A photograph depicting the type of duty which was very familiar to the BR/Sulzer Type 2's, though one which probably gave the accountants a heart attack. 25268 shows off well its corporate blue livery, although this side of the locomotive is missing the BR 'double arrow'. The location has been identified as taken from the A59 road bridge just west of Poppleton station on the York-Harrogate line. The train would be 8K10 Dringhouses-Harrogate Goods with the 2 vanwides for Hessay where there was an MoD depot.
A transfer to Crewe took place in October.
On May 7th a Paddington - Bewdley special arrived behind 25236 (failed) & 25235, having taken over from 92220 'Evening Star' at Dorridge, the return working being taken by 25202 & 25268 as far as Swindon, where 47508 took over for the return to Paddington. The 15.02 Manchester - Bristol parcels continued with Class 25 haulage, on November 15th 25154 failed on this working at Hereford, remarkably 25244 was available to take the train forward, the following day 25268 was in charge. After this date Class 47's took over possibly because of the heavier pre Christmas parcels traffic. Also working over this route were 25296 & 25268 on the recently reactivated Ellesmere Port - Exeter tar tanks, working through to Exeter on December 13th.
An unusual pairing on November 13th's evening Aintree - Garston freightliner was 25268 & 47190. A Scottish passenger working on September 24th (IS THIS 1984 or 1985???) involved 25268 on the 16.10 Edinburgh - Liverpool as far as Carstairs. Railtour duty befell 25268 & 25297 on October 12th taking over the 'East Anglian Ltd' Cardiff - Norwich special at Coventry for the run to Liverpool Street. Stratford declared 25297 a failure, 31144 substituted for the return to Coventry. This first week of December saw the afternoon Manchester - Bristol parcels almost totally in the hands of the Class 25's, so noted were 25268 (3rd), 25307 (4th), 25259 (5th), 25279 (6th) and 25288 (10th).
The East Anglian Ltd railtour ran from Cardiff to Norwich via Liverpool on October 12th. The Coventry - Liverpool leg and return were handled by 25268 & 25297 (outward) and 25268 & 31144 (return).
The changing nature of the organisaton of British Rail led to a new concept, one of Sectorisation, which in its most visible form saw the creation of specialised locomotive pools to handle specific traffic flows, with the locomotives renumbered to recognise this fact. These pools would handle a variety of traffic flows. One such pool was established at Motherwell in March 1986 for British Steel traffic using dedicated Class 37/3's, whilst in April 1986 eight Class 20/3's were fitted with modified triple valves for handling limestone traffic from Tunstead.
However the original pool, based at Kingmoor Yard was created late in 1985 involving a dozen Class 25's for dedicated freight traffic in the north west, the locomotives owned by a BR subsidiary, Railhaul Ltd. All the remaining Series 3 machines were load bank tested at Crewe depot, with cylinder peak pressure, electrical machine condition and tyre wear being closely checked. Twelve were selected, with six spare and given 'E' exams at Crewe or Carlisle to handle traffic for the Chemicals sub-sector based at Kingmoor. They were restricted to 60mph to mitigate traction motor problems and were to receive preferential maintenance. They began their duties during December 1985 with the re-numbering of 25283 to 25904 but the traffic they were assigned to handle diminished rapidly. ICI lost the rock salt contract from Over & Wharton, sulphur imported through Mostyn Dock ended in 1987. The Speedlink traffic between Dumfries and Carlisle came under critical review and the proposed purlite and sugarstone traffic never materialised. Regional control at Crewe established some diagrams based on Warrington and Garston, involving much oil traffic out of Stanlow. Once this particular 'Sectorisation' plan was cancelled the BRB mandated the Class 25/9's be treated like any other Class 25.
Thus in November 25268 was re-allocated to Carlisle Kingmoor, as were all the Class 25/9's, with 25268 renumbered to 25902 during December.
By January 11th 25902 was working with 25912, they were noted at Bescot on January 13th. The last passenger haulage for 25902 occurred on January 15th when the 07.10 Chester - Manchester Victoria failed at Warrington. 25902 & 25912 were on hand to take the train forward to its destination.
25902 was noted with 25910 at Warrington, Deanside and Winsford on January 19th. The next day 25902 attended to a derailment near Dee Marsh Yard with the Crewe breakdown crane, which in the course of the recovery itself became derailed.
By January 29th 25902 was attached to 25912, the pair reaching Carlisle later that day. The next day 25902 received an 'A' exam at Carlisle. 25902 and 25912 were noted together on February 18th at Warrington, its not certain if they had remained together since January 29th. By February 21st 25901 was attached to 25902.
On February 24th 25902 ran light to Shap Summit to work the 6P32 to Preston Dock Street. 25902 arrived at Wigan TMD in the early hours of February 28th and was stopped for an 'A' exam, which was not completed. The locomotive's last move was to Crewe on the afternoon of March 2nd where it was taken out of service.
On March 2nd 25902's career had come to an end, being stored at Crewe Basford Hall. After three months storage 25902 travelled with 25059, 25323 & 25904 to Vic Berry's, Leicester June 3rd-6th, becoming part of the infamous stack. In this view 25902 is nearest the camera on the top row. By the middle of November 1987 the locomotive had been removed from the stack and broken up.
In the Sheffield Railwayana auctions from September 2003 a builders plate from D7618 realised GBP190.00.
With thanks to Alan Baylis and Neil Cannon for their detailed input.
Page updated October 25th, 2001