ian Allan Publishing|issn=1753-2469|oclc=226087101}}</ref> Like the prototype units, they did not have the front-end [[gangway connection]]s which allowed passengers to move between two units that were working in multiple. Originally based at [[Derby Etches Park]] depot, these units were introduced in 1985,<ref name="Hornby" /> mainly concentrated around [[Birmingham]] and [[Manchester]], and in later years restricted mainly to commuter services.{{citation needed|date=November 2020}} |
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The final batch of 85 two-car units |
The final batch of 85 two-car units was built with front-end gangway connections. These units were introduced in 1987, classified as '''Class 150/2''' and numbered in the range {{not a typo|150201-285}}.<ref name="Hornby" /> They were used on longer-distance services. The end gangways make them very similar in appearance to the [[British Rail Class 317|Class 317/2]] and [[British Rail Class 455|Class 455/7 and 455/9]] EMUs, also based on the Mark 3 bodyshell. |
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Some of the Class 150/2 units were later disbanded, and the vehicles were used to make some of the Birmingham and Manchester-based Class 150/1 units into three-car sets. The units in Manchester were later returned to their original configuration, but the Birmingham-based units were renumbered into the 1500xx range by subtracting 100 from the previous number (e.g. 150103 became 150003). This also gave the operational advantage of there being an extra set of passenger door controls within the train for use by the [[Train Conductor|conductor]], making it easier to collect revenue without having to run the full length of the unit between stations.{{citation needed|date=November 2020}} |
Some of the Class 150/2 units were later disbanded, and the vehicles were used to make some of the Birmingham and Manchester-based Class 150/1 units into three-car sets. The units in Manchester were later returned to their original configuration, but the Birmingham-based units were renumbered into the 1500xx range by subtracting 100 from the previous number (e.g. 150103 became 150003). This also gave the operational advantage of there being an extra set of passenger door controls within the train for use by the [[Train Conductor|conductor]], making it easier to collect revenue without having to run the full length of the unit between stations.{{citation needed|date=November 2020}} |
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The Class 150 units have BSI couplers which enable them to work in multiple with {{brc|142}}, {{brc|143}}, {{brc|144}}, {{brc|153}}, {{brc|155}}, {{brc|156}}, {{brc|158}}, and {{brc|170}} units, as well as with units of the same class. However, they cannot work in multiple with {{brc|165}} or {{brc|166}} units due to incompatible wiring arrangements.{{citation needed|date=November 2020}} |
The Class 150 units have BSI couplers which enable them to work in multiple with {{brc|142}}, {{brc|143}}, {{brc|144}}, {{brc|153}}, {{brc|155}}, {{brc|156}}, {{brc|158}}, and {{brc|170}} units, as well as with units of the same class. However, they cannot work in multiple with {{brc|165}} or {{brc|166}} units due to incompatible wiring arrangements.{{citation needed|date=November 2020}} |
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When introduced, the Class 150s had unique interior door open/close buttons. In the north of England, they were square and blue. In the south of Scotland they were yellow in colour and lit up turquoise when enabled. The button lit up bright yellow in the south of England. The illumination feature was intended to aid visually impaired people, although they did not meet the subsequent standards set out by [[Equality Act 2010|disability regulations]] that were later introduced, because they had no raised [[braille]] and were too small for some disabled people to reasonably locate.{{citation needed|date=September 2018}} During the 2000s, these blue buttons were replaced across the fleet by the standard EAO series 56 'easy to see, easy to press' raised circular door button, with braille writing for the visually impaired, over a yellow surround to comply with the Rail Vehicle Accessibility Regulations.<ref>{{cite web |url=http://www.eao.com/global/en/products/series/series_56.asp |title=EAO Series 56 |archive-url=https://web.archive.org/web/20070707001905/http://www.eao.com/global/en/products/series/series_56.asp |archive-date=7 July 2007 |url-status=dead |
When introduced, the Class 150s had unique interior door open/close buttons. In the north of England, they were square and blue. In the south of Scotland they were yellow in colour and lit up turquoise when enabled. The button lit up bright yellow in the south of England. The illumination feature was intended to aid visually impaired people, although they did not meet the subsequent standards set out by [[Equality Act 2010|disability regulations]] that were later introduced, because they had no raised [[braille]] and were too small for some disabled people to reasonably locate.{{citation needed|date=September 2018}} During the 2000s, these blue buttons were replaced across the fleet by the standard EAO series 56 'easy to see, easy to press' raised circular door button, with braille writing for the visually impaired, over a yellow surround to comply with the Rail Vehicle Accessibility Regulations.<ref>{{cite web |url=http://www.eao.com/global/en/products/series/series_56.asp |title=EAO Series 56 |archive-url=https://web.archive.org/web/20070707001905/http://www.eao.com/global/en/products/series/series_56.asp |archive-date=7 July 2007 |url-status=dead }}</ref> |
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The [[NIR 450 Class|450 Class]] was built using the Class 150 bodyshell and was operated by [[Northern Ireland Railways]]. It came to the end of its [[design life]] in 2014, so most of them were scrapped, although two remained.{{citation needed|date=July 2017}} |
The [[NIR 450 Class|450 Class]] was built using the Class 150 bodyshell and was operated by [[Northern Ireland Railways]]. It came to the end of its [[design life]] in 2014, so most of them were scrapped, although two remained.{{citation needed|date=July 2017}} |
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===Northern England=== |
===Northern England=== |
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[[File:150277 York.JPG|thumb|right|[[Northern Rail]] refurbished Class 150/2 Sprinter at {{stnlnk|York}} in 2007]] |
[[File:150277 York.JPG|thumb|right|[[Northern Rail]] refurbished Class 150/2 Sprinter at {{stnlnk|York}} in 2007]] |
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After privatisation, North Western Trains (which was later taken over by [[FirstGroup|First Group]] and re-branded [[First North Western]] shortly afterwards) and [[Arriva Trains Northern]] operated Class 150/1 and 150/2s on their routes. The North Western Trains units underwent refurbishment by [[Hunslet-Barclay]] in [[Kilmarnock]]. The Arriva Trains Northern trains did not. When [[Northern Rail]] took over, both the former FNW and ATN Class 150s were transferred to Newton Heath depot, Manchester, with the former North Western Trains Class 158s taking the 150s' places at Northern's [[Neville Hill depot]] (Leeds).<ref>{{cite web|url=http://www.thejunction.org.uk/flist_158.html|title=fleet lists: class 158|work=thejunction.org.uk|archive-url=https://web.archive.org/web/20120205220049/http://www.thejunction.org.uk/flist_158.html|archive-date=5 February 2012|last=McMurray|first=Gareth|url-status=dead |
After privatisation, North Western Trains (which was later taken over by [[FirstGroup|First Group]] and re-branded [[First North Western]] shortly afterwards) and [[Arriva Trains Northern]] operated Class 150/1 and 150/2s on their routes. The North Western Trains units underwent refurbishment by [[Hunslet-Barclay]] in [[Kilmarnock]]. The Arriva Trains Northern trains did not. When [[Northern Rail]] took over, both the former FNW and ATN Class 150s were transferred to Newton Heath depot, Manchester, with the former North Western Trains Class 158s taking the 150s' places at Northern's [[Neville Hill depot]] (Leeds).<ref>{{cite web|url=http://www.thejunction.org.uk/flist_158.html|title=fleet lists: class 158|work=thejunction.org.uk|archive-url=https://web.archive.org/web/20120205220049/http://www.thejunction.org.uk/flist_158.html|archive-date=5 February 2012|last=McMurray|first=Gareth|url-status=dead}}</ref> All Northern 150s contain high-density 2+3 seating. During late 2011, Northern Rail received various ex [[London Midland]] 150/1s and 150/2s when the brand-new {{brc|172}} units entered service in the Midlands. This enabled Northern Rail to increase capacity on its most overcrowded services. |
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In 2015, the [[Arriva Rail North|then-new Northern franchise]] (Northern) announced that 24 of their Class 150 units would be reformed into three-car units by March 2019. The three-car sets would be used on routes including the Penistone Line and Leeds to Goole, though this did not end up happening.<ref>{{cite web|date=22 December 2015|title=Northern Franchise Agreement|url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/537465/northern-franchise-agreement.pdf|url-status=live|access-date=22 August 2017|website=GOV.UK |
In 2015, the [[Arriva Rail North|then-new Northern franchise]] (Northern) announced that 24 of their Class 150 units would be reformed into three-car units by March 2019. The three-car sets would be used on routes including the Penistone Line and Leeds to Goole, though this did not end up happening.<ref>{{cite web|date=22 December 2015|title=Northern Franchise Agreement|url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/537465/northern-franchise-agreement.pdf|url-status=live|access-date=22 August 2017|website=GOV.UK|archive-url=https://web.archive.org/web/20160918055831/https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/537465/northern-franchise-agreement.pdf |archive-date=18 September 2016 }}</ref> The current operator, [[Northern Trains]] received the Angel Trains 150/0s, previously leased to GWR, on 1 April 2020. |
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===South-West England=== |
===South-West England=== |
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Line 190: | Line 156: | ||
After [[British Rail]] was privatised, the fleet passed to [[Porterbrook]] who leased the trains to [[Wales & West]], which was later split up into [[Wessex Trains]] and [[Wales & Borders]] (later [[Arriva Trains Wales]]) in 2001. |
After [[British Rail]] was privatised, the fleet passed to [[Porterbrook]] who leased the trains to [[Wales & West]], which was later split up into [[Wessex Trains]] and [[Wales & Borders]] (later [[Arriva Trains Wales]]) in 2001. |
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[[Great Western Railway (train operating company)|Great Western Railway]] currently operates a fleet of 20 Class 150/2 units which are mainly used for services on the local branch lines in Devon. This includes the [[Avocet Line]]/[[Riviera Line]] between [[Exmouth railway station|Exmouth]] and [[Paignton railway station|Paignton]] plus the [[Tarka Line]] between Barnstaple and Exeter Central (occasionally |
[[Great Western Railway (train operating company)|Great Western Railway]] currently operates a fleet of 20 Class 150/2 units which are mainly used for services on the local branch lines in Devon. This includes the [[Avocet Line]]/[[Riviera Line]] between [[Exmouth railway station|Exmouth]] and [[Paignton railway station|Paignton]] plus the [[Tarka Line]] between Barnstaple and Exeter Central (occasionally, when a Class 158, 165 or 166 isn't available). They are also used on the Cornish branch lines which includes the [[Tamar Valley Line]] between [[Plymouth railway station|Plymouth]] and [[Gunnislake railway station|Gunnislake]], [[Atlantic Coast Line, Cornwall|Atlantic Coast Line]] between [[Par railway station|Par]] and [[Newquay railway station|Newquay]], [[Looe Valley Line]] between [[Liskeard railway station|Liskeard]] and [[Looe railway station|Looe]], [[Maritime Line]] between [[Truro railway station|Truro]] and [[Falmouth Docks railway station|Falmouth Docks]] and [[St Ives Bay Line]] between [[St Erth railway station|St Erth]] and [[St Ives railway station|St Ives]].{{citation needed|date=November 2020}} |
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GWR previously operated the two prototype three-car Class 150/0 units, which had transferred from London Midland and replaced the {{brc|165}} and {{brc|166|n}} ''Turbo'' units which were being used on the [[Reading to Basingstoke Line]], which allowed the Turbo units to reinforce [[Thames Valley]] services.<ref>{{cite |
GWR previously operated the two prototype three-car Class 150/0 units, which had transferred from London Midland and replaced the {{brc|165}} and {{brc|166|n}} ''Turbo'' units which were being used on the [[Reading to Basingstoke Line]], which allowed the Turbo units to reinforce [[Thames Valley]] services.<ref>{{cite press release |url= http://www.dft.gov.uk/news/press-releases/dft-press-20111122 |title=Thames Valley and West Country Rail passengers in line for extra seat boost |publisher=Department for Transport |date=22 November 2011 |access-date=9 January 2014}}</ref><ref>{{cite news |url= http://www.railwaystoday.com/2012/02/01/150s-begin-reading-basingstoke-service/ |title=Class 150s start work between Reading and Basingstoke |work=Railways Today |date=1 February 2012 |access-date=29 May 2012|archive-url= https://web.archive.org/web/20140109185718/http://www.railwaystoday.com/2012/02/01/150s-begin-reading-basingstoke-service/ |archive-date=9 January 2014 |url-status=dead}}</ref> 150001 had entered service in January 2012. The two prototype units later cascaded down to the West fleet in response to the [[British Rail Class 387|Class 387s]] taking over from the {{brc|165}}s and {{brc|166|n}}s on the London Paddington to Didcot Parkway services, hence releasing Turbos to take over on the [[Reading to Basingstoke Line]] again. Until the end of their operation by GWR, the two 150/0s were based at [[St Philip's Marsh depot|St Phillips Marsh]] depot in [[Bristol]] and were used on local services around [[Bristol]] and [[Exeter]]. In April 2020, they transferred to [[Northern Trains]].{{citation needed|date=November 2020}} |
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===Wales=== |
===Wales=== |
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Line 200: | Line 166: | ||
=== Midlands === |
=== Midlands === |
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[[File:150014_Birmingham_MS_2007.jpg|right|thumb|[[Central Trains]]/Centro refurbished Class 150/0 Sprinter at {{stnlnk|Birmingham Moor Street}} in 2007]] |
[[File:150014_Birmingham_MS_2007.jpg|right|thumb|[[Central Trains]]/Centro refurbished Class 150/0 Sprinter at {{stnlnk|Birmingham Moor Street}} in 2007]] |
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[[File:LNWR Class 150 at Bedford.jpg|thumb|[[London Northwestern Railway]] Class 150/1 Sprinter at [[Bedford railway station|Bedford]] in 2024]] |
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Following privatisation of [[British Rail]], both [[Silverlink]] and [[Central Trains]] operated Class 150s in the midland regions of England and both companies were run by [[Mobico Group|National Express]]. |
Following privatisation of [[British Rail]], both [[Silverlink]] and [[Central Trains]] operated Class 150s in the midland regions of England and both companies were run by [[Mobico Group|National Express]]. |
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In 2010, London Midland ordered {{brc|172}} replacements for its Class 150s. It initially hoped to retain some of the 150s as additional capacity, although they were also wanted by [[First Great Western]] and [[Northern Rail]].<ref name="Carriage FOI22">{{cite web |date=24 January 2011 |title=Railway carriage usage |url=http://assets.dft.gov.uk/foi/dft-f0007261/dft-f0007261.pdf |url-status=dead |archive-url=https://web.archive.org/web/20120328012229/http://assets.dft.gov.uk/foi/dft-f0007261/dft-f0007261.pdf |archive-date=28 March 2012 |publisher=Department for Transport |
In 2010, London Midland ordered {{brc|172}} replacements for its Class 150s. It initially hoped to retain some of the 150s as additional capacity, although they were also wanted by [[First Great Western]] and [[Northern Rail]].<ref name="Carriage FOI22">{{cite web |date=24 January 2011 |title=Railway carriage usage |url=http://assets.dft.gov.uk/foi/dft-f0007261/dft-f0007261.pdf |url-status=dead |archive-url=https://web.archive.org/web/20120328012229/http://assets.dft.gov.uk/foi/dft-f0007261/dft-f0007261.pdf |archive-date=28 March 2012 |publisher=Department for Transport }}</ref> London Midland was expected to lose all of its Class 150s, but a change in plan saw it retain three Class 150 units as additional capacity, following a statement from the Department for Transport on 10 August 2011. However, London Midland lost two Class 153s to [[First Great Western]] as a result.<ref name="Carriage FOI22" /> |
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On 29 April 2019, the Class 150s that were still in operation with [[West Midlands Trains]] transferred to [[Arriva Rail North]], having been replaced by [[British Rail Class 230|Class 230s]] and [[British Rail Class 172|Class 172s]].{{citation needed|date=November 2020}} |
On 29 April 2019, the Class 150s that were still in operation with [[West Midlands Trains]] transferred to [[Arriva Rail North]], having been replaced by [[British Rail Class 230|Class 230s]] and [[British Rail Class 172|Class 172s]].{{citation needed|date=November 2020}} |
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In July 2023, three Class 150/1s, 150137, 150139 and 150141, were transferred from [[Northern Trains]] to [[ |
In July 2023, three Class 150/1s, 150137, 150139 and 150141, were transferred from [[Northern Trains]] to [[London Northwestern Railway]] for use on the [[Marston Vale line]], after the [[British Rail Class 230|Class 230s]] in use on the line were withdrawn from use in December 2022 due to maintenance concerns after the company who maintained the units, [[Vivarail]], went into administration.<ref>{{Cite news |last=Hughes |first=Lorna |date=2 December 2022 |title=Beds train service suspended as firm goes into administration |url=https://www.bedfordshirelive.co.uk/news/bedfordshire-news/marston-vale-line-trains-suspended-7889050 |access-date=21 August 2023 |publisher=Bedfordshire Live}}</ref><ref>{{cite magazine |last=Russell|first=David|title=Class 150 Sprinter|department=Units|magazine=[[Rail Express]] |issue=328 |date=September 2023 |page=20}}</ref> The Class 150s entered service with [[London Northwestern Railway|LNR]] on 20 November 2023.<ref>{{Cite news |last1=Foster |first1=Laura |last2=Nadia |first2=Gyane |date=20 November 2023 |title=Services resume on Marston Vale Line linking Bedford and Bletchley |publisher=[[BBC News]] |url=https://www.bbc.com/news/uk-england-beds-bucks-herts-67472512 |access-date=26 November 2023}}</ref> |
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==Former operations== |
==Former operations== |
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===Scotland=== |
===Scotland=== |
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Upon the [[privatisation of British Rail]], the bus company [[Mobico Group|National Express]] ran [[ScotRail (National Express)|ScotRail]], and its successor [[First ScotRail]] operated 18 Class 150s out of {{stnlnk|Edinburgh Waverley}} on [[Fife Circle]] services. Other workings included [[Dundee railway station|Dundee]] and [[Carnoustie railway station|Carnoustie]], as well as operating alongside other DMUs such as Class 158s on the |
Upon the [[privatisation of British Rail]], the bus company [[Mobico Group|National Express]] ran [[ScotRail (National Express)|ScotRail]], and its successor [[First ScotRail]] operated 18 Class 150s out of {{stnlnk|Edinburgh Waverley}} on [[Fife Circle]] services. Other workings included [[Dundee railway station|Dundee]] and [[Carnoustie railway station|Carnoustie]], as well as operating alongside other DMUs such as Class 158s on the services between [[Newcraighall railway station|Newcraighall]] through Edinburgh to [[Bathgate railway station|Bathgate]], [[Stirling railway station (Scotland)|Stirling]], [[Dunblane railway station|Dunblane]] and occasionally [[Perth railway station, Scotland|Perth]]. In 2005, 15 were transferred to [[Arriva Trains Wales]] and three to [[Northern Rail]].<ref>{{cite magazine |title=Timetable change sees major DMU cascade |magazine=Rail Magazine |issue=504 |date=5 January 2005 |page=18}}</ref> |
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=== Eastern England === |
=== Eastern England === |
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Line 221: | Line 188: | ||
[[National Express]] operated the North London Railways franchise from 1997 under the [[Silverlink]] brand. They had eight Class 150s; seven were cascaded from [[Central Trains]] following delivery of new [[Turbostar]] units in 2000, to replace the ageing fleet of {{brc|117}} and {{brc|121}} units. The eighth unit, no. 150121, was transferred to Silverlink in late 2005.{{citation needed|date=November 2020}} |
[[National Express]] operated the North London Railways franchise from 1997 under the [[Silverlink]] brand. They had eight Class 150s; seven were cascaded from [[Central Trains]] following delivery of new [[Turbostar]] units in 2000, to replace the ageing fleet of {{brc|117}} and {{brc|121}} units. The eighth unit, no. 150121, was transferred to Silverlink in late 2005.{{citation needed|date=November 2020}} |
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[[London Overground]], which took over the North London network in 2007, inherited the eight Class 150/1 units. Six were employed on the [[Gospel Oak to Barking |
[[London Overground]], which took over the North London network in 2007, inherited the eight Class 150/1 units. Six were employed on the [[Gospel Oak to Barking line]], while two were sent on long-term loan to [[First Great Western]]. |
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All units had names.<ref name="fleet">{{cite web|url=http://www.thejunction.org.uk/flist_150.html|title=fleet lists : class 150|work=thejunction.org.uk|access-date=9 January 2014|archive-url=https://web.archive.org/web/20120208174400/http://www.thejunction.org.uk/flist_150.html|last1=McMurray|first1=Gareth|archive-date=8 February 2012|url-status=dead |
All units had names.<ref name="fleet">{{cite web|url=http://www.thejunction.org.uk/flist_150.html|title=fleet lists : class 150|work=thejunction.org.uk|access-date=9 January 2014|archive-url=https://web.archive.org/web/20120208174400/http://www.thejunction.org.uk/flist_150.html|last1=McMurray|first1=Gareth|archive-date=8 February 2012|url-status=dead}}</ref>{{failed verification|date=January 2014}} The majority of the names are references to the [[Marston Vale Line]] on which they operated during Silverlink's franchise: Leslie Crabbe was a long-standing railway employee, who worked on the route; Richard Crane is the chairman of the Bletchley to Bedford Rail Users Association who has campaigned for the line to be retained and expanded.<ref>{{cite web|url=http://www.tauruspr.co.uk/bbrua/committee.htm|title=Bedford to Bletchley Rail Users' Association|date=10 June 2009|access-date=9 January 2014|archive-url=https://web.archive.org/web/20100228181111/http://www.tauruspr.co.uk/bbrua/committee.htm|archive-date=28 February 2010|url-status=dead}}</ref> |
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By the end of October 2010, all London Overground's Class 150/1s had been replaced by a new fleet of eight two-car {{brc|172}} units operating exclusively on the Gospel Oak to Barking Line. Their final use was on 28 October 2010, when unit 150128 formed the 19:02 Barking to Gospel Oak service. The six units were cascaded to First Great Western, together with nine of the [[London Midland]] fleet.<ref>{{cite |
By the end of October 2010, all London Overground's Class 150/1s had been replaced by a new fleet of eight two-car {{brc|172}} units operating exclusively on the Gospel Oak to Barking Line. Their final use was on 28 October 2010, when unit 150128 formed the 19:02 Barking to Gospel Oak service. The six units were cascaded to First Great Western, together with nine of the [[London Midland]] fleet.<ref>{{cite magazine|title=LOROL Class 150s all with FGW|author=Miles, Tony|magazine=Modern Railways|location=London |date=December 2010|page=90}}</ref> |
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==Fleet details== |
==Fleet details== |
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!Operator |
!Operator |
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!Number |
!Number |
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!Cars |
!Cars |
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!Year built |
!Year built |
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!Unit numbers/notes |
!Unit numbers/notes |
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Line 243: | Line 210: | ||
| rowspan="2" align="center" |3 |
| rowspan="2" align="center" |3 |
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|1984 |
|1984 |
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|150001–150002 (both these early units originally prototypes, and the only two "real" 3-car 150s) |
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|150001–150002 |
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|- |
|- |
||
|align=center| |
|align=center|6 |
||
|1985-1987 |
|1985-1987 |
||
|150003–150008 (each unit formed by inserting a Class 150/2 vehicle between the driving vehicles of a former Class 150/1 unit) |
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|150003–150006 (formed from four Class 150/1 units, each with one Class 150/2 vehicle inserted between the original vehicles){{notetag|Originally Class 150/1 units 150116, 150112, 150117, and 150147 respectively. 'New' units 150003 and 150004 have vehicles 57209 and 57212 respectively (made available after their matching vehicles from units 150209 and 150212 were scrapped), while unit 150223 was split to provide vehicles 52223 and 57223 for new units 150005 and 150006.<ref name="more3-150">{{cite magazine |title=More Three-Car 150s |magazine=Rail Express |date=July 2021 |issue=302 |page=10 |publisher=Mortons Media Group |location=Horncastle}}</ref>}} |
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{{notetag|150003 formed of vehicles 52116+57209+57116, 150004 formed of vehicles 52112+57212+57112, 150005 formed of vehicles 52117+52223+57117, 150006 formed of vehicles 52147+57223+57147, 150007 formed of vehicles 52132+52226+57132, and 150008 formed of vehicles 52111+57226+57111. For the number of the unit a vehicle is originally from, replace "52" or "57" with "150". |
|||
<ref name="more3-150">{{cite magazine |last=Russell|first=David|title='Flex' units enter service with Northern|magazine=Rail Express|department=Headline News|date=July 2021 |issue=302 |page=10 |publisher=Mortons Media Group |location=Horncastle}}</ref><ref name="TRM1485">{{cite magazine|last=Butlin|first=Ashley|title=Multiple Units|department=Stock Update|magazine=[[The Railway Magazine]]|volume=170|issue=1485|date= December 2024|page=87}}</ref>}} |
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|- |
|- |
||
! rowspan="2" |150/1 |
! rowspan="2" |150/1 |
||
|align=center| |
|align=center|41 |
||
| rowspan="7" style="text-align:center;" |2 |
| rowspan="7" style="text-align:center;" |2 |
||
| rowspan="2" |1985-1986 |
| rowspan="2" |1985-1986 |
||
|150101– |
|150101–150110, 150113–150115, 150118–150131, 150133–150136, 150138, 150140, 150142–150146, 150148–150150 |
||
|- |
|- |
||
|[[West Midlands Trains|London Northwestern Railway]] |
|[[West Midlands Trains|London Northwestern Railway]] |
||
|align=center|3 |
|align=center|3 |
||
|150137, 150139, 150141<ref>{{cite magazine|title=Class 150 Sprinter|department=Units|magazine= [[Rail Express]] |issue=328|date=September 2023|page=20}}</ref> |
|150137, 150139, 150141<ref>{{cite magazine|last=Russell|first=david|title=Class 150 Sprinter|department=Units|magazine= [[Rail Express]] |issue=328|date=September 2023|page=20}}</ref> |
||
|- |
|- |
||
! rowspan="5" |150/2 |
! rowspan="5" |150/2 |
||
|[[Northern Trains]] |
|[[Northern Trains]] |
||
|align=center| |
|align=center|25 |
||
| rowspan="5" |1986-1987 |
| rowspan="5" |1986-1987 |
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|150201, 150203–150206, |
|150201, 150203–150206, 150210–150211, 150214–150215, 150218, 150220, 150222, 150224–150225, 150228, 150268–150277 |
||
|- |
|- |
||
|[[Great Western Railway (train operating company)|Great Western Railway]] |
|[[Great Western Railway (train operating company)|Great Western Railway]] |
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Line 270: | Line 239: | ||
|- |
|- |
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|[[Transport for Wales Rail|Transport for Wales]] |
|[[Transport for Wales Rail|Transport for Wales]] |
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|align=center| |
|align=center|30 |
||
|150208, 150213, 150217 |
|150208, 150213, 150217, 150229–150231, 150235, 150237, 150240–150241, 150245, 150251–150260, 150262, 150264, 150267, 150278, 150280, 150282–150285 |
||
|- |
|- |
||
|Stored |
|Stored |
||
|align=center| |
|align=center|4 |
||
|150227, 150242, 150250, 150279<ref name="TRM1485"/><ref>{{cite magazine|last1=Bendall|first1=Simon|last2=Coward|first2=Andy|title=First Welsh Class 150 stood down |department= Fleet Review|magazine=[[Railways Illustrated]] |issue=256|date=1 June 2024|page=22}}</ref><ref>{{cite magazine |last1=Pritchard| first1=Robert|last2=Beardsley|first2=Ian|title= TfW withdraws its first 150s |department=Rolling Stock News | magazine= [[Today's Railways UK]] |issue=269|date=July 2024|page=54}}</ref><ref>{{cite magazine|last=Russell|first=David|title=Class 150 and '465' sent for scrap|department=Units|magazine=[[Rail Express]]|issue=341|date=October 2024|page=22}}</ref> |
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|150242, 150279<ref>{{Cite magazine |title=TfW cuts services after Craven Arms collision |url=https://www.modernrailways.com/article/tfw-cuts-services-after-craven-arms-collision#:~:text=Transport%20for%20Wales%20is%20cutting,out%20of%2036%20trains%20operational. |access-date=2023-08-29 |magazine=[[Modern Railways]]}}</ref> |
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|- |
|- |
||
| |
|Scrapped |
||
|align=center| |
|align=center|3({{abbr|equiv.|equivalent}}) |
||
|Vehicles 52209 and 52212, from units 150209 and 150212 respectively, were scrapped after being damaged in accidents (see {{section link||Accidents and incidents}}){{notetag|The undamaged matching vehicles, 57209 and 57212, were first formed into a 'replacement' unit 150209, then separated and inserted into [[First Great Western]] units 150925 and 150926 respectively in 2012,<ref name="TRUK121">{{cite magazine |title=Boost for Thames Valley as FGW signs deal for more coaches |magazine=Today's Railways UK |date=January 2012 |page=14 |publisher=Platform 5 Publishing |location=Sheffield}}</ref> then removed and in 2021 inserted into units 150116 and 150112 to form 'new' three-car units 150003 and 150004 for Northern Trains.<ref name="more3-150" />}} |
|150236,<ref>{{cite magazine|last=Russell|first=David|title=Depot Talk|department=Units|magazine=[[Rail Express]]|issue=343|date=December 2024|page=24}}</ref> 150281,<ref>{{Cite web |title= The first @tfwrail 150 for scrap: having been stripped for spares, 150281 is being taken by two low loaders to Sims Metals at Newport Docks for disposal today. 📷 Matthew Plumpton |url=https://x.com/TodaysRailways/status/1823714759763792087 |publisher=[[Today's Railways UK|@TodaysRailways]]|website=X}}</ref> Vehicles 52209 and 52212, from units 150209 and 150212 respectively, were scrapped after being damaged in accidents (see {{section link||Accidents and incidents}}){{notetag|The undamaged matching vehicles, 57209 and 57212, were first formed into a 'replacement' unit 150209, then separated and inserted into [[First Great Western]] units 150925 and 150926 respectively in 2012,<ref name="TRUK121">{{cite magazine |title=Boost for Thames Valley as FGW signs deal for more coaches |magazine=Today's Railways UK |date=January 2012 |page=14 |publisher=Platform 5 Publishing |location=Sheffield}}</ref> then removed and in 2021 inserted into units 150116 and 150112 to form 'new' three-car units 150003 and 150004 for Northern Trains.<ref name="more3-150" /> }} |
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|} |
|} |
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<!-- to be formatted into new table --- fleetnumbers = {{ubl|150001-150002 (sets, 150/0)| 55200-55201 (DMSL, 150/0)|55300-55301 (DMS, 150/0)|55400-55401 (MS, 150/0)<ref name=TRC1 />|150101-150150 (sets, 150/1)|52101-52150 (DMSL, 150/1)|57101-57150 (DMS, 150/1)|150201-150285 (sets, 150/2)|52201-52285 (DMSL, 150/2)|57201-57285 (DMS, 150/2)|154001 (set, 154)|55201 (DMSL, 154)|55301 (DMS, 154)|55401 (MS, 154)<ref name=TRC1 /><ref name=Fox87-4244 |
<!-- to be formatted into new table --- fleetnumbers = {{ubl|150001-150002 (sets, 150/0)| 55200-55201 (DMSL, 150/0)|55300-55301 (DMS, 150/0)|55400-55401 (MS, 150/0)<ref name=TRC1 />|150101-150150 (sets, 150/1)|52101-52150 (DMSL, 150/1)|57101-57150 (DMS, 150/1)|150201-150285 (sets, 150/2)|52201-52285 (DMSL, 150/2)|57201-57285 (DMS, 150/2)|154001 (set, 154)|55201 (DMSL, 154)|55301 (DMS, 154)|55401 (MS, 154)<ref name=TRC1 /><ref name=Fox87-4244/>}} (also https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/508833/cl-150-all-operators-2020-dispensation-angel.pdf) --> |
||
== Named units == |
== Named units == |
||
{{More sources needed section|date=December 2022 | reason = Not one of these names has a supporting reference}} |
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The following Class 150 units are currently or were previously named: |
The following Class 150 units are currently or were previously named: |
||
⚫ | |||
⚫ | |||
*150105 – ''Hutchie/Bernie'' |
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*150122 ''RSC Express'' (denamed)<ref name="MLI"/> |
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*150108 – "Phil" |
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*150123 ''Bletchley Seven'' (formerly ''Richard Crane'' and ''Willesden TMD'') (denamed)<ref name="MLI"/> |
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⚫ | |||
*150125 ''The Heart of Wessex Line''<ref name="MLI"/> |
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⚫ | |||
* |
*150128 ''Bedford-Bamberg 30'' (denamed)<ref name="MLI"/> |
||
*150129 ''Devon & Cornwall Rail Partnership'' (formerly ''Marston Vale'')<ref name="MLI">{{cite magazine |title=Class 150 Technical and Cab|magazine=Modern Locomotives Illustrated |date=February 2015 |issue=211 |pages=10–29 |publisher=Key Publishing |location=Stamford}}</ref> |
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*150123 – ''Bletchley Seven''{{notetag|The previous name, ''Bletchley Seven'', referred to the original fleet of seven Class 150/1 units in the Silverlink fleet.|name=|group=}} (denamed) |
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⚫ | |||
*150123 – ''Richard Crane'' (denamed) |
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* |
*150131 ''Leslie Crabbe'' (denamed)<ref name="MLI"/> |
||
* |
*150133 ''Northern Star'' (denamed)<ref name="MLI"/> |
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*150213 ''Lord Nelson''<ref name="MLI"/> |
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*150128 – ''Bedford – Bamberg 30'' (denamed) |
|||
*150214 ''The Bentham Line – A Dementia-Friendly Railway''<ref>{{Cite web |title=Northern Unit Named After Bentham Line Dementia Project {{!}} Community Rail Lancashire |url=https://communityraillancashire.co.uk/news/northern-unit-named-after-bentham-line-dementia-project/ |access-date=2024-09-05 |website=Community Rail Lancashire}}</ref> |
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*150129 – ''Marston Vale'' (denamed) |
|||
*150217 ''Oliver Cromwell''<ref name="MLI"/> |
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*150129 – ''Devon & Cornwall Rail Partnership'' (denamed) |
|||
⚫ | |||
*150130 – ''Bedford – Bletchley 150'' (denamed) |
|||
⚫ | |||
⚫ | |||
*150230 ''The Tamar Kingfisher'' (demamed)<ref name="MLI"/> |
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*150131 – ''Leslie Crabbe'' (denamed) |
|||
*150231 ''King Edmund''<ref name="MLI"/> |
|||
*150133 – ''Northern Star'' (renamed) |
|||
* |
*150232 ''The Costal Connection'' (denamed)<ref name="MLI"/> |
||
⚫ | |||
*150214 – ''The Bentham Line – A Dementia-Friendly Railway'' |
|||
* |
*150234 ''The National Trust'' (denamed)<ref name="MLI"/> |
||
*150235 ''Cardinal Wolsey''<ref name="MLI" /> |
|||
⚫ | |||
*150237 ''Hereward The Wake''<ref name="MLI"/> |
|||
⚫ | |||
* |
*150238 ''Exeter Explorer'' (denamed)<ref name="MLI"/> |
||
* |
*150241 ''The Tarka Belle'' (denamed)<ref name="MLI"/> |
||
*150243 ''The Filton Partnership'' (denamed)<ref name="MLI"/> |
|||
⚫ | |||
* |
*150244 ''The West Cornwall Experience'' (denamed)<ref name="MLI"/> |
||
* |
*150248 ''The Great Gardens of Cornwall'' (denamed)<ref name="MLI"/> |
||
* |
*150249 ''J Charles Lang'' (denamed)<ref name="MLI"/> |
||
* |
*150253 ''The Exmouth Avoset'' (denamed)<ref name="MLI"/> |
||
*150255 ''Henry Blogg''<ref name="MLI"/> |
|||
⚫ | |||
*150257 ''Queen Boadicea''<ref name="MLI" /> |
|||
*150275 – ''The Yorkshire Regiment – Yorkshire Warrior'' |
|||
⚫ | |||
*150263 ''The Castles of Cornwall'' (denamed)<ref name="MLI"/> |
|||
*150265 ''The Falmouth Flyer'' (denamed)<ref name="MLI" /> |
|||
*150266 ''The Whitley Wonder'' (denamed)<ref name="MLI"/> |
|||
*150268 ''Benny Rothman-The Manchester Rambler'' (denamed)<ref name="MLI"/> |
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*150273 ''Driver John Axon GC'' (denamed)<ref name="MLI"/> |
|||
*150275 ''The Yorkshire Regiment – Yorkshire Warrior''<ref>{{Cite news |last=Holden |first=Michael |date=21 October 2017 |title=Northern's Yorkshire Warrior Takes To The Tracks |url=https://www.railadvent.co.uk/2017/10/northerns-yorkshire-warrior-is-on-the-tracks.html |access-date=6 September 2024 |publisher=Rail Advent}}</ref> |
|||
*150280 ''University of Glamorgan'' (denamed)<ref name="MLI" /> |
|||
*150285 ''Edinburgh Bathgate 1986-1996''<ref name="MLI"/> |
|||
==Accidents and incidents== |
==Accidents and incidents== |
||
*On 15 December 1987, 150212 collided with an engineer's crane near Seamer West signal box in [[North Yorkshire]].<ref name=querycnr>{{cite web|title=Query Corner - Q14.02. Withdrawn DMU Coaches.|url=https://www.rcts.org.uk/features/querycorner/page.htm?id=query/Q14.02|website=[[Railway Correspondence & Travel Society]]|access-date=19 April 2018}}</ref> Carriage 52212 scrapped, 57212 married with 57209 to form 150209.<ref name=TRUK121/> |
*On 15 December 1987, 150212 collided with an engineer's crane near Seamer West signal box in [[North Yorkshire]].<ref name=querycnr>{{cite web|title=Query Corner - Q14.02. Withdrawn DMU Coaches.|url=https://www.rcts.org.uk/features/querycorner/page.htm?id=query/Q14.02|website=[[Railway Correspondence & Travel Society]]|access-date=19 April 2018}}{{Dead link|date=August 2024 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> Carriage 52212 scrapped, 57212 married with 57209 to form 150209.<ref name=TRUK121/> |
||
*On 11 November 1988, 150209 derailed at {{rws|St Helens Central}}, [[Merseyside]]. The train struck the abutment of an overbridge, crushing the leading cab and killing the driver. Sixteen passengers sustained minor injuries.<ref name=SHC>{{cite web |url=http://www.railwaysarchive.co.uk/documents/HSE_StHelensCentral1988.pdf |title=Report of a train accident that occurred on 11 November 1988 near St Helens Central Station in the London Midland Region of British Railways |publisher=[[Health & Safety Executive]]|date=July 1992 |access-date=7 April 2016}}</ref> Carriage 52209 scrapped |
*On 11 November 1988, 150209 derailed at {{rws|St Helens Central}}, [[Merseyside]]. The train struck the abutment of an overbridge, crushing the leading cab and killing the driver. Sixteen passengers sustained minor injuries.<ref name=SHC>{{cite web |url=http://www.railwaysarchive.co.uk/documents/HSE_StHelensCentral1988.pdf |title=Report of a train accident that occurred on 11 November 1988 near St Helens Central Station in the London Midland Region of British Railways |publisher=[[Health & Safety Executive]]|date=July 1992 |access-date=7 April 2016}}</ref> Carriage 52209 was scrapped while 57209 was married with 57212.<ref name=TRUK121/> |
||
*On 12 July 2012, 150217 collided with [[cattle]] at [[Letterston]], [[Pembrokeshire]], and was derailed. There were no injuries amongst the 30 passengers and crew on the train.<ref name=Letterston>{{cite web |url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/410860/121120_B052012_Letterston_Junction.pdf |title=Train derailment near Letterston Junction, between Clarbeston Road and Fishguard, 12 July 2012|publisher=[[Rail Accident Investigation Branch]]|access-date=6 April 2016}}</ref> |
*On 12 July 2012, 150217 collided with [[cattle]] at [[Letterston]], [[Pembrokeshire]], and was derailed. There were no injuries amongst the 30 passengers and crew on the train.<ref name=Letterston>{{cite web |url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/410860/121120_B052012_Letterston_Junction.pdf |title=Train derailment near Letterston Junction, between Clarbeston Road and Fishguard, 12 July 2012|publisher=[[Rail Accident Investigation Branch]]|access-date=6 April 2016}}</ref> |
||
*On 11 May 2014, 150239 collided with a motorcycle on a level crossing at [[Frampton Mansell]], [[Gloucestershire]], killing the rider.<ref name=RAIBFM>{{cite web|url=https://assets.publishing.service.gov.uk/media/5565cda540f0b63d11000004/R052015_150528_Frampton_LC.pdf|title=Fatal accident at Frampton level crossing 11 May 2014 |publisher=Rail Accident Investigation Branch|access-date=20 August 2017}}</ref> |
*On 11 May 2014, 150239 collided with a motorcycle on a level crossing at [[Frampton Mansell]], [[Gloucestershire]], killing the rider.<ref name=RAIBFM>{{cite web|url=https://assets.publishing.service.gov.uk/media/5565cda540f0b63d11000004/R052015_150528_Frampton_LC.pdf|title=Fatal accident at Frampton level crossing 11 May 2014 |publisher=Rail Accident Investigation Branch|access-date=20 August 2017}}</ref> |
||
*On 14 May 2015, two Class 150 units formed a train that collided with an [[agricultural tractor]] on an [[level crossing|occupation crossing]] between {{rws|Knaresborough}} and {{rws|Cattal}}, [[North Yorkshire]]. Three people were injured.<ref name=Cattal>{{cite web |url=https://www.gov.uk/government/news/collision-between-train-and-tractor|title=Collision between train and tractor |publisher=Rail Accident Investigation Branch|date=2 June 2015|access-date=6 April 2016}}</ref> |
*On 14 May 2015, two Class 150 units formed a train that collided with an [[agricultural tractor]] on an [[level crossing|occupation crossing]] between {{rws|Knaresborough}} and {{rws|Cattal}}, [[North Yorkshire]]. Three people were injured.<ref name=Cattal>{{cite web |url=https://www.gov.uk/government/news/collision-between-train-and-tractor|title=Collision between train and tractor |publisher=Rail Accident Investigation Branch|date=2 June 2015|access-date=6 April 2016}}</ref> |
||
*On 7 November 2015, units 150133 and 150204 formed a passenger train that was derailed near Knaresborough due to a signalman's error.<ref name=Knaresborough>{{cite web|url=https://www.gov.uk/government/news/derailment-near-knaresborough|title=Derailment near Knaresborough |publisher=Rail Accident Investigation Branch |date=19 November 2015 |access-date=6 April 2016}}</ref><ref name=Knaresborough2>{{cite web|url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/543630/R162016_160804_Knaresborough.pdf|title=Derailment at Knaresborough 7 November 2015|publisher=Rail Accident Investigation Branch|access-date=4 August 2016}}</ref> |
*On 7 November 2015, units 150133 and 150204 formed a passenger train that was derailed near Knaresborough due to a signalman's error.<ref name=Knaresborough>{{cite web|url=https://www.gov.uk/government/news/derailment-near-knaresborough|title=Derailment near Knaresborough |publisher=Rail Accident Investigation Branch |date=19 November 2015 |access-date=6 April 2016}}</ref><ref name=Knaresborough2>{{cite web|url=https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/543630/R162016_160804_Knaresborough.pdf|title=Derailment at Knaresborough 7 November 2015|publisher=Rail Accident Investigation Branch|access-date=4 August 2016}}</ref> |
||
*On 3 April 2016, 150219 collided with a stationary [[InterCity 125]] train at {{rws|Plymouth}}. Thirty-five people were injured, and both trains were damaged.<ref name=BBC35954361>{{cite news|url=https://www.bbc.co.uk/news/uk-england-devon-35954361|title=18 injured in 'low impact' Plymouth train crash| |
*On 3 April 2016, 150219 collided with a stationary [[InterCity 125]] train at {{rws|Plymouth}}. Thirty-five people were injured, and both trains were damaged.<ref name=BBC35954361>{{cite news|url=https://www.bbc.co.uk/news/uk-england-devon-35954361|title=18 injured in 'low impact' Plymouth train crash|publisher=BBC News|access-date=3 April 2016}}</ref><ref name=PH29043817>{{cite web|url=http://www.plymouthherald.co.uk/Plymouth-train-crash-Investigation-launched-18/story-29043817-detail/story.html|title=Plymouth train crash: Investigation launched after 18 left injured by 'low-speed' collision|first=J|last=Lewis-Herald|publisher=Local World|work=The Herald|date=3 April 2016|access-date=4 April 2016}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref><ref>{{cite web|title=Collision at Plymouth station 3 April 2016|url=https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/592094/R022017_170213_Plymouth.pdf|url-status=live|access-date=13 July 2021|publisher=Rail Accident Investigation Branch|archive-url=https://web.archive.org/web/20181121074237/https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/592094/R022017_170213_Plymouth.pdf |archive-date=21 November 2018 }}</ref> |
||
*On 3 September 2017, 150217 collided with a tree near {{rws|Llanbradach}} in [[Caerphilly]], Wales, at around 10{{nbsp}}pm. Three people were injured and five fire crews were in attendance.<ref name=Wales13567800>{{cite |
*On 3 September 2017, 150217 collided with a tree near {{rws|Llanbradach}} in [[Caerphilly]], Wales, at around 10{{nbsp}}pm. Three people were injured and five fire crews were in attendance.<ref name=Wales13567800>{{cite news|url=http://www.walesonline.co.uk/news/wales-news/three-people-injured-after-train-13567800#ICID=FB-Wales-main |title=Three people injured after train crashes into tree |date=4 September 2017 |work=Wales Online |access-date=4 September 2017}}</ref> |
||
*On 7 February 2018, 150203 divided on the approach to [[Leeds railway station|Leeds]]. There were no injuries, but passengers had to be evacuated across the tracks.<ref>{{cite web|title='Mayhem' at Leeds Station as train splits in two - Yorkshire Post|date=7 February 2018 |url=https://www.yorkshirepost.co.uk/news/mayhem-at-leeds-station-as-train-splits-in-two-1-9006706}}</ref><ref>{{Cite news|url=https://www.yorkshireeveningpost.co.uk/news/photos-show-decoupled-train-stranded-after-splitting-outside-leeds-station-1-9006967|title=Photos show 'decoupled' train stranded after splitting outside Leeds Station|date=7 February 2018|work=[[Yorkshire Evening Post]]|access-date=11 May 2020}}</ref> |
*On 7 February 2018, 150203 divided on the approach to [[Leeds railway station|Leeds]]. There were no injuries, but passengers had to be evacuated across the tracks.<ref>{{cite web|title='Mayhem' at Leeds Station as train splits in two - Yorkshire Post|date=7 February 2018 |url=https://www.yorkshirepost.co.uk/news/mayhem-at-leeds-station-as-train-splits-in-two-1-9006706}}</ref><ref>{{Cite news|url=https://www.yorkshireeveningpost.co.uk/news/photos-show-decoupled-train-stranded-after-splitting-outside-leeds-station-1-9006967|title=Photos show 'decoupled' train stranded after splitting outside Leeds Station|date=7 February 2018|work=[[Yorkshire Evening Post]]|access-date=11 May 2020}}</ref> |
||
*On 31 January 2019, 150234 derailed |
*On 31 January 2019, 150234 derailed at low speed at Penryn shortly before 1{{nbsp}}pm. No injuries were reported. A reduced service was run on the line between Truro and Falmouth until the unit was removed.<ref>{{Cite news|url=https://www.cornwalllive.com/news/cornwall-news/first-picture-derailed-train-cornwall-2478036|title=The first picture of derailed train in Cornwall emerges |
||
|last=Jenkins|first=Philippa|date=28 January 2019| |
|last=Jenkins|first=Philippa|date=28 January 2019|publisher=CornwallLive|access-date=11 May 2020}}</ref> |
||
*On 15 October 2019, 150245 collided with a fallen tree near [[Spittal, Pembrokeshire]] and was severely damaged.<ref name=Spittal>{{cite web |url=https://www.gov.uk/government/news/train-collision-with-tree-near-spittal-south-west-wales |title=Train collision with tree, near Spittal, south-west Wales |publisher=Rail Accident Investigation Branch |date=14 November 2019 |access-date=15 November 2019}}</ref> |
*On 15 October 2019, 150245 collided with a fallen tree near [[Spittal, Pembrokeshire]] and was severely damaged.<ref name=Spittal>{{cite web |url=https://www.gov.uk/government/news/train-collision-with-tree-near-spittal-south-west-wales |title=Train collision with tree, near Spittal, south-west Wales |publisher=Rail Accident Investigation Branch |date=14 November 2019 |access-date=15 November 2019}}</ref> |
||
*On 27 August 2021, 150271 collided with the outrigger of a crane lorry that was obstructing the line at {{rws|Penistone}}.<ref name=Penistone>{{cite web |url=https://www.gov.uk/government/news/collision-between-train-and-part-of-lorry-at-penistone |title=Collision between train and part of lorry at Penistone |publisher=Rail Accident Investigation Branch |date=16 September 2021 }}</ref> |
*On 27 August 2021, 150271 collided with the outrigger of a crane lorry that was obstructing the line at {{rws|Penistone}}.<ref name=Penistone>{{cite web |url=https://www.gov.uk/government/news/collision-between-train-and-part-of-lorry-at-penistone |title=Collision between train and part of lorry at Penistone |publisher=Rail Accident Investigation Branch |date=16 September 2021 }}</ref> |
||
*On 26 November 2021, 150284 collided with a fallen tree and was derailed at [[Balderton, Cheshire]].<ref name=Balderton>{{cite web |url=https://www.gov.uk/government/news/collision-with-a-tree-and-derailment-at-balderton |title=Collision with a tree and derailment at Balderton |publisher=Rail Accident Investigation Branch |accessdate=9 December 2021}}</ref> |
*On 26 November 2021, 150284 collided with a fallen tree and was derailed at [[Balderton, Cheshire]].<ref name=Balderton>{{cite web |url=https://www.gov.uk/government/news/collision-with-a-tree-and-derailment-at-balderton |title=Collision with a tree and derailment at Balderton |publisher=Rail Accident Investigation Branch |accessdate=9 December 2021}}</ref> |
||
*On 22 May 2022, a train formed of 150240, 150242 and 150279 struck a mini digger near [[Craven Arms railway station|Craven Arms]], causing a fuel leak, igniting a fire under one of the carriages. Two units were severely damaged.<ref name=CravenArms>{{cite |
*On 22 May 2022, a train formed of 150240, 150242 and 150279 struck a mini digger near [[Craven Arms railway station|Craven Arms]], causing a fuel leak, igniting a fire under one of the carriages. Two units were severely damaged.<ref name=CravenArms>{{cite news |url=https://www.bbc.co.uk/news/uk-england-shropshire-61548719 |title=Rail line shut after train hits mini digger near Craven Arms |work=BBC News |date=23 May 2022}}</ref><ref>{{cite magazine |title=TfW cuts services after Craven Arms collision |url=https://www.modernrailways.com/article/tfw-cuts-services-after-craven-arms-collision |access-date=24 May 2023 |magazine=Modern Railways |publisher=Key Publishing |date=26 May 2022 |location=Stamford}}</ref> |
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==Notes== |
==Notes== |
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==References== |
==References== |
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===Citations=== |
===Citations=== |
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{{reflist |
{{reflist}} |
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===Sources=== |
===Sources=== |
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==Further reading== |
==Further reading== |
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* {{cite magazine|title=Class 150: Debut Day|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=June 1984|page=11|issn=0262-561X|oclc=49957965}} |
* {{cite magazine|title=Class 150: Debut Day|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=June 1984|page=11|issn=0262-561X|oclc=49957965}} |
||
* {{cite magazine|title=Class 150 |
* {{cite magazine|title=Class 150 – BREL's new-generation DMU|first=Peter|last=Fox|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=August 1984|pages=12–14|issn=0262-561X|oclc=49957965}} |
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* {{cite magazine|title=Herald the Sprinters|first=Stuart|last=Smith|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=May 1986|issue=56|pages=6–8|issn=0262-561X|oclc=49957965}} |
* {{cite magazine|title=Herald the Sprinters|first=Stuart|last=Smith|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=May 1986|issue=56|pages=6–8|issn=0262-561X|oclc=49957965}} |
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*[https://web.archive.org/web/20060822081001/http://www.traintesting.com/Class150.htm Class 150 BREL prototype Sprinters] |
*[https://web.archive.org/web/20060822081001/http://www.traintesting.com/Class150.htm Class 150 BREL prototype Sprinters] |
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*[http://www.porterbrook.com/downloads/brochures/150%20Brochure.pdf Porterbrook Class 150 brochure]{{dead link|date=November 2016 |bot=InternetArchiveBot |fix-attempted=yes }} |
*[http://www.porterbrook.com/downloads/brochures/150%20Brochure.pdf Porterbrook Class 150 brochure]{{dead link|date=November 2016 |bot=InternetArchiveBot |fix-attempted=yes }} |
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*[http://www.angeltrains.co.uk/Products-Services/Regional-Passenger-Trains/48 Angel Trains - Class 150/1 and /2- First Great Western, Northern Rail, London Midland] |
*[http://www.angeltrains.co.uk/Products-Services/Regional-Passenger-Trains/48 Angel Trains - Class 150/1 and /2- First Great Western, Northern Rail, London Midland] {{Webarchive|url=https://web.archive.org/web/20160307224601/https://www.angeltrains.co.uk/Products-Services/Regional-Passenger-Trains/48 |date=7 March 2016 }} |
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{{Mark 3-derived}} |
{{Mark 3-derived}} |
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{{British Rail Sprinter}} |
{{British Rail Sprinter}} |
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{{British Rail DMU}} |
{{British Rail DMU}} |
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⚫ | |||
[[Category:British Rail diesel multiple units|150]] |
[[Category:British Rail diesel multiple units|150]] |
Latest revision as of 11:20, 11 December 2024
British Rail Class 150 Sprinter | |
---|---|
In service | 1984–present |
Manufacturer | British Rail Engineering Limited |
Order no. |
|
Built at | York Carriage Works |
Family name | Sprinter |
Replaced | BR First-Generation DMUs |
Constructed | 1984–1987 |
Number built | 137 |
Number in service | 127 |
Number scrapped | 3 units (equivalent) |
Successor | |
Formation | 2 or 3 cars per unit: DMSL-DMS or DMSL-MS-DMS |
Diagram | |
Fleet numbers |
|
Capacity | |
Operators |
|
Depots | |
Specifications | |
Car body construction | Steel[2] |
Car length | |
Width | 2.816 m (9 ft 2.9 in)[2] |
Height | 3.774 m (12 ft 4.6 in)[2] |
Floor height | 1.144 m (3 ft 9.0 in)[2] |
Doors | Double-leaf pocket sliding (2 per side per car)[note 3] |
Wheelbase | |
Maximum speed | 75 mph (120 km/h)[2] |
Weight |
|
Prime mover(s) |
|
Engine type |
|
Displacement | Cummins: 14.0 L (855 cu in) per engine[8] |
Power output | 213 kW (286 hp) per engine[9] |
Transmission | |
UIC classification |
|
Bogies |
|
Minimum turning radius | 70 m (230 ft)[2] |
Braking system(s) | Electro-pneumatic (tread) ('Westcode' 3-step)[11] |
Safety system(s) | |
Coupling system | BSI[12] |
Multiple working | Within class, and with Classes 14x, 15x, and 170[12] |
Track gauge | 1,435 mm (4 ft 8+1⁄2 in) standard gauge |
The British Rail Class 150 Sprinter is a class of diesel-hydraulic multiple unit passenger trains, developed and built by British Rail Engineering Limited at York Carriage Works between 1984 and 1987 for use on regional services across Great Britain. The type is a second-generation design, built to more modern standards and based on BR's Mark 3 body design for longer-distance services. It was developed alongside the lower-cost Pacers, which were built using bus parts, for use on short-distance services.[13] Two prototype units were built, followed by 135 production units in two batches. Subsequently, further members of the Sprinter family were developed and introduced to service, including the Class 155, Class 156, Class 158 and Class 159.
Background
[edit]By the beginning of the 1980s, British Rail (BR) was operating a large fleet of first-generation DMUs of various designs.[13] While formulating its long-term strategy for this sector of its operations, BR planners recognised that there would be considerable costs incurred by undertaking refurbishment programmes necessary for the continued use of these ageing multiple units, particularly due to the necessity of handling and removing hazardous materials such as asbestos. In light of the high costs involved in retention, planners examined the prospects for the development and introduction of a new generation of DMUs to succeed the first generation.[10]
In the concept stage, two separate approaches were devised, one involving a so-called railbus that prioritised the minimisation of both initial (procurement) and ongoing (maintenance and operational) costs, while the second was a more substantial DMU that could deliver better performance than the existing fleet, particularly on long-distance services.[10] The initial specification developed for the latter type was relatively ambitious for the era, calling for a maximum speed of 90 mph (140 km/h), a rate of acceleration comparable to contemporary EMUs, the ability to couple/work in multiple with existing EMUs, facilitate through-access for passengers, feature pressure ventilation, the ability to assist another failed unit, and to comprise either a three or four-car consist.[10]
This specification led to the development of the experimental British Rail Class 210 diesel-electric multiple unit. However, to deliver the performance specified, it was found that relatively expensive equipment had to be used, particularly to provide sufficient speed, acceleration, and through-passenger access; it also had maintainability problems due to space limitations. Despite these shortcomings, it was recognised that a production fleet that was assembled from proven components would possess both a greater reliability level and lower maintenance costs; it was forecast to achieve an availability rate of 85 percent.[10] As such, the type had sufficiently demonstrated a promising reduction in maintenance costs was achievable, especially once initial teething problems were dealt with, as well as the wider value represented by a new generation of DMUs in the reduction of ongoing costs for BR.[10]
By 1983, experience with the Class 210 had influenced planners to favour the procurement of a new generation of DMUs, but also to adopt a new set of specifications somewhat less demanding than the prior set.[10] Specifically, it was decided to lower the top speed from 90 to 75 mph (145 to 121 km/h), as testing had shown that the higher rate brought no perceptible improvement in journey times due to the typically short distances between the stations that the type was intended to serve. Furthermore, it was determined that a propulsion system delivering 7 hp (5.2 kW) per tonne would deliver sufficient acceleration.[10] The requests for compatibility with other rolling stock were eliminated, although auto-coupling and auto-connecting functionality were added. In addition to a good ride quality, the specification included a sound level of 90 dB when at full speed, an operational range of 1,000 miles (1,600 km), and an interval between major overhauls of five years or 350,000 miles (560,000 km).[10]
In comparison to the previous generation of DMUs, which typically used a pair of engines for each power car, the new generation DMU would use only a single engine per car; sufficient cooling was also provided that even with one failed engine, a two-car unit could continue to perform typical services without incurring a major performance deficit.[10] From an operational perspective, it was intended that the DMU could be assembled akin to building blocks, comprising between two and four cars that may or may not be outfitted with various passenger amenities such as toilets and luggage spaces.[10]
Initially formalised as a business specification, these requirements were transferred into a relatively broad technical specification that avoided any specifics other than those deemed essential for compatibility purposes. Thereafter, it was issued to various rolling-stock manufacturers for a competitive tender.[10] As part of this process, these manufacturers submitted bids to construct an initial series of three-car prototypes as demonstration units. A relatively constrained timetable of 18 months from the date of order to delivery of these prototypes was also specified; this has been blamed for restricting manufacturers to existing industrial practices for their submissions.[10]
In response to the specification, several submissions were received by BR. The bid submitted by British Rail Engineering Limited (BREL) was heavily based on its successful Class 455 EMU, sharing its body and the majority of its running gear, albeit equipped with two different power trains. The railway engineering company Metro-Cammell also bid, offering its own design that employed rivetted aluminium construction; this feature was credited with enabling a meaningful reduction in weight over conventional methods.[10] BR officials quickly opted to proceed with a pair of prototypes from both BREL and Metro-Cammell, issuing orders to these manufacturers thenceforth.[10]
Design
[edit]The Class 150 is a two- or three-car commuter diesel multiple unit. The steel bodyshell is shared with the Class 455 suburban EMU, with doors at 1/3 and 2/3. With the exception of units 150001 and 150002 in their original prototype configurations, each vehicle in the unit is powered by an underframe-mounted 14.01-litre (855-cubic-inch) Cummins six-cylinder turbo-diesel engine that develops 213 kW (286 hp). The engine drives a Voith T 211 r hydrokinetic transmission that in turn drives both axles on the inner bogie via a Cardan shaft and Gmeinder GM 180 final drive unit.[14] The design speed is 75 mph (121 km/h). The majority of units are formed of a DMS (Driving Motor Second - numbered 57xxx) vehicle and a DMSL (Driving Motor Second Lavatory - numbered 52xxx) vehicle. Both vehicles are single class while the DMSL contains the toilet. The two prototype units were built as three-car sets with the addition of a MS (Motor Second) vehicle. In common with other non-intercity stock of the time, the trains lack air conditioning, ventilation being provided though opening hopper windows. As built, passenger seating was in a 3+2 configuration.
The second batch of production vehicles featured a new cab with gangway connection along with a revised interior.
Prototypes
[edit]During 1984, BREL constructed a pair of prototype three-car Class 150/0 units, numbered 150001 and 150002; the first unit was delivered to BR only 15 months following the date of order.[10] 150001 was fitted with Cummins engines and Voith hydraulic transmission, and 150002 was fitted with Perkins (Rolls-Royce) engines and a fully automatic gearbox developed by the Self-Changing Gears company.[15] Other than the power train, the two units were identical.[10]
The design specifications of the prototypes were similar to the later production units, but they were to remain as the only Class 150s to be built as three-car units. Additional three-car units were created later by re-marshalling a 150/2 car in the middle of a 150/1 set, but only the prototypes had purpose-built centre cars without driving cabs. Both cab doors are air-operated, unlike the Class 150/1 production model, but seen later on in the 150/2 variant.[citation needed]
150002 proved to be the worse of the two for reliability, and was consequently chosen for use as the testbed for the Class 158, being re-geared to a maximum speed of 90 mph (140 km/h) and fitted with Cummins engines and Voith transmission, and with a Class 158 interior. One car was fitted with the Class 151 Twin Disc 'hot-shift' transmission, which it used successfully, once the control software was sorted out. To distinguish this unit, it was reclassified as the Class 154. It has since been returned to the standard configuration and reverted to its original number. Both prototypes were still in service with London Midland until 2011. 150001 entered service with First Great Western in January 2012, with 150002 to follow after refurbishment and re-livery. 150001 & 150002 then operated for Great Western Railway. 150001 was based at Bristol's St. Phillips Marsh Depot, primarily working the Bristol Parkway-Weston Super Mare route. 150002 was based at Exeter St. Davids Depot and mainly operated the Riviera Line alongside Class 143 Pacers. In April 2020, both units transferred to Northern's Newton Heath Depot. Both units have since entered into service, initially being used mainly on the Manchester Victoria - Todmorden - Blackburn diagram, and subsequently on Rochdale - Manchester - Bolton - Clitheroe services. And now operate Huddersfield-Sheffield and Sheffield-Moorthorpe-Leeds services.
At the same time that BREL built the 150/0s, Metro-Cammell built two prototype Class 151 units at its Washwood Heath plant.[note 4] The two types of unit were exhaustively tested, with a view to placing further orders for the more successful. These tests revealed that the Class 150 had exceptional ride quality, as well as fully meeting the 50 percent engine-out performance requirements.[10] In the event, the two Class 150 units proved to be more reliable and, as a result, an order for 50 two-car units was placed with BREL.
Production units
[edit]This section needs additional citations for verification. (August 2023) |
This second batch of fifty units was classified as Class 150/1 and numbered in the range 150101-150.[16] Like the prototype units, they did not have the front-end gangway connections which allowed passengers to move between two units that were working in multiple. Originally based at Derby Etches Park depot, these units were introduced in 1985,[16] mainly concentrated around Birmingham and Manchester, and in later years restricted mainly to commuter services.[citation needed]
The final batch of 85 two-car units was built with front-end gangway connections. These units were introduced in 1987, classified as Class 150/2 and numbered in the range 150201-285.[16] They were used on longer-distance services. The end gangways make them very similar in appearance to the Class 317/2 and Class 455/7 and 455/9 EMUs, also based on the Mark 3 bodyshell.
Some of the Class 150/2 units were later disbanded, and the vehicles were used to make some of the Birmingham and Manchester-based Class 150/1 units into three-car sets. The units in Manchester were later returned to their original configuration, but the Birmingham-based units were renumbered into the 1500xx range by subtracting 100 from the previous number (e.g. 150103 became 150003). This also gave the operational advantage of there being an extra set of passenger door controls within the train for use by the conductor, making it easier to collect revenue without having to run the full length of the unit between stations.[citation needed]
The Class 150 units have BSI couplers which enable them to work in multiple with Class 142, Class 143, Class 144, Class 153, Class 155, Class 156, Class 158, and Class 170 units, as well as with units of the same class. However, they cannot work in multiple with Class 165 or Class 166 units due to incompatible wiring arrangements.[citation needed]
When introduced, the Class 150s had unique interior door open/close buttons. In the north of England, they were square and blue. In the south of Scotland they were yellow in colour and lit up turquoise when enabled. The button lit up bright yellow in the south of England. The illumination feature was intended to aid visually impaired people, although they did not meet the subsequent standards set out by disability regulations that were later introduced, because they had no raised braille and were too small for some disabled people to reasonably locate.[citation needed] During the 2000s, these blue buttons were replaced across the fleet by the standard EAO series 56 'easy to see, easy to press' raised circular door button, with braille writing for the visually impaired, over a yellow surround to comply with the Rail Vehicle Accessibility Regulations.[17]
The 450 Class was built using the Class 150 bodyshell and was operated by Northern Ireland Railways. It came to the end of its design life in 2014, so most of them were scrapped, although two remained.[citation needed]
One further unit was built specifically for testing duties. Originally numbered in the Class 180 series, the unit is now in the departmental Class 950 series, numbered 950001 and carries the yellow Network Rail livery.[citation needed]
The performance of the Class 150 was such that BR decided to procure similar trains for the Provincial fleet, such as the Class 156 and Class 158 for longer regional routes, replacing a significant portion of the locomotive-hauled stock previously operated by BR.[10]
Current operations
[edit]Northern England
[edit]After privatisation, North Western Trains (which was later taken over by First Group and re-branded First North Western shortly afterwards) and Arriva Trains Northern operated Class 150/1 and 150/2s on their routes. The North Western Trains units underwent refurbishment by Hunslet-Barclay in Kilmarnock. The Arriva Trains Northern trains did not. When Northern Rail took over, both the former FNW and ATN Class 150s were transferred to Newton Heath depot, Manchester, with the former North Western Trains Class 158s taking the 150s' places at Northern's Neville Hill depot (Leeds).[18] All Northern 150s contain high-density 2+3 seating. During late 2011, Northern Rail received various ex London Midland 150/1s and 150/2s when the brand-new Class 172 units entered service in the Midlands. This enabled Northern Rail to increase capacity on its most overcrowded services.
In 2015, the then-new Northern franchise (Northern) announced that 24 of their Class 150 units would be reformed into three-car units by March 2019. The three-car sets would be used on routes including the Penistone Line and Leeds to Goole, though this did not end up happening.[19] The current operator, Northern Trains received the Angel Trains 150/0s, previously leased to GWR, on 1 April 2020.
South-West England
[edit]After British Rail was privatised, the fleet passed to Porterbrook who leased the trains to Wales & West, which was later split up into Wessex Trains and Wales & Borders (later Arriva Trains Wales) in 2001.
Great Western Railway currently operates a fleet of 20 Class 150/2 units which are mainly used for services on the local branch lines in Devon. This includes the Avocet Line/Riviera Line between Exmouth and Paignton plus the Tarka Line between Barnstaple and Exeter Central (occasionally, when a Class 158, 165 or 166 isn't available). They are also used on the Cornish branch lines which includes the Tamar Valley Line between Plymouth and Gunnislake, Atlantic Coast Line between Par and Newquay, Looe Valley Line between Liskeard and Looe, Maritime Line between Truro and Falmouth Docks and St Ives Bay Line between St Erth and St Ives.[citation needed]
GWR previously operated the two prototype three-car Class 150/0 units, which had transferred from London Midland and replaced the Class 165 and 166 Turbo units which were being used on the Reading to Basingstoke Line, which allowed the Turbo units to reinforce Thames Valley services.[20][21] 150001 had entered service in January 2012. The two prototype units later cascaded down to the West fleet in response to the Class 387s taking over from the Class 165s and 166s on the London Paddington to Didcot Parkway services, hence releasing Turbos to take over on the Reading to Basingstoke Line again. Until the end of their operation by GWR, the two 150/0s were based at St Phillips Marsh depot in Bristol and were used on local services around Bristol and Exeter. In April 2020, they transferred to Northern Trains.[citation needed]
Wales
[edit]Following privatisation, Wales & Borders continued to use the fleet of Class 150 units on branch-line services as well as on the commuter services around Cardiff known as the Valley Lines and the Vale of Glamorgan Line. The units transferred to Arriva Trains Wales in December 2003, with more later acquired for the reopened Ebbw Vale line. All of the ATW units were transferred to KeolisAmey Wales on 14 October 2018 and all KeolisAmey Wales units were transferred to Transport for Wales Rail on 7 February 2021.
Midlands
[edit]Following privatisation of British Rail, both Silverlink and Central Trains operated Class 150s in the midland regions of England and both companies were run by National Express.
In 2010, London Midland ordered Class 172 replacements for its Class 150s. It initially hoped to retain some of the 150s as additional capacity, although they were also wanted by First Great Western and Northern Rail.[22] London Midland was expected to lose all of its Class 150s, but a change in plan saw it retain three Class 150 units as additional capacity, following a statement from the Department for Transport on 10 August 2011. However, London Midland lost two Class 153s to First Great Western as a result.[22]
On 29 April 2019, the Class 150s that were still in operation with West Midlands Trains transferred to Arriva Rail North, having been replaced by Class 230s and Class 172s.[citation needed]
In July 2023, three Class 150/1s, 150137, 150139 and 150141, were transferred from Northern Trains to London Northwestern Railway for use on the Marston Vale line, after the Class 230s in use on the line were withdrawn from use in December 2022 due to maintenance concerns after the company who maintained the units, Vivarail, went into administration.[23][24] The Class 150s entered service with LNR on 20 November 2023.[25]
Former operations
[edit]Scotland
[edit]Upon the privatisation of British Rail, the bus company National Express ran ScotRail, and its successor First ScotRail operated 18 Class 150s out of Edinburgh Waverley on Fife Circle services. Other workings included Dundee and Carnoustie, as well as operating alongside other DMUs such as Class 158s on the services between Newcraighall through Edinburgh to Bathgate, Stirling, Dunblane and occasionally Perth. In 2005, 15 were transferred to Arriva Trains Wales and three to Northern Rail.[26]
Eastern England
[edit]Anglia Railways was created upon privatisation of British Rail, and it initially inherited a small fleet of nine Class 150/2 units, later supplemented with a tenth. The units were based at Crown Point TMD, and put to use on rural services in Suffolk and Norfolk. Lines using the units included the Bittern Line, the East Suffolk Line, and the Wherry Lines, as well as services from Ipswich to Cambridge. One unit each weekday was sub-leased to First Great Eastern for use on the Sudbury Branch Line.[citation needed]
Anglia Railways named all bar one unit (150245) of its fleet after famous local figures. On 1 April 2004, Anglia Railways became part of the new 'One' franchise. The Class 150 units were transferred to Arriva Trains Wales (no. 150245) and Central Trains (all other units), having been replaced by Class 156 units from Central Trains.
Silverlink/London Overground
[edit]National Express operated the North London Railways franchise from 1997 under the Silverlink brand. They had eight Class 150s; seven were cascaded from Central Trains following delivery of new Turbostar units in 2000, to replace the ageing fleet of Class 117 and Class 121 units. The eighth unit, no. 150121, was transferred to Silverlink in late 2005.[citation needed]
London Overground, which took over the North London network in 2007, inherited the eight Class 150/1 units. Six were employed on the Gospel Oak to Barking line, while two were sent on long-term loan to First Great Western.
All units had names.[27][failed verification] The majority of the names are references to the Marston Vale Line on which they operated during Silverlink's franchise: Leslie Crabbe was a long-standing railway employee, who worked on the route; Richard Crane is the chairman of the Bletchley to Bedford Rail Users Association who has campaigned for the line to be retained and expanded.[28]
By the end of October 2010, all London Overground's Class 150/1s had been replaced by a new fleet of eight two-car Class 172 units operating exclusively on the Gospel Oak to Barking Line. Their final use was on 28 October 2010, when unit 150128 formed the 19:02 Barking to Gospel Oak service. The six units were cascaded to First Great Western, together with nine of the London Midland fleet.[29]
Fleet details
[edit]Class | Operator | Number | Cars | Year built | Unit numbers/notes |
---|---|---|---|---|---|
150/0 | Northern Trains | 2 | 3 | 1984 | 150001–150002 (both these early units originally prototypes, and the only two "real" 3-car 150s) |
6 | 1985-1987 | 150003–150008 (each unit formed by inserting a Class 150/2 vehicle between the driving vehicles of a former Class 150/1 unit) | |||
150/1 | 41 | 2 | 1985-1986 | 150101–150110, 150113–150115, 150118–150131, 150133–150136, 150138, 150140, 150142–150146, 150148–150150 | |
London Northwestern Railway | 3 | 150137, 150139, 150141[33] | |||
150/2 | Northern Trains | 25 | 1986-1987 | 150201, 150203–150206, 150210–150211, 150214–150215, 150218, 150220, 150222, 150224–150225, 150228, 150268–150277 | |
Great Western Railway | 20 | 150202, 150207, 150216, 150219, 150221, 150232–150234, 150238–150239, 150243–150244, 150246–150249, 150261, 150263, 150265–150266 | |||
Transport for Wales | 30 | 150208, 150213, 150217, 150229–150231, 150235, 150237, 150240–150241, 150245, 150251–150260, 150262, 150264, 150267, 150278, 150280, 150282–150285 | |||
Stored | 4 | 150227, 150242, 150250, 150279[32][34][35][36] | |||
Scrapped | 3(equiv.) | 150236,[37] 150281,[38] Vehicles 52209 and 52212, from units 150209 and 150212 respectively, were scrapped after being damaged in accidents (see § Accidents and incidents)[note 6] |
Named units
[edit]The following Class 150 units are currently or were previously named:
- 150120 Gospel Oak-Barking 2000 (denamed)[40]
- 150121 Silver Service (formerly Willesden Eight) (denamed)[40]
- 150122 RSC Express (denamed)[40]
- 150123 Bletchley Seven (formerly Richard Crane and Willesden TMD) (denamed)[40]
- 150125 The Heart of Wessex Line[40]
- 150128 Bedford-Bamberg 30 (denamed)[40]
- 150129 Devon & Cornwall Rail Partnership (formerly Marston Vale)[40]
- 150130 Sevenside Community Rail Partnership[40]
- 150131 Leslie Crabbe (denamed)[40]
- 150133 Northern Star (denamed)[40]
- 150213 Lord Nelson[40]
- 150214 The Bentham Line – A Dementia-Friendly Railway[41]
- 150217 Oliver Cromwell[40]
- 150227 Sir Alf Ramsey[40]
- 150229 George Borrow[40]
- 150230 The Tamar Kingfisher (demamed)[40]
- 150231 King Edmund[40]
- 150232 The Costal Connection (denamed)[40]
- 150233 Peter West OBE[42] (formerly Lady Margaret of Looe Valley[40]) (denamed)[42]
- 150234 The National Trust (denamed)[40]
- 150235 Cardinal Wolsey[40]
- 150237 Hereward The Wake[40]
- 150238 Exeter Explorer (denamed)[40]
- 150241 The Tarka Belle (denamed)[40]
- 150243 The Filton Partnership (denamed)[40]
- 150244 The West Cornwall Experience (denamed)[40]
- 150248 The Great Gardens of Cornwall (denamed)[40]
- 150249 J Charles Lang (denamed)[40]
- 150253 The Exmouth Avoset (denamed)[40]
- 150255 Henry Blogg[40]
- 150257 Queen Boadicea[40]
- 150261 The Tarka Line The First 25 Years 1989-2014 (formerly The Riviera Flyer)[40]
- 150263 The Castles of Cornwall (denamed)[40]
- 150265 The Falmouth Flyer (denamed)[40]
- 150266 The Whitley Wonder (denamed)[40]
- 150268 Benny Rothman-The Manchester Rambler (denamed)[40]
- 150273 Driver John Axon GC (denamed)[40]
- 150275 The Yorkshire Regiment – Yorkshire Warrior[43]
- 150280 University of Glamorgan (denamed)[40]
- 150285 Edinburgh Bathgate 1986-1996[40]
Accidents and incidents
[edit]- On 15 December 1987, 150212 collided with an engineer's crane near Seamer West signal box in North Yorkshire.[44] Carriage 52212 scrapped, 57212 married with 57209 to form 150209.[39]
- On 11 November 1988, 150209 derailed at St Helens Central, Merseyside. The train struck the abutment of an overbridge, crushing the leading cab and killing the driver. Sixteen passengers sustained minor injuries.[45] Carriage 52209 was scrapped while 57209 was married with 57212.[39]
- On 12 July 2012, 150217 collided with cattle at Letterston, Pembrokeshire, and was derailed. There were no injuries amongst the 30 passengers and crew on the train.[46]
- On 11 May 2014, 150239 collided with a motorcycle on a level crossing at Frampton Mansell, Gloucestershire, killing the rider.[47]
- On 14 May 2015, two Class 150 units formed a train that collided with an agricultural tractor on an occupation crossing between Knaresborough and Cattal, North Yorkshire. Three people were injured.[48]
- On 7 November 2015, units 150133 and 150204 formed a passenger train that was derailed near Knaresborough due to a signalman's error.[49][50]
- On 3 April 2016, 150219 collided with a stationary InterCity 125 train at Plymouth. Thirty-five people were injured, and both trains were damaged.[51][52][53]
- On 3 September 2017, 150217 collided with a tree near Llanbradach in Caerphilly, Wales, at around 10 pm. Three people were injured and five fire crews were in attendance.[54]
- On 7 February 2018, 150203 divided on the approach to Leeds. There were no injuries, but passengers had to be evacuated across the tracks.[55][56]
- On 31 January 2019, 150234 derailed at low speed at Penryn shortly before 1 pm. No injuries were reported. A reduced service was run on the line between Truro and Falmouth until the unit was removed.[57]
- On 15 October 2019, 150245 collided with a fallen tree near Spittal, Pembrokeshire and was severely damaged.[58]
- On 27 August 2021, 150271 collided with the outrigger of a crane lorry that was obstructing the line at Penistone.[59]
- On 26 November 2021, 150284 collided with a fallen tree and was derailed at Balderton, Cheshire.[60]
- On 22 May 2022, a train formed of 150240, 150242 and 150279 struck a mini digger near Craven Arms, causing a fuel leak, igniting a fire under one of the carriages. Two units were severely damaged.[61][62]
Notes
[edit]- ^ The 150/0 Cummins- and Rolls-Royce-powered DMSL and DMS vehicles are described by variations of the relevant master diagrams as the vehicles are otherwise identical, but the MS vehicles have different diagrams because there are significant differences in the seating layout between them.[2]
- ^ 150/2 vehicles have bodyshells that are 189.5 mm (7.46 in) shorter than those of preceding subclasses, to allow for the protrusion of the front gangway. All vehicles of all subclasses have an overall length of 20.060 m (65 ft 9.8 in) when their respective gangway portions are included.[2]
- ^ Throughway width of 1,010 mm (3 ft 4 in) for 150/0 vehicles, 1,130 mm (3 ft 8 in) for 150/1 and /2 vehicles.[2]
- ^ Further information about the testing and early days of the 150 prototypes with links to the 151s and 154 DMUs at "Class 150 Sprinter Prototype". Archived from the original on 22 August 2006. Retrieved 14 August 2006.
- ^ 150003 formed of vehicles 52116+57209+57116, 150004 formed of vehicles 52112+57212+57112, 150005 formed of vehicles 52117+52223+57117, 150006 formed of vehicles 52147+57223+57147, 150007 formed of vehicles 52132+52226+57132, and 150008 formed of vehicles 52111+57226+57111. For the number of the unit a vehicle is originally from, replace "52" or "57" with "150". [31][32]
- ^ The undamaged matching vehicles, 57209 and 57212, were first formed into a 'replacement' unit 150209, then separated and inserted into First Great Western units 150925 and 150926 respectively in 2012,[39] then removed and in 2021 inserted into units 150116 and 150112 to form 'new' three-car units 150003 and 150004 for Northern Trains.[31]
References
[edit]Citations
[edit]- ^ a b Fox 1987, pp. 42–43
- ^ a b c d e f g h i j k l m n o p Vehicle Diagram Book No. 220 for Diesel Multiple Unit Trains (Railcars) (PDF). Derby: Mechanical & Electrical Engineering Department, British Railways Board. March 1988. DP230, DP231, DP238, DP239, DP242, DP243, DP246, DP247, DR202, DR203, DR206 (in work pp. 59–62, 71–74, 79–82, 87–90, 201–204, 207–208). Archived from the original (PDF) on 21 January 2015. Retrieved 24 May 2023 – via Barrowmore MRG.
- ^ Bevan Brittan LLC (26 March 2014). The Northern Interim Franchise Agreement (PDF). London: Department for Transport. M-10204941-1. Archived (PDF) from the original on 4 January 2015. Retrieved 22 April 2015.
- ^ a b "First Great Western: Regional Train Fleet". Archived from the original on 20 October 2011. Retrieved 29 April 2010.
- ^ "Ex-Northern '150s' readied for Marston Vale". Rail Magazine. No. 989. 9 August 2023. p. 14.
- ^ Fox 1987, pp. 42–44
- ^ Fox & Hughes 1994, pp. 27–31
- ^ a b Marine Engine General Data Sheet N/NT/NTA 855-M (PDF). Columbus, Indiana: Cummins Engine Company. 18 February 2002. p. 1. DS-4962. Archived (PDF) from the original on 7 December 2022. Retrieved 7 December 2022.
- ^ "Class 150/2" (PDF). Derby: Porterbrook Leasing Company. 22 June 2009. Archived from the original (PDF) on 15 April 2012. Retrieved 9 August 2010.
- ^ a b c d e f g h i j k l m n o p q r s t Shore, A. G. L. (1987). "British Rail Diesel Multiple Unit Replacement Programme". Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering. 201 (2): 115–122. CiteSeerX 10.1.1.1008.3291. doi:10.1243/PIME_PROC_1987_201_165_02. ISSN 0265-1904. S2CID 109194039.
- ^ Railway Industry Association (1988). "Dieseltriebwagenzug Klasse 150/2 - Technische Daten / Class 150/2 Diesel Multiple Unit - Technical Information" (JPEG). Grossbritanniens Neue Eisenbahnen / Britain's New Railways (in German and English). London: British Railways Board. Archived from the original on 24 March 2012.
- ^ a b System Data for Mechanical and Electrical Coupling of Rail Vehicles in support of GM/RT2190 (PDF). London: Rail Safety and Standards Board. 22 June 2011. p. 4. SD001. Archived from the original (PDF) on 1 April 2012. Retrieved 22 November 2022.
- ^ a b Thomas, David St John; Whitehouse, Patrick (1990). BR in the Eighties. Newton Abbot: David & Charles. ISBN 978-0-7153-9854-8. OL 11253354M. Wikidata Q112224535.
- ^ "Class 150 - Angel Trains". angeltrains.co.uk. Archived from the original on 6 May 2021. Retrieved 29 December 2021.
- ^ Milner, Chris, ed. (April 2018). "Prototype '150' unveiled". Railway Times. No. 2. Horncastle: Mortons Media. p. 9. OCLC 1030225033.
- ^ a b c Green-Hughes, Evan (August 2009). "The Class 150 DMUs". Hornby Magazine. No. 26. Hersham: Ian Allan Publishing. pp. 74–76. ISSN 1753-2469. OCLC 226087101.
- ^ "EAO Series 56". Archived from the original on 7 July 2007.
- ^ McMurray, Gareth. "fleet lists: class 158". thejunction.org.uk. Archived from the original on 5 February 2012.
- ^ "Northern Franchise Agreement" (PDF). GOV.UK. 22 December 2015. Archived (PDF) from the original on 18 September 2016. Retrieved 22 August 2017.
- ^ "Thames Valley and West Country Rail passengers in line for extra seat boost" (Press release). Department for Transport. 22 November 2011. Retrieved 9 January 2014.
- ^ "Class 150s start work between Reading and Basingstoke". Railways Today. 1 February 2012. Archived from the original on 9 January 2014. Retrieved 29 May 2012.
- ^ a b "Railway carriage usage" (PDF). Department for Transport. 24 January 2011. Archived from the original (PDF) on 28 March 2012.
- ^ Hughes, Lorna (2 December 2022). "Beds train service suspended as firm goes into administration". Bedfordshire Live. Retrieved 21 August 2023.
- ^ Russell, David (September 2023). "Class 150 Sprinter". Units. Rail Express. No. 328. p. 20.
- ^ Foster, Laura; Nadia, Gyane (20 November 2023). "Services resume on Marston Vale Line linking Bedford and Bletchley". BBC News. Retrieved 26 November 2023.
- ^ "Timetable change sees major DMU cascade". Rail Magazine. No. 504. 5 January 2005. p. 18.
- ^ McMurray, Gareth. "fleet lists : class 150". thejunction.org.uk. Archived from the original on 8 February 2012. Retrieved 9 January 2014.
- ^ "Bedford to Bletchley Rail Users' Association". 10 June 2009. Archived from the original on 28 February 2010. Retrieved 9 January 2014.
- ^ Miles, Tony (December 2010). "LOROL Class 150s all with FGW". Modern Railways. London. p. 90.
- ^ Pritchard, Robert (2020). Diesel Multiple Units 2021. Sheffield: Platform 5. pp. 14–18. ISBN 978-1-909431-63-8. Wikidata Q112224717.
- ^ a b Russell, David (July 2021). "'Flex' units enter service with Northern". Headline News. Rail Express. No. 302. Horncastle: Mortons Media Group. p. 10.
- ^ a b Butlin, Ashley (December 2024). "Multiple Units". Stock Update. The Railway Magazine. Vol. 170, no. 1485. p. 87.
- ^ Russell, david (September 2023). "Class 150 Sprinter". Units. Rail Express. No. 328. p. 20.
- ^ Bendall, Simon; Coward, Andy (1 June 2024). "First Welsh Class 150 stood down". Fleet Review. Railways Illustrated. No. 256. p. 22.
- ^ Pritchard, Robert; Beardsley, Ian (July 2024). "TfW withdraws its first 150s". Rolling Stock News. Today's Railways UK. No. 269. p. 54.
- ^ Russell, David (October 2024). "Class 150 and '465' sent for scrap". Units. Rail Express. No. 341. p. 22.
- ^ Russell, David (December 2024). "Depot Talk". Units. Rail Express. No. 343. p. 24.
- ^ "The first @tfwrail 150 for scrap: having been stripped for spares, 150281 is being taken by two low loaders to Sims Metals at Newport Docks for disposal today. 📷 Matthew Plumpton". X. @TodaysRailways.
- ^ a b c "Boost for Thames Valley as FGW signs deal for more coaches". Today's Railways UK. Sheffield: Platform 5 Publishing. January 2012. p. 14.
- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al "Class 150 Technical and Cab". Modern Locomotives Illustrated. No. 211. Stamford: Key Publishing. February 2015. pp. 10–29.
- ^ "Northern Unit Named After Bentham Line Dementia Project | Community Rail Lancashire". Community Rail Lancashire. Retrieved 5 September 2024.
- ^ a b "Stock Changes". Today's Railways UK. No. 256. June 2023. p. 62.
- ^ Holden, Michael (21 October 2017). "Northern's Yorkshire Warrior Takes To The Tracks". Rail Advent. Retrieved 6 September 2024.
- ^ "Query Corner - Q14.02. Withdrawn DMU Coaches". Railway Correspondence & Travel Society. Retrieved 19 April 2018.[permanent dead link ]
- ^ "Report of a train accident that occurred on 11 November 1988 near St Helens Central Station in the London Midland Region of British Railways" (PDF). Health & Safety Executive. July 1992. Retrieved 7 April 2016.
- ^ "Train derailment near Letterston Junction, between Clarbeston Road and Fishguard, 12 July 2012" (PDF). Rail Accident Investigation Branch. Retrieved 6 April 2016.
- ^ "Fatal accident at Frampton level crossing 11 May 2014" (PDF). Rail Accident Investigation Branch. Retrieved 20 August 2017.
- ^ "Collision between train and tractor". Rail Accident Investigation Branch. 2 June 2015. Retrieved 6 April 2016.
- ^ "Derailment near Knaresborough". Rail Accident Investigation Branch. 19 November 2015. Retrieved 6 April 2016.
- ^ "Derailment at Knaresborough 7 November 2015" (PDF). Rail Accident Investigation Branch. Retrieved 4 August 2016.
- ^ "18 injured in 'low impact' Plymouth train crash". BBC News. Retrieved 3 April 2016.
- ^ Lewis-Herald, J (3 April 2016). "Plymouth train crash: Investigation launched after 18 left injured by 'low-speed' collision". The Herald. Local World. Retrieved 4 April 2016.[permanent dead link ]
- ^ "Collision at Plymouth station 3 April 2016" (PDF). Rail Accident Investigation Branch. Archived (PDF) from the original on 21 November 2018. Retrieved 13 July 2021.
- ^ "Three people injured after train crashes into tree". Wales Online. 4 September 2017. Retrieved 4 September 2017.
- ^ "'Mayhem' at Leeds Station as train splits in two - Yorkshire Post". 7 February 2018.
- ^ "Photos show 'decoupled' train stranded after splitting outside Leeds Station". Yorkshire Evening Post. 7 February 2018. Retrieved 11 May 2020.
- ^ Jenkins, Philippa (28 January 2019). "The first picture of derailed train in Cornwall emerges". CornwallLive. Retrieved 11 May 2020.
- ^ "Train collision with tree, near Spittal, south-west Wales". Rail Accident Investigation Branch. 14 November 2019. Retrieved 15 November 2019.
- ^ "Collision between train and part of lorry at Penistone". Rail Accident Investigation Branch. 16 September 2021.
- ^ "Collision with a tree and derailment at Balderton". Rail Accident Investigation Branch. Retrieved 9 December 2021.
- ^ "Rail line shut after train hits mini digger near Craven Arms". BBC News. 23 May 2022.
- ^ "TfW cuts services after Craven Arms collision". Modern Railways. Stamford: Key Publishing. 26 May 2022. Retrieved 24 May 2023.
Sources
[edit]- Fox, Peter (1987). Multiple Unit Pocket Book. British Railways Pocket Book No.2 (Summer/Autumn 1987 ed.). Platform 5. ISBN 978-0-906579-74-9. OCLC 613347580. Wikidata Q112224537.
- Fox, Peter; Hughes, Barry (1994). DMUs & Channel Tunnel Stock. British Railways Pocket Book No.3 (7th ed.). Platform 5. ISBN 978-1-8725-2459-7. OL 12078214M. Wikidata Q112224435.
Further reading
[edit]- "Class 150: Debut Day". Rail Enthusiast. EMAP National Publications. June 1984. p. 11. ISSN 0262-561X. OCLC 49957965.
- Fox, Peter (August 1984). "Class 150 – BREL's new-generation DMU". Rail Enthusiast. EMAP National Publications. pp. 12–14. ISSN 0262-561X. OCLC 49957965.
- Smith, Stuart (May 1986). "Herald the Sprinters". Rail Enthusiast. No. 56. EMAP National Publications. pp. 6–8. ISSN 0262-561X. OCLC 49957965.