View source for British Rail Class 150

{{Short description|British Rail diesel multiple unit}}
{{Use dmy dates|date=April 2024}}
{{More citations needed|date=August 2025}}
{{Infobox train
| background = 
| name = British Rail Class 150<br />''Sprinter''
| image = LNWR_Class_150_at_Bedford.jpg
| imagealt = 
| imagesize = 300px
| caption = London Northwestern Railway Class 150 at {{stnlink|Bedford}} in 2024
| interiorimage = 150118 interior.jpg
| interiorimagealt = 
| interiorcaption = Interior of a refurbished Northern Trains Class 150/1
| stocktype = 
| service = 5 November 1984–present<ref name="StillSprinting">{{cite magazine|last=Russell|first=David|title=Still 'Sprinting'|department=Fleet Focus| magazine=[[The Railway Magazine]]|volume=171|issue=1486|date=January 2025|pages=26–33}}</ref>
| manufacturer = [[British Rail Engineering Limited]]
| designer = 
| assembly = 
| ordernumber = {{ubl|30884 (150/0 {{abbr|DMSL|Driver's cab, Motor car, Standard class (open saloon), Lavatory}} vehicles)|30885 (150/0 {{abbr|DMS|Driver's cab, Motor car, Standard class (open saloon)}} vehicles)|30986 (150/0 {{abbr|MS|Motor car, Standard class (open saloon)}} vehicles)|31011 (150/1 DMSL vehicles)|31012 (150/1 DMS vehicles)|31017 (150/2 DMSL vehicles)|31018 (150/2 DMS vehicles)<ref name=Fox87-4243>{{harvnb|Fox|1987|pp=42–43}}</ref>}}
| factory = [[York Carriage Works]]
| family = [[British Rail Sprinter|''Sprinter'']]
| replaced = {{ubl|[[List of British Rail diesel multiple unit classes#First generation|BR First-Generation DMUs]]| {{brc|230}}}}
| yearconstruction = 1984–1987
| yearservice = 
| refurbishment = 
| yearscrapped = 
| numberconstruction = 
| numberbuilt = 137
| numberservice = 116<!-- cited in Fleet Details table-->
| numberpreserved = 1
| numberscrapped = 12 units (equivalent)<!-- cited in Fleet Details table-->
| predecessor = 
| successor = {{ubl|{{brc|170}}|{{brc|172}}|{{brc|197}}|{{brc|230}}|{{brc|398}}|{{brc|780}} (planned) }}
| formation = 2 or 3 cars per unit:<br />{{avoid wrap|{{abbr|DMSL|Driver's cab, Motor car, Standard class (open saloon), Lavatory}}-{{abbr|DMS|Driver's cab, Motor car, Standard class (open saloon)}}}} {{avoid wrap|or DMSL-{{abbr|MS|Motor car, Standard class (open saloon)}}-DMS}}
| diagram = {{ubli|indent=1em|150/0 DMSL vehicles: DP230|150/0 DMS vehicles: DP231|150/0 MS vehicles: {{nowrap|DR202 & DR203{{notetag|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.<ref name=BRBDMU220 />}}}}|150/1 DMSL vehicles: DP238|150/1 DMS vehicles: DP239|150/2 DMSL vehicles: DP242|150/2 DMS vehicles: DP243<ref name=Fox87-4243/><ref name=BRBDMU220>{{cite book |title=Vehicle Diagram Book No. 220 for Diesel Multiple Unit Trains (Railcars) |publisher=Mechanical & Electrical Engineering Department, British Railways Board |place=Derby |date=March 1988<!--NEWEST DATE OF CITED DIAGRAM, NOT ENTIRE BOOK--> |at=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) |via=Barrowmore MRG |format=PDF<!--Deny Citation Bot--> |url=http://www.barrowmoremrg.co.uk/BRBDocuments/Book220Issue.pdf |access-date=24 May 2023 |archive-date=21 January 2015 |archive-url=https://web.archive.org/web/20150121172516/http://barrowmoremrg.co.uk/BRBDocuments/Book220Issue.pdf |url-status=dead}}</ref>}}
| code = 
| fleetnumbers = {{ubl|150/0: 150001–150002|150/1: 150101–150150|150/2: 150201–150285}}
| 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"/>}}
| owner = 
| 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]]}}
| 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>}}
| lines = 
| carbody = [[Steel]]<ref name=BRBDMU220 />
| trainlength = 
| carlength = {{ubl|150/0 and /1 vehicles:<br />{{cvt|19.930|m|ftin}}<ref name=BRBDMU220/>|150/2 vehicles:<br />{{cvt|19.741|m|ftin}}{{notetag|150/2 vehicles have bodyshells that are {{cvt|189.5|mm|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 {{cvt|20.060|m|ftin}} when their respective gangway portions are included.<ref name=BRBDMU220 />}}}}
| width = {{cvt|2.816|m|ftin}}<ref name=BRBDMU220/>
| height = {{convert|3.774|m|ftin|abbr=on}}<ref name=BRBDMU220/>
| lowfloor = 
| floorheight = {{convert|1.144|m|ftin|abbr=on}}<ref name=BRBDMU220/>
| platformheight = 
| entrylevelorstep = 
| doors = Double-leaf pocket sliding {{avoid wrap|(2 per side per car)}}{{notetag|Throughway width of {{cvt|1010|mm|ftin}} for 150/0 vehicles, {{cvt|1130|mm|ftin}} for 150/1 and /2 vehicles.<ref name=BRBDMU220/>}}
| wheeldiameter = 
| wheelbase = {{ubl|Bogies:<br />{{cvt|2.600|m|ftin}}<ref name=BRBDMU220/>|Bogie centres:<br />{{cvt|14.170|m|ftin}}<ref name=BRBDMU220/>}}
| maxspeed = {{convert|75|mph|km/h|abbr=on|round=10}}<ref name=BRBDMU220/>
| weight = {{ubli|indent=1em|Vehicles as built:<ref name=BRBDMU220/>|150/0 DMSL: {{cvt|35.8|t}}|150/0 MS: {{cvt|34.4|t}}|150/0 DMS: {{cvt|35.6|t}}|All 150/1: {{cvt|36.5|t}}|150/2 DMSL: {{cvt|37.5|t}}|150/2 DMS: {{cvt|36.5|t}}}}
| axleload = 
| steep gradient = 
| 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/>}}
| 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}}
| displacement = Cummins: {{cvt|855|cuin|L|sigfig=3|order=flip}} per engine<ref name="NTA855" />
| 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>
| tractiveeffort = 
| 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" />}}
| acceleration = 
| deceleration = 
| aux = 
| powersupply = 
| hvac = 
| electricsystem = 
| uicclass = {{ubl|2-car units: 2′B′+B′2′|3-car units: 2′B′+B′2′+B′2′}}
| wheels driven = 
| bogies = {{ubl|BREL|150/0 powered: BX8P|150/0 unpowered: BX8T|150/1 & /2 powered: BP38|150/1 & /2 unpowered: BT38<ref name=BRBDMU220/>}}
| minimum curve = {{cvt|3.5|chain|m ft|order=out}}<ref name=BRBDMU220/>
| brakes = [[Electro-pneumatic brake system on British railway trains|Electro-pneumatic]] (tread)<br />('Westcode' 3-step)<!-- 4th step shown in source is the emergency mode, which by convention isn't counted --><ref name="dtk1502td">{{cite book |author1=Railway Industry Association |title=Grossbritanniens Neue Eisenbahnen / Britain's New Railways |date=1988 |publisher=British Railways Board |location=London |language=de, en |chapter=Dieseltriebwagenzug Klasse 150/2 - Technische Daten / Class 150/2 Diesel Multiple Unit - Technical Information |chapter-url=http://www.traintesting.com/images/150-2_unit_technical_data.jpg |chapter-format=JPEG |archive-url=https://web.archive.org/web/20120324063309/http://www.traintesting.com/images/150-2_unit_technical_data.jpg |archive-date=24 March 2012 |url-status=live}}</ref>
| safety = {{ubl|[[Automatic Warning System#British Rail AWS|AWS]]|[[Train Protection & Warning System|TPWS]]}}
| coupling = [[BSI coupling|BSI]]<ref name="sd001">{{cite book |title=System Data for Mechanical and Electrical Coupling of Rail Vehicles in support of GM/RT2190 |date=22 June 2011 |id=SD001 |publisher=Rail Safety and Standards Board |publication-place =London |page=4 |url=http://www.rssb.co.uk/SiteCollectionDocuments/rv_coupling_system_data/SD001.pdf |access-date=22 November 2022 |archive-url=https://web.archive.org/web/20120401203135/http://www.rssb.co.uk/SiteCollectionDocuments/rv_coupling_system_data/SD001.pdf |archive-date=1 April 2012 |format=PDF<!--Deny Citation Bot--> |url-status=dead}}</ref>
| multipleworking = Within class, and with {{avoid wrap|Classes [[Pacer (British Rail)|14x]],}} [[Sprinter (British Rail)|15x]], {{avoid wrap|and {{brc|170|n}}<ref name="sd001" />}}
| gauge = {{RailGauge|standard|allk=on}}
| notes = 
}}
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. 
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]].

==Background==
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>

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"/>

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"/>

By 1983, experience with the [[British Rail Class 210|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.<ref name = "shore"/> Specifically, it was decided to lower the top speed from {{convert|90|to|75|mph|abbr=on}}, 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 {{convert|7|hp|kW|abbr=on}} per tonne would deliver sufficient acceleration.<ref name = "shore"/> 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{{nbsp}}[[Decibel|dB]] when at full speed, an operational range of {{convert|1000|mi}}, and an interval between major overhauls of five years or {{convert|350000|mi}}.<ref name = "shore"/>

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.<ref name = "shore"/> 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 [[toilet]]s and luggage spaces.<ref name = "shore"/>

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.<ref name = "shore"/> 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{{nbsp}}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.<ref name = "shore"/>

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 [[British Rail Class 455|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 [[rivet]]ted aluminium construction; this feature was credited with enabling a meaningful reduction in weight over conventional methods.<ref name = "shore"/> BR officials quickly opted to proceed with a pair of prototypes from both BREL and Metro-Cammell, issuing orders to these manufacturers thenceforth.<ref name = "shore"/>

==Design==
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.

The second batch of production vehicles featured a new cab with gangway connection along with a revised interior.

==Prototypes==
[[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 at Bromley Cross.jpg|thumb|left|[[Northern Trains]] 150001 at {{stnlnk|Bromley Cross}} in 2021]]
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"/>

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}}

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.

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.

== Production units ==
{{more citations needed section|date=August 2023}}
[[File:Class 150 Sprinter 150135 (6979440487).jpg|thumb|left|Class 150/1]]
[[File:19880218-Preston-150247.jpg|thumb|left|Class 150/2 in BR Sprinter livery]]
{{multiple image
| image1            = 150927 Driver's cab.JPG
| caption1          = 150/0 and /1 driving cab
| width1            = 178
| image2            = British Rail Class 150 driving cab.JPG
| caption2          = 150/2 driving cab
| width2            = 123
| caption_align     = center
| footer            = The driving cab layout varies substantially between the subclasses.
}}
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}}

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.

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}}

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}}

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>

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}}

One further unit was built specifically for testing duties. Originally numbered in the Class 180 series, the unit is now in the departmental {{brc|950}} series, numbered 950001 and carries the yellow [[Network Rail]] livery.{{citation needed|date=November 2020}}

The performance of the Class 150 was such that BR decided to procure similar trains for the Provincial fleet, such as the [[British Rail Class 156|Class 156]] and [[British Rail Class 158|Class 158]] for longer regional routes, replacing a significant portion of the locomotive-hauled stock previously operated by BR.<ref name = "shore"/>

==Current operations==
===Northern England===
[[File:150277 York.JPG|thumb|right|[[Northern Rail]] refurbished Class 150/2 Sprinter at {{stnlnk|York}} in 2007]]
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.

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 were to 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.

It is expected that the units will continue in service with Northern until the early 2030s when they will be retired and replaced with the [[British Rail Class 780|Class 780]].<ref>{{cite magazine |last1=Clinnick |first1=Richard |title=Northern new train fleet introduction plans revealed |url=https://www.modernrailwaysinsight.com/view_article.asp?ID=9260 |magazine=Modern Railways |publisher=Key Publishing Ltd |access-date=15 November 2025}}</ref>

===South-West England===
[[File:150002 at Exeter St Davids station.jpg|thumb|[[Great Western Railway]] Class 150/0 Sprinter at [[Exeter St Davids railway station|Exeter St Davids]] in 2017]]
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 (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}}

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}}

===Wales===
[[File:150217 at CDF.jpg|thumb|[[Transport for Wales Rail|Transport For Wales Rail]] Class 150 ''Sprinter'' at [[Cardiff Central railway station|Cardiff Central station]] in 2023. ]]
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 ===
[[File:150014_Birmingham_MS_2007.jpg|right|thumb|[[Central Trains]]/Centro refurbished Class 150/0 Sprinter at {{stnlnk|Birmingham Moor Street}} in 2007]]
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 {{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" />

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}}

In July 2023, three Class 150/1s, 150137, 150139 and 150141, were leased 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>

==Former operations==
===Scotland===
Upon the [[privatisation of British Rail]], the bus company [[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>

=== Eastern England ===
[[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|date=November 2020}} 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 [[National Express East Anglia|'One']] franchise. The Class 150 units were transferred to [[Arriva Trains Wales]] (no. 150245) and [[Central Trains]] (all other units), having been replaced by {{brc|156}} units from [[Central Trains]].
===Silverlink/London Overground===
[[File:150120 at Gospel Oak.jpg|thumb|right|Silverlink liveried, London Overground operated Class 150/1 Sprinter at {{stnlnk|Gospel Oak}} in 2008]]
[[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}}

[[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.<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=usurped}}</ref>

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>
== Preservation ==
[[File:Regional Railways preserved 150231.jpg|thumb|Regional Railways preserved 150231 at The [[Greatest Gathering]], [[Derby Litchurch Lane Works|Derby]] in 2025]]
On 31 July 2025, The [[Watercress Line]], a heritage railway in Hampshire announced that it had been donated 150231 from Porterbrook, joining its fleet of heritage railway rolling stock.<ref name="Watercress">{{cite web |date=31 July 2025 |title=Heritage train 'first' for The Watercress Line |url=https://watercressline.co.uk/heritage-train-first-for-the-watercress-line |access-date=31 July 2025 |website=watercressline.co.uk}}</ref>

==Fleet details==
{| class="wikitable"
|+ style="text-align: left;" | Unit details<ref name="StillSprinting"/>
|-
!Class
!Operator
!Number
!Cars
!Year(s) built
!Unit numbers/notes
|-
!rowspan=2|150/0
| rowspan="3" |[[Northern Trains]]
|align=center|2
| rowspan="2" align="center" |3
|1984
|150001&ndash;150002 (both these early units originally prototypes, and the only two "real" 3-car 150s<ref>{{Cite Q|Q112224717|last=Pritchard|first=Robert|pages=14–18}}</ref>)
|-
|align=center|6
|1985–1987
|150003&ndash;150008 (each unit formed by inserting a Class 150/2 vehicle between the driving vehicles of a former Class 150/1 unit).{{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>}}
|-
! rowspan="2" |150/1
|align=center|41
| rowspan="8" style="text-align:center;" |2
| rowspan="2" |1985–1986
|150101&ndash;150110, 150113&ndash;150115, 150118&ndash;150131, 150133&ndash;150136, 150138, 150140, 150142–150146, 150148&ndash;150150
|-
|[[West Midlands Trains|London Northwestern Railway]]
|align=center|3
|150137, 150139, 150141
|-
! rowspan="6" |150/2
|[[Northern Trains]]
|align=center|25
| rowspan="6" |1986–1987
|150201, 150203&ndash;150206, 150210&ndash;150211, 150214&ndash;150215, 150218, 150220, 150222, 150224&ndash;150225, 150228, 150268&ndash;150277
|-
|[[Great Western Railway (train operating company)|Great Western Railway]]
|align=center|20
|150202, 150207, 150216, 150219, 150221, 150232&ndash;150234, 150238&ndash;150239, 150243&ndash;150244, 150246&ndash;150249, 150261, 150263, 150265&ndash;150266
|-
|[[Transport for Wales Rail|Transport for Wales]]
|align=center|20
|150208, 150241&ndash;150242, 150245, 150251&ndash;252, 150254, 150258&ndash;150260, 150262, 150264, 150267, 150278&ndash;150280, 150282&ndash;150285
|-
|Preserved
|align=center|1
|150231<ref name="Watercress"/>
|-
|Stored
|align=center|3
|150213, 150217, 150256&ndash;150257<ref name="TRM1487">{{cite magazine|last=Butlin|first=Ashley|title=Multiple Units|magazine=[[The Railway Magazine]]|department=Stock Update|volume=171|issue=1487|date=February 2025|page=88}}</ref><ref>{{cite magazine |last=Russell|first=David|title=Class 150 'Sprinter'|magazine=Rail Express|department=Units|date=April 2025 |issue=347 |page=22}}</ref><ref>{{cite magazine|last=Russell|first=David|title=Class 150 Sprinter|department=Units|magazine=[[Rail Express]]|issue=350|date=July 2025|page=22}}</ref><ref>{{cite magazine |last=Russell |first=David |date=August 2025 |title=Class 150 Sprinter|department=Units|magazine=[[Rail Express]] |issue=351 |page=22}}</ref><ref name="RE353">{{cite magazine |last=Russell |first=David |date=October 2025 |title=Class 150 Sprinter|department=Units|magazine=[[Rail Express]] |issue=353 |page=22}}</ref><ref>{{cite magazine |last=Russell |first=David |date=December 2025 |title= Class 150 Sprinter|department=Units|magazine=[[Rail Express]] |issue=355 |page=22}}</ref>
|-
|Scrapped
|align=center|12 ({{abbr|equiv.|equivalent}})
|150227, 150229, 150230, 150235&ndash;150237, 150240, 150250, 150253 150255, 150281,<ref name="StillSprinting"/><ref name="TRM1487"/><ref name="RE353"/><ref>{{cite magazine|last=Butlin|first=Ashley|title=Multiple Units|department=Stock update|magazine=[[The Railway Magazine]]|volume=171|issue=1489|date=April 2025|page=83}}</ref><ref>{{cite magazine|last=Bultlin|first=Ashley|title=Multiple Units|department=Stock Update|magazine=[[The Railway Magazine]]|volume=171|issue=1491|date=June 2025|page=77}}</ref><ref>{{cite magazine|last=Butlin|first=Ashley|title=Multiple Units|department=Stock update|magazine=[[The Railway Magazine]]|volume=171|issue=1493|date=August 2025|page=79}}</ref><ref>{{cite magazine|last=Butlin|first=Ashley|title=Multiple Units|department=Stock update|magazine=[[The Railway Magazine]]|volume=171|issue=1495|date=October 2025|page=75}}</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" /> }}
|}

== Named units ==
The following Class 150 units are currently or were previously named:
*150120 ''Gospel Oak-Barking 2000'' (denamed)<ref name="MLI"/>
*150121 ''Silver Service'' (formerly ''Willesden Eight'') (denamed)<ref name="MLI"/>
*150122 ''RSC Express'' (denamed)<ref name="MLI"/>
*150123 ''Bletchley Seven'' (formerly ''Richard Crane'' and ''Willesden TMD'') (denamed)<ref name="MLI"/>
*150125 ''The Heart of Wessex Line''<ref name="MLI"/>
*150128 ''Bedford-Bamberg 30'' (denamed)<ref name="MLI"/>
*150129 ''Devon & Cornwall Rail Partnership'' (formerly ''Marston Vale'')<ref name="MLI">{{cite magazine |title=Class 150 Fleet List|magazine=Modern Locomotives Illustrated |date=February 2015 |issue=211 |pages=32-33|publisher=Key Publishing |location=Stamford}}</ref>
*150130 ''Sevenside Community Rail Partnership''<ref name="MLI"/>
*150131 ''Leslie Crabbe'' (denamed)<ref name="MLI"/>
*150133 ''Northern Star'' (denamed)<ref name="MLI"/>
*150141 ''[[Bletchley Codebreakers]]''<ref>{{cite magazine|last=Butlin|first=Ashley|title=Multiple Units|department=Stock Update|magazine=[[Rail Express]]|volume=171|issue=1492|date=July 2025|page=71}}</ref>
*150213 ''Lord Nelson''<ref name="MLI"/>
*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>
*150217 ''[[Oliver Cromwell]]''<ref name="MLI"/>
*150227 ''Sir Alf Ramsey''<ref name="MLI"/>
*150229 ''George Borrow''<ref name="MLI"/>
*150230 ''The Tamar Kingfisher'' (demamed)<ref name="MLI"/>
*150231 ''King Edmund''<ref name="MLI"/>
*150232 ''The Costal Connection'' (denamed)<ref name="MLI"/>
*150233 Peter West OBE<ref name="TRUK256">{{cite magazine |title=Stock Changes |magazine=Today's Railways UK |issue=256 |date=June 2023 |page=62}}</ref> (formerly ''Lady Margaret of Looe Valley''<ref name="MLI"/>) (denamed)<ref name="TRUK256"/>
*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 Avocet'' (denamed)<ref name="MLI"/>
*150255 ''Henry Blogg''<ref name="MLI"/>
*150257 ''Queen Boadicea''<ref name="MLI" />
*150261 ''The Tarka Line The First 25 Years 1989-2014'' (formerly ''The Riviera Flyer'')<ref name="MLI"/>
*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"/>
*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==
*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|archive-url=https://web.archive.org/web/20160712133507/http://rcts.org.uk/features/querycorner/page.htm?id=query/Q14.02|url-status=dead|archive-date=12 July 2016|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 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 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 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|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 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 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|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 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 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>

==Notes==
{{notefoot}}

==References==
===Citations===
{{reflist}}

===Sources===
* {{cite Q|Q112224537|series=British Railways Pocket Book No.2|edition=Summer/Autumn 1987|first=Peter|last=Fox|year=1987}}
* {{cite Q|Q112224435|series=British Railways Pocket Book No.3 |first1=Peter |last1=Fox |first2=Barry |last2=Hughes |year=1994}}

==Further reading==
* {{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 – 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}}
* {{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}}

==External links==
{{Commons category|British Rail Class 150}}
*[https://web.archive.org/web/20060822081001/http://www.traintesting.com/Class150.htm Class 150 BREL Prototype Sprinters]
*{{Cite web |title=Class 150/1 and /2- First Great Western, Northern Rail, London Midland |url=http://www.angeltrains.co.uk/Products-Services/Regional-Passenger-Trains/48 |archive-url=https://web.archive.org/web/20160307224601/https://www.angeltrains.co.uk/Products-Services/Regional-Passenger-Trains/48 |archive-date=7 March 2016 |website=[[Angel Trains]]}}

{{Mark 3-derived}}
{{British Rail Sprinter}}
{{British Rail DMU}}

[[Category:British Rail diesel multiple units|150]]
[[Category:BREL products|150]]
[[Category:Train-related introductions in 1984]]