class 25 withdrawals
Class 25 Withdrawals
The first fifty withdrawals (May 1971 - October 1980)

It took six years for all 327 Class 25's to enter service (April 1961 - April 1967). The entire Class would remain intact for slightly over four years (April 1967 - May 1971) when 5278 was withdrawn with accident damage. A number of Class 25's had received accidents repairs during this period but it would 5278 that become the first to be deemed uneconomic to repair. The first four withdrawals were all from accident damage, it would not be until January 1976 when the first Class 25's were withdrawn surplus to requirements, when five were taken out of service.

1 : May 1971
5278 D09

The first withdrawal was typical of many of the Modernisation Plan era diesels and electrics that were withdrawn prematurely - that is sustaining severe collision and/or fire damage which would make repairs uneconomic. D5278 was at work in the Peak Forest area when it rolled away with its train into something immoveable. The locomotive sustained major damage to its cabs & cab floors (this alone would make repairs uneconomic) and to much of the underframe equipment, bogies, fuel tanks etc. The locomotive languished at Peak Forest for about six months prior to being broken up on-site by G Cohen, Tinsley during October 1971.

The end of the line for D5278, seen here at Peak Forest awaiting scrapping. D5278 spent nearly all its working life on the Peak Forest - Northwich workings, one of the original batch of Class 25's dedicated to this service. It was also one of only two Class 25's not to receive blue livery.

2 : March 1972
7605 D16

The second Class 25 withdrawn also sustained major damage in an accident, this time at Lenton South Junction. 7605 was hauling the 01.30 Liverpool - Nottingham parcels train on December 16th 1971 when it collided with a pair of Class 20's heading towards Trent Junction with a Bestwood Park - Derby coal train. Again the damage sustained was considerable, perhaps more so than that of D5278. Regretably BR staff were killed in the collision, the accident receiving national coverage in the press. Official withdrawal did not come until March 1972, by June 1972 the remains had been disposed of at Derby Works.

7605 awaits stripping and scrapping at Derby. This was the shortest lived of the Class 25's, with a service life of six years and three months. 7605 & 5278 were the only Class 25's to be withdrawn in green livery, all others would eventually carry the corporate blue/yellow paint.
Photograph courtesy Sam fotopic 'Wayfarer' site.

3 : October 1975
25045 SP

The third Class 25 to be withdrawn also succumbed to accident damage (though I know not where), but it was of a much less severe nature than D5278 or 7605. Which was an indication that times were changing, much of the Class 24 fleet had been withdrawn several months earlier, so the writing was on the wall that the downsizing of the diesel fleet had come with a vengance. And of course accident damage sustained by those locomotive classes determined to have a limited future were easy candiates for withdrawal. 25045 lingered at Derby for almost five years before being broken up during August 1979.

A sorry looking line-up at Derby Works headed by accident damaged 25045. The last classified repair for this machine should have taken place during the first half of 1970, so it would certainly have been due for a classified at the time of its withdrawal. This was one of only two Class 25/1's to retain their cabfront gangway doors at the time of its withdrawal.

4 : December 1975
25015 TI

The first of the Darlington built Class 25/0's to be withdrawn also sustained accident damage, of a moderate nature but still enough to see it withdrawn. 25015 was initially received at Derby Works for evaluation, but was later towed to Doncaster for final breaking. This was one of the few Class 25's not to have its central gangway doors sheeted over. 25015 had received its last classified repair at Derby between July and October 1971, it was due its next classified when withdrawn.

Its April 7th 1976 and 25015 is in the deadlines at Derby presumably awaiting stripping. The damage that brought about its withdrawal is not visible in this view, but it does show that one cab received the later style headcode box. This would be the only Class 25/0 broken up at Doncaster, completed during January 1977.
Photograph courtesy Tony Sayer.

5 - 9 : January 1976
25016, 25017, 25020, 25022, 25024 - all TI
all withdrawn January 25th 1976 surplus to requirements

With the English Electric powered locomotives destined to be the survivors in the Type 1 - Type 3 power range, it came as no surprise that once the vast majority of the Class 24's had been withdrawn a start would be made into making inroads to the Class 25 fleet. The obvious candidates were the Class 25/0 subgroup, these were non-boilered and none were dual brake equipped. These first five examples were no doubt due for shopping. All were withdrawn from Tinsley and stored at Barrow Hill. the first three went directly to Swindon Works for scrapping, whilst the latter two headed north to Glasgow, presumably to become a nearby parts source for the other Class 25/0's operating out of Eastfield and Haymarket.

Neville Hill, date unknown, 5166 works with a brakedown crane to provide assistance to something. After withdrawal 25016 did not linger long. It was quickly off to Swindon and broken up there during December 1976.
Photographer not known.
5167 spent its entire 14 years and 2 months service life allocated to Eastern Region depots (Thornaby, Gateshead, Holbeck & Tinsley). Typical of its activities is this view working at Hunslet Yard, Leeds. 25017 spent two months stored at Barrow Hill before movement south to Swindon Works (with sister 25016), where it was disposed of during July 1976.
Photograph courtesy G W Sharp.
Its a dull May 8th 1975 as 25022 runs through Rotherham with a typical freight for the Sheffield area. The paint job on 25022 suggests its last classified repair was at Glasgow, but I'm not quite sure when.
Photograph courtesy RCTS archives.
On an overcast day at Hellifield 5174 is vital to the day's engineering work. Its last classified repair may have been at Derby during the summer of 1974. Both 25022 & 25024 ended their days at Glasgow during December 1976.
Photograph courtesy E A Woods.

March 1976

During March the stored Class 25/0's at Barrow Hill were moved:
25016, 25017 & 25020 began their journey south to Swindon on March 10th.
25022 & 25024 went northwards to Glasgow on March 18th 1976, presumably these may have been sent north to provide spares for the remaining Class 25/0's which were still continuing to receive repairs at Glasgow.

June 1976

25015 left Derby Works on June 10th 1976 for Doncaster Works, via Toton. Interestingly the also withdrawn & accident damaged 24086 made exactly the same trip the day before, one wonders why a single movement of both locomotives together was not considered?

10 & 11 : August 1976
25003 ED withdrawn August 18th 1976
25030 CW withdrawn August 21st 1976

After eight months without any Class 25 withdrawals two more fell by the wayside, another Class 25/0 and an accident damaged 25030. The latter, coupled to 25174 was involved in an accident at Aylesbury on August 5th 1976, with 25174 coming off the worst with a crushed cab after being hit by runaway wagons. Whatever damage 25030 suffered was not as visible, but enough to warrant the refusal of repairs. 25030 had been one of the first Class 25's to visit Devon and Cornwall as replacement for the diesel hydraulic Type 2's.

Thornaby based D5153 is seen very early in its career, little changed from the day it was outshopped from Darlington Works. 5153 was well travelled, spending time at ER, LMR & ScR depots. It would end its days at Eastfield with collision damage and then spend about eighteen months withdrawn at Glasgow Works before being broken up during February 1978.
Photograph courtesy E A Woods.
Surrounded by a variety of clutter and noted by passing enthusiasts 25030 stands at Derby Works on November 27th 1976. 25030 was allocated to depots on the ER, WR, ScR & LMR. At its last depot, Cricklewood, sustained collision damage, sending it to Derby Works where it would spend over three years rotting before finally being scrapped during April 1980.
Photograph courtesy Tony Sayer.

12 & 13 : September 1976
25004 ED withdrawn September 15th 1976
25174 CW withdrawn September 20th 1976

The next two withdrawals had connections to the previous two, firstly 25004 followed on from withdrawn sister 25003 and secondly accident victim 25174 was connected with 25030, both these having been involved in the same accident. 25030 & 25174 were initially taken to Cricklewood, then on August 9th both headed north moved to Derby Works, 25030 for scrapping and 25174 for evaluation. They arrived just in time for the Annual Works Open Day, with 25174 parked in the Works arrival sidings, a location where its crushed cab was visible to most visitors who toured the Works.

June 5th 1976 finds 25004 at Eastfield, this will be the last summer for 25004. With less than three months remaining in service it will be retired and dumped at Polmadie for six months before being moved to Glasgow Works where it will be cut up during September 1977.
Photograph courtesy Tony Sayer.
A sorry looking 25174 stands at Derby Works on November 27th 1976, two months after its withdrawal. 25174 spent its entire working career allocated to LMR sheds, its last being Cricklewood. After withdrawal it would remain at Derby until the summer of 1978 when it was finally broken up.
Photograph courtesy Tony Sayer.

14 : November 1976
25018 ED

Another accident damaged locomotive that came to the end of the line was 25018 which sustained major damage at Ayr in a runaway accident. It was soon evacuated to Glasgow Works, being broken up there during September 1978. Its last classified repair had been at Derby during January 1973.

A fine portrait of D5168 at Tyne Dock on August 14th 1967. The locomotive exhibits one of the varying styles of BR signage - on each side it carries two numbers with a 'D' prefix and the BR double arrow emblem, yet still retaining its steam style era shed plate on the cab front. 25018 spent nearly all its career on the ER, its last transfer took it to Eastfield in February 1976 - nine months later it would be retired.
Photograph collection of Ian Hammond.

15 : January 1977
25012 HA

The slow withdrawal of Class 25's continued on into 1977, again the Class 25/0's were the primary candidates, particularly as they came due for shopping. By year's end inroads were to be made into non-accident damaged Class 25/1's, with the Scottish Region examples being most prevalent.

25012 became the first Class 25 withdrawal for 1977, by September 1977 it had been scrapped at Glasgow Works. It underwent a major repair at Derby from July - September 1971, but judging by its final condition at Glasow when withdrawn it must have at least received another repaint since 1971.

25012 has come to the end of the line, accompanied by locomotives of Classes 26 & 20, seen here at Glasgow Works, date unknown, but presumably during 1977. Time has marched on since this view was taken and the once sprawling Glasgow Works has downsized and become leaner over the years. But the five tower blocks on Charles Street, some of which are seen in this view, still look down on the Works.
Photograph courtesy Ian Mawson.

16 : April 1977
25025 ED

In April the highest numbered of the Class 25/0's, 25025 was taken out of service, it was broken up at Glasgow Works sometime between April & June 1978. The final paint job on 25025 suggests it was last received by Glasgow for repair possibly during the spring of 1973 or the autumn of 1974.

Seen here at Longridge, date unknown 5175/25025 spent most of its working life attached to ER depots. It moved to Eastfield during February 1976 and spent fourteen months here until sustaining fire damage. Like many others it spent time stored at Polmadie (September 1976 - February 1978) before removal to Glasgow Works for scrapping.
Photograph courtesy E A Woods.

17 : July 1977
25014 ED

The next casualty was 25014, taken out of service during June and broken up very quickly at Glasgow Works during September.

25014 awaits its next turn of duty at Ayr, date unknown. 25014 was one of several Class 25/0's put to store during February 1976, then reinstated in June 1976 and working for another year before withdrawal in June 1977.
Photograph courtesy Ian Mawson.

18 : August 1977
25029 TO

25029 was definately a well travelled machine, a characteristic that followed it into retirement. Its last year had been spent allocated to Toton. After withdrawal it would be moved to Derby Works where it would stay only briefly before heading north to Glasgow Works, presumably as a parts source, it would be broken up there during January 1978.

Its September 1963 and non-boilered Gateshead based D5179 is seen on a typical duty in the Newcastle area. After seven years on the ER, 5179 moved to the WR spending five years in the Cardiff area before heading to Haymarket in October 1975 and Inverness a month later. Its last move was to Toton during May 1976.
Photographer not known.

19 & 20 : December 1977
25031 & 25096 both ED
both withdrawn December 31st 1977

The end of the year closed with two more Class 25's going to the wall, both from the Scottish Region. Both were quickly dealt with by Glasgow, 25031 broken up in June and 25096 in August 1978. The withdrawal of 25096 would indicate that any Class 25 would be a candidate for withdrawal, it appears 25096 may have been due a classified repair. It also seems to be a safe bet that 25031 was also overdue a classified repair.

A fine, undated portrait (possibly prior to 1976) of 25031, one of the early batch of Class 25/1's not to be boiler equipped. This was another well travelled machine, spending time on the ER, WR, ScR & LMR.
Photograph courtesy Ian Mawson.
25096 at St Erth on September 15th 1975. This locomotive was part of a small batch of Class 25's that were extremely well travelled, noted by their proliferation of transfers. For 25096 there were over twenty!
Photograph courtesy Tony Sayer.

21 : May 1978
25077 ED

The New Year brought a brief reprieve for the Class 25's with a four month period without any withdrawals.

It would be left for the Scottish Region to withdraw the first dual-braked Class 25, in this case 25077, believed due to the locomotive sustaining fire damage - an occurrence with the Class 25's that was infrequent. 25077 had been dual-braked during a classified repair at Glasgow Works during April/May 1977, which should have given it an extended period of continued service but for the fire damage incurred. 25077 would linger for a short time at Glasgow Works before being scrapped in September 1978.

22 : June 1978
25295 CW

25295 would become the newest Class 25 to date to be withdrawn, it received moderate collision damage (at ??) which in better times would have been repaired without a second thought. Instead 25295 would return to Derby Works and spend over three years there before being broken up during October 1981. This was also a dual-brake equipped locomotive and was also the first of the Beyer Peacock built machines to be retired.

25295 at Springs Branch, date unknown. From the position of the number it appears this machine was last outshopped at Crewe Works, possibly during the spring of 1974.
Photograph collection of Ian Hammond.

23 - 25 : October 1978
25091 & 25171 HA, 25098 ED
all withdrawn October 15th 1978

Three more Scottish Region Class 25's succumbed at the end of the summer timetable. 25091 & 25098 were surplus to requirements, 25171 was not so fortunate. It had run away with a ballast train in the vicinity of Arbroath on September 22nd 1978, being diverted into the goods yard there and collided with a rock face at the end of a siding. Not surprisingly it suffered major damage and was broken up in the goods yard by BR staff during January 1979.

Additionally 25091 & 25098 ended their days at Glasgow during 1979, in October & July respectively. All three of these machines were vacuum braked.

Aberdeen, April 1978 - 25091 keeps company with fellow Scottish Region diesels. 25091 would end its days on the Scottish Region about six months after this view was taken. 25091 appears to have last received Works attention at Glasgow during August 1976. 25091 is one of a few Class 25's that were allocated to depots on all five of BR's Regions (ER, LMR, ScR, SR & WR), it having spent a short time in 1964 on loan to Hither Green.
Photograph courtesy Mike Cooper.
25098 date & location unknown. 25098 last received Works attention at Glasgow during April 1976 - the characteristics of a Glasgow Works shopping clearing evident here. 25098 was another well travelled machine, being allocated to depots on the ER, LMR, WR & ScR.
Photograph courtesy Ian Mawson.
Almost brand new D7521 at an unknown location with an inter-regional passenger working. The photograph clearly shows the original location of the engine exhaust port, circular in shape and close to the boiler room. Its last classified repair was at Glasgow Works during April/May 1976. Allocations for this locomotive included the major WR depots at Cardiff, Bristol and Laira.
Photographer not known.

26 : November 1978
25165 CD

25165 became another Class 25 withdrawn due to collision damage, sustaining moderate damage to one cab & bufferbeam at ?? It would return to Derby Works after withdrawal, where it ended its days during September 1979.

25165 heads a line-up of locomotives, possibly at Warrington Arpley. Behind 25165 is 24047. 25165 had last received major attention at Derby Works during April/May 1977.
Photograph courtesy Ian Mawson.

After the withdrawal of 25165, fifteen months would pass before the next Class 25 was withdrawn from service.

27 - 29 : March 1980
25111 CW, 25147 KD & 25252 BS
all withdrawn March 30th 1980

1979 proved to be a good year for the Class 25's - there were no withdrawals!! However British Rail were facing an increasing backlog of machines out of service awaiting repairs. One attempt to ease this crisis was to send a number of locomotives to Swindon Works for unclassified repairs. Amongst the Classes handled there were a number of Class 25's - to assist Swindon a number of out of service Class 25's were withdrawn and sent to Swindon to provide a parts source.

For this puprose three Class 25's - 25111, 25147 & 25252 were withdrawn and sent down to Swindon. Two were definately long overdue for shopping, whilst 25147 was barely two years out of a repair at Derby, presumably stopped requiring an expensive repair. They did not linger long at Swindon, by October 1980 all three were scrapped. None of these three were dual-braked. These movements drew Swindon more significantly into the scrapping arena, during 1976 it had disposed of the three Class 25/0's sent down from Barrow Hill - now it would play a most significant job in disposing of the Class 25's. So much so that Derby & Glasgow would gradually fade from the picture.

These three withdrawals, coupled to events affecting the remainder of the BR diesel fleet, clearly marked an escalation in the trimming of the BR fleet - it would take seven more years to see the entire Class 25 fleet withdrawn, this point is quite significant in their decline.

25111 at Springs Branch, it had last received major Works attention during a visit to Derby during the spring of 1974.
Photograph courtesy Ian Mawson.
A nice portrait of 25147 at Springs Branch. Close observation of the locomotive suggests it may already be withdrawn. This locomotive was always allocated to LMR depots, its last depot being Kingmoor.
Photograph courtesy Ian Mawson.
25252 drifts south towards Chesterfield station on August 28th 1979. During November/December 1979 25252 received minor attention at Derby.
Photograph courtesy J Davenport.

30 & 31 : May 1980
25092 CW & 25102 LO
both withdrawn May 11th 1980

These two machines were retired surplus to requirements, with both due for shopping. 25102 had been the last Class 25 to carry green livery, it also went directly to Swindon after withdrawal at Crewe. Swindon disposed of it quickly, by October 1980 it was no more. 25092 lingered at Derby for two years prior to being scrapped in May 1982.

25092 after withdrawal at Toton. It appears to have received its last repair during the spring of 1975 at Glasgow Works. 25092 was in that group of locomotives which were extremely well travelled with many transfers. Its allocations included both Laira & Inverness, but it would end its days allocated to Cricklewood.
Photograph courtesy Adrian Healey.
A visit to Derby Works on April 7th 1976 finds the last green Class 25 undergoing overhaul. 25102 will emerge in blue/yellow livery for four more years service.
Photograph courtesy Tony Sayer.

32 : June 1980
25008 HA

The remaining Class 25/0's had avoided any withdrawals since 25014 during July 1977. Most of the remaining 25/0's had been through Glasgow Works for a variety of repairs during 1977/78, giving them the opportunity to continue in service for a while longer. By the summer of July 1980 their time was running out.

25008 had been outshopped by Glasgow during July 1979, this should have allowed it to operate to the end of the Class 25/0's service career. Unfortunately 25008 sustained collision damage, leading to its immediate withdrawal and return to Glasgow Works for scrapping, which ocurred very quickly, by September 1980 it was no more.

25008 and a Class 27 head south from Perth sometime during the summer of 1975. As with several other Class 25/0's it sports one cab roof/headcode box of the later style Class 25's.
Photograph courtesy Adrian Healey.

33 - 36 : July 1980
25204 CW withdrawn July 6th 1980
25009 HA with drawn July 7th 1980
25068 ED & 25108 ED withdrawn July 14th 1980

The continued withdrawal of the Scottish examples did not let up during the busier summer months, with three falling by the wayside during July. 25009 had last recieved a repair at Glasgow during November 1977, thus its withdrawal was not unexpected. Likewise 25068's last repair had been at Glasgow during September 1976, so it too was overdue and is believed to have been withdrawn with fire damage. Also due for shopping was 25108, its last repair had also taken place at Glasgow during September 1976. These three Scottish machines were all scrapped at Glasgow Works, the last succumbing during August 1981.

25009 would be the last Class 25/0 to be sent to Glasgow Works for breaking up, all remaining Class 25/0's would make the long trip to Swindon Works to be dealt with.

Like the Scottish examples Cricklewood's 25204 was also overdue for shopping, having last seen Derby Works during May 1974. After withdrawal 25204 moved north to Crewe for spares removal, then south to Swindon for scrapping, completed in October 1980.

25009 at Eastfield, displaying its non-standard qwerky headcode box housing. During the summer of 1975 the locomotive had been put to store from Eastfield, but was reprieved in February 1976, being allocated back to Eastfield and later Haymarket.
Photograph courtesy Ian Mawson.
25068 ended its day on the Scottish Region, but for many, many years it was a permanent fixture on Cricklewood & Willesden area duties. In contrast, for just over two years it was allocated to the Highland capital of Inverness. Seen here at Polmadie, date unknown.
Photograph courtesy Ian Mawson.
More Scottish memories from Ferryhill, this time with 25108 front & center, seen here during the summer of 1977. After eleven years at LMR & ER depots 25108 spent its last five years allocated to Eastfield. Although mostly broken up at Glasgow Works by the end of 1980, some of the bodywork remained intact at the Works until November 1988.
Photograph courtesy Mike Cooper.
25204, somewhere, a while ago. Of the four class 25's withdrawn during July only 25204 was dual-braked. It had been withdrawn because of collision damage.
Photograph courtesy Ian Mawson.

August 1980

Movements in August 1980 included:
25102 & 25204 as the 9X34 00.05 Crewe - Swindon on August 12th, reaching Swindon by the 14th. 25204 had previously been moved from Willesden to Crewe on June 12th 1980 for spares removal.

25252 as the 9Z50 12.00 Toton - Swindon on August 14th 1980.

37 - 45 : September 1980
25019 HA & 25021 HA withdrawn September 3rd 1980
25047 TO, 25074 TO, & 25103 SP withdrawn September 7th 1980
25001 ED, 25013 HA, 25023 HA & 25087 withdrawn September 28th 1980

The end of the summer timetable, as expected made further inroads into the Class 25's with five Class 25/0's being taken out of service including the first built, 25001 (D5151). Several of these were taken out of service in full working order, however 25019 & 25021 had sustained minor collision damage. Scrapping did not take place at Glasgow as one might have expected, all would travel south to Swindon where all were gone by the end of 1980 except for 25023 which lingered until March 1983.

The Class 25/1's came from a cross section of depots. All were due for shopping and all were sent to Swindon for scrapping. 25087 was the first of the small batch of later style boiler equipped Class 25's to be withdrawn.

A very early view of D5151 on a freight somewhere in the North East. 25001 last received Works attention at Glasgow during November/December 1980 when it also received a repaint. When withdrawn the title of the oldest in-service Class 25 was passed on to 25002.
Photograph courtesy E A Woods.
25013 runs through Rotherham on May 8th 1975 on one of the myriad freight workings to be found in the Sheffield area. 25013 has only three months left on these workings, during August 1975 it will be transferred to Eastfield.
Photograph collection of RCTS.
D5169 with brake tender makes a striking pose, probably at Thornaby not too long after delivery. The last Works attention for 25019 came at Glasgow during the summer of 1978, at which time it received a repaint..
Photograph collection of Rex Conway.
25021 at Dumfries July 24th 1976. The spring of 1978 saw 25021 receive its last shopping at Glasgow, when it also received a repaint.
Photograph collection of Ian Hammond.
Its July 1st 1972 and Holbeck has 5173 & 5229 awaiting their next turn of duty. 25023 spent just over two years at Swindon before scrapping in March 1983, outlived by three months by sister Class 25/0 25006.
Photograph courtesy David Rogers.
25047 is lifted off its bogies at Reddish on April 11th 1980. Throughout its working life 25047 was always allocated to LMR depots. Its last repair is believed to have been at Derby during May 1976. After withdrawal this machine did not linger, it was soon dispatched to Swindon where it was scrapped by January 1981.
Shiny paint reveals that D5224 is not long out of Darlington Works. Apart from fifteen months (6/68 - 11/69) when it was allocated to Willesden, 25047 was always allocated to a depot within site of the Midland mainline. Its last repair would be at Derby during the autumn of 1975. 25074 spent about eighteen months at Swindon before being broken up during May 1982.
Photograph courtesy G W Sharpe.
No need for a boiler for this working, empty carflats arriving at Kings Norton on August 6th 1971 behind 5237. The last repair for 25087 was at Glasgow during March/April 1977. Again another machine that didn't hang around, despite being withdrawn from Haymarket it was sent down to Swindon and broken up by April 1981.
Photographer not known.
A pair of Type 2's, led by D5253 on the type of service they were intended for. 25103 spent all its career on the LMR except for a two year stint at Thornaby & Holbeck during 1966/67. 25103's last repair was at Derby during the summer of 1975.
Photograph collection of Rex Conway.

46 - 49 : October 1980
25052, 25223 & 25225 - all LA, withdrawn October 5th 1980
25238 ED withdrawn October 13th 1980

After a hectic September when the LMR & ScR bore the brunt of Class 25 withdrawals, the next three were all from Laira, the first Class 25's to be withdrawn from the Western Region, all were surplus to requirements and sent directly to Swindon for scrapping. All were broken up very quickly by the end of November 1980.

The final example withdrawn in October was Eastfield's 25238, it quickly moved to Swindon but lingered there until September 1983. This was the first of the Scottish Region's final batch of Darlington built Class 25's to be retired, no doubt because it was not dual-braked.

Movements during October included the first batch of withdrawn Scottish Region Class 25's to make the long journey from Scotland to Swindon for scrapping. On October 10th 25001, 25013, 25019 & 25021 were noted heading south through Durham behind 40006. They were stopped overnight at Thornaby and then later alongside York depot. On October 16th they headed south as the 07.20 Toton - Swindon, now with 31274 attached and remarkably with 25001 in charge of this movement.

25052's last resting place will be Swindon Works, it is seen here on October 26th 1980 shortly after arrival. 25052 had spent nearly nine years at LMR depots before transferring to Bristol during January 1972 and remaining on the WR until retired. Its last Works attention was at Derby during August 1977.
7573 at Newton Heath on August 15th 1970. This locomotive spent time allocated to LMR, ER & WR depots - on the WR it was only allocated to Laira and spent nine years there.
Photograph courtesy Tony Sayer.
7575 at Wigan on August 21st 1971. 25225 visited Derby during the autumn of 1976 for its last classified repair. Similar to 25223 this locomotive also spent its last nine years allocated to Laira after allocation to a variety of LMR depots.
Photograph collection of Ian Mawson.
25238 at Carlisle on May 13th 1978. This was the only non dual-braked locomotive from the batch 25228 - 25247, hence perhaps its early demise. It was a well travelled machine, with allocation to LMR, WR & ScR depots. On the WR it underwent several transfers between Cardiff & Laira, and after transfer to the ScR it spent one year allocated to Inverness. Its last Works attention was at Glasgow during August 1977.

This page ends at the withdrawal of the forty ninth Class 25, fifty would have been a nice round number but the next Class 25 withdrawn was one of a large batch, so to keep the chronology straight, number fifty will have to wait until the next chapter.

Page added November 24th 2005
Page last updated August 21st 2010

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