July 1961 finds D5157 standing at Darlington Works shortly after completion. D5157 was one of a batch of twenty five machines built at Darlington, upon delivery the entire batch was allocated to Thornaby
to assist in the removal of local steam working in the Middlesborough area. This batch of machines, later to
become the Class 25/0's were a transition between the 75mph 1,160 hp Class 24's and the 90mph 1,250 hp Class 25/1's.
D5151 - D5175 was powered by the uprated 1,250 hp 6LDA28B Sulzer 6 cylinder engine, but carried the same traction motors of the earlier
Type 2's but with a modified gearing to attain the higher maximum speed. This difference in characteristics tended to keep the sub-group allocated together for most of their lives.
1961
The frames for D5155, D5156 & D5157 were laid down at Darlington during March & April, construction on average took about ten weeks. D5155 was released on June 3rd, D5156 on June 17th and D5157 on July 7th - all were initially allocated to Thornaby (51L).
During December Gateshead sent D5112 & D5113 to Thornaby in exchange for D5156 & D5157.
D5155 was noted in Darlington Works yard during December.
1963
D5157 was present in Darlington yard for part of April & May.
On October 17th D5155 on the returning St John's Chapel freight hit a dumper truck on Broadwood level crossing. Rescue came in the shape of Cl 5 76045 off the Stanhope freight, taking the damaged diesel and its train as far as Stanhope, from there Q6 63343 took the entourage onto to Bishop Auckland.
D5156 was present at Darlington workshops during December.
From the collection of Rex Conway
D5157 stands at Thornaby (?) not too long after delivery. It has gained a good coating of dust and a '51L' shed plate on the cab front. In contrast to the first view, this one reveals the other side of the locomotive, with two rows of four air filters, in contrast to the three/four arrangement on the other side. Although this batch of locomotives were not boiler equipped they carried a through steam pipe, the steam pipe fittings being clearly visible on the buffer beam. In later years this connection would be removed.
The allocation of this build to Darlington was probably due to Derby being preoccupied with the later batch of BR/Sulzer Type 4's (the Class 46's), and
its responsibility for overhauling much of the growing LMR fleet of diesels. The bodyshell of this batch was very similar to
the previously built Type 2's, though in the Class 25/0's no boilers were fitted, thus the boiler water tank was omitted, but the
ventilation grille for the boiler room remained! Darlington, in painting the locomotives picked out the grilles in grey, as Derby
& Crewe had done on the bigger Type 4's.
1964
In September D5156 & D5157 returned to Thornaby (51L) from Gateshead.
1965
D5157 was noted under repair at Derby during October.
1966
D5156 was outshopped by Glasgow Works during April, D5155 visited Derby Works in September and was transferred to York (50A) in December.
1967
In June D5154 & D5155 were transferred to Leeds Holbeck (55A), then back to Thornaby (51L) in September, whilst during November D5151 - D5155 moved to Carlisle (12A) to assist in the withdrawal of steam in the North-West.
1968
The stay at Carlisle for D5151 - D5156 was brief, in January they moved south to Springs Branch (8F), then on to Longsight (9A) in May.
On August 31st the Open Day at Derby Works had an interesting display of locomotives, including HS4000 and D5157 in sparkling blue paint, steam was represented by 44888.
During November under repair were 5155 at Derby and 5156 at Crewe.
1969
5156 was back at Crewe in November for further attention.
1970
Derby received 5157 during June for repair.
1971
5157 was again at Derby for repair during July, at the same time 5157 & 5158 were transferred to Leeds Holbeck (55A). During October 5157 moved to Eastfield (65A). This move north had been to
allow the Scottish Region to retire the remaining Clayton & NBL machines, also going north were a number of other Class 24 & 25's.
1972
With the transfer of 5155/56 to Eastfield in September, the first ten Class 25's were now all on the Scottish Region. And in October all the Holbeck & Gateshead Class 25's were transferred to Tinsley, this was now home to 5162 - 5175.
The Open Day held at Eastfield depot during September found 5157 present with a damaged cab, it would soon be moved to Glasgow Works for repair.
1973
5155 moved to Eastfield during May, then quickly on to Haymarket in the same month. On May 12th Glasgow Works held its first Open Day, remarkably there were sixty four diesels on display that day, although twenty seven of those were condemned Claytons. Two class 25's were present, 5178 and 5157, the latter having a replacement cab fitted from withdrawn 5149. Class 24's noted were 5006/19, 5121/27 under repair and elsewhere withdrawn 5067, 5114/49. Parts of 5068 were still present.
1974
25005 was renumbered during January.
During April 25006 & 25007 moved to Haymarket, during June 25007 received attention at Glasgow Works. In October 25005 (with 25009 & 25010) transferred to Tinsley.
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Tinsley allocated 25005 is seen here at Edge Hill carriage sidings on November 29th 1974. The locomotive still carries its Haymarket shed sticker on the cabside. Of interest is the unusual battery isolating switch cover, the hinged rectangular plate replaced by three moveable circular plates - definately a Scottish modification. A 1980 view of the locomotive shows the cover has reverted back to its original condition.
Photograph courtesy Tom Sutch. |
1975
More repairs took place to 25007, this time at Derby in February. From June to September 25006 was under repair at Derby, the locomotive entering the works in very faded green livery, but outshopped of course in blue. This presumably was the last Class 25/0 to retain green livery.
The transfer of 25006/07/08/11 to Tinsley during February brought all twenty five members of the Class 25/0's together again. Interestingly 25006 was still in green livery as were twenty five other Class 25's and eleven Class 24's. Tinsley's Class 25/0's were frequently used on a Tribometer train between Sheffield & Knottingley and over the Penistone branch, commencing February 10th and running every other day, 25021 handled the first working, with 25017 most frequently noted.
Another regular Type 2 working was the 7E77 Nottingham - Lincoln parcels, producing a variety of Class 25's, including Tinsley based 25005 on June 4th.
On July 26th Ipswich was host to 25007 & 25021 passing through with the empty stock of a Glasgow - Brandon troop special.
To cover the withdrawal of a number of Scottish Class 24's 25005 - 25014 moved from Tinsley to Eastfield in August.
1976
25007 was back at Derby again during June for further attention.
On June 27th the derailment of a track maintenance machine near Pitlochry delayed the 08.50 Edinburgh - Inverness with 25005 & 25033 reported six hours late!
On October 27th 55016 working the 08.50 Aberdeen - Kings Cross near Cockburnspath suffered a major internal explosion causing considerable damage to one cab and engine compartment. Help arrived in the shape of 40152, albeit now over three hours late due to attendance by the fire department, whilst 25006 arrived to tow the Deltic back to Haymarket.
Another passenger working for 25005 occurred on December 1st when it assisted the 07.51 Falkirk Grahamston - Edinburgh.
1977
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With faded and peeling paint 25007 rests in the sunshine at Ayr depot on June 25th 1977. It'll be another eighteen months until 25007 reaches Glasgow Works for an intermediate repair and a much needed repaint. |
On August 19th 25006 was noted arriving at Edinburgh Waverley with an excursion from the WCML, presumably having replaced an electric at Carstairs.
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Five views of 25005 on the Scottish Region.
Top row left and right are at Carstairs on June 28th 1978, center top is at Eastfield on February 24th 1979. Views on the bottom row are at Carstairs on June 25th 1977. Both visits to Carstairs were part of an annual grand Scottish tour. On this Sunday Carstairs depot held 06010, 20107, 24009, 24128/147, 25005/021, 25171, 25241, 26042, 27018, 37144, 40073, 40161. On this visit a driver escorted us round the shed, which included a visit to the cabs and engine room of 25005, hence the out-of-focus snapshot of the driver's position in 25005! Earlier in the day a visit to Ayr depot found 25007. Our visit in 1978 proved sparser pickings, the Class 06 & the 24's had moved on to the scrappers, locomotives noted on shed were 20126, 25023/066/082/091, 47553. Whilst waiting on the station 25005 came in from the north with a brake van, ran round the triangle and headed back north.
1978
25006 was noted in Glasgow Works during April.
The British Open Golf Championship at St Andrews (July 12th - 15th) brought a number of additional loco hauled trains to Leuchars station each day. July 15th saw 25007 arrive from Edinburgh, 20109 from Glasgow and a DMU from Perth.
Photograph from the Michael MacDonald collection.
One of the July 15th workings featured 25007 complete with headboard, seen here at Leuchars.
1979
Glasgow received all three machines for intermediate repairs during 1979, 25007 was present in January & February, whilst 25005 & 25006 were present between March and May. 25006 was repainted during this visit, receiving the typical Glasgow trademarks.
On July 6th 25005 possibly worked its last passenger service, hauling the 17.49 Aberdeen - Glasgow Queen Street throught.
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Its another glorious overcast summers day, July 28th 1979 as 25005 and a Class 27 await their next turns of duty at Aberdeen Ferryhill.
Photograph courtesy Martin Bray. |
Considerable mileage was covered on August 18th when 25007 & 25062 worked an SRPS special throughout from Dundee via the Forth Bridge and Falkirk to Oban and return.
On October 10th the 06.20 Carlisle - Glasgow via Dumfries failed completely near Carron Bridge. Dumfries provided 25006 which pushed the train to Kirkconnel, after running round here proceeded about two hours late. At Kilmarnock the offending locomotive, 45023 was removed before the rest of the train continued to Glasgow. On this day the 13.40 Glasgow - Carlisle (45023's return working?) was powered by 25027 & 25065.
1980
January 14th saw the 17.07 Edinburgh - Newcastle in trouble behind 40060, the journey was completed with the help of 25007, albeit over two hours late.
During May 25006 & 25007 were transferred to Haymarket.
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25007 keeps company with a Class 37 at Millerhill on April 25th 1980.
Photograph courtesy A Forster. |
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25006 & 25075 manouevre a heavy track panel train at Mossend on July 5th 1980. |
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Two days later on July 7th 1980 25006 has a slightly lighter train in tow, just a brake van. The nearer cab reveals that it now carries the style of roof carried by 25026 onwards, with the air horns now situated next to the headcode box. |
25007 was used on July 12th to take forward the 14.24 Scarborough - Glasgow Queen Street from Edinburgh, this may have been 25007's last passenger working. Similarly when 25006 worked July 25th's 18.58 Dundee - Glasgow Queen Street throughout, this maybe also have been its last passenger working. At the close of the summer timetable in September (18th?) both 25006/007 were stored unserviceable at Millerhill.
Early in September 25005 was noted in Glasgow Works with a generator defect. This was repaired and continued in service until December when it was retired and stored at Eastfield until early in March 1981.
Photograph courtesy A Forster.
Its 15.45 on November 1st 1980 as 25005 stands at Eastfield depot, its career is nearly over with just a month of active service ahead.
25006 & 25007 were also retired during December, though they had spent the last three months stored at Millerhill. Early in November they were moved to Swindon Works.
1981
Scotland was finally cleared of the last of the Class 25/0's during the first week of March when 25002/005 made the long trek from Eastfield to Swindon Works. However the sequence of breaking up individual machines was most random, 25005 for instance was broken up by April, others lingered for many months.
1982
25007 was cut up during September.
1983
After a presence of almost twenty two years 25006, the last of the Class 25/0's in existance, was cut up during July.
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A fine undated study of 25006 & 25009, possibly at Millerhill. Glasgow's positioning of the numbers clearly varies between the two locomotives.
Photograph courtesy Ian Mawson |
This page opened with an ex-works view of D5157 at Darlington, it ends twenty one years later with a view of 25007 at Swindon, very near to the end.
Photograph courtesy Jerry Glover
25007 awaits at Swindon for the final coup-de-grace, April 26th 1982
