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| British Rail Class 153 | |
|---|---|
| Name | British Rail Class 153 |
| Service | 1991–present |
| Manufacturer | British Rail Engineering Limited, Leyland Daf |
| Family | Sprinter |
| Yearconstruction | 1991–1992 |
| Numberbuilt | 70 |
| Formation | 1 car |
| Capacity | 56–75 seated |
| Operator | Transport for Wales, Northern Trains, ScotRail, TransPennine Express (past/various) |
| Carlength | 23.0 m |
| Width | 2.7 m |
| Maxspeed | 75 mph |
| Engine | Cummins NT855-R5 diesel engine |
| Transmission | Voith hydraulic |
| Brakes | air |
British Rail Class 153 is a single-coach diesel multiple unit converted from two-coach units to provide lightweight regional and rural passenger services. Built in the early 1990s, these units were operated across England, Scotland and Wales by a range of train operating companies after the privatisation of British Rail. They served branch lines, rural routes and short-distance services, becoming a familiar sight on secondary routes until gradual replacement by newer stock.
During the late 1980s and early 1990s the rolling stock requirements of British Rail shifted due to route rationalisation on the Network SouthEast and regional sectors, and the need to replace ageing BR Class 121 and BR Class 122 units. The Sprinter family, including the Class 150 and Class 155, formed the basis for standardisation. In response to declining demand for two-car sets on rural lines, the Provincial Railways policy led to the conversion programme, approved by Department of Transport ministers and operational planners from sectors such as Regional Railways.
Each unit features a single driving cab, one Cummins NT855-R5 diesel engine and a hydraulic Voith transmission similar to other Sprinter derivatives. The steel monocoque bodyshell, derived from British Rail Engineering Limited designs, measures approximately 23 metres in length and carries air brakes compatible with regional rolling stock standards established by Railtrack engineering. Performance is characterised by a top speed of 75 mph and seating layouts providing between 56 and 75 passengers depending on internal fit-out. Onboard systems include passenger-operated Passenger Information System equipment introduced during later refurbishments and standard multiple working equipment to couple with other Sprinter units.
The conversion programme was undertaken by British Rail Engineering Limited workshops, with subcontracting and component supply from manufacturers such as Leyland Daf and Voith. Between 1991 and 1992, seventy two-car Class 155 units were reduced to single-car operation by removing one vehicle and fitting a second driving cab to the remaining coach. Modifications included structural reinforcement, alterations to the buffet or luggage area where present, rewiring for new cab controls, and installation of additional gangway doors when required to meet depot and platform access standards at places like Crewe and Doncaster.
After entering service, units were allocated across regional fleets including ScotRail, Wales & Borders, Northern Rail and several private operators emerging from the 1996 privatisation such as Direct Rail Services (briefly for chartered use) and later franchisees like Arriva Trains Wales. Class 153s became common on branch lines including the St Ives Bay Line, the Cambrian Line, and the Settle–Carlisle line feeder services, providing short-distance connectivity and replacing locomotive-hauled coaches on lightly used routes. With franchise changes and rolling stock cascades, many units moved between operators; some were paired with Class 150 or Class 156 units in multiple. From the 2010s onwards, introductions of Class 170 Turbostar, Class 158 Express Sprinter and other newer DMUs led to phased withdrawals and redeployments.
Units have carried a wide variety of liveries reflecting franchise identities: regional schemes of ScotRail, Wales & Borders, the red corporate colours of Northern Rail, and bespoke liveries applied by private operators such as Go-Ahead Group and Stagecoach Group. Interior refurbishments varied by operator, with seating renewed, accessibility improvements installed to comply with the Rail Vehicle Accessibility standards introduced through legislation and regulatory guidance, and passenger information systems upgraded to match standards used on fleets like Class 170. Some operators removed compartments and refitted interiors to improve standing capacity and wheelchair spaces.
Over several decades, Class 153s were involved in incidents ranging from minor collisions to derailments. Notable events involved operational accidents at locations such as Euston, Glasgow Central suburban tunnels and rural level crossings, prompting investigations by the Rail Accident Investigation Branch and safety reviews by Office of Rail and Road. Outcomes included recommendations on level crossing risk mitigation, driver training reforms and modifications to cab and cabling arrangements that were implemented across multiple DMU classes.
Several withdrawn units have been earmarked for preservation by heritage organisations such as the Midland Railway – Butterley and independent preservation groups linked to lines like the Keighley and Worth Valley Railway and the Ravenglass and Eskdale Railway (for spares or static display). Remaining operational units continue in service with regional operators including Transport for Wales Rail Services, ScotRail and Northern Trains on lightly used routes while retirements proceed in favour of newer multiple units procured under franchise commitments and national rolling stock strategies influenced by Department for Transport (UK). Category:British Rail diesel multiple units