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| British Rail Class 156 | |
|---|---|
| Name | Class 156 |
| Powertype | Diesel |
| Builder | British Rail Engineering Limited |
| Builddate | 1987–1989 |
| Totalproduction | 114 |
| Formation | 2 cars per unit |
| Operator | Multiple train operating companies |
British Rail Class 156 The British Rail Class 156 diesel multiple unit was introduced in the late 1980s to modernise regional British Rail services, replacing older British Railways first-generation DMUs and enhancing connections between Scotland, Wales, Northern England, and South West England. Designed and built by British Rail Engineering Limited at Derby Works and introduced into service during the administrations of Margaret Thatcher and Neil Kinnock's party leadership periods, the Class 156 quickly became a mainstay on rural and regional lines formerly served by Class 101 and Class 108 fleets.
The Class 156 project emerged from the Sprinter family programme, part of a strategic response by British Rail to the Network SouthEast and Regional Railways sectorisation initiatives, with concepts influenced by earlier designs such as the British Rail Class 150, the British Rail Class 158, and elements trialled on franchise proposals involving InterCity 125 replacements. Development involved engineering teams at BREL Derby collaborating with suppliers including Cummins, Voith, and Hunslet to meet requirements set out by British Railways Board and transport ministers in the Department for Transport era. Prototyping and testing occurred across routes serving depots at Heaton TMD, St Philip's Marsh Depot, and Tyseley Depot, with acceptance trials overseen by officials tied to the Railway Inspectorate and standards referenced against reports from the Office of Rail and Road predecessor bodies.
Each two-car unit features mechanical and hydraulic components sourced from established suppliers: Cummins engines paired with Voith transmissions and braking equipment compliant with standards promulgated after incidents investigated by the Rail Accident Investigation Branch. The bodyshells used aluminium alloys and corrosion-resistant steels fabricated at Derby Works, incorporating design lessons from the BR Mark 3 coaching stock and clearance profiles tested on routes including the West Coast Main Line and the Great Western Main Line per loading gauge constraints. Passenger accommodation reflects regional specifications influenced by accessibility guidance discussed in consultations involving Disability Rights Commission-era advocates and later standards enacted by successor agencies. Onboard systems integrated features compatible with signalling used on the TransPennine Express corridors and interfaces relevant to AWS and TPWS equipment retrofits.
Class 156 units entered passenger service across networks once controlled by Regional Railways and quickly displaced aging fleets on secondary routes such as services linking Leeds, York, and Harrogate, and rural branches feeding into hubs like Glasgow Central and Cardiff Central. During the 1990s privatisation driven by policies from the Railways Act 1993, fleets were allocated to newly formed operators including companies succeeding Regional Railways management, impacting deployment to franchises operating routes through West Yorkshire, Cumbria, and the Scottish Borders. The units have been involved in timetable restructures tied to franchise renewals awarded to firms with oversight by the Strategic Rail Authority and later the Office of Rail and Road regulatory frameworks.
Operators of the Class 156 have included major franchise holders and regional operators such as those formed from privatisation-era bidders, with services managed under franchises running to termini like Plymouth railway station, Bournemouth railway station, Aberdeen railway station, and Stoke-on-Trent railway station. The allocation, maintenance and depot rotations have been coordinated with entities associated with Network Rail infrastructure ownership and with rolling stock leasing companies interacting with the Department for Transport franchising processes. Over time, operators reconfigured fleets for specific networks with input from regional transport authorities including the Welsh Government transport unit and passenger groups active in the Campaign for Better Transport.
Multiple refurbishment programmes updated interiors, HVAC, and accessibility features to comply with evolving standards arising from discussions involving the Equality and Human Rights Commission and transport policy from successive administrations. Upgrades have included installation of modern passenger information systems compatible with protocols used by suppliers who also equip units on Class 170 Turbostar and Class 158 Express Sprinter fleets, as well as improvements to lighting and seating specified by operators collaborating with the Transport Focus advocacy body. Mechanical overhauls have sometimes introduced revised engine control systems following engineering assessments linked to suppliers such as MTU and maintenance undertakings conducted at depots including Leeds Neville Hill Depot and Plymouth Laira Depot.
Class 156 units have been involuntarily involved in several notable incidents investigated by the Rail Accident Investigation Branch and earlier investigatory bodies, with reports addressing factors ranging from signalling failures on corridors controlled from centres like York Rail Operating Centre to level crossing events at rural locations such as crossings overseen by local authorities and examined in post-incident inquiries that involved stakeholders from the Crown Prosecution Service when relevant. Consequent recommendations influenced industry-wide practices promulgated through guidance from the Office of Rail and Road and operational changes implemented by operators and infrastructure managers including Network Rail.
Category:Diesel multiple units of the United Kingdom Category:British Rail rolling stock