D5181 with brake tender & mineral train in tow passes by Gateshead
on May 27th 1966.
1963
The frames for these three locomotives were laid down at
Darlington during November/December 1962. They would be placed in service to
Gateshead during February/March 1963. Actual release dates from Darlington
were D5179 - February 11th, D5180 - February 19th, D5181 March 4th. These were
not boiler equipped, leading to their use on freight workings in the early
days.
These three were a well travelled bunch of locomotives, spearheading the
transfer of Class 25's into Devon & Cornwall to replace the NBL
hydraulics, and later being transferred to the Scottish Region, including
allocation to Inverness. However they would be a shortlived trio, by 1977 all
three were retired, one from collision damage and two simply surplus to
requirements.
1964
D5180 was noted in Darlington Works yard during February.
1965
Although these locomotives were not boiler equipped they
were no strangers to passengers workings, especially during the summer months.
On June 19th the 09.03 Leeds - Llandudno enjoyed the delights of D5181.
1966
The workshops at Darlington finally closed on April 2nd,
although repairs had ceased in early January with 70004 as possibly the last
steam locomotive worked upon. The last Type 2’s to visit Darlington Works were
D5166 & D5181, both outshopped by the third week of January.
Derby Works was host to D5180 during September & October, D5181 was
also present during October & November.
1967
After four years working out of Gateshead, all three
machines were transferred to Holbeck (55A) during January as part of the
effort to clear West Yorkshire of steam traction.
D5180 was present at Derby Works during April.
1970
Holiday makers traveling out of Scarborough had the
opportunity for Class 25 haulage on the 9.25 Scarborough - Manchester, so
noted was 5172 (July 4th) and 5180 (July 11th) and 5000 (August 22nd).
During August the SO 11.00 Filey - Huddersfield ran entirely with ER power
with 238 (1st), 5096 (8th), 5180 (15th) and 5112 (22nd).
5181 was noted at Glasgow Works during October.
During November Holbeck sent six of their Class 25's - 5179-82 &
7624/25, all non boilered to Newport (86B). Their duties included the Lydney
and Parkend branches, the Pontypool Road shunt and the heavier iron ore
workings between Newport Docks and Ebbw Vale or Llanwern steelworks. The
Parkend branch saw considerable mineral traffic necessitating as many as three
daily trips, usually on Mondays, providing much ballast for the permanent way
department
1971
Having established a presence on the Western Region albeit
initially in the Cardiff Valleys it was only a matter of time before the Class
25's penetrated further into hydraulic territory. The end of July saw the
Class 25’s make their first appearances in the West Country, to replace the
NBL Class 22’s. On July 30th 5180 was noted arriving at St Blazey, followed by
5179 on August 19th, bound for Laira. With these machines, and later 5181 and
7657 (September 3rd) crew training commenced. There still remained thirteen
Class 22’s 6308/19/22/26/30/33/34/36-39/43/56 with ten diagrams to cover. The
St Blazey turns visited St Dennis Junction and the Retew branch, Tavistock Jcn
and Boscarne, Goonbarrow Jcn, Drinnick Mill and Lostwithiel and the Truro
area. Laira turns went to Keyham and Liskeard, Plymstock and lastly Devonport.
The Newton Abbot locomotive visited Heathfield and Stoneycombe. Exeter turns
went out to Barnstaple Junction and Torrington, Tiverton Junction, Hemyock and
Chard Junction. The last turn ran out to Okehampton. A number of these turns
were not daily.
5180 was transferred to Laira (84A) during October.
On October 5th St Blazey received 7575 & 7676 for taking up further
Class 22 duties, unfortunately 7575 was defective and returned to Laira for
repair. Its replacement was 5180, these two handling the trips to Dennis
Junction, Retew and Goonbarrow Jct.
1972
On January 3rd 5180 had the unfortunate task of removing the
last active Class 22’s from the south west. 6336 & 6338 left St Blazey in
the early hours, collecting 6333 & 6339 at Exeter for the run to Bristol
Marsh Junction. All had been in revenue earning service up to their final
movement towards Swindon.
5179 was noted at Derby Works during April.
Pairs of Class 25’s on the WR mainline included those in charge of freight
workings from Severn Tunnel Jct to Didcot or Acton, so noted on July 18th were
5179 & 7519 eastbound on a coal train. Ballast extras from Chepstow also
brought the class 25’s to various locations on the Paddington mainline.
1973
The 08.00 Bristol – Plymouth passenger on November 22nd was
noted west of Exeter behind 5230 (failed?) and 400. Exeter was also host to
foreign Class 25’s (& 31’s) arriving with sugar beet from the ER, 7626 was
noted on 1st, 25031 (2nd) & 5251 (6th).
1974
During May 25029 - 25031 moved to Cardiff.
1975
 | 25029 stands outside the shed at Springs Branch sometime during June 1975.
Photograph courtesy Tom Sutch. |
With the end of the summer timetable and the Western
Region's dislike of the Class 25's, all three of the featured locomotives were
transferred to Haymarket during October. The following month 25031 & 25032
were transferred to Inverness.
1976
 |
Oxford is host to 25031 and a Class 25/0 on April 6th 1976. As these are Scottish allocated locomotives they have presumably arrived on one of the long distance pipe trains from Leith.
Photograph courtesy Tony Sayer. |
A new contract to move pipes from Leith Docks to several
long distance locations including Derby, Wisbech and Salisbury, and shorter
hauls to Carlisle, Darlington, Law Jct, Maud & Montrose would provide much
work for pairs of Haymarket Class 25’s. The Leith – Salisbury diagram involved
the Scottish Type 2’s working as far as Didcot, examples noted were 25011
& 25026 (March 13th) 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.
After six months at Inverness 25031 & 25032 moved to Eastfield during
May.
April 6th found the double headed 16.35 Inverness – Glasgow Queen Street in
trouble at Kingussie when leading locomotive 26034 failed, being removed and
replaced by 25029 off a northbound freight. However 25029 was later detached
at Stirling reportedly after parts from it hit a freight train near Dunblane,
leaving 24121 to carry on alone reaching Glasgow two hours late.
During June all three Type 2's were reallocated to the LMR, 25029 to Toton,
25030 to Cricklewood and 25031 to Springs Branch.
 |
25029 makes a striking pose as it stands at Millerhill on June 6th 1976. This same month it will move south to Toton, where it will spend one last year in service.
Photograph courtesy Tony Sayer. |
On August 5th 25030 & 25174 were hit by runaway wagons in the Aylesbury
area, they were soon moved to Cricklewood en route to Derby Works. Final
movement to Derby took place on August 9th. 25174 suffered a crushed cab
whilst the damage sustained by 25030 was much less severe, however it was
enough to require Works attention. During August the decision was made to
retire both machines.
On August 14th amongst much holiday traffic passing through Exeter was the
Nottingham – Paignton behind 25211 & 25029.
1977
 |
25205 leads 25029 into Nottingham with the 09.52 departure to Skegness on June 4th 1977. This is the last summer of operation for 25029, by August it will be retired.
Photograph collection of Ian Hammond. |
 |
It's June 22nd 1977 and 25031's working days are just about done. Now allocated to Springs Branch 25031 has fallen onto the Tunstead limestone workings, seen here with some southbound empties. By July the locomotive will be at Derby Works, then off to Eastfield and storage. |
The commencement of the new timetable in May brought
locomotive hauled six coach trains to the Birmingham - Norwich run, with March
depot providing the Class 31’s. In the event of failures or extras being run
motive power was often Class 25’s. Such was the case on May 7th when 25031
& 25186 handled a relief to the 10.15 Birmingham - Norwich, and 25213 on
the 12.36 to Norwich, there being no Class 31 available.
25029 was withdrawn in August from Toton. It eventually moved to Glasgow Works, presumably for spares and was broken up in January 1978.
25031 was noted at Derby Works during July, by October it was transferred to Eastfield and then promptly stored, it never ran again. It was moved to Glasgow Works the same month, being officially withdrawn during December. For a short while 25029 & 25031 were together again.
The withdrawal of 25029/31/96 in 1977 were the first of the ‘standard’
25’s to go that had not incurred accident damage, the latter two being ScR
machines.
1978
25031 was finally broken up at Glasgow Works during May.
1980
25030 was cut up at Derby during May.
 |
The gutted shell of 25030 has reached the end of the line in the scrapping area at Derby Works in the spring of 1980.
Photograph courtesy Graham Turner. |
