Scotland

Class 101s operated various routes in Scotland starting in July 1958. Edinburgh - Dundee was a regular working, with units stabled at Dundee depot.^[16] 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.

Class 101 in Strathclyde PTE livery at Glasgow Central.

In January 1984, a fire at Ayr depot destroyed six 101s and as a result an equivalent number of Class 104 were drafted in to fill the gap.

Upon Privatisation in 1997, ScotRail retained eleven units in service, running the Glasgow to Barrhead, East Kilbride, Paisley Canal and Whifflet as well as the Motherwell to Cumbernauld services. Although Class 101s were a common sight in Scotland up to the late 90s, they started to disappear from Glasgow Central high level with the introduction of the Class 156. Newer Class 170s started a stock cascade and the type's withdrawal began. Upon the 101s final withdrawal from Scotland in November 1999, the remaining sets were returned to Manchester.^[17]

Wales

The type was seen in South Wales working commuter routed around the Valleys and West Wales Line until the early 1990s, 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.^[18] From 1982, they were used on the Central Wales Line between Shrewsbury and Swansea.^[19] 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.^[20]

West Midlands

Starting on 14 April 1958, the region received a batch of two and three car units. Class 101s were extensively used for commuter services on the Cross-City Line and Chase Line in Birmingham and services to Worcester before being put to work in outlying areas.^[21]

Operating from Tyseley depot, 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 Just as with the Class 116 which was also heavily used on the same routes, the 101s were withdrawn from WMPTE service on 12 July 1993 when the Cross-City Line was fully electrified. In all, the 101 served the West Midlands for over 35 years.^[22]

Teesside

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.^[23] The type was withdrawn 21 September 1989 in favour of Pacers

Tyneside

A pair of Class 101s at Newcastle Central

The initial order of 339 vehicles were allocated to the Tyneside area. The 101s first went into service on 24 October 1956 when seven 4-car and 10 2-car units were delivered. A route from Newcastle to Middlesbrough followed. From February 1957, 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.^[24] This included the Alston line between Haltwhistle and Alston where the class operated until the line closed in 1976.

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. At which point, the class was withdrawn and the sets sent to Neville Hill depot in Leeds to be re-deployed.

West and South Yorkshire

Class 101 at Bradford Interchange alongside a Class 150

An initial batch of 10 units went into service in Bradford in December 1956. Operating 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.^[25] Occasional services between York - Manchester and beyond were worked via the Calder Valley. Regular services were run between Leeds, Bradford, York and Sheffield but the units could also be seen in places such as Scarborough and Whitby.^[26]

Western Region

NSE 101 L832 Sarah at Reading

From 1967, several 101 sets were transferred to serve the South West. Services from Reading to Gatwick Airport and Oxford to Paddington were common.^[27] Diagrams expanded as more 101s arrived in the region with regular runs in the Bristol area. They were stabled at Reading and Plymouth Laira depots, with the units serving until 1987 when they were largely replaced by Class 108s.^[25] Several 101s received Network Southeast branding and by the early 1990s had been scaled back to running local services between Didcot, Oxford and Bicester.^[28] However, some 101 units were still working in the Plymouth area as late as May 1993 with the final withdrawal coming in 1996.^[29]

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.

East Anglia

First introduced in the region in January 1970, the 101 units were allocated to Norwich depot and used on rural lines, notably Norwich to Sheringham and on the Fen line, as well as regular services to Ipswich amongst others. In later years, additional units were based at Cambridge.^[30] The Cambridge-based trains primarily ran shuttle services from Cambridge to Royston and from Hitchin to Huntingdon.^[31] However, with the electrification of the region and introduction of newer rolling stock, by the early 1990s they had fallen out of favour and were re-allocated to other parts of the rail network.^[28] The remaining 101 unit was finally withdrawn from Norwich in August 1996.^[32]

Greater Manchester

When the Pacers serving Manchester to Blackpool shortly after their introduction proved unreliable in the mid-1980s, the 101 filled the gap at short notice despite not being common in the region. The 101s were then rolled out across the Greater Manchester area.

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. Thirty five units were removed from service by 1992 and received a further refurbishment. At this point, they were repainted in Regional Railways livery, and had the class number applied concurrently with several Sprinter and Pacer sets. The work was once again undertaken at Doncaster.^[33] Along with other first generation types, corrosion of the body panels and asbestos used during construction was seen as major concerns and were leading causes for their eventual retirement.^[34]

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.^[35] 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.

Post privatisation

First North Western 101685 at Manchester Piccadilly on 24 December 2003, the last day of service

Following privatisation the remaining 101 sets in mainline service fell under the ownership of Angel Trains and operated by the First North Western franchise once the units from Scotland had been returned to Manchester. FNW declined to repaint the trains again, and they retained their former liveries. A total of 18 sets were in service initially.^[36] Ongoing problems with the Pacer units and the Sprinters' use on other lines meant that the 101s were called on to continue in service. The 101s outlasted the Class 141 Pacer in service, a type which had been intended to replace the older unit.^[37]

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.^[38] The type was unsuited to the route, and was replaced with the British Rail Class 175 from 2000.^[39] It fell to the 101s to run the stopping service from Manchester to Stoke-on-Trent, along with other rural routes in the north west.^[40]

Beginning in late 2000, the age of the units was starting to tell and the remaining 101s were gradually retired. They were used exclusively on the Hope Valley services until the end of their career. The very last scheduled service for the type anywhere was run on 24 December 2003 between Rose Hill and Manchester Piccadilly at which point the final five units were decommissioned from service, and sent to Shoeburyness for storage.^[41]

Farewell

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.^[42]

Sources

• Fox, Peter (1986). Locomotives & Coaching Stock 1986. Sheffield: Platform 5. ISBN 0-906579-58-9.
• Fox, Peter (1987). Multiple Unit Pocket Book. British Railways Pocket Book No.2 (Summer/Autumn 1987 ed.). Platform 5 Publishing Ltd. ISBN 0906579740. OCLC 613347580.
• Fox, Peter; Webster, Neil (July 1982). Multiple Unit Pocket Book. Sheffield: Platform 5 Publications. ISBN 0-906579-26-0.
• Fox, Peter; Hall, Peter; Webster, Neil (2001). British Railways Locomotives & Coaching Stock 2001. Sheffield: Platform 5. ISBN 1-902336-19-4.
• 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.