If one can remember the 'Indian Summer' of 1976, the thoughts are of a gloriously sunny, hot three months of June, July and August, a marked contrast perhaps with the more traditional English summer. Though the memories may favour the more pleasant side of things, the three months without rain brought drought conditions across parts of the country and water rationing in many areas. But none of that was center stage on August 22nd 1976. This busy Sunday was spent touring with the Midland Railfans group, including the Birmingham area depots.

Saltley was well populated this day with a variety of BR's diesel fleet. Standing by the fuelling shed are two Scottish Region Type 2's, 25028 & 25034. They had more than likely arrived on the Leith - Salisbury pipes, presumably replaced somewhere between Banbury & Didcot, then returning light engines to Saltley prior to picking up their next set of northbound duties.

1962
After completing its order of twenty five Class 25/0's (D5151 - D5175), the first of the Class 25's to receive the uprated 1,250hp engine, but retaining the Class 24 electrics, Darlington received the honor of building the first batch of Class 25/1's - equipped with the compact lightweight AY253 traction motor. The frames for the first of these ten locomotives, D5176 were laid down in August, with D5177 following in September and D5178 in October.

The cost of these locomotives (as supported by documents now held at the NRM York) was GBP77,917, of which GBP43,314 was the cost of the Sulzer engine. By the time of Darlington's next order (D5223 - 5232 - which were originally to be built at Derby) the cost had risen to GBP79,018. Comparable costs were GBP78,488 for the 5700 series MetroVick Co-Bo's, GBP63,953 for the NBL Class 22 diesel hydraulics & GBP69,666 for the NBL Class 21 diesel electrics.

Although this order was good news for the workforce at Darlington, bad news arrived on September 19th. A review of the British Railways workshop capacity had been carried out and its recommendations demanded a reduction in the labour force from 56,000 to 38,000 with a number of workshops scheduled to close, including Darlington. They had just completed construction on their latest batch of Class 08 shunters ending with D4185. Once the Type 2 orders were completed, the steam repairs finished & the diesel repairs transferred away there were expected to be layoffs totalling 1,700 jobs. The only temporary relief came with the knowledge that the diesel repairs would last for several more years, particularly in the light of the heavy workloads of Derby & Crewe.

1963
Darlington outshopped D5176 in January followed by D5177 on February 4th & D5178 on February 8th. These first three were all boiler fitted and were allocated to Leeds Holbeck (55A). The next three D5179 - 5181 were without boilers and went to Gateshead, production after that was allocated to the Midland Lines.

As mentioned earlier D5176 featured the new AEI 253AY traction motor, the motors were a result of the collaboration between BTH, MV and American builder Alco. This smaller, lighter motor was an attempt to market a traction motor to a worldwide audience, especially to the meter gauge lines. For the Class 25 these lighter motors allowed the discontinuance of other weight saving measures being built into the design. Under the Class 25 they would be highly rated, being an attempt to overcome the loss of tractive effort normally found on starting, the field divert system was also modified to allow increased capability throughout all the speed ranges. For the technically minded the rating on the generator changed to 735kW, 780/545V, 1050/1500A at 750 rpm with the smaller traction motors now in series parallel being rated at 234hp, 315V, 650A at 460rpm, with a gear ratio 18:79. Maximum tractive effort was 45,000lb with full power now available between 7 and 77.5 mph, an improvement over the Class 25/0's, all other ratings were unchanged from the D5151 series. The continuous rating of 650 amps was not far removed from its one hour short term or 'emergency' rating of 680 amps, which could only be monitored manually. On heavy trains close monitoring of the ammeters was necessary to avoid motor damage. Fuel capacity was now 560 gallons (loco weight 71.75 tons). For those with boilers, water capacity was 580 gallons (loco weight 73.75 tons). Whilst the body shell remained similar to D5151 there were a number of refinements. Relocated were the air horns to either side of the headcode panel. The cab skirt and body fairing were discontinued, though the support lugs remained. A new driving control panel was fitted. The fuel & water tanks were also redesigned.

For the locomotives based at Holbeck passenger work was the order of the day, both local and longer workings as D5178 was so provided on February 14th for a run to Morecambe only six days fresh out of Darlington. By this time the vast majority of the Leeds local services were in the hands of DMU's. As the diesel and DMU fleets grew so the impact on steam workings escalated. Typical was the closure of Scarborough shed on May 18, the two diagrammed steam freight workings turned over to D5096/8/9 & 5100/76 the following Monday, Gateshead based D5178 worked that first turn on May 20th. Station pilot duties were managed by two Class 03's. On May 28 the first turn, the 04.30am York - Scarborough led by D5100 had 77004 as pilot, destined for the Malton - Whitby freight. However cinders from the ashpan set alight to the diesel necessitating the service of the Malton Fire Brigade. The service resumed behind 77004, the diagram later being taken over by D5099 which later failed on the last leg of the run, at Rillington on the 07:49pm Scarborough - York mail. Rescue came in the form 43014. All was well by the Whitsun weekend, June 2, when seventeen specials worked into Scarborough, the Sulzer 2's handling two, led by D5099 and D5176.

During June Holbeck lost its three passenger Type 2's, D5176 went to York (50A) and D5177/78 went to Gateshead (52A).

A couple of pages from the Drivers Instruction Manual relevant to the details on 25026/27/28.

1964
During the first week of September Newcastle had only one regular steam passenger working, the 16.30 Newcastle - Berwick which ceased on September 5th. Gateshead A3 60092 hauled the last steam working on 4th, with the final run the next day being handled by D5178! In the winter timetable this became a DMU working.

1965
D5176 hauled the NE Region General Manager's saloon on an inspection of lines encompassing York, Knottingley, Goole & Hull on February 4th, this was normally in the hands of a B1. Driver training continued on the York - Scarborough line with Holbeck Peaks and Midland Type 2's featuring frequently.

D5177/78 moved south from Gateshead during November, joining D5176 at York (50A).

1966
All three locomotives visited Derby Works in 1966, D5178 during May and D5176/77 in July. D5176/78 moved to Thornaby (51L) in December.

1967
In April D5177 moved back to Leeds Holbeck (55A), joined there in September by D5176/78.

In the Liverpool area steam still served several passenger trains, though many of these were slowly transitioning to diesel haulage, one such was the 23.38(SO) Liverpool Lime St - York, noted on New Year's Eve 1967 behind D5178.

A familiar scene of diesel (D5177) and steam (42689) working the Leeds - Bradford portion of a Kings Cross service. Photograph courtesy A Wood.

1969
5178 was at Derby Works in June for a general repair. 5177 was noted there under repair during November.

Photograph courtesy Grahame Wareham A fine view of a very ex-works 5176 on the London Road curve at Derby during August 1969. This is 5176's first coat of blue and yellow paint and reveals the standard positioning of the BR emblem in the center of the bodyside, with numbers on each cabside. Other points of interest are the black miniature snowploughs, the gangway doors still in place, a solid blanking plate for the boiler room and the highlighted door mounted builders plate.

1971
June 5th's 1S28 07.00 Newcastle - Edinburgh was powered by 5178 which had been taken off the early morning Edinburgh - Bradford parcels working. In July all three locomotives headed north for allocation at Eastfield (65A).

5176 awaits time at Leeds City, date unknown but probably somtime in 1970/1971. The working timetable shows the 1L69 as several workings between York & Bradford Exchange, which would normally be handled by a multiple unit. Photograph courtesy EA Wood

1972
During September 5176/77 headed south to join the Manchester Division (D09). On September 8th 5177 was in charge of a late afternoon Manchester - York service. The Blackpool Illuminations over the weekend of September 23rd/24th provided a wide variety of specials in to the area. Perhaps those with the most interesting motive power came from Scotland, noted were 5096 & 5001 and 5178 & 5385 on two of the ten specials from the ScR. Excursions to the Central and Eastern Divisions of the SR were invariably powered throughout by Class 47's or incoming power was swapped for a 'native' Class 33, however on October 28th an Ashburys - Brighton was worked throughout by 5176 & 5197. Glasgow Works received 5178 for attention during October.

1973
5177 was noted ex-works at Derby during January, also visiting Derby Works during March & June was 5176. On May 12th Glasgow Works held its first Open Day, remarkably there were sixty four diesels on display that day, although twenty seven of those were condemned Claytons. Two class 25's were present, 5178 and 5157, the latter having a replacement cab fitted from withdrawn 5149. Class 24's noted were 5006/19, 5121/27 under repair and elsewhere withdrawn 5067, 5114/49. Parts of 5068 were still present.

5176 makes a striking pose at Holyhead on an unknown day during 1973. The locomotive received its blue livery during the summer of 1969, time was drawing near for another Works visit and a fresh coat of paint. Photograph courtesy Pat Webb/collection of Steve Morris

1974
During February energisation of the overhead took place from Garstang to Carlisle. Diesel powered test trains operated between Preston & Carlisle, various test vehicles and vans were used, including 5285 (March 4th), 25026 (March 11th) & 25035 (March 21st). Industrial action continued to disrupt the rail network with selective regional stoppages making travelling difficult, though on February 12th the work-to-rule ceased. Elsewhere a coal miners strike commenced on February 9th having an immediate effect on the volume of freight services.

In May 25028 moved to Haymarket, 25026 moved to Tinsley in August whilst 25026/27 visited Derby Works during August.

1975
A move north in February brought 25026 to Haymarket. Pairs of Type 2's were still occasionally diagrammed on the heavier ScR services, on May 3rd the 15.35 Glasgow Queen Street - Aberdeen was powered by 25026 & 24127.

1976
The 1E83 17.10 Edinburgh - Berwick on Tweed was noted behind 25028 on an unrecorded date during February.

A long distance working, the Leith - Salisbury pipes featured the Scottish Type 2's working as far as Didcot, examples noted were 25011 & 25026 (March 13th & 15th) and 25002 & 25317 (March 27th), 25018 & 25031 (April 10th), 25026 & 25092 (April 24th), the locomotives generally returning north light, at least as far as the Birmingham area. The picture at the head of this page features such a pair of locomotives, 25028 & 25034, laying over at Saltley prior to heading north.

25027 rests inside one of the steam era buildings at Wigan on December 19th 1976.

1977
The Rugby International at Murrayfield on March 19th between Wales and Scotland brought a number of specials into the area, both from Wales and locally. Four extras ran from Glasgow, the first being hauled by 25028 (1Z10), the others ran with 27004, 40047 & 40071. 25026 & 25066 worked a Perth - Birmingham relief to the 'Clansman' on August 27th, the Type 2's working as far south as Mossend. Glasgow Works received 25028 for repair including the fitting of dual brake equipment between October & December.

1978
25026 was noted snowbound at Carrbridge on January 30th 1978.

25026 was noted at Glasgow Works at the end of March and for much of April. 25028 was also noted here early in March. 25028 was transferred to Inverness in May (see picture below). Derby Works received 25027 for an intermediate repair between October 1978 and January 1979.

Regretably no sunshine here as 25028 & 25082 marshall their train at Inverness on June 22nd 1978. 25028 had been transferred to Inverness the month before and would remain at Inverness until January 1980, when it moved south to Haymarket. 25028 had been transferred to Eastfield in January 1971 and would remain allocated to the Scottish Region until withdrawn in December 1980, though it would be June 1987 before 25028 actually left the Scottish Region!

	A reasonably ex-works 25026 arrives at Haymarket with a coal train, August 28th 1978. Photograph courtesy A Forster
	A rainy afternoon on January 27th 1978 finds 25027 & 24023 awaiting their next turn of duty. Visits to Birkenhead in the late 1970's would always find a plentiful supply of Classes 25 & 40 present with the occasional Class 24 & 47. By the end of the year 25027 would be at Derby Works for its last major repair, an intermediate.

1979
The 21.40 Edinburgh - Carstairs was noted on January 12th behind 25026.

An adventurous weekend trip from Ealing Broadway to Aberdeen/Inverness March 16 - 18th proved too ambitious as it was curtailed at Aberdeen running over seven hours late, mostly caused by bad weather. The outward leg was taken over at Mossend by 27016 & 25079 to Aberdeen, the return from here featured 25026 & 25068 (or 25063??). This pair were also noted on the 12.35 Aberdeen - Edinburgh on March 27th.

July 3rd found 25028 on the 14.44 Glasgow Queen Street - Dundee working, so far this is identified as its last passenger working, though being dual-braked and with a boiler on the Scottish Region there may be later workings out there somewhere!

A typical Scottish working for 25026 occurred on September 25th when it worked the 22.25 Edinburgh - Dundee.

On October 10th the 06.20 Carlisle - Glasgow via Dumfries failed completely near Carron Bridge. Dumfries provided 25006 which pushed the train to Kirkconnel, after running round here proceeded about two hours late. At Kilmarnock the offending locomotive, 45023 was removed before continuing to Glasgow. On this day the 13.40 Glasgow - Carlisle (45023's return working?) was powered by 25027 & 25065.

25027 & 25037 had adventures beginning December 8th when they worked a Birmingham - Nottingham football special. The following day they handled an Oxley - Marylebone ecs before heading back north with the WLS 'The Yorkshire Terrier' a Marylebone - Doncaster enthusiast special - the Class 25's running as far as Coventry.

	A very work stained 25026 stands at Millerhill at noon on January 13th 1979. Judging by the snow encrusted around the front of the rear bogie the locomotive has encountered some drifts on its last trip. Photograph courtesy A Forster
	Another view from 1979 of 25026, mid morning on March 5th at Haymarket depot. Photograph courtesy A Forster.
	Its July 30th 1979 and 25026 is seen at Millerhill, making an interesting comparison with the Class 27 behind it, and also revealing certain changes made by Glasgow Works at the time of its last overhaul. Photograph courtesy Martin Bray

1980
During 1980 all three of the featured locomotives were transferred and two were later withdrawn! In January 25028 moved from Inverness to Haymarket, July saw 25027 move to Crewe and 25026 transferred to Toton during October.

The summer dated Glasgow Queen Street - Scarborough passenger workings were most frequently in the hands of Class 40's, often a Scottish example, however on July 5th 25026 worked the round trip, possibly this was an additional working.

On August 27th the 17.10 Cardiff - Crewe failed at Hereford with 25027 requiring the assistance of 47484, going north almost an hour behind schedule. This ailing Class 25 was one of the locomotives on display at Landore Open Day three days later (August 30th), keeping company with visiting 20042/87, 31293, 40079 & 45017 amongst the locally based machines. 25027 was back on passenger duty on September 5th working the 16.02 Crewe - Cardiff.

25026's last recorded passenger working was on September 13th when it double headed with 25023 on the 'Tyne-Tay Express', working the Dundee - Edinburgh leg.

Its November 1st 1980 and the end has just about arrived for 25026, seen here at Toton. After seventeen years of service on the ER, ScR & LMR, built at Darlington, overhauled at Derby & Glasgow it would now be left for a journey to Western Region metals to end its days at Swindon Works.
Photograph courtesy Tony Sayer
At the start of the winter timetable the Scottish Region sent eight Class 25's to the LMR and withdrew five more. The LMR itself condemned seventeen machines and placed six into storage. To cover some of these moves Inverness sent four Class 26's to Haymarket, Immingham sent two 37's to Eastfield and three WR 37's were moved to Laira. The movement of the 37's to Eastfield would allow the Class 27's to be replaced on the Oban/Mallaig services. One of these transfers was of course 25026's move from Haymarket to Toton, where it did not remain long in service, by November it was withdrawn. Ironically it was at this time that Derby Works received its last Class 25 for general overhaul, the locomotive was 25278 and would be outshopped in February 1981.

During October 25028 was placed in store at Millerhill, it appears it had been none too reliable during the closing months of the summer. By December it was stored unserviceable and then withdrawn, remaining at Millerhill.

1981
On January 12th 31289 hauled 25026, 25103/137, 08027 on their final movement from Toton to Swindon for scrapping - by March 25026 would be no more. 25027 was noted at Derby Works during January.

During February and March 25027 was active on the Crewe - Cardiff services, working at least twelve trips, on February 14th it worked its only recorded round trip over the route during this period, whilst it was in use on consecutive days only once - February 17th - 19th.

On March 11th 25162 came to the rescue of 25027 on the 07.50 Cardiff - Crewe, trouble was initially encountered at Craven Arms, the train engine finally becoming a total loss at Shrewsbury, where 25162 took over.

	On a snowy dull February 22nd 1981 25027 is seen at Crewe. During February & March 25027 was very active on the Crewe - Cardiff passenger services. Photograph courtesy Tony Sayer
	Millerhill April 4th 1981, 25028 presents an interesting side view. It had been withdrawn during November 1980 and had spent this time dumped at Millerhill. Photograph courtesy A Forster

The 08.40 Glasgow - Carlisle and 12.40 return (both over the GSW route) frequently used Class 25's from various depots, examples noted in June were 25027 (LO) (2nd & 4th), 25033 (HA), & 25141 (CW).

25027's variety of passenger haulage during 1981 continued when it covered for a dmu failure on September 1st working an afternoon round trip on the Derby - Crewe route. This variety continued on October 25th working the last couple of miles of the 23.40 Stirling - Kensington Olympia motorail forward from Willesden. This is reported as the last motorail working into Olympia. The following week, on Halloween, 25027 & 25062 were noted in the West Midlands handling a Paddington - Bridgnorth charter.

Millerhill finally said farewell to dumped 25028/46/82, the trio moving to Mossend with 25028/46 going forward to Polmadie and 25082 reaching Kingmoor by early November.

Christmas Eve travellers on the 07.41 Norwich - Birmingham were treated to the gift of 25027 forward from Leicester after the train engine 31243 became a failure. In order to minimise the normal levels of junk to be found at Leicester the 31 was dragged to New Street for their disposal.

1982
February 2nd found 25027 & 25195 hauling 507009 from Hall Road to Tyseley.

On the Crewe - Cardiff line a number of Class 25's filled in for missing/failed Class 33's, 25027 worked March 4th's 19.10 Crewe - Cardiff, coming back on 5th (or 6th?) with the 05.35 Cardiff - Crewe and 10.00 return. After this stint on the Welsh borders it was off to Scotland during the latter half of March with 25027 being noted on Carlisle - Glasgow Central round trips on 16th, 17th & 24th. Returning to Glasgow on 25th it made it across to Edinburgh by 27th to work two round trips to Dundee before retiring for the day on the 18.17 Edinburgh - Dundee. It appears again on 30th working back to Glasgow Queen Street with the 07.39 ex-Dundee.

On April 14th a York - Crewe Works 'hospital' train featured 25027 hauling 47404, 47129, 47441 & 40106! By May 25027 was back on passenger duties, now blazing a trail on May 8th's 07.42 Manchester Victoria - Bangor and 11.03 return.

It was off to the seaside on June 12th when 25027 & 25083 worked the 07.40 Euston - Aberystwyth forward from Wolverhampton, returning later that day with the 14.00 Aberystwyth - Shrewsbury passenger. The following week (19th) 25027 was back with the 09.45 Manchester Victoria - Bangor, though it appears not to have completed this diagram.

On September 14th/17th & 18th 25027 was busy on the Manchester Victoria - Bangor/Llandudno Jct circuit working at least nine turns totalling almost eight hundred miles of passenger working. A less energetic working on 20th found 25027 working the Blackpool - Preston leg of an Edinburgh charter, 86237 took the train north. A week later on September 27th came yet another change of scenery, this time in charge of the 1M26 16.05 Leeds - Carlisle, the inbound working had arrived behind no-boilered 47364, presumably the authorities wanted heating available on the northbound leg, or they had better use for the big Type 4.

	A wet day brings up the shine on the paintwork of 25028 at Polmadie on March 6, 1982. After a year stored at Millerhill it was moved to Polmadie by December 1981 - it would spend fifteen months here before moving on to Glasgow Works. Photograph courtesy A Forster
	A close up of one end of 25028 at Polmadie on August 14th 1982. Photograph courtesy A Forster

1983
Although 25027 would be withdrawn this year it continued on its passenger workings like there was no tomorrow. On January 17th it worked an early morning turn on the Crewe - Cardiff run. Two months later on St Patrick's Day it was out and about along the North Wales coast on the 0745 Manchester Victoria - Bangor and 11.49 return, next day working the similar 09.45 out and 13.49 return. Railtour duty beckoned on April 2nd being one of many locomotives used on 'The Yorkshire Pudden', working with 25069 between Derby and Milford Sidings, coming back with the return leg from Wakefield Kirkgate to Derby.

During February long stored 25028 was moved from Polmadie to Glasgow Works.

25027's last passenger working occurred on April 23rd when it worked with 25083 between Coventry and Bewdley on a charter from Euston, the pair returned the train to Birmingham New street. Withdrawal for 25027 came in May, being stored initially at Saltley & where it would remain for almost two years, the elder stateman of the class now passed on to 25032.

1984

	25027 spent almost two years dumped at Saltley awaiting a tow to the scrappers. Seen here on August 13th 1984 will eventually be dragged off to Swindon, missing the scrapman's torch there it will then make the journey to Vic Berry's Leicester for final dismantling. Photograph courtesy Phillip Moore.
	A fine line up of scrap machines at Glasgow Works on May 13th 1984, present are 25028, 25318, 08246 & 08563. 25028 would remain here until January 1987 when it moved to Thornton Jct, staying only briefly before heading of to Leicester. Photograph courtesy Phillip Moore.

1985
25027 was finally cleared from Saltley when it moved with 25180 & 25275 (from Tyseley) to Swindon between March 22nd - 25th.

1986

Of the three featured locos on this page only 25028 was dual-braked and was so fitted with the hinged grilles on one side. Seen here on September 6th 1986 25028 will move to Thornton Jct, then Leicester for final scrapping. Photograph courtesy Paul Bettany.

1987
In Scotland Vic Berry's established a small site at Thornton Jct for breaking up the withdrawn Scottish area locomotives. A number of Classes 25/26/27 were moved here including 25028, 25318, 27016/027 on January 29th. Unfortunately after the discovery of asbestos in some locomotives it was decided to remove the remaining machines to Leicester for processing.

When Swindon Works closed the clearing of scrap from the site was handled by Vic Berry. A decision was made to break up all remaining shunters on site and have all the other locomotives removed to their Leicester facility for disposal. Thus on May 26th 25027/75, 25123/133/144/158, 25228/234, 97202, 40046/63 were tripped from Swindon Works to Cocklebury Yard.

A week later the same consist made its final move from Cocklebury Yard to Leicester betwen June 2nd & 11th, between Oxford & Leicester 20019 & 20197 did the honours.

At about this time, approaching Leicester from the north were 25028, 25318 & 26013; routed Thornton Jct - Mossend - Carlisle - Crewe - Leicester, making the journey between June 3rd & 9th, hauled by 47238.

For a brief while 25027 & 25028 were together again, though not under the best of circumstances, for by the end of June both had been broken up.

Undated Views

	Whilst allocated to Leeds & then York D5176 was regularly used on the local passenger workings. Seen here at Harrogate in 1963 (?) D5176 gives plenty of evidence that the train heating boiler is working properly. Photograph courtesy E A Wood
	A fine side view of 25028 at Eastfield Depot, date unknown. To the left is a Class 25/0, showing the differences in the cab detail between the 25/0 & 25/1. Photograph courtesy Ian Mawson.

Page added July 19th 2003.
Page updated October 22nd 2006.

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