Built: Derby Locomotive Works.
The twenty year six month career of D7618/25268 started out on the Scottish Region before transitioning to the London Midland Region.
D7618 was new to Eastfield (65A) on August 18th 1966, further transfers were:
July 1968 to Preston Division (D10) on loan, made permanent August 1968
Renumbered into TOPS May 25th 1974.
25902 was the 309th Class 25 withdrawn.
After withdrawal 25902 was stored at Basford Hall until July 3rd 1987 when it was moved to Leicester Humberstone Road and moved into Vic Berry's yard on July 6th 1987. The locomotive was put in the stack during October 1987, then removed during the first week of November 1987 and broken up by the middle of November 1987.
Works visits (records incomplete).
Noted Derby Works May 1974 (dual braking equipment fitted).
On June 10th 7618 & 5362 worked the 20.40 Euston - Stranraer Harbour forward from Carlisle.
Condition August: two-tone green livery with small yellow warning panels, builder's plate at 'wrong' ends due to presence of tablet catcher recesses, no blanking plates, hand/footholds present, straight sided sandboxes, three-rung bogie mounted footsteps, bufferbeam steam hose connections present, general dilapidated condition.
November saw contractors working on the dismantling of the old GC line between Rugby & Leicester. The recovered materials were destined for the permanent way yard at Lenton, necessitating the use of a train to remove the materials. Class 25s were mostly used, 7618 being observed on November 16th.
On the morning of May 26th 25268 & 25254 were noted at Derby with an unidentified passenger service, heading out in the Long Eaton direction.
On June 1st the 08.50 Leicester - Skegness was worked by 25268 & 25117.
The 08.00 Walsall - Yarmouth to Norwich and the 14.15 Yarmouth - Derby from Norwich were worked by 25268 & 25131 on August 30th.
On August 28th 25268 & 25280 worked the 1V77 09.49 Nottingham - Paignton, a journey of about 260 miles, one of the highest mileages worked by 25268 on a timetabled passenger train. Two days later (30th) a Wellingborough - Hastings mystery excursion was worked roundtrip Wellingborough - Cricklewood by 25268 & 25280.
A Wolverhampton - Brighton day excursion was worked by 25268 & 25039 to Birmingham New Street on June 7th.
The 08.52 Leicester - Skegness and the 12.35 Skegness - Leicester were worked by 25268 & 25073 on August 20th.
The Derby - Norwich - Yarmouth - Norwich - Walsall diagram was worked by 25268 & 25286 on July 8th. The 07.30 Nottingham - Llandudno Town was worked by 25268 on July 22nd, the return 13.02 Llandudno Town - Nottingham was worked as far as Stoke-on-Trent where 25104 took over.
During the 2nd week of September 25268 was active on the Scottish Region, on September 8th 25268 worked the 08.44 Glasgow Queen Street - Dundee and the 11.38 Dundee - Glasgow Queen Street.
August - October were spent at Derby Works as 25268 received it's last general repair.
On December 12th (also reported as 13th) 25268 worked the 15.15 Plymouth - Manchester north of Gloucester after 46039 was declared a failure.
On September 24th the 07.30 Birmingham New Street - Newcastle was worked by 25268 & 25178 (presumed throughout) and worked the 13.40 Newcastle - Swansea at least as far as Gloucester.
On the last day of July the Friday's only Reading - York was extended to Newcastle and was worked by 25268 & 25285, they returned south the next day on a Newcastle - Poole relief as far as Birmingham New Street.
On August 17th an excursion from Banbury to Aberystwyth used 25242 & 25268 throughout, the locomotive running up 336 miles on this round trip.
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. A week later on May 14th the 16.43 Shrewsbury - Aberystwyth and the 19.00 Aberystwyth - Shrewsbury were worked by 25268 following the failure of the booked diesel multiple unit.
The 11.15 Norwich - Birmingham New Street failed at March behind 31141 on June 9th, 25268 worked the train forward.
Due to engineering works the 09.20 Glasgow Central - Birmingham New Street with 87001 and thirteen coaches was hauled by 25268 from Preston to Stockport on June 18th (see view above). 25268 then assisted the 11.45 Euston - Glasgow Central between Stockport & Preston.
25268 & 25305 were noted at Winwick Junction on July 11th. The next day (12th) 25268 & another Class 25 worked the 6M35 Exeter - Ellesmere Port tanks. A Birmingham New Street - Holyhead relief was worked throughout by 25268 on July 23rd. 25268 was the Manchester Victoria pilot on July 26th.
The 07.44 Shrewsbury - Aberystwyth and the 10.10 Aberystwyth - Euston to Wolverhampton were worked by 25268 & 25256 on September 3rd.
On October 1st a Birmingham New Street - Leicester football special failed at Nuneaton behind 45003, 25268 worked the train to Leicester.
25268 was noted at Severn Tunnel Junction on November 1st.
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 47s 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.
On March 6th the 18.23 Barrow - Liverpool failed at Carnforth behind 40063, 25268 worked the service to Liverpool.
The 07.35 Euston - Aberystwyth from Wolverhampton and the return 14.00 Aberystwyth - Shrewsbury were worked by 25268 & 25287 on June 30th.
On August 4th the 07.44 Shrewsbury - Aberystwyth and the 10.10 Aberystwyth - Euston to Wolverhampton were worked by 25268 & 25279.
The 10.10 Euston - Aberystwyth from Wolverhampton and the 17.05 Aberystwyth - Shrewsbury were worked by 25268 & 25313 on August 18th.
On August 25th the 07.44 Shrewsbury - Aberystwyth and the return 10.10 Aberystwyth - Euston to Shrewsbury were worked by 25268 & 25288.
On September 19th the 13.50 Cheltenham Spa - Swindon was worked by 25268 following the failure of the booked diesel multiple unit. A Scottish passenger working on September 24th involved 25268 on the 16.10 Edinburgh - Liverpool as far as Carstairs.
An unusual pairing on November 13th's evening Aintree - Garston freightliner was 25268 & 47190.
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).
25268 was noted southbound through Hereford on Christmas Eve with a five coach parcels train.
On May 3rd 25268 & 25325 were noted passing through Manchester Victoria with a trail of oil tanks. 25268 was noted at Crewe station on May 25th. The 14.42 Shrewsbury - Aberystwyth and the return 17.12 Aberystwyth - Shrewsbury were worked by 25268 on May 28th due to the failure of the booked diesel multiple unit.
On June 1st the 13.40 (also reported as 16.13) Aberystwyth - Wolverhampton was worked between Shrewsbury & Cosford by 25268 & 25206, at Cosford 25268 failed and was dragged to Wolverhampton. On June 10th 25268 was noted passing Helsby Junction with a special train (two coaches sandwiching a research (?) wagon. The 12.40 Carlisle - Glasgow Central was worked by 25268 on June 21st.
On July 6th 25268 & 25042 worked the 08.55 Kilmarnock - Blackpool North charter forward from Preston. The next day (7th) the same pair worked the Caersws - Ayr 'Cambrian Scot' railtour between Caersws & Preston. On July 17th the 16.45 Euston - Blackpool North was worked forward from Preston by 25268. On July 31st the 08.46 Leicester - Birmingham New Street was worked by 25268 following a broken speedometer on the booked locomotive, 31415. The return working, the 10.20 Birmingham - Norwich service was worked by 25268 as far as March where 31427 took over.
25268 was noted passing Wigan on August 8th with eight coal/mineral wagons. A derailment at Winsford Junction on August 9th saw WCML services diverted via Chester with 25268 assisting between Warrington & Crewe the 09.05 Glasgow Central - Poole and the 09.15 Euston - Inverness. 25268 was noted at Crewe station with empty freightliner flats on August 20th. 25268 was noted at Llandudno Junction on August 22nd. More problems took place on August 28th with damaged overhead line equipment leading to 25268 & 25321 assisting the 21.10 Euston - Stranraer Harbour between Willesden & Birmingham New Street, being diverted over Western Region lines. On August 31st the a Nottingham - Warwick Road football special failed at Basford Hall behind 31189, 25268 worked the train forward to Warwick Road.
During September 25268 was active on the Scottish Region, working three services between Edinburgh & Carstairs, which included on September 9th the 12.06 Bristol Temple Meads - Edinburgh relief with 25262, on September 24th the 13.05 Carstairs - Edinburgh (portion off 09.27 Liverpool - Glasgow) and also on September 24th the 16.10 Edinburgh - Carstairs (portion for 16.15 Glasgow - Liverpool).
On October 4th a Dundee - Blackpool North day excursion was worked forward from Preston by 25268. Two days later (6th) the 23.05 Glasgow Central - Euston was assisted between Preston & Warrington by 25268 due to the power being off for engineering work. The East Anglian Ltd railtour ran from Cardiff to Norwich via Liverpool Street on October 12th. The Coventry - Liverpool street leg and return were handled by 25268 & 25297 (outward) and 25268 & 31144 (return), 25297 had been replaced due to issues with its brake blocks.
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 37/3s, whilst in April 1986 eight Class 20/3s 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 25s 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 25/9s be treated like any other Class 25.
Thus in November 25268 was re-allocated to Carlisle Kingmoor, as were all the Class 25/9s, with 25268 renumbered to 25902 during December.
On the night of November 21st 25278 & 25268 were stabled at March. Two days later (23rd) the same pair worked the Stanlow - Neville Hill oil tanks, out and back.
On March 8th 25902 & 25909 worked the 6T65 Warrington - Speke freight.
25902 & 25910 were noted eastbound at Chester on April 29th with 97405 & 47236 in tow.
The 09.38 Swansea - Shrewsbury was noted at Craven Arms on May 24th with 25268 hauling diesel multiple unit set No.C802.
On June 4th 25902 & 25912 were westbound at Chester with a freight train (of lumber?). On June 30th 25901 & 25902 were noted at Kingmoor yard with a northbound salt train.
25903 & 25902 were noted at Floriston on July 7th with a northbound salt train. On July 10th 25910 & 25902 passed southbound through Warrington Bank Quay with a freight. 25902 was noted at Warrington Arpley with ferryvans on July 21st.
A Winnington (British Salt) - Inverness salt train was worked by 25902 & 25905 to ?? on August 1st. Two days later (3rd) the same pair were noted northbound at Warrington with another salt (?) working.
25902 & 25910 worked the 6M54 10.18 Leeds - Stanlow empty oil tanks on November 18th.
25902 was stabled at Warrington Arpley on Christmas Day.
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 a wintry January 19th, presumably on a rubbish train diagram. The next day 25902 attended to a derailment near Dee Marsh Yard with the Crewe breakdown crane, during the course of the recovery the crane 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.
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