Vehicles 50699 / 50701 were noted in the stock shed of Swindon Works, on the 3rd Nov. '57. Noted in the Carriage Works on the 29th January '58 were 50655-60/2/3, 59259-72, 50698/700/6/7/15/7. Some of the vehicles were coupled together on trial: 50698/50700/50707/50706, and 50658/59259/50657.

The first sets delivered went into traffic on the WR on the 10th March 1958. They replaced steam between Cardiff and Bristol and between Birmingham and South Wales stations on the 08:05 Cardiff to Bristol, 10:22 Bristol to Cardiff, 16:47 Cardiff to Birmingham, and 17:40 Birmingham Snow Hill to Cardiff. They also replaced the Class 126 Inter-City sets on the 12:10 and 20:15 Cardiff to Birmingham and 12:25 and 20:30 Birmingham to Cardiff. This allowed the 126s to go north to join the rest of the fleet based at Leith and Ayr. Sets noted on these new Cross-Country workings were from the range 50653-9 / 59257-62 / 50698 - 712. The Cardiff - Bristol working was operated by two 3-car sets, and required two sets of catering staff to man both buffets.

The Class 120s provided passenger facilities normally associated with the Inter-City trains, with more economic operation where the traffic was not large enough to justify the large formation.

On the 21st April they started between Oxford and Birmingham. The fastest left Oxford at 11:20 calling only at Banbury, Leamington and Warwick, arriving in Birmingham at 12:51. The 23 miles from Oxford to Banbury was run in 25 mins start to stop, and the 20 miles from Banbury to Leamington in 22 mins, both 'fastest-ever' timings. Other times were 08:40 Wolverhampton - Oxford (which ran on Mons - Fris, and also on Sats till the 10th May), and a 09:10 Birmingham to Oxford (this was possibly extended to being a 08:35 from Wolverhampton) on Sats from the 17th May. These were 3-car workings, but changed to 6-cars from the 17th May. There was also a through diesel train from Didcot to Wolverhampton (Mon - Sats), leaving at 07:04 and calling at most stations. This was a 6-car working, and the return left Wolverhampton at 16:40.

Noted in Swindon Works on the 4th May '58 were 50665-7/96/7, 50715/8/9, 59273-8.

An unadvertised excursion on Sunday 1st June '58 ran to Portsmouth Harbour, the first appearance of a diesel mechanical set there. The 3-car 120 ran from Hanwell via Basingstoke & Eastleigh.

As deliveries continued, it allowed further services to be taken over at the start of the summer 58 timetable on the 9th June. They were introduced between Birmingham and Cardiff via Worcester and Hereford, and between Shrewsbury and Hereford. On both lines the number of trains were increased as was their average speed.

Between Birmingham and Cardiff the intermediate stops were generally Stourbridge Junction, Kidderminster, Droitwich, Worcester Foregate Street, Malvern Link, Great Malvern, Colwall, Ledbury, Hereford, Abergavenny, Pontypool Road and Newport. The average time was 3 1/4 hrs. The existing 08:00 from Birmingham was accelerated 15 min; the 09:45, which now started at 10:00, 16 min; the 12:00 was a new train in 3 hrs 10 min; the 13:00 also in 3 hrs 10 min, speeded up by 44 mins; the 17:40, which previously terminated at Malvern Wells, replaced the 17:00 with an acceleration of 40 mins and provided with a buffet car. The 20:00 was another new service, as was the 07:50 from Hereford to Cardiff, the latter with buffet car facilities. There was also similar improvements in the reverse direction, leaving Cardiff at 07:40, 08:35, 10:40, 12:42 and 18:40. There were also additional early morning and late evening trains from Hereford to Cardiff and Birmingham.

The summer '58 timetable also saw the Birmingham - Cardiff 'Inter-City' service via Stratford and Gloucester slightly de-accelerated, due to additional stops being made, mainly at Statford and Cheltenham, and there were now no non-stop runs between Gloucester and Birmingham.

Between Shrewsbury and Hereford there was a complete transformation of the existing timetable. The passenger service was withdrawn from all intermediate stations and halts except Church Stretton, Craven Arms, Ludlow, Woofferton Junction, and Leominster, and the Class 120s covered the 51 miles in 75 mins inclusive off all these stops, except that at Woofferton, which was made by two services in each direction only, other stops being made by Ludlow - Tenbury branch trains.

Compared with the previous stopping trains from Shrewsbury at 06:25, 10:10, 13:15, 15:55, 18:55 and 20:22, averaging 110 mins on the run, there was trains at 07:00, 08:50, 10:40, 13:15, 15:05, 16:05, 16:50 and 18:40, also at 20:30 and 22:30 to Ludlow, besides the non-stop north to west expresses. The 07:00, 08:50, 13:15 and 16:50 had buffet cars, and the 07:00 and 16:50 were run through to Cardiff. Some of these trains made good connections at Hereford with the new Birmingham - Cardiff service, and also served as feeders to trains from the north to the west of England. Northbound, the new trains left Hereford at 07:05, 08:10, 10:45, 12:15, 15:00, 16:45, and 18:45. All but the 08:10, 12:15 and 16:45 had buffet cars, and the 08:10 through from Cardiff at 06:40.

On the 11th June '58 vehicles 50717 / 59273 / 50666 and 50665 / 59275 / 50719 operated a Bristol Division permanent way outing to Totnes. The party then went by river to Dartmouth and were met at Kingswear by the train, which returned from Torquay at 18:30. It was also claimed that the trip was run for 'experimental purposes'.

The Birmingham - Hereford - Cardiff sets were noted as having an ordinary coach attached at the rear when required. An example was on the 18th June '58, when the 17:40 from Snow Hill was formed of 50697 / 59276 / 50671 for Cardiff and 50657 / 59263 / 50712 with SK W5865W for Hereford.

Noted at Swindon on the 27th July '58 were 50673/4 and 59280/1.

Around July '58 120s were doing the odd 'filling-in' turn on Wellington - Lapworth stopping trains. The 84E shed plates which appeared on the leading buffer beam of several sets at this time began to be removed and trimmed top and bottom to fit on the underframes of the leading cars.

On the 30th August '58 a day excursion from Birmingham to Paddington was worked by 50657 / 59263 / 50712 and 50719 / 59275 / 50665. The return from Paddington was at 20:25. 

The winter '58 WR timetable saw the new diesel services introduced in the summer timetable practically unaltered, except all buffet facilities were withdrawn.

Vehicles noted at Swindon on the 16th Nov. '58 included 50683-7, 50734, 59291-5 along with three Class 119 sets.

A crisis arose in the London Operating District of the WR towards the end of '59 when it was attempted to work the diesel timings with steam trains resulting in deplorable timekeeping. As a temporary measure sets were borrowed from Tyseley and Cardiff. In consequence many trains, advertised as diesels, between Swansea, Cardiff, Bristol and Birmingham were steam hauled. All but two Cardiff sets were returned within a fortnight when twenty Cathays suburban sets were sent to the London District.

Sets on loan included:
TYS 500  50650 / 59256 / 50700
CDF 507  50658 / 59261 / 50711
CDF 516  50609 / 59277 / 50718
CDF 528  50683 / 59294 / 50735
BL 516   50692 / 59300 / 50743
BL 517  50693 / 59299 / 50738

Central Wales
The Central Wales line, with its long hills and ungated level crossings were mainly worked by six 2-car 120s from 1964 until May '84 when the WR rid itself of its AEC units, these being replaced by Met-Camms from Bristol. The 120s went to Chester and Newton Heath (for Blackpool services). The Cardiff based power cars had an extra headlamp for extra visibility on the line.

A 3-car set is seen sitting at Aberystwyth in 1976. Mike Hudson

Due to asbestos problems and heater & fuel modifications being done on the Met-Camms, two 3-car 120s were kept in South Wales at Cardiff for West and Central Wales services. The two sets, C615 & C616, with extra headlamps, were originally Inverness sets.

Sets were also used in the North Wales line, such as 20:35 ex-Crewe, noted in Aug '83 was having an ex-works refurbished set 51783/59683/51792 working. This was the first of the batch of seven ScR sets to be refurbished (in June '77), when it was ScR set 300. It moved to Cardiff in April '80 becoming set C620. In 1982 it moved to the LMR.

The WR sets have covered the whole of the region, sets having been allocated to Bristol, Cardiff, Plymouth, Reading and Birmingham.

Scotland
(There is a photo feature on the Aberdeen - Inverness line)
In the summer of '58 a 3-car set with buffet, was loaned to the ScR from the WR and operated experimentally for a few weeks between Aberdeen and Inverness. Beginning on the 28th July, W50676 / 59283 / 50720 ran on the 07:47 (or 08:05?) Aberdeen to Inverness and 12:45 return. The ScR distributed questionnaires to gain the views of passengers, particularly those who lived or worked between the two cities. A senior representative of BR traveled on the train daily to discuss the diesel service with passengers and ascertain their reactions.

On Wed. 6th August the set worked a special excursion from Aberdeen at 19:15 to Keith & back, giving the public an opportunity to travel on this type of train.

On Mon/Tues Aug 11th/12th '58 the set operated an Oban service, to see if this type of unit could in due course provide the passenger services on the Oban branch. Again, a questionnaire was organised and a representative carried. The set operated the 11:40 from Edinburgh Princess St, which united with Met Camms 51231 / 56389 and 56406 / 51248 at Stirling, which were the 12:00 from Glasgow Buchanan Street. The return working was the 17:15 from Oban, splitting at Stirling. The 3-car set was noted as arousing widespread public interest.

A special 'Land Cruise' diesel excursion from Queens Park and Cathcart Circle stations to Largs and Ayr ran on Monday 18th April '60, consisting of two Cross - Country sest. The following month, on the 14th May, a set worked on the famed 'Six Lochs Land Cruise'.

In mid-June 1960 the Scottish Area Board of the BTC announced at a special meeting in Aberdeen that the Class would be introduced between Aberdeen and Inverness on July 1st '60 to test the demand for a high-speed service between the cities.

The 108 mile journey, with a time of 2 1/2 hours had four stops at Nairn, Forres, Elgin and Keith Junction. The previous best timing was 3hr 18mins (which had 13 stops!). There were two services in each direction, leaving Aberdeen at 08:45 and 17:30, and Inverness at 08:30 and 17:15. Cheap day return fares were introduced to stimulate tourist traffic. The timings allowed a full day in either city without starting too early in the morning or getting back too late at night. Timings from Nairn were 25 mins to Inverness and 130 to Aberdeen, from Forres to Inverness it took 40 mins, to Aberdeen 115 mins, from Elgin it was 58 to Inverness and 98 to Aberdeen, and to Inverness from Keith was 81 mins and Aberdeen was reached in 70.

Colonel Donald H. Cameron of Locheil, Chairman of the Board also stated that if successful the trains would be re-introduced the following year.

Although originally introduced as an experimental summer service till the 10th Sep., the success of the trains, with their mini-buffets selling light refreshments, saw them extended till the end of the year to test the demand outside the summer months. In the August a traffic survey showed that a large portion of the passengers were tourists or locals on holiday, but it was hoped that the existence of the fast service in winter, when motoring in north-east Scotland could be unpleasant and dangerous would attract business and local residents who would otherwise have traveled by other means. The sets were fitted with automatic tablet exchange equipment for this line.

This scheme was extended again till the end of the winter '60/'61 timetable (till June 10th '61). They had gained a good reputation for punctuality. These trials were obviously a success, as from the next timetable on the 12th June '61 the ScR doubled the number of Class 120 expresses to four daily each way. It was hoped that these would attract more businessmen and tourists to the north-east of Scotland. Some services had an additional stop added at Huntly, although the 2 1/2 hr timing was maintained. There were improved connections with the south at Aberdeen and north at Inverness, and the timings would allow a businessman an afternoon in Inverness before returning to Aberdeen at 17:30. The fares were increased to 24s from 18s 6d (1.05d a mile) - quite a jump although the new rate of 1.17d a mile was still very low and the passengers were getting fast clean and comfortable trains with snack meals available. Punctuality during March '61 was 98%.

The services now left Aberdeen at 07:50, 11:45, 13:50 and 18:00, and Inverness at 08:30, 10:45, 14:30 and 17:30. The westbound 07:50 and 13:50 and eastbound 10:45 and 17:30 stopped additionally at Huntly.

In the Summer of 1962, on Mons - Fris from the 18th June till the 7th September there was a new Oban 'Tourist Train’ Mons - Fris 18/6 to 7/9/62. It departed / returned at the following times:
Glasgow Queen Street 9:35 am 8:30 pm
Craigendoran 10:10 7:48
Crainlarich Upper 11:20 6:41
Loch Awe 11:57 6:1
Connel Ferry 12:31 5:29
Oban 12:50 5:15

The buffet car was operational, and the service was also called the "Oban Flyer". The Lord Provost of Glasgow,  Mrs Jean Roberts, with her husband, Mr Cameron Roberts, travelled on the first train from Glasgow to Oban, via Loch Lomondside rather than Callender. At Oban Provost Neil Cameron and Mr JG Mathieson, County Convener, greeted the party.

And, as well as giving the choice of viewing some of Scotland’s most scenic granduer from the windows of the three-coach multiple unit train, the passengers will get to Oban in the quickest ever time. The previous fastest time from Glasgow - Oban was 3hrs 32 mins but this train runs on sats only, and the normal time taken to travel to Oban by train has been 4 ½ hours.

With the Lord Provost on the train were Mr RA Long, Asst. GM BR-Scotland, Mr RB Reid, District Passenger Manager, Glasgow, and Mr WA Nicholson, Manager and Secretary of the Scottish Tourist Board.

Other forays onto the West Highland line were to Mallaig, when a 3-car set made a test run north on the 19th October '66, and south the following day. BR produced a performance curve for set on the line from it.

In early 1980 the Inverness - Aberdeen service became loco-hauled, and these sets went to Derby (after a few months at Ayr) or Cardiff, except 51784 which had been withdrawn after accident damage.

The vehicles which went via Ayr were 51787/9/94 & 59680/5.

The class made a return to the ScR and Ayr at the start of 1986. Towards the end of 1985 defects were noted in Class 107 wheelsets, which led to at least 14 being taken out of traffic. In the Autumn of '85 a number of Class 120 power cars made redundant by the introduction of Sprinters at Derby had been sent to Sheilds Electric Depot in Glasgow for cannibalisation, mainly to keep the Ayr DMUs going. But the 107 problem meant that complete units were sent to Ayr instead. Three were noted in traffic by the 21st Feb. Noted on the 24th Feb. '84 stored at Falkland Yard were 53727 (condemned), and two sets to be returned to traffic 53717 / 59289 / 53653, 53743 / 59531 (101) / 53656.

Further sets noted in traffic on the same day were:

53687 / 59264 / 53705
53742 / 59268 / 53693
53654 / 59281 / 53708
53720 / 59245 / 53677

A fifth active set seen a few days later was 53730 / 59127 / 53650.

At the time it was rumoured the sets would survive on the Ayrshire services till the electrification was complete, and that they then may be transferred to Edinburgh for Dundee services to replace the Class 27 loco hauled sets if Class 150s were not available.

The Ayrshire 120s worked the old Swindon Class 126 route from Glasgow to Ayr, and also services to Largs, East Kilbride, Edinburgh (via Shotts) and one was even noted on a Perth - Edinburgh service in mid-86.

Noted at Falkland Yard on the 19th April 86 were:
53715 / 53717 / 53743 / 53656 / 53706 / 53648 / 53727
These all had various defects and looked doubtful if they would return to traffic. One, 53727 was boarded up.

At the same time the following 120 vehicles were in traffic:

53687 / 59264 / 53705
53742 / 59268 / 53693
53654 / 59281 / 53708
53649 / 59535 (101) / 53698
53720 / 59285 / 53677
53730 / 59127 (101) / 53650
53653 / 59289 / 53722
53696 / 59121 (101) / 53669
53673 / 59374 (116) / 53090 (116)
53724 / 59786 (107) / 51174 (101)
53670 / 59801 (107) / 53452 (104)
53672 / 59800 (107) / 51248 (101)
53744 / 59524 (111) / 52026 (107)

The Class 107 situation did not improve, as at the end of June '86 they were all withdrawn pending exams / repairs to driving axles, resulting in further Class 120 power cars transferred from Newton Heath, as well as ER Class 105s.

LMR
By Spring 1985 the LMR had a sizable allocation of the Class. Newton Heath had 25 3-car sets, of these six had Met-Camm trailers and 2 had BRCW trailers. 59256, despite being nominaly withdrawn, was working with 53428/53450 (both brakes). Chester had just eight sets left, many having moved to Newton Heath. All had Met-Camm trailers, transferred from the ER around 1983 when the Met-Camm triples and quads were shuffled around.

By Sep/Oct '85 there were just three sets left at Chester, all with 101 trailers, and along with the other Chester stock they worked a vast area including Manchester, Crewe, North Wales, Shrewsbury and the Cambrian Coast. Newton Heath now had 26 sets, mainly working Blackpool services. While not used for many years, the buffet counters were still intact, even the four small sideways seats opposite the buffet. A few still had 101/BRCW trailers. Derby Etches Park had 27 sets, some with 101 trailers, a few of the sets had been refurbished, the most notable being 53692 / 59301 / 53708 which had cream panelling, orange vestibules and brown seats in the former first class section.

At the start of 1986 Class 107 problems saw some Derby Etches Park sets moved to Ayr. 

General
The class also worked services from Crewe to Lincoln, Birmingham to East Anglia, Manchester to Blackpool. Sets were allocated to Derby Etches Park from the late '60s to 1986 and from there they covered a wide range of duties, including longer distance summer or relief work to the East Coast and Wales. They worked the Lincoln - Crewe line and associated services to Grantham, Leicester, Birmingham and Matlock, and certain services to Bradford, Cambridge, Skegness and Cleethorpes. On summer Saturdays they worked to Llandudno, and Birmingham - Norwich before the introduction of loco-hauled sets. Deputation for late running expresses saw trips to St Pancras, Bristol and York. Excursions took them to Whitby, Keighley, Appleby, Blackpool and Kings Cross. They were used extensively from the East Midlands on excursions, both BR sponsored and private to a variety of destinations, often over unfamiliar routes. Most weekends from spring to Christmas saw at least one Etches Park Class 120 on hire.

Allocations
In the late '60s, 22 sets were transferred from the WR to Derby, to replace the less successful Cravens and BRCW units. In 1977 seven sets were transferred from the Cardiff to Chester in exchange for Gloucester build Cross-Country sets, followed by a further four by 1980. All the Chester sets (ex-Central Wales 2-cars) and some at Derby had their trailers replaced by Met-Camm trailers, although other types were also used, such as BRCW 59206 and Class 107 59794.

In 1980 the Inverness sets moved, 4 to Cardiff (CF) and 3 to Ayr (AY). The following year the Ayr sets were transferred to Derby, and NH received 2 sets from the WR. By 1983, only 2 sets remained at CF, with 31 at Derby, 17 at NH and 14 at Chester. At the beginning of 1986, Derby had 25, NH 16, Chester 4, Cardiff 2 and Ayr 7.