British Rail Classes 101 and 102

Class 101s operated various routes in Scotland starting in 1958. Edinburgh - Dundee was a regular working, with units stabled at Dundee depot.[13] Upon ScotRail's formation, the units continued in use and were in service up to Privatisation in 1997, with some painted in orange and black Strathclyde PTE livery.[14] In January 1984, a fire at Ayr depot destroyed several 101s and as a result the Class 104 was drafted in to fill the gap.[15] One unit was modified with larger windows to become an 'Observation Saloon', which was used on the Hebridean route between Inverness and Kyle of Lochalsh until the service was taken over by Sprinters.[16]

Upon Privatisation in 1997, ScotRail retained the type and it saw out its days running the Glasgow to Barrhead, East Kilbride, Paisley Canal and Whifflet and also from Motherwell - Cumbernauld services. Although Class 101s were a common sight in Scotland up to the early 90s, they disappeared from Glasgow Central high level with the introduction of the Class 156.[17] Newer Class 170s started a stock cascade and the type's withdrawal began. Upon the 101s final withdrawal in November 1999, the remaining sets were returned to Manchester.[18]

The type was seen in South Wales working commuter routed around the Valleys and on rural Welsh lines until the early 2000s. In the 1970s, a diagram from Birmingham to Aberystwyth via the Cambrian Line was a regular route for the 101s.[19] From 1982, they were used on the Central Wales Line between Shrewsbury and Swansea.[20] The 101s were scheduled along with a mixture of other first generation DMUs and Sprinters to work the Crewe - Holyhead services from the early 1980s.[21]

Starting in 1958, Class 101s were extensively used for commuter services on the Cross-City Line in Birmingham and services to Worcester before being out to work in outlying areas.[22] The type was used all over the West Midlands well into the 1980s. Just as with the Class 116 which was also heavily used on the same routes, the 101s were withdrawn from WMPTE service on 12 July 1993 when the Cross-City Line was fully electrified.[23]

Arriving in 1957 at the newly opened Darlington depot, the 101s were initially used on runs between Darlington and Saltburn on the Tees Valley Line. Most of the first batch of 101s ordered were allocated to Darlington. The class continued to serve the line well into the 1980s.[24] The type was withdrawn 21 September 1989 in favour of Pacers[25]

The 101s first went into service on 24 October 1956 with a running from Newcastle to Middlesborough. Shortly after they began operating a stopping service between Newcastle and Carlisle. A longer diagram between Newcastle and Leeds offered a buffet service. The 101s routes were expanded to the whole Tyneside area, replacing the local steam-hauled services.[26]

Later services were run by Tyne and Wear Passenger Transport Executive and stabled at South Gosforth depot. They remained in service in the region until 30 May 1981 when they were superseded by the Tyne and Wear Metro.[27] At which point, the class was withdrawn and the sets sent to Neville Hill depot in Leeds to be re-deployed.

The type went into service in Bradford in December 1956. Based out of Neville Hill depot in Leeds, the 101s were used extensively for short commuter services. Because of the relatively underpowered engines, the more powerful Class 111 was paired up with some 101 units, while others were moved to other depots.[28] Some wore WYPTE livery. Occasional services between York - Manchester and beyond were worked via the Calder Valley. Regular services were run between Leeds, Bradford, York and Sheffield but could be seen in places such as Scarborough and Whitby.[29]

From 1967, several 101 sets were transferred to serve the South West. Services from Reading to Gatwick Airport and Oxford to Paddington were common.[30] Diagrams expanded as more 101s arrived in the region with regular runs in the Bristol area. They were stabled at Reading and Laira depot, Plymouth with the units serving until 1987 when they were replaced by Class 108s.[31] Several 101s received Network Southeast branding and by the early 1990s had been scaled back to running local services between Didcot, Oxford and Bicester.[32] However, some 101 units were still working in the Plymouth area as late as May 1993 with the final withdrawal coming in 1996.[33]

Thanks to the withdrawal of other units and types, 101s were paired up with different carriages. From the early 1980s it was not uncommon for example for a 101 trailer to be paired to another first generation DMU driving car on various routes and different regions.[34] Despite the intention to phase out the type and other Heritage DMUs in favour of newer stock, the 101 proved to be a dependable workhorse. Along with other first generation types, asbestos used during construction was seen as a major concern and was a leading cause for their retirement.[35]

When the Pacers serving Manchester to Blackpool shortly after their introduction proved unreliable, the 101 filled the gap at short notice.[36] Once the units from Scotland had returned, they were put into use working the rural lines around Greater Manchester, especially the Buxton and Hope Valley Lines on services into Manchester Picadilly.[37] It was intended to phase the 101s out of service in favour of the Class 142 in the late 1990s, but the Privatisation of British Rail delayed those plans.[38]

Following privatisation the remaining 101s fell under the ownership of Angel Trains and operated by the First North Western franchise, but retained their former liveries.[39] Ongoing problems with the Pacer units and the Sprinters' use on other lines meant that the 101s were called on to continue in service.[40] The 101 was seen regularly running on the North Wales Coast Line service between Crewe and Holyhead alongside loco hauled trains as late as 1999.[41] The type was unsuited to the route, and was replaced with the British Rail Class 175 from 2000.[42] It fell to the 101s to run the stopping service from Manchester to Stoke-on-Trent, along with other rural routes. The very last 101 scheduled service anywhere was run on 24 December 2003 between Rose Hill and Manchester Piccadilly at which point the final five units were retired from service.[43]

Because of the type's popularity and longevity in service, a final farewell tour for the 101s was run in late 2003 which was a railtour of northwest England.[44]

• Fox, Peter (1987). Multiple Unit Pocket Book. British Railways Pocket Book No.2 (Summer/Autumn 1987 ed.). Platform 5 Publishing Ltd. ISBN 0906579740. OCLC 613347580.CS1 maint: ref=harv (link)
• Fox, Peter; Webster, Neil (July 1982). Multiple Unit Pocket Book. Sheffield: Platform 5 Publications. ISBN 0-906579-26-0.
• Golding, Brian. A Pictorial Record of British Railways Diesel Multiple Units.
• Haresnape, Brian. British Rail Fleet Survey 8: Diesel Multiple Units—The First Generation.
• Marsden, Colin J. Motive Power Recognition: 3 DMUs.
• Robertson, Kevin. British Railway Pictorial: First Generation DMUs.