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British Rail Class 158

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British Rail Class 158
Express Sprinter
A ScotRail Class 158 atScotscalder
ScotRail interior in 2024
In service17 September 1990 – present
ManufacturerBritish Rail Engineering Limited[1]
Built atDerby Litchurch Lane Works[1]
Family nameSprinter
Replaced
Constructed1989–1992[1]
Number built180(8 converted toCl. 159/1)
Number in service171[2]
Number scrapped1
Formation2 or 3 cars per unit
Fleet numbers(See§ Fleet details)
Capacity
  • NT:138 or 142 seats per 2-car unit,207 seats per 3-car unit[3]
  • SWR:125 seats per 2-car unit[4]
  • TfW:138 seats per 2-car unit[5]
Operators
Specifications
Car body constructionWeldedaluminium[1]
Car length22.57 m (74 ft 1 in)[1]
Width2.70 m (8 ft 10 in)[1]
Height3.73 m (12 ft 3 in)[7]
DoorsDouble-leaf plug(2 per side per car)[1]
Maximum speed90 mph (145 km/h)[1]
Weight38.5 tonnes (42.4 short tons; 37.9 long tons) per car[1]
Axle loadRoute Availability1[1]
Prime mover(s)
  • Units 158701–158814:CumminsNTA855-R1
  • Units 158815–158862:Perkins2006 TW-H
  • Units 158863–158872:Cummins NTA855-R3
  • Units 158901–158910:Cummins NTA855-R1
  • (one per car, unit numbers as built)
Engine typeInline-64-stroketurbo-diesel[8][9]
Displacement
  • Cummins: 14.0 L (855.00 cu in)[8]
  • Perkins: 12.2 L (742.64 cu in)[9]
  • (per engine)
Power output
  • NTA855-R1: 260 kW (350 hp)[1]
  • 2006-TWH: 260 kW (350 hp)[1]
  • NTA855-R3: 300 kW (400 hp)[1]
TransmissionVoithT 211 rz or T 211 rzz (hydrokinetic)[1]
Acceleration0.8 m/s2(2.6 ft/s2)[10]
UIC classification
  • 2-car: 2′B′+B′2′
  • 3-car: 2′B′+B′2′+B′2′
Bogies
  • Powered: BREL P4-4
  • Unpowered: BREL T4-4
Braking system(s)Pneumatic(disc)[1]
Safety system(s)
Coupling systemBSI[12]
Multiple workingWithin class, and withClasses14x,15x,and170[12]
Track gauge1,435 mm(4 ft8+1⁄2in)standard gauge

TheBritish Rail Class 158Express Sprinteris adiesel multiple unit(DMU) passenger train. It is a member of theSprinterseries of regional trains, produced as a replacement forBritish Rail'sfirst generation of DMUs;of the other members, theClass 159is almost identical to the Class 158, having been converted from Class 158 to Class 159 in two batches to operate express services fromLondon Waterloo to the West of England.[13][14]

The Class 158 was constructed between 1989 and 1992 byBritish Rail Engineering Limited(BREL) at itsDerby Litchurch Lane Works.The majority were built as two-car sets, some three-car sets were also produced. During September 1990, the first Express Sprinters were operated byScotRail;the type was promptly introduced to secondary routes across theMidlands,Northern England,Walesand theSouth West.The Class 158 enabled the replacement of large numbers of elderly DMUs but also severallocomotive-hauled trains as well; this was partially accomplished via the cascading of existing Sprinter units onto other routes.[15]To capitalise on the Class 158's improved onboard amenities in comparison to other rolling stock in use for regional services, theAlphalinebranding was launched during the mid-1990s; it was also used for a time in thepost-privatisation era.

As a result of British Rail's privatisation in the mid 1990s, the Class 158s were divided amongst various newly-created operators broadly along their existing routes. Due to their relatively young age at that time, most operators elected to retain them for the following decades. Several, such asNorthern RailandArriva Trains Wales,had their Class 158 fleets modernised and refitted with various new facilities, such modifications often including greater accessibility, onboard passenger information systems,Wi-Ficonnectivity, and toilet retention tanks. By the 2020s, many Class 158 operators have started to or have replaced the type with newer rolling stock, such as theClass 170Turbostar,Class 185Desiro,andClass 197Civitymultiple units.

Background[edit]

By the beginning of the 1980s,British Rail(BR) operated a large fleet offirst generation DMUs,which had been constructed in prior decades to various designs.[16]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 ageing multiple units, particularly due to the necessity of handling and removing hazardous materials such asasbestos.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.[17]

In the concept stage, two separate approaches were devised, one involving a so-calledrailbusthat 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.[17]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.[17]This specification led to the experimentalBritish Rail Class 210diesel-electric multiple unit.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 per cent was forecast.[17]

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.[17]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 7hp per tonne would deliver sufficient acceleration.[17]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 90dBwhen 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).[17]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.[17]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 astoiletsand luggage spaces.[17]

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 a competitive tender.[17]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.[17]The bid submitted byBritish Rail Engineering Limited(BREL) was heavily based on its successfulClass 455EMU, sharing its body and the majority of its running gear, albeit equipped with two different power trains. The railway engineering companyMetro-Cammellalso bid, offered its own design that employedrivettedaluminium construction; this approach produced a meaningful weight reduction over conventional methods.[17]BR officials opted to proceed with a pair of prototypes from both BREL and Metro-Cammell, resulting in theClass 150andClass 151respectively.[17]

Between 1984 and 1985, these prototype units were delivered to BR and commenced their trial service period.[18][19]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 exceptional ride quality, as well as fully satisfying the 50per cent engine-out performance requirements.[17]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.[17]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.[17]

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.[17]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.[17]

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.[17]It was identified that this would result in a weight increase and thus a decreased power-to-weight ratio.[17]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.[17]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.[17]

The Class 158 is a two- or three-car diesel unit designed for regional express services. The bodyshells are aluminium with doors at each end of the passenger saloon. Each vehicle is fitted with aCumminsorPerkinsturbo-dieselengine that drives both axles on the inner bogie via aVoithT 211 two-speedhydrokinetic transmission[20]andGmeinderGM 190 final drive unit.[1]The engines were rated at either 350 hp (260 kW) or 400 hp (300 kW), depending on the model. Maximum speed is 90 mph (145 km/h).[1]Most units were built with two coaches, but a batch of units contained an additional centre car for the busyTranspennineRoute. Each vehicle is fitted with a BSIautocouplerat both ends; however, only the cab ends have automatic electrical connecters. This allowed three-car sets to be formed by inserting an additional driving car into a set with an adaptor for two different gangway sizes.[citation needed]

Description[edit]

Variants[edit]

A total of 182 Class 158 units were constructed.[21]The majority were built as two-car sets. 17 units were produced as three-car units; eight of these units have since had the centre car transferred to different units of the class, whilst another eight have been upgraded and redesignated as theClass 159.[13]The final ten units were built specifically forWest Yorkshire PTEMetroservices aroundLeeds.[21][22]The majority of units, as originally built byBritish Rail Engineering Limited(BREL), were configured with standard-class accommodation only; a number of Scottish-based sets were fitted with a small first-class section in one vehicle. Later on, several other sets were retrofitted with first-class accommodation. The passenger saloons are air-conditioned, which was a first for regional trains in the UK.[citation needed]

Passenger facilities and performance[edit]

The interior of aNorthern Railrefurbished Class 158 (First Refurbishment)

Around the time of its introduction,British Railwas keen to promote the qualities of the Class 158, on one occasion publicly describing it as having brought "new standards of comfort and quality to rail travel onRegional Railways' key long-distance cross-country routes ".[23]

As originally built, the interiors were fully carpeted throughout, large "panoramic" windows lined the sides, and a variety of seating arrangements were present, including airline-style and bays of four set around tables. Unlike the previous members of the Sprinter family, such as theClass 156SuperSprinter,the Class 158 was outfitted withair conditioningunits, an on-boardpayphone,power-operated interior doors, a toilet in each carriage, and provision for a refreshment trolley service. Despite an increased top speed of 90 mph (145 km/h), the Class 158 reportedly promised a smoother and quieter ride in comparison to its predecessors.[23]Toilets were fitted to both vehicles; one was wheelchair-accessible (as defined at the time of construction) and one standard. A wheelchair space was provided in the passenger section closest to the accessible toilet. Luggage racks were fitted at each end of the saloon, one of which is capable of being locked for mail and parcels.[citation needed]

In terms of serviceability, the Class 158 was anticipated to achieve 13,500 miles (21,700 km) of operation between major services, and to have a range of up to 1,600 miles (2,600 km) from each refuelling.[23]

Technical problems[edit]

Despite the attention given to its passenger facilities, the construction and engineering technology used on the Class 158s contributed to some issues during its service life.[24]As a lightweight unit and the first members of theSprinterfamily to usedisc brakes,autumn leaf mulchbuilt up on wheel rims and prevented the units from correctly operating signallingtrack circuits.[25]Though this was later solved by installing scrubbing blocks to clean the wheels, temporary solutions were sought during October 1992, with some units split and formed into hybrid units withClass 156coaches, the latter possessing tread brakes which cleaned the wheels as a by-product of their standard operation.[26]

The air conditioning systems of the Class 158 also proved to be unreliable in service,[24]particularly following the outlawing of theCFCgases with which they had been originally designed to work.[27]In the privatisation era, many operators elected either to re-engineer or entirely replace such equipment.[28]As a result, the systems in use and their effectiveness vary considerably across the fleet.

The lightweight aluminium body of the Class 158 leads to a good 'route availability' score,[1]meaning that it is able to operate in areas of Britain's railways that heavier units cannot. However, the units were refused permission byNetwork Railto operate on theConwy ValleyandBorderlandslines due to station dwell times and issues of platform clearance.[29][30]

Operations[edit]

British Rail[edit]

British Rail 158819 atBristol Temple Meadsin 1993

ScotRailwas the first part of British Rail to introduce the Class 158s to public service in September 1990.[31][32]These were employed onGlasgow Queen StreettoEdinburgh Waverleyservices, as well as services toAberdeenandInverness.[citation needed]The Class 158s then went on to be deployed elsewhere in Britain, primarily in the Midlands, Northern England, Wales and the South West.[23]

The majority of the Class 158 fleet was directed towards theRegional Railwaysdivision; accordingly, it rapidly become the dominant platform on the numerous secondary express services between provincial towns and cities across Great Britain. Examples include the long-distance TransPennine services in the north of England, as well as a range of upgraded regional services in the Midlands, Wales and the South West. During the mid-1990s, theAlphalinebrand centered around the Class 158s and the higher-end regional express services. These were routinely promoted as possessing premium passenger amenities that traditional regional rolling stock had lacked, such as the presence ofBritish Telecomcard phones and air conditioning.[33][34]

Post privatisation[edit]

After theprivatisation of British Rail,the Class 158 fleet was divided among several franchises.

ScotRail[edit]

AFirst ScotRailClass 158 at Glasgow Central in 2013

The first privatised incarnation of ScotRail inherited a 46-strong fleet which continued in service.[35]Following the introduction of newly builtClass 170Turbostar units on primary express services in 1999, the Class 158 fleet was reduced in number by six, with those remaining cascaded away to secondary routes such as theFar North Line.[36]

During 2003, plans were mooted for a portion of the fleet to be swapped withClass 156units operated byCentral Trains,as the latter were thought better suited to some of the short-distance routes that were being operated by ScotRail's 158s.[37]However, this scheme failed to materialise and, by the mid-2000s, operations of ScotRail’s Class 158s ranged from short hops (such as Glasgow Queen Street toAnniesland) to rural lines and long-distance expresses, supplementing other express units. In 2010, these units started to appear at Glasgow Central station to run on the Glasgow Central to Edinburgh via Shotts line, and on to the Glasgow Central to Whifflet line. Some additional units have since been acquired from other operators to provide extra capacity.[38]

Refurbishment and reliverying has also taken place since privatisation. The originalScotRailfranchise applied its own livery to the Class 158s, followed by a further repaint byFirst ScotRailafter it took control of the franchise. The fleet has now gained a permanent blue-and-white livery based on the ScottishSaltire,afterTransport Scotlandannounced in September 2008 that it was specifying a permanent livery for all Scottish trains, which would not be changed in the event of a change of franchisee.[39]Interiors have also seen attention on more than one occasion. The most recent refurbishment of 25 units involved repainting, new seating, extra luggage space and new customer information systems.[40][41][42]Toilet retention tanks were also fitted.[43]

Transport for Wales[edit]

UnrefurbishedArriva Trains Wales(ATW) 158823 atBarmouthin 2009. Class 158s are required onCambrian Lineservices as they are the onlyTransport for Walestrains fitted with theERTMS signallingused on the line.
158826 atTywyn stationinTransport for Walescolours.

In the early days of privatisation, the Class 158Express Sprinterunits were in regular use byWales & Weston its long-distanceAlphalineservices from South Wales to North-West England, North Wales, Cornwall andLondon Waterloo,as well as on someCentral Trainsservices toCardiff Centraland along theCambrian Line.[citation needed]Successor companiesWales & Borders(2001) andArriva Trains Wales(2003) continued to use this type of unit on similar workings, with a total allocation of 40 units also allowing Cambrian Line services to become entirely Class 158-operated.[44]By the end of 2006, a total of 16 units (158815-158817 and 158842-158854) had returned to the leasing company,[45]as Arriva gained exclusive use of the entireClass 175Coradiafleet which had previously been shared with other train operators.[46]

The remaining 24-strong Class 158Express Sprinterfleet became permanently based at a purpose-built depot inMachynllethduring 2007.[47]Despite initial problems in retro-fitting the necessary 'glass cockpit'-style driver controls,[48]Arriva's Class 158Express Sprinterunits became the first fleet in the UK to be equipped for regular use with theETCS Level 2signalling system.[11][49]Commercial operation under ETCS started on 28 March 2011.[50]

Accordingly, the units operate all Cambrian Line services between Mid Wales and Birmingham, as well as supplementing the Class 175Coradiaunits on other long-distance routes.[citation needed]During 2009, Arriva also proposed using the fleet to provide a direct service betweenAberystwythand London,[51]although this proposal was later rejected by the Office of Rail Regulation.[52]

Between December 2010 and October 2012, there was a comprehensive refurbishment of the ATW Class 158 fleet, during which almost the entirety of the interiors was replaced with 'as new' fittings and fixtured.[53][54]This work, which was funded by the Welsh Assembly Government at a cost of £7.5m, included both interior and exterior repainting, the installation of replacement seating, wall coverings, carpets, lighting, luggage racks and toilet fittings. A passenger information system was also fitted, while selected seats gained at-seat power sockets for mobile phones and laptops.[55]

Prior to the early 2010s refurbishment, the fleet had been subject to only minor attention to its interior since a refit by Wales & West during the late 1990s (little more than the fabric on the older seats changed and CCTV fitted) as well as having been only partially repainted into Arriva colours externally. The door controls and exterior destination displays were one of the few elements to be replaced prior to this refurbishment work.[45]

During 2017,Wi-Fiequipment was fitted fleetwide. In June of the following year, the Class 158s were progressively modified for conformance with thePersons with Reduced Mobility(PRM) requirements so that the fleet could be operated beyond 1 January 2020; this work involved the expansion of space allocated to passengers using wheelchairs, the installation of wider internal doorways, and the toilet areas being rebuilt to be fully accessibility-friendly; toilet retention tanks were also fitted at this time.[56][57]During late August 2018, the first PRM-compliant Class 158 was introduced by ATW.[58]

On 14 October 2018, the Class 158 fleet was transferred to the new operatorTransport for Wales.During February 2019, the first unit was seen in Transport for Wales colours. As early as 2018, it was being reported that Transport for Wales were planning to replace its Class 158s with newly-builtClass 197multiple units by 2023.[59][60]

East Midlands Railway[edit]

A pair of East Midlands Trains Class 158s, led by No. 158854, at Sheffield

The Class 158Express SprinterUnits were introduced to theEast MidlandsbyRegional Railways Centralto replace theClass 156Super Sprinteron long-distance express services branded asAlphaline,such asNorwichtoLiverpool Lime StreetviaNottingham.Following privatisation,Central Trainsoperated these services but quickly procured a large fleet ofClass 170Turbostarunits for such services and transferred the Class 158 fleet to secondary routes such asBirmingham New StreettoHerefordandDerbytoMatlock.[citation needed]

East Midlands Trains(EMT) had a fleet of 25 units inherited from Central Trains, with some units transferred fromFirst Great WesternandSouth West Trains.EMR's Class 158Express Sprinterunits operate long-distance express services (such as Norwich to Liverpool)[61]and secondary non-express workings such as Nottingham toSkegness,Nottingham to Matlock andLeicestertoLincoln Central.

The hourly Norwich to Liverpool service has been criticised for overcrowding,[62]especially between Liverpool and Nottingham. This resulted from the Department for Transport specifying two-coach units in the EMT franchise starting in November 2007. In the light of persistent and excessive overcrowding, with some passengers being left behind on occasions, the DfT eventually admitted that it had made a mistake.[61]Various cascades of other units enabled more Class 158 stock to be released for this route, and from the December 2011 timetable change the busiest services have been lengthened to four-coach trains between Liverpool and Nottingham, with units splitting and joining at Nottingham as necessary, two-coach trains being regarded as adequate between Nottingham and Norwich. Further services on this route were strengthened from December 2012.[61]

During May 2015, 158889 transferred to EMT from South West Trains on a two-year loan. This allocation was then made permanent in August 2017 following Stagecoach's loss of the South Western franchise toSouth Western Railway.

On 18 August 2019, all units were passed toEast Midlands Railway,who operated them under the “EMR Regional” sub-brand. As part of its full fleet replacement, EMR plans to gradually replace the Class 158 along with its other Sprinter family members with newerClass 170 Turbostarsfrom 2020.[63]

Great Western Railway[edit]

Great Western Railway 158956 atBristol Temple Meadsin July 2016

TheWales & Westfranchise (laterWessex Trains) originally operated twelve Class 158Express Sprinterunits on long-distance services on theWessex Main Line.These units were extended into three-coach formations with the acquisition of further units. Unlike the purpose-built three-car Class 158s andClass 159units, the centre car was a Driving Motor with the cab locked out of use and an adapter to connect the different-sized gangways.[citation needed]

In 2006,First Great Western(FGW) inherited the Wessex Trains fleet following the merger of the Great Western and Wessex franchises. FGW then swapped most of their former Wessex Trains Class 158s for formerFirst TransPennine Expressexamples. This was so that FGW could have all Class 158 units that were owned byPorterbrook.[citation needed]During late 2007 and early 2008, the FGW Class 158Express Sprinterfleet was refurbished. Improvements included: re-upholstery of seats, and repainting or replacement of interior fittings, alterations to interior lighting and total replacement of toilets. Additionally, the windows have been replaced with safer laminated glass andHalonfire extinguishers replaced with foam ones. At the same time, the units' engines were overhauled and the units repainted in FGW's own lilac and blue colours.[64]

The fleet is now used on long-distance services betweenExeter St DavidsandPlymouth/Penzance,Cardiff CentralandTaunton/Portsmouth Harbour,andGreat Malvern/Worcester Shrub HillandWeymouth.They are now also used on theTarka Lineon services betweenBarnstapleandExeter Centralreplacing theclass 143 'Pacers'which were running on the line.Great Western Railwayoperates a total of 18 units, of which six are hybrids (units where one end coach is a driving coach from another unit of the same class tagged on to a two car unit), one is a purpose-built three car unit and the remaining 11 are two coach sets.[citation needed]

Northern Trains[edit]

A four-car Class 158 operating a Northern Trains service for Carlisle

As a result of the privatisation process,Northern Spirit(laterArriva Trains Northern) was created from Regional Railways North East. Northern Spirit inherited a large fleet of Class 158 units, many of which were used on TransPennine Express services, with others used onWest YorkshireMetro-sponsored services.First North Western(descended from Regional Railways North West) had eight Class 158s, which were based at Newton Heath and used on various mid- to long-distance routes, which were transferred to Leeds Neville Hill depot to join the rest of the 158 fleet at the start of the Northern Rail franchise. A number of 158s have been sponsored byMerseytraveldespite the fact that they do not go near Merseyside; the sponsorship arrangement was to ensure thatClass 156DMUs were cascaded from West Yorkshire to the busiest Merseyside services.[citation needed]

During 2006,First TransPennine Expressstarted to replace its Class 158s with newerClass 185DesiroandClass 170Turbostarunits.[65]The Class 158s were subsequently transferred to Northern Rail, Central Trains, South West Trains and First Great Western.

Following a franchise change, all Northern units were passed toArriva Rail Northin April 2016. Throughout the 2010s, Northern conducted a refurbishment programme on its Class 158s, starting with the three-car DMUs and later progressing to the two-car members of the fleet.[citation needed]

In 2018, Northern acquired an additional eight Class 158 units from Abellio Scotrail; the first few units being transferred during February 2018 while the remainder followed in December 2018.[citation needed]On 1 March 2020, the units transferred to the franchise's new operatorNorthern Trains.

South Western Railway[edit]

South Western Railway Class 158 at Southampton Central

CurrentlySouth Western Railwayoperates Class 158s fromExeter St DavidsandSalisburytoWaterloo;and on the Salisbury toRomseyviaSouthampton Centralservice.[13]South Western Railway also operatesClass 159units.

Virgin CrossCountry[edit]

Five units (158747–158751) were delivered to British Rail'sInterCitybusiness unit to operate services fromManchester AirporttoEdinburghvia theWest Coast Main Line.[66]All five Class 158s were transferred toVirgin CrossCountryas a result of the privatisation process; these were subsequently used on services betweenSwindonandBirminghamviaStroud.During 2003, the company's Class 158s were displaced by the newly-builtClass 220and221high speed dieseltilting trains.[67][68]

Accidents and incidents[edit]

  • On 3 December 2005, unit 158856 was involved in an accident atElsenhamin which two passengers were killed whilst crossing the line. TheRail Accident Investigation Branch(RAIB) criticised the risk assessment at the crossing as inadequate.[69][70]
  • On 1 February 2008, the same unit 158856 collided with debris from an overline footbridge, which had just been accidentally demolished by a tipper lorry, near Barrow-upon-Soar. The lorry driver had forgotten to fully lower the tipper body after delivering materials to a site next to the railway, and drove into the footbridge, knocking its superstructure onto the track. The DMU hit the footbridge debris approximately one minute later. Three people including the driver were taken to hospital.[71]
  • On 22 January 2010, unit 158701 was derailed atDingwalldue to faulty points. One person sustained minor injuries.[72]
  • On 21 July 2013, unit 158774 was parked empty atNorwichwhen it was run into by156402.Eight passengers were injured. The cause was driver error.[73]
  • On 1 April 2017, unit 158758 collided with thebuffer stopsatPrestonat a speed of 6 mph (10 km/h). Fifteen people were injured. The cause was driver error.[74]
  • On 31 October 2021, aSouth Western RailwayClass 159 unit, 159102,[75]collidedwithGreat Western Railwayclass 158 coupled units, 158762 and 158763, at Salisbury tunnel junction, immediately before Fisherton tunnel.[76][77]A preliminaryRAIBreport found the cause was poor adhesion conditions which led to the SWR train over-running asignal set at danger.[78]Unit 158763 was written off in the accident.[79]
  • On 6 February 2024, unit 158856 collided with a fallen tree and was derailed betweenThetfordandHarling Roadstations. One of the 31 passengers on board was injured. The RAIB opened an investigation into the accident.[80]

Overseas sales[edit]

State Railway of Thailand[edit]

During 1990–1991, BREL built six three-carState Railway of Thailand ASR classunits based on the Class 158 for theState Railway of Thailand.[81]

Fleet details[edit]

Subclass Operator Qty. Cars Unit number
158/0
[82] 		ScotRail 40 2 158701–158736, 158738–158741
Great Western Railway 13 158745, 158747–158750, 158760, 158762, 158765–158769, 158771[83]
5 3 158798, 158950–158951, 158958–158959[83][note 1]
East Midlands Railway 26 2 158770, 158773–158774, 158777, 158780, 158783, 158785, 158788, 158799, 158806, 158810, 158812–158813, 158846–158847, 158852, 158854, 158856–158858, 158862–158866, 158889
Northern Trains 8 3 158752–158759
35 2 158782, 158784, 158786–158787, 158789–158797, 158815–158817, 158842–158845, 158848–158851, 158853, 158855, 158859–158861, 158867–158872
Transport for Wales 24 2 158818–158841
South Western Railway 10 158880–158888, 158890
Scrapped 1 158763[note 2]
Converted toClass 159/1 8 3 158800–158801, 158803–158805, 158807, 158809, 158811
158/9
[82] 		Northern Trains 10 2 158901–158910

Liveries[edit]

Operating Company Livery
Regional Railways
Northern Trains
Arriva Trains Wales
East Midlands Railway
East Midlands Trains
South West Trains
South Western Railway
ScotRail
Transport for Wales

Notes[edit]

  1. ^Units numbered 158950 and above are subclass /0 units that have been lengthened to three coaches by adding a vehicle taken from other split-up subclass /0 units. The lengthened units remain in subclass /0 despite having been renumbered.[82]
  2. ^As a result of being damaged in the2021 Salisbury rail crash.[84][85][86]

References[edit]

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