British Rail Class 156

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British Rail Class 156 Super Sprinter
156489 in NR white.jpg
Northern 156489 at Dewsbury in 2018
156402 Interior.jpg
Interior of Greater Anglia refurbished Class 156
In service16 May 1988 – present
ManufacturerMetro-Cammell
Order no.
  • 31028 (DMSL)
  • 31029 (DMS)[1]
Built atWashwood Heath
Family nameSprinter
Replaced
  • locomotive-hauled passenger train
  • First generation DMUs
Constructed1987–1989[2]
Entered service1988
Number built114 sets (228 carriages)
Number in service114 sets
Formation
  • 2 carriages per set
  • DMSL+DMS[3]
Diagram
Fleet numbers
  • 156401-156514 (set)
  • 52401-52514 (DMSL)
  • 57401-57514 (DMS)[3]
Capacity
  • As built:
  • 163S (set)
  • 79S (DMSL)
  • 84S (DMS)[3][4]
  • TOC modified:
  • 140-152S (set)
  • 68-74S (DMSL)
  • 72-78S (DMS)[3][5]
Operator(s)
Depot(s)
Specifications
Car body constructionSteel[4]
Car length23.03 m (75 ft 6+3⁄4 in)[4]
Width2.73 m (8 ft 11+1⁄2 in)[4]
Height3.81 m (12 ft 6 in)[4]
Floor height1.14 m (3 ft 9 in)[4]
DoorsSingle leaf sliding[3]
Articulated sections2
Wheelbase16 m (52 ft 5+7⁄8 in) (bogie centres)[4]
Maximum speed75 mph (121 km/h)[4]
Weight
  • 35.5 t (34.9 long tons; 39.1 short tons) (DMS)
  • 36.1 t (35.5 long tons; 39.8 short tons) (DMSL)[3]
Prime mover(s)one per car, Cummins NT855R5[4]
Engine type14-litre turbo-Diesel
Cylinder count6
Power output285 hp (213 kW)[3] per engine
Transmission
  • Voith Hydraulic T211r[1]
  • (2 axles driven per car)
Train heatingHot air from single heat exchanger[4]
Bogies
Braking system(s)Air/EP[3]
Safety system(s)
Coupling systemBSI[7]
Multiple workingClasses 14x, 15x, 17x[3]
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge

The British Rail Class 156 Super Sprinter is a diesel multiple-unit passenger train. A total of 114 sets were built between 1987 and 1989 for British Rail by Metro-Cammell's Washwood Heath works. They were built to replace elderly first-generation DMUs and locomotive-hauled passenger trains.

Background[]

By the beginning of the 1980s, British Rail (BR) operated a large fleet of first generation DMUs, which had been constructed in prior decades to various designs.[8] While formulating its long-term strategy for this sector of its operations, British Rail planners recognised that there would be considerable costs incurred by undertaking refurbishment programmes necessary for the continued use of these aging 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.[9]

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 superior performance than the existing fleet, particularly when it came to long-distance services.[9] The initial specification developed for the latter concept was relatively ambitious, calling for a maximum speed of 90 mph (140 km/h), 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 a failed unit, and to comprise either a three or four-car consist.[9] This specification led to the experimental British Rail Class 210 DMU. However, it was found that relatively expensive equipment was needed for the performance specified, particularly to provide sufficient speed, acceleration, and through-passenger access; maintainability also suffered due to space limitations. It was recognised that a production model assembled from proven components would possess greater reliability and lower maintenance costs; an availability rate of 85 percent was forecast.[9]

By 1983, experiences with the Class 210 had influenced BR planners to favour procuring a new generation of DMUs, but to also adopt a new specification that were somewhat less demanding than before.[9] Specifically, it was decided to drop the top speed from 90 to 75 mph (145 to 121 km/h), as testing had revealed the higher rate to deliver no perceivable improvement in journey times due to the typically short spacing of the stations the type was intended to serve. Furthermore, it was determined that a propulsion system delivering 7 hp per tonne would deliver sufficient acceleration.[9] The requests for compatibility with other rolling stock were eliminated, although auto-coupling and auto-connecting functionality was 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).[9] While the prior generation of DMUs typically used a pair of engines for each power car, the specification called for only a single engine per car, as well as for sufficient cooling so that, even with one failed engine, a two-car unit could maintain a typical service performance without major deficient.[9] It was also intended that the DMU could be assembled akin to building blocks, comprising between two and four cars that could be outfitted with various passenger amenities such as toilets and luggage spaces.[9]

Initially formalised as a business specification, these requirements were transferred into a relatively broad technical specification that avoided any specifics other than those that were deemed essential for compatibility purposes. Thereafter, it was issued to various rolling stock manufacturers for an competitive tender.[9] Under this process, responding manufacturers submitted bids to construct an initial series of three-car demonstration units. A constrained timetable of only 18 months between the date of order to delivery of these prototypes was also specified; this has been attributed as having compelled manufacturers to lean towards existing industrial practices for their submissions.[9] 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, offered its own design that employed rivetted aluminium construction; this approach produced a meaningful weight reduction over conventional methods.[9] BR officials opted to proceed with a pair of prototypes from both BREL and Metro-Cammell, resulting in the Class 150 and Class 151 respectively.[9]

Between 1984 and 1985, these prototype units were delivered to BR and commenced their trial service period.[10][11] Both the Class 150 and 151 units were subject to extensive evaluations with the aim of a larger production order being forthcoming for the more successful of the two types. Testing revealed that the Class 150 had exception ride quality, as well as fully satisfying the 50 percent engine-out performance requirements.[9] It was also determined that both types achieved adequate noise levels for its intended service sector, but were also noted that this area would likely pose an issue if they were ever directed towards the higher end of the market. Early concerns regarding the body bending frequency of the Class 151 did not prove to have major substance to them.[9] Ultimately, the Class 150 prototypes proved to be more reliable and an order for 50 two-car units was accordingly issued to BREL, leading to a production batch of Class 150s.[9]

Even prior to the introduction of the Class 150, there was a recognised interest within BR at potentially tasking the new DMU with the replacement of other services, targeting not only first-generation DMUs but a number of locomotive-hauled trains as well.[9] It had also been observed that, in its current configuration, the Class 150 would be unsatisfactory in some criteria for more-upmarket services, but that some thought into developing derivatives of the type to handle such services had been made. One early solution for reducing internal noise levels was the discarding of openable windows in favour of fully-sealed units, along with the relocation of the external doors into vestibules located at either ends of each coach.[9] Furthermore, the coaches could be stretched, providing more internal volume and thus enabling the somewhat cramped two-by-three seating arrangement of the Class 150 to be substituted with a more roomy two-by-two counterpart. These changes could be implemented without impacting much of the benefits of adopting the existing design.[9] It was identified that this would result in a weight increase and thus a decreased power-to-weight ratio.[9]

Studies determined that the performance of the proposed DMU showed only minor change, and would achieve similar journey times across the intended cross-country routes to the Class 150.[9] It was also found that, while there was a slight increase in fuel consumption due to the modifications, the envisioned DMU possessed significantly less fuel consumption than locomotive-hauled trains as well as reduced maintenance costs. Accordingly, it was decided to proceed with developing a detailed specification and issuing it to industry.[9] Amongst the requirements listed in the issued specification was the explicit statement of the acceptability of the proven power trains of both the Class 150 and Class 151 for this requirement.[9] During late 1985, BR placed an order with Metro-Cammell to supply 114 two-carriage units.[12][13][14]

Description[]

The design of the Class 156 was relatively conservative in comparison to Metro-Cammell's earlier Class 151 design. Specific changes include the bodyshell being primarily composed of steel instead of aluminium; the deliberate decision was made to model the cab design on the earlier Class 150 was allegedly taken to ease union acceptance.[15] Each coach is powered, being outfitted with a single six-cylinder Cummins NT855-R5 diesel engine coupled to Voith T211r hydraulic automatic transmissions and Gmeinder final drive units.[16][17] The Class 156 can achieve a top speed of 75 mph (121 km/h).

Construction of the welded bodyshells was subcontracted out with Procor Engineering, Wakefield completing 118, WH Davis 60 and Standard Wagon 50. Aston Martin Tickford were awarded the interior fitout contract.[16] The units were all built as two-car sets, numbered 156401-514. Each unit was formed of two driving motors, one of which contained a toilet.[17] Individual carriages numbered as follows:

  • 52401-52514 - Driving Motor Standard Lavatory (DMSL)
  • 57401-57514 - Driving Motor Standard (DMS), containing an area for storing wheelchairs, bicycles, bulky luggage etc.

Unlike the Class 150 units, the 156s have a single-leaf sliding door at either end of each coach. This reflected the expected longer journeys with fewer stops that the Class 156 was supposed to operate. As with the Class 150, all the doors are operable by passengers when released by the guard using one of two passenger door control panels; they are energised using a carriage key to turn a rotary switch situated on the cab bulkhead. Units operated by Abellio ScotRail have additionally been fitted with door-control panels near the centre sets of doors for the convenience of the guard.[citation needed]

Operations[]

British Rail[]

156438 in Regional Railways livery in May 1989.

On 10 November 1987, 156401 conducted its first test run from Washwood Heath to Banbury. Between January and July 1988, 156401-156429 were delivered to Crown Point TMD entering service on 16 May 1988 on new services from East Anglia to North West England as well as existing services from Norwich and Cambridge to Birmingham. They also operated boat trains from Harwich to Blackpool and later Liverpool.[16]

The remaining 85 were delivered to Heaton, Neville Hill, Haymarket and Inverness. With the Class 155 units withdrawn due to faulty door mechanisms, 25 were transferred to Cardiff from December 1988, with the last remaining until November 1989. In this guise they operated services as far south as Portsmouth. In May 1991, six were transferred from Crown Point to Derby Etches Park.[16]

On 15 June 1989, 156502 was sent to the Netherlands as part of the Dutch Railways 150th celebrations. It returned on 10 July.[16] On 21 October 1993, 156405 became the first Sprinter to accrue 1 million miles, whilst working the 10:10 Great Yarmouth to Norwich service.[18]

156508 in Strathclyde livery at Carlisle Citadel in 1994

The first 100 were painted in Provincial sector's livery of blue and beige with light blue stripe. Twenty units, (156401-419/422) based at Tyseley depot, were later repainted into Regional Railways Express livery after the rebranding of Provincial. The last fourteen units were operated by Strathclyde PTE, and carried an orange and black livery. Following the delivery of the Class 158s in the early 1990s, the 156s began to be cascaded to less important services.[16]

In the early 1990s, British Rail was looking to save costs on rural routes, and decided that operating two-car trains was too expensive. The company planned to convert a number of Class 156 units into single-car vehicles, named as Class 152. In the event, the decision was taken to do this with the Class 155 instead, forming the Class 153 fleet.[19]

Post-privatisation[]

As part of the privatisation of British Rail, the Class 156 fleet was sold with Angel Trains taking ownership of 76 and Porterbrook 38.[20][21] These were leased to several train operating companies.

Scotland[]

First ScotRail 156457 at Oban in June 2005

At privatisation the Scottish fleet passed to the National Express owned ScotRail franchise, which used them until 2004 when the franchise was taken over by First ScotRail. All passed to Abellio ScotRail with the franchise in 2015. They operate both on short-distance commuter routes and on services of up to five and a half hours, such as Glasgow to Fort William and Mallaig.[22]

Units 156500-514 were operated by Strathclyde Partnership for Transport and originally wore its orange and black livery. This was replaced with a carmine and cream livery in 1997, that was also applied to another 14.[23][24] All have since been repainted into ScotRail's standard Saltire livery.[25]

Despite their past liveries, the former SPT units were not confined to any specific route and thus worked in tandem with the rest of the 156 fleet on other routes.

Generally units work interchangeably on local and long-distance workings, however only the fifteen RETB fitted units can operate on the West Highland Line.[26]

In September 2008 Transport Scotland announced that all ScotRail trains (including those of Strathclyde Partnership for Transport) would be repainted in a new livery of blue with white saltire markings on the carriage ends. The first 156 was repainted in this livery by RailCare Springburn in February 2009.[27]

In December 2014, 156478 was written off by Angel Trains and sold to Brodie Leasing after being damaged by floodwaters on the Glasgow South Western Line. Brodie Leasing repaired the unit and it returned to service with Abellio ScotRail in October 2016.[28]

In 2016, a programme to fit the units with disabled toilets and effluent tanks began. Conversion of the fleet should be completed by December 2017.[29][30]

In late 2018, five units transferred to Arriva Rail North after the Class 385s began to enter service.[31]

East Anglia[]

Having originally been based in the East Anglia region but later transferred away, in early 2005 they returned when One received nine from Central Trains in exchange for a similar number of Class 150s.[32]

The units are used on the following local services:

as well as the longer distance services between Ipswich to Cambridge/Peterborough.

All nine passed to Abellio Greater Anglia when it took over the Greater Anglia franchise in February 2012. Despite being overhauled by Railcare, Wolverton in 2012/13, including work to make them comply with disability legislation, all were replaced by Class 755s with the last day of service being 29 January 2020.[33][34] These then moved to East Midlands Railway,[35] where they were renumbered into the /9 series.

Northern England[]

Northern Spirit liveried 156473 at Buxton in September 2007

Following privatisation, both Arriva Trains Northern and First North Western operated Class 156s and implemented their own refurbishment programmes. The two fleets were united when Northern Rail took over both franchises in 2004. Within the Northern region, Class 156s are concentrated in the North-West and also the North-East, but are uncommon now in Yorkshire and Humberside, where Class 158s and other unit types are used instead.[citation needed]

In 2011, fourteen Class 156s were fitted with GPS as a trial for Northern Rail, being tested on the Esk Valley line.[36] In 2011 four were transferred to East Midlands Trains.[37]

In January 2015, Northern Rail began to hire 156s to First TransPennine Express to operate Manchester Airport to Blackpool North services.[38] Northern Rail's fleet of 42 Class 156s passed to Arriva Rail North when the then-new franchise started on 1 April 2016. The 156s began to operate Manchester Airport to Barrow in Furness and Oxenholme to Windermere services from this date after they along with the Manchester Airport to Blackpool North services were transferred to the franchise.[39]

An additional five Class 156 units transferred to Northern from Abellio ScotRail in late 2018.[31] On 1 March 2020 the Northern units were transferred to new operator Northern Trains.

Midlands[]

East Midlands Trains 156406 at Derby in February 2012

In 1997, Central Trains inherited twenty units from Regional Railways[40] for use mainly on medium-distance services such as:

In an attempt at fleet standardisation, preparations were made during 2003 to exchange all 20 Class 156s for an equal number of ScotRail Class 158s,[41] with 156402 partially repainted in ScotRail colours in readiness when overhauled at Wabtec, Doncaster.[42] The transfer did not proceed after the Scottish Government refused to sanction the move, and the rest of the fleet were reliveried into Central Trains' livery between 2003 and 2005.[43]

Nine units were transferred to One during early 2005, in exchange for a similar number of Class 150s.[32]

At the end of the Central Trains franchise, the remaining 11 units were transferred to East Midlands Trains, who repainted the fleet during 2008[44] and then carried out a refurbishment program from autumn 2010 onwards.[45] The refurbishment, carried out at Neville Hill depot, included interior refurbishment work, improvements to driving cabs and installation of CCTV.[46][47] These trains are now used on slower medium-distance services such as Nottingham/Derby to Matlock, Nottingham to Skegness, Leicester to Lincoln and Nottingham to Worksop. In May 2011, four additional units were transferred from Northern Rail to allow Nottingham to Liverpool services to be strengthened.[47]

Beginning in late 2019, the nine class 156s transferred to Greater Anglia in 2005, passed to East Midlands Railway.[48] Because they had a different public address and passenger information system to EMR's existing Class 156 fleet, they were renumbered as 156/9s.[49][50]

Fleet details[]

156 Operator No. Built Year

built

Cars Unit nos.
Abellio ScotRail 43 1987-1989 2 156430–437, 156439, 156442, 156445–446, 156450, 156453, 156456–458, 156462, 156467, 156474, 156476–478, 156492–495, 156499–514
East Midlands Railway 24 156401, 156403–406, 156408, 156410–411, 156413–415, 156470, 156473, 156497–498, 156902, 156907, 156909, 156912, 156916–919, 156922
Northern Trains 47 156420–421, 156423–429, 156438, 156440–441, 156443–444, 156447–449, 156451–452, 156454–455, 156459–461, 156463–466, 156468–469, 156471–472, 156475, 156479–491, 156496

Accidents and incidents[]

Models[]

The class 156 was modelled by Lima in OO gauge, with sixteen different variants available.[56] The Lima model was relaunched in 2006 by Hornby Railways.[57]

In 2017, Realtrack Models released their model of the class 156[58] in Regional Railways Provincial, First ScotRail and East Midlands Trains liveries.

References[]

  1. ^ Jump up to: a b c Fox 1987, p. 45
  2. ^ Fox & Hughes 1994, p. 33
  3. ^ Jump up to: a b c d e f g h i j "Class 156". The Railway Centre. Archived from the original on 9 March 2005.
  4. ^ Jump up to: a b c d e f g h i j k l m Vehicle Diagram Book No. 220 for Diesel Multiple Unit Trains (Railcars) (PDF). Barrowmore MRG. Derby: British Railways Board. 1982. DP244, DP245. Archived (PDF) from the original on 21 January 2015. Retrieved 19 February 2016.
  5. ^ "The Northern Interim Franchise Agreement" (PDF). gov.uk. Archived (PDF) from the original on 4 January 2015. Retrieved 22 April 2015.
  6. ^ Fox & Hughes 1994, pp. 33–35
  7. ^ "Mechanical And Electrical Coupling Index". Rail Safety and Standards Board. Archived from the original on 21 December 2013. Retrieved 10 December 2010.
  8. ^ St John Thomas, David; Whitehouse, Patrick (1990). BR in the Eighties. Newton Abbot: David & Charles. ISBN 0-7153-9854-7.
  9. ^ Jump up to: a b c d e f g h i j k l m n o p q r s t u v w Shore, A. G. L. (1987). "British Rail diesel multiple unit replacement programme". CiteSeerX 10.1.1.1008.3291. Archived from the original on 28 November 2020. Retrieved 29 November 2020. Cite journal requires |journal= (help)
  10. ^ "Class 151 is Met-Cam's bid in DMU replacement battle." Railway Gazette International, May 1984. p. 364.
  11. ^ "Market." Railway Gazette International, April 1985. p. 237.
  12. ^ "Bus builders share massive BR car orders." Railway Gazette International, December 1985, p. 899.
  13. ^ "Super Sprinters take to the rails." Railway Gazette International, July 1987, p. 471.
  14. ^ Mackin, Rich (2017). Class 156 DMUs. Stroud: Amberley. p. v. ISBN 978-1-4456-7141-3.
  15. ^ dysgraphyk (n.d.). "Class Origins". 156 Super-Sprinter website. Archived from the original on 8 October 2009. Retrieved 11 March 2010.
  16. ^ Jump up to: a b c d e f "The Class 156 Super Sprinter story." Today's Railways UK, issue 87. March 2009. pages 44-56.
  17. ^ Jump up to: a b The Railway Data File. Leicester: Blitz. 1999. p. 82. ISBN 978-1-85605-499-7.
  18. ^ dysgraphyk (n.d.). "The British Rail Years". 156 Super-Sprinter website. Archived from the original on 14 July 2011. Retrieved 11 September 2010.
  19. ^ "The all-time guide to the UK Traction Classification System Part 3: Diesel Multiple Units" (PDF). The Railway Centre. 2 May 2006. Archived from the original (PDF) on 11 June 2014. Retrieved 7 September 2018.
  20. ^ Class 156 Archived 11 September 2018 at the Wayback Machine Angel Trains
  21. ^ Class 156 Porterbrook
  22. ^ "Class 156". scot-rail.co.uk (enthusiast website). 20 February 2012. Archived from the original on 6 January 2010. Retrieved 5 December 2009.
  23. ^ "Strathclyde adopts new livery for fleet". Rail. No. 298. 12 February 1997. p. 13.
  24. ^ "SPT confirms carmine & cream as new livery". The Railway Magazine. No. 1172. April 1997. p. 62.
  25. ^ "SPT Liveried Class 156s". Scot-rail. Archived from the original on 1 July 2016.
  26. ^ "Class 156". Scot-rail. Archived from the original on 25 May 2017.
  27. ^ "All Scotland's trains to get Saltaire livery". The Scotsman. Edinburgh. 31 July 2008. Archived from the original on 7 March 2016.
  28. ^ "Flood-damaged DMU returns to service". Railway Gazette International. 19 October 2016. Archived from the original on 26 December 2017.
  29. ^ "New train refurbishment to rid Scotland's railways of effluent" (Press release). Transport Scotland. 15 October 2015.
  30. ^ "No dumping: first of ScotRail trains refurbished with non-discharging trains will rejoin the fleet this week". Evening Times. Glasgow. 16 October 2015. Archived from the original on 29 April 2018.
  31. ^ Jump up to: a b "Northern announces dates for rundown of Pacer fleet". Rail Express. No. 244. September 2016. p. 11.
  32. ^ Jump up to: a b "Central starts rebranding its ex Anglia 150s" Rail Magazine issue 517 6 July 2005 page 27
  33. ^ Newly refurbished Class 156 train re-enters service Archived 10 August 2017 at the Wayback Machine Abellio Greater Anglia 3 December 2012
  34. ^ Stadler and Bombardier to supply trains for Abellio East Anglia franchise Archived 5 August 2017 at the Wayback Machine Railway Gazette International 10 August 2016
  35. ^ Hitachi rumoured to have won EMR bi-mode deal Rail issue 884 31 July 2019 page 28
  36. ^ Train tracking trials Whitby Gazette 17 March 2011
  37. ^ "Northern 156s readied for EMT" Rail Magazine issue 680 5 October 2011 page 27
  38. ^ Train announcement Archived 24 April 2016 at the Wayback Machine First TransPennine Express 8 January 2015
  39. ^ Stakeholder Briefing Document and Consultation Response Archived 8 March 2016 at the Wayback Machine Department for Transport 27 February 2015
  40. ^ Knight, Steven, ed. (1997). A comprehensive guide to Britain's new railway. Peterborough: EMAP Apex. OCLC 154179551.
  41. ^ dysgraphyk (n.d.). "White 156 402". 156 Super-Sprinter website. Archived from the original on 17 March 2012. Retrieved 14 March 2012.
  42. ^ ”CT Class 156 emerges unbranded" Rail issue 466 23 July 2003 page 70
  43. ^ dysgraphyk. "Central Trains Livery". 156 Super-Sprinter website. Archived from the original on 17 March 2012. Retrieved 14 March 2012.
  44. ^ "East Midlands Trains launches first re-branded Class 156 train" (Press release). East Midlands Trains. 4 April 2008. Archived from the original on 7 April 2008.CS1 maint: unfit URL (link)
  45. ^ "Rail passengers welcome first trains to undergo part of £5m makeover". Lincolnshire Echo. Lincoln. 29 September 2010.
  46. ^ ”EMT starts 153 and 156 refurbishment" Today's Railways UK issue 105 September 2010 page 64
  47. ^ Jump up to: a b Miles, Tony (December 2010). "EMT refurbished Class 156 launched". Modern Railways. London. p. 88.
  48. ^ East Midlands Railway unveils new look Today's Railways UK issue 212 August 2019 page 13
  49. ^ EMR's new Class 156s renumbered Rail issue 896 15 January 2020 page 21
  50. ^ Enter the Class 156/9 Rail Express issue 285 February 2020 page 90
  51. ^ "Class investigation into landslips affecting Network Rail infrastructure between June 2012 and February 2013" (PDF). Rail Accidents Investigation Branch. Archived (PDF) from the original on 23 January 2018. Retrieved 22 January 2018.
  52. ^ Gabbatt, Adam; Meikle, James (18 August 2010). "Suffolk rail crossing crash leaves man with life-threatening injuries". The Guardian. London. Archived from the original on 24 January 2016. Retrieved 18 August 2010.
  53. ^ DVV Media International Ltd. "Flood-damaged DMU returns to service". Railway Gazette. Archived from the original on 26 December 2017. Retrieved 28 November 2018.
  54. ^ Foote, Charles. "Landslip derails train leaving passengers stranded". STV News. Archived from the original on 22 January 2018. Retrieved 22 January 2018.
  55. ^ "Disruption to rail services between Newcastle and Carlisle after train hits car". Cumbria Crack. 7 January 2019. Archived from the original on 15 January 2019. Retrieved 15 January 2019.
  56. ^ "Lima Model Railway Locomotive Reviews - Class 156 Super Sprinter DMU". New Railway Models. Archived from the original on 18 October 2018. Retrieved 5 June 2020.
  57. ^ "Hornby BR Class 156". Hornby Railways Collector Guide. Archived from the original on 11 January 2020. Retrieved 2 February 2020.
  58. ^ "VIDEO: Realtrack Models Class 156 for OO gauge". Hornby Magazine. Archived from the original on 5 June 2020. Retrieved 5 June 2020.

Sources[]

  • Fox, Peter (1987). Multiple Unit Pocket Book. British Railways Pocket Book No.2 (Summer/Autumn 1987 ed.). Platform 5 Publishing Ltd. ISBN 0906579740. OCLC 613347580.
  • Fox, Peter; Hughes, Barry (1994). DMUs & Channel Tunnel Stock. British Railways Pocket Book No.3 (7th ed.). Platform 5. ISBN 9781872524597.

Further reading[]

  • Knight, Steve (13 July 1989). "Metro-Cammel's 100th Super-Sprinter". Rail Magazine. No. 100. Emap National Publications. pp. 26–27. ISSN 0953-4563. OCLC 49953699.

External links[]


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