D5151 / 5151 / 25001
The First of the Class 25's
(1961 - 1980)
Looking as if there are a great many more miles left in her, 25001 waits at Swindon Works for the end, which, along with 25013/19/21 have just arrived from Scotland (October 26th, 1980). The left hand side of 25001 exhibits the standard two rows of four air filters (see below for the opposite side).
A TOPS report for October 28th 1980 reveals 25001 has no 'A' hours left, but has 115 hours to run until its next 'C' exam. The report also indicates the 25001 was 'turned off' during the evening of September 25th 1980.
With production closing out on Darlington's last batch of Class 24's (up to D5113) more frames were laid during January for a further twenty five machines (D5151 - D5175), which externally would be very similar to the final batch of Class 24's.
D5151 was the first of the Type 2's built with the newer 1,250hp "B" engine, modified generator assembly and traction motors. This increase in horsepower was obtained from an air/water free flow intercooler fitted between a higher capacity pressure charger and inlet manifold, included within the normal cooling circuit to maintain simplicity. The cylinder head was also modified and strengthened. The BTH generator was now rated as 735kW, 750/545V, 1090/1500A at 750 rpm, only slightly different from the earlier Class 24's.
The traction motors were rated at 245hp, 545V, 375A at 560 rpm with a gear ratio of 18:79. Maximum tractive effort was 39,000lb whilst continuous t.e. was 20,800lb at 17.1mph, the latter standard for all Class 25's. Horsepower at the rail was 949, now available between 9.3 and 77.6 mph, with maximum speed increased to 90mph. The first fifteen's fuel capacity remained at 520 gallons, locomotive weight was 70.25 tons, whilst the final ten had larger
620 gallon fuel tanks, with a weight of 72.35 tons.
D5151 - D5175 utilized the Class 24/1 bodyshell, cabs and paint scheme, and like the Class 45's the side grilles were highlighted in grey. As they had been ordered for working freight traffic in the Teeside area this batch of locomotives were not equipped with
steam heating equipment.
D5151 was delivered on April 15th to BR's first purpose built diesel depot at Thornaby (51L), with the intention to assist in the eradication of steam working in the Tees area.
This new depot replaced Newport (51B) and Middlesborough (51D), having cost GBP 1¼ million, opening to steam during June 1958 on a seventy acre
site, it comprised an octagonal roundhouse, the last built by BR and a through shed, suitable for use by the newly arriving diesels.
It would close to steam on December 14th, 1964.
Trial running of D5151 was with a rake of redundant LNER coaches, normal duties would comprise freight workings in the Teeside area.
||A fine view of D5151 not too long out of Darlington, all that seems to have been added is the 51L worksplate on the cabfront. Photograph courtesy E A Woods.
By at least June 1962 a yellow warning panel had been added to the cab fronts and an electrification flash now positioned next to the shed plate.
Noted Darlington Works during August.
||A snapshot view of D5151 as it passes through the closed Norton station during June 1962 as it heads an excursion train to Seaton Carew.
Photographer not known.
||A work stained D5151 keeps company with another Class 25, possibly at Thornaby, date unknown. Photograph courtesy E A Woods.
Noted Darlington Works during June.
Noted Derby Works during September.
Noted Derby Works during July, in September 25001 moved to Gateshead (52A), which included trips on the Consett branch and across the Pennines to Carlisle (12A), which would be it's new home from December.
In January 5151 - 5156 moved to Springs Branch (8F) followed by a move in May 1968 to Longsight (9A).
During September 5155 & 5156 moved from Longsight to Eastfield (65A) whilst the following month 5151 - 5154 moved to Haymarket (64B) to assist the Scottish Region in clearing out its few remaining Class 17/21/29's.
Noted Glasgow Works during August.
25001 returned to the Eastern Region, this time to Tinsley for a brief three month spell, May - July before heading back to Eastfield. Whilst at Tinsley the machine received its TOPS number: 25001
25001 stands at Ayr on June 25th 1977. The locomotive still carries its number on the cab side (in true Derby style), but the blue star multiple unit coupling symbols are in the Glasgow style (inboard of the marker lights). Works attention in November would soon correct this anomaly. Other changes are the sheeting over of the gangway doors and the disappearance of the steam style shedplate. Also removed is the frame level valencing between the cabs.
With all the Class 24's retired and a continuing surplus of Type 2's, the Class 25/0's became the next fodder for the scrapman. The first withdrawal for the sub group came in December 1975, however 25001 soldiered on at Eastfield for just under five more years.
On February 7th whilst working a Glasgow - Fort William freight train 25001 was required to assist 20120 which had failed on its train at Kirkpatrick, the Class 25 being used to push the failure into the loop.
25001 was noted in Glasgow Works early in November.
25001 stands at Polmadie on March 15th 1980, six months prior to withdrawal. This view of the right side of the locomotive reveals the two rows of air filters, three on top, four below. In contrast to the view at Ayr (above), the locomotive has been through Glasgow Works, getting a repaint, including the re-positioning of the numbers and data panel away from the cabside to a more centered position on the bodyside. And at some point the fuel tank has been fitted with a large circular fuel gauge.
||Motherwell, 11.15am on February 2nd 1979, 25001 keeps company with a snow plough and a Class 06.
Photograph courtesy A Foster.
||It's 07.30am on July 22nd 1979 and 25001 is seen inside Haymarket depot.
Photograph courtesy A Foster.
||It's 12.30pm on July 19th 1980 and 25001 is surrounded by other Class 25/26's at Millerhill.
Photograph courtesy A Foster
||Its a week later, 13.30 on July 26th 1980, again at Millerhill.
Photograph courtesy A Foster.
On September 17th the 1T14 07.40 Aberdeen - Glasgow failed at Cadder Yard behind 40060, 25001 assisted the train on to Glasgow Queen Street.
Withdrawal came on the evening of September 25th 1980, for the long trek
to Swindon Works 25001 was joined by 25013/19/21, being noted at Durham behind 40006 on October 10th. Ironically an
overnight stop was made at Thornaby - 25001's first home. Here withdrawn 31274 was added to the consist, which left on 16th, it is believed with
25001 towing the consist! (as the 07.20 York - Swindon). By October 19th they had been received at Swindon Works.
After a brief stay at Swindon the end came during December 1980.
Page added January 15th 2001
Last update March 9th 2008
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