1966
June saw the frames laid at Derby for the last batch of Class 25's, D7660 - 7677, under order number 11001. These were part of an order given to Beyer Peacock but their worsening financial position led to the company asking for a release from the final eighteen machines.

1967
D7675/76 were delivered to the Nottingham Division (D16) during April, quickly joined by D7677 in May - all were delivered new in blue livery with full yellow ends. D7671 - 7677 were transferred to Carlisle (12B) during July, as part of the manouevring of the diesel fleet to eradicate steam in the north west.

D7677 was noted at Carlisle on the night of July 22nd replacing 45212 on an overnight Morecambe - Stranraer relief, whilst passengers on the 09.20 St Pancras - Glasgow had D5203 for the run north of Carlisle. The 27th saw D7673 & 7677 replace 45137 & 44983 on the 08.20 Birmingham - Perth. D7677 appeared again on August 12th in charge of 11.25 Newcastle - Llandudno.

1968
In February D7671 - 7677 were moved to Carlisle (12A), then in May D7674 - 7677 headed south to Longsight (9A).

1970
The Liverpool Division (D08) received 7675 - 7677 in November.

1971

D7676 at Sefton Junction sometime in 1971, presumably prior to its move to the Western Region. The Class 25 still carries its 'D' prefixes and looks like its still carrying its original livery as applied from new. A Works visit must be near. Photograph courtesy E A Wood.

In a reshuffle of power to assist in the removal of the hydraulics on the Western Region 7677 moved to Newport (86B) in July. By October 7675 - 7677 were transferred to Laira (84A).

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
By January 7676 & 7677 were at Bristol (82A), then 7675 - 7677 were off to Cardiff (86A) in May. By the end of the year the three of them were back at Laira (84A).

During 1970 D5179 - 5182 went to Ebbw Vale for testing in multiple on the 63 mile Port Talbot - Ebbw Vale iron ore trains, which included the six mile 1 in 80 gradient between Aberbeeg and Ebbw Vale, often requiring a restart at Aberbeeg. These services highlighted known weaknesses with the Class 25's traction motors especially when worked in multiple. The 25/1 & 2 subclasses had field weakening controlled by the engine governor and main generator field strength whilst the 25/3 subclass had speed induced field weakening. Should a trailing unit have improperly functioning field weakening it was possible for the motors to sustain major damage without the driver's knowledge. In addition the margin between the continuous and short time ratings for the motors was minimal. Remedies for this involved strict maintenance, driver education, avoiding mixing 25/3's with earlier machines or reducing trailing loads if that happened. As a result on these workings the 25/1's had their maximum tonnage reduced from 930 tons to 810 tons. Tests using 7569 & 7676 in June and October 1972 specifically identified the sub-class variations as the main weakness. This was especially true in the field divert relays and their poor adjustment. Other areas of concern were faulty traction motor blowers, overly high engine governor settings, load regulator switches failing in the closed position, thus giving fluctuations and excessive current. On the similarly heavy Tunstead - Northwich limestone trains a heavy toll was taken on the traction motors. During the 1970's traction motors were failing over 200 times per annum, the LMR alone changing 66 in 1975 and 121 in 1976 including eleven machines having all four motors changed. Whilst the small motor may have been easy to work on it still required a lifting of the body to change it out. As motors were connected in series parallel flashovers might occur in sympathy and could lead to a main generator failure. In 1976 an attempt to resolve the problems involved 25088 being fitted with a redesigned field divert contactor and adjusted field divert resistor with the main generator altered to Class 25/3 specifications. (Such were the results of the testing of 7569 & 7676).

1974
In May 7675 returned to the LMR, to Cricklewood, then on to Bescot in October.

1975
25326 & 25327 headed north to Crewe in August.

A short lived summer diagram involved the 07.19 Bangor - Manchester, the 12.42 back to Llandudno and the 18.40 return to Manchester, then ecs to Bangor. Most frequently in the hands of a Class 40, 25327 worked the diagram on August 25th.

25325 was noted in Derby Works during September.

1977

	Garbed in standard BR blue & yellow 25325 shunts loaded ballast hoppers at Gloucester on February 26th 1977.
	A horribly grainy view of 25327 at Derby Works on September 10th 1977.

25327 was under repair at Derby during October & November, the latter month also seeing 25325 at Derby.

1978
25326 visited Derby Works during February. In May 25326 moved to Springs Branch, whilst 25327 went to Bescot. 25326's stay at Bescot was brief, in July it moved to Cricklewood.

1979
On July 4th a Nottingham - Lowestoft special was powered by 25307 & 25326.

The 'Jolly Fisherman' 09.22 Derby - Skegness was noted behind 25325 & 25321 on August 4th instead of the more normal Toton Class 20's.

1980
January 19th found 25315 in trouble on the northbound Fletliner, suffering a seized traction motor at Wellingborough. Assistance arrived in the shape of 47149, replacing the defective 25 and sister 25326.

During July Class 25's took over the 01.23 Stafford - Liverpool Lime St and the following 06.30 to Manchester Victoria. Noted were 25325 (22nd), 25186 (23rd), 25172 (24th) and 25199 (25th), each from a different depot!

25325 moves slowly past Saltley on a gloomy July 11th 1980.

1981
During June 25327 found itself commandeered to handle the weedkilling train on the Inverness - Aberdeen line.

	25325 does empty coaching stiock duties at Euston on July 11th 1981. Photograph courtesy Jerry Glover
	Along way its home depot from during June 1981, Elgin station is the location for 25327 hauling a weedkilling train. Photograph courtesy Norman Smart
	As the train pulled away from the station the spraying equipment restarted. It looks like the newest vehicle in the whole train might be the locomotive. Photograph courtesy Norman Smart.

1982

What could have been the end for 25325, collision damage to one cab surprised many when it entered Derby, not to be cannibalised, but to receive a replacement cab. Seen here on March 2nd, 1982. Photograph courtesy A Healey.

At a time when it would take little to condemn a Class 25 Derby Works received 25325 during March with moderate cab damage. The locomotive had been noted at Reddish on January 24th with this cab damage. Approval was given to replace the cab, the locomotive being released back into traffic during July.

Photograph courtesy Mark Bennett
Sporting a freshly painted cab 25325 awaits release from Derby Works, June 1982.

25325 moved to Springs Branch in June then quickly on to Toton in July. 25327 worked a North Wales coast Saturdays only diagram on June 26th handling the 09.44 Llandudno - Manchester Victoria, then the 13.45 to Bangor and the 16.52 return to Manchester Victoria.

On August 7th 25321 & 25326 worked a round trip on the 10.10 Euston - Aberystwyth from Birmingham, returning with the 16.05 Aberystwyth - Shrewsbury. On the same day on the other side of the country 25221 & 25325 worked the 08.20 Leicester - Skegness and 12.35 return, normally a diagram covered by pairs of Toton Class 20's. Seven days later the 08.10 St Pancras - Leicester used 25326.

On October 30th the 06.55 Gloucester - Birmingham behind 37180 stalled near the top of Lickey incline. The following Stoke Gifford - Redditch stone train with 25264 & 25327 & banked by 37208/231 were called up to assist in the rear. This stone train was only one of two scheduled double headed workings over Lickey, normally operated by Class 25's, the other working a Port Clarence - Bromsgrove oil train used pairs of 31's.

On December 8th the 7.45 Scarborough - Liverpool Lime Street failed at St Helens Jct behind 47414, the train was eventually propelled into Lime Street by 25324! That night the late running 22.55 Euston - Glasgow hauled by 81016 became derailed at speed near Linslade with the locomotive suffering considerable damage, the booked driver being killed, although most of the train was also derailed serious injuries to passengers were few. A consequence of this was the use of hauled stock, including MK III vehicles on the Sheffield - Manchester Piccadilly dmu service, locomotives used included 25221, 25325, 31279 and 40192

1983
25326 moved to Crewe in July. On July 2nd 25289 & 25327 covered the 07.35 Euston - Aberystwyth from Wolverhampton, returning with the 14.00 Aberystwyth - Shrewsbury. On July 9th 25297 & 25327 were running late on the 7.44 Shrewsbury - Aberystwyth, so much so that the journey terminated short at Machynlleth, starting the return 1A46 to Euston from there. On the last summer Saturday of the season, September 17th, 25265 & 25327 worked the 10.10 Euston - Aberystwyth forward from Birmingham, returning with the 17.15 Aberystwyth - Shrewsbury.

1984
On February 2nd 25327 was withdrawn and stored at Kingmoor, by June it would be at Crewe. Elsewhere on February 5th 25326 & 25265 hauled the 23.05 Euston - Nuneaton relief northwards from Northhampton.

A most unusual working on February 16th involved 25230 & 25325 on a Llanwern - Margam freight followed by a Margam - Severn Tunnel Jct trip.

The end of March saw much continued activity of Class 25's in the North East. 25181 worked a Tess - Scunthorpe freight (23rd), 25326 worked the Haverton Hill - Stevenston tanks (23rd),

When 47422 failed at Manchester Victoria on May 11th 25325 covered a roundtrip Blackpool North passenger working.

Photograph courtesy Ian Mawson.On an unknown date 25326 strikes a familiar pose at Crewe.

With the Class 25's still in charge of the Aberystwyth workings 25279 & 25325 worked July 28th's 07.35 Euston forward from Wolverhampton returning to Shrewsbury on the 14.00 from Aberystwyth. The following month on the 25th 25326 worked an early morning Manchester Piccadilly - Crewe relief, this is believed to be 25326's last passenger working.

Front line service befell 25325 on December 13th, being put in charge of the 14.05 Liverpool - Scarborough, but only as far as Manchester where 47145 took over.

25325 runs by Winwick Jct on August 9th 1984. Photograph courtesy Phillip Moore.

1985
The New Year opened poorly with the withdrawal of 25326 on January 23rd. From March 26th to April 2nd 25251/284 & 25327 were in transit from Crewe to Swindon whilst 25075, 25219, 25306/326 moved from Cricklewood to Swindon between May 3th & 14th.

A short passenger trip occurred for 25325 on April 30th, working the 18.20 Glasgow - Liverpool forward from Preston.

85007 came to the assistance of 25254 & 25325 at Leighton Buzzard on July 17th after both the Type 2's failed on the afternoon Kings Cross - Tring cement empties.

25325's last transfer came in September when it moved to Crewe.

Stanlow oil terminal on November 23rd provided a veritable feast of Class 25's with 25190 & 25192 and 25279 & 25325 on workings from Leeds and 25035 & 25072 from Dalston.

A week later (30th) South Wales beckoned for 25325 being part of the motive power for F&W Railtour's 'Valley Trekker' railtour. The tour had set out from Plymouth behind 47602 which was replaced at Cardiff Central by 25325 & 33012. This pair worked the tour to Abernant, Cynheidre and return: (Cardiff - Barry - Bridgend - Water St Jct - Margam Abbey Wks East - Port Talbot - Court Sart Jct - Hendy Jct - Pantyffynon - Abernant (reverse to junction)- Gwaun-Cae-Gurwen (reverse to Pantyffynon) - Llanelli - Cynheidre - Llanelli - Llandeilo Jct - Swansea Loop West - Neath - Port Talbot - Newlands Jct - Tondu (run-round) - Bridgend - Cardiff). At Pantyffynon 37306 was added to the rear of the train before proceeding to Gwaun-cae-Gurwen & Abernant, then returning to Pantyffynon. Here 37306 was replaced by 37234 for the run to Cynheidre. On reaching Llanelli the Class 37 dropped off as 25325 & 33012 took the train back to Cardiff. Here 47559 was waiting to take the train back to Plymouth. Quite a day out especially as this would be 25325's last passenger working.

25325 & 33012 on railtour duty deep in the Welsh Valleys (see text above). 25325 has about a month left in service. Photograph courtesy Nigel Curtis.

25325 was withdrawn on Christmas Eve at Holbeck, the locomotive had been stopped since midday on December 16, with 11 hours left before its next 'A' exam and overdue an 'E' exam by 2,963 hours!! Sister locomotive 25324 was also withdrawn on Christmas Eve.

1986
25326 was broken up at Swindon during February. By March 25325 was at Kingmoor.

1987
When Swindon Works closed Vic Berry was contracted to dispose of the scrap materials on the Works premises including the remaining locomotives. The presence of asbestos in some of these locomotives led to the decision to remove them to Vic Berry's facility at Leicester. This included two further moves for the remains of 25327, moving in convoy with 25093, 25126/134/161/164/180/193, 25207/208/260, 25306/327 from Swindon Works yard to Cocklebury Yard on June 3rd then with 25161, 25207/208, 25327 from Cocklebury Yard to Leicester on June 4th & 5th.

The greater part of 25327 was broken up during June although the cabs lingered for a while longer.

1989
25325 remained dumped at Carlisle until the beginning of 1989. It would become one of the many locomotives to reach MC Metals scrapping facility located on part of the former Glasgow Works premises. 25325 (with 25905) were broken up during February 1989,

To the background of several Class 25 & 27 cabs (including 25327), a bogie from a Class 25 succumbs to the cutters torch on March 5th 1989. Photograph courtesy Gary Thornton.

Undated Views

From the files of "Old Buffers" comes this fine black & white view of D7677 on a very familiar scene from the late 1960's. Although the view is undated it seems likely the view is taken after a Works visit. Compared to the first view on this page the numbers are now on the cab side, without the 'D' and the repositioned BR symbol. Photograph courtesy www.oldbuffers.com.

Page added June 13th 2003.
Last updated August 2nd 2008.

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