tunstead, great rocks, limestone trains, peak forest, ICI

Limestone trains from Great Rocks/Tunstead featuring D5274 - D5279, 5274 - 5279, 25124 - 25129 & D7586, 7586, 25236 and many others that worked these services.

"It's not the years, its the mileage", Indiana Jones - Raiders of the Lost Ark.

Photograph courtesy Mike MacDonald

Its April 22 1977 as an un-identified Class 25 heads west past Northenden with a train of loaded ICI limestone hoppers. It appears the train is loaded to at least eighteen wagons, approximately 1,250 tons.
The geological construction of the northern areas of Derbyshire reveal a dominance of gritstone, shale & limestone. All have their uses, but it is perhaps the quarrying of limestone that has had the most significant impact on this area. One of the earliest recorded users of this limestone were the Romans using it for construction and the making of mortar & cement. The very pure content of this Derbyshire limestone (high in calcium carbonate) had, by the 16th Century made it particularly desireable for use in agriculture, achieved by burning the limestone in lime kilns. It was also used in lead smelting. The Industrial Revolution with its canal and railway building eras allowed for the easier movement of this bulky product, so much so that by 1951 1.5 million tons was being taken out of the ground. Over half of this was for use as aggregate (road & building construction), whilst the bulk of the remainder was consumed by the cement and chemical industries.
The ICI limestone trains which feature here, had since 1935 used block trainloads hauled initially by Midland 4F's, soon replaced by Stanier 8F's. The first diesels tested on these services were trialled in 1963. The Midland line north of Matlock was frequently used for testing new diesels fresh out of Derby Works, with fifteen miles of a 1 : 90 ruling grade north of Rowsley, culminating at the 985' summit at Peak Forest, the cobwebs would certainly be blown out of the diesels. For our story part of this route - the last few miles to the summit - was traversed daily by loaded westbound ICI limestone workings with the majority requiring banking locomotives on this challenging grade.
1963
During May 21st - 23rd MetroVick Co-Bos D5711/14 and English Electric Type 4's D227/228 were tested on these stone trains, using rakes of sixteen wagons. Remarkably the MetroVick's were found to be superior, the Class 40's suffered from shifted tires and brake linings. Parts of this route had already seen much diesel activity, though this was principally on the passenger workings over the Derby - Manchester Central route.
1964
During February & March D5707 & D5713 returned for further testing, following these trials the Sulzer Type 2's were tested and found to be successful. With the decision made to utilise Class 25's on the stone trains, seven locomotives were allocated to Trafford Park (9E) shed. All the locomotives selected were virtually brand new and had been on allocation to Toton (D16) after delivery from the workshops. First to arrive in March was D7586, then followed D5275 in May with the remainder D5274, D5276 - D5279 coming in June.
As usual these new locomotives had only been released from Derby Works after they had successfully completed a test run with a set of empty coaching stock. The test was made to Corby and back, D5274 made the run on May 29th 1964, D5275 on June 1st, D5276 on June 9th, D5278 with D5280 on June 10th and D5279 on June 8th.
On June 20th D5279 was noted at Chesterfield with a Saturday's only Paignton - Newcastle passenger, assisting 45597, whilst the next day it was noted with D5260 on an excursion from the Derby area to the North Wales resorts.
On August 4th the Class 25's began the arduous workings planned for them, finally taking over many of the duties from Heaton Mersey & Northwich based Stanier 8F's. Specifically they were employed on the Peak Forest - Winnington ICI workings. These trains employed the venerable vacuum braked ICI bogie hoppers, first introduced in 1935, which were now used in rakes of eighteen (1,100tons), providing a considerable challenge to the single Type 2's. The 8F's had generally been allowed sixteen wagons (980 tons). For the time being no other freight service in this area was dieselised, another three years would pass before major inroads commenced. The wagons themselves outlived most of the power that hauled them, including the Class 25's.
The ICI plant at Winnington was comprised of two industrial complexes, the original plant had been greatly expanded after World War Two, the old (Winnington) and new (Wallerscote) facilities being neatly dissected by the A533 Northwich - Runcorn road. Limestone was not the only bulk product received here, coal, coke & oil were also received by the trainload. Each of the facilities had their own interchange with the railway, traffic for Winnington was routed to Oakleigh sidings whilst Gorstage sidings handled traffic for Wallerscote. Obviously from the other notes in these pages it is Oakleigh sidings which is well associated with the Class 25's & the limestone trains.
1965
On Whit Monday, June 7th D5275 got a brief respite from its ICI workings when it was noted at Blackpool on the 20.15 to Northwich, one of thirty nine excursions to return from Blackpool that day, the majority were steam hauled.
1967
Buxton depot received D5091, 5135/37 for crew training and banking duties at Peak Forest at the end of February. These machines would work alongside the small pool of Sulzer 2's working the Northwich - Tunstead ICI block trains. It had now been three years since dieselisation of the ICI trains and this demanding working had naturally given rise to all too frequent failures. This created an operating headache if steam were substituted because the official eighteen wagon limit for the Type 2's could only be handled by 9F's, other substitutions required doubleheading. Typical of this was the failure of D7586 on April 26th, rescue coming from 8F 48723 & Cl 5 45417.
During the middle of September D212 & D5242 were used for driver training between Stockport & Buxton.
During November D7586 moved to Longsight (9A).
As the last full year of BR steam closed out Trafford Park still had on allocation twenty one steam locomotives (fifteen Black 5's and six 8F's), alongside the six Type 2's D5274 - 5279.
1968
During March D5274 - D5279 all moved to Longsight (9A), whilst in May D7586 went to Leeds Holbeck (55A), later moving on in September to Gateshead (52A). On March 3rd Buxton, Northwich & Trafford Park depots closed to steam with 8F's 48744 & 48775 being the last to leave Buxton, having seen much activity locally in their last week at Buxton.
On the eastern side of the country the Easter holidays brought many extras, on 11th D5061 + 5276 were noted on an afternoon Manchester - Newcastle express.
1969
During May Trafford Park shed was demolished making way for the new Freightliner terminal. And from May 12th the ICI stone trains were no longer operated with a brake van.
1971
During May 1971 green liveried 5278 was involved in a serious collision on the single line section between Great Rocks Jct and Buxton. The locomotive suffered considerable damage, being removed to the yard at Peak Forest. It is reported that D5278 had been shut down whilst attached to a train on a grade without the application of the handbrake. Eventually the air or vacuum within the braking system bled off and the train rolled away. After the collision the driver notified Buxton depot by telephone that there was a problem with the locomotive, the shed master suggested sending out a fitter to rectify the problem! So severe was the damage that 5278 was withdrawn in May, remaining on-site until October when it was broken up by G Cohen. This was the first Class 25 to be withdrawn.
In October 7586 returned to Leeds Holbeck (55A).

A working in the Great Rocks area proved to be the location for an accident that led to the withdrawal of the first Class 25. Seen here at Peak Forest, having sustained considerable collision damage is D5278. Considered unfit to move very far and with major damage to the cabs/cab floors the locomotive was written off, being broken up in-situ by George Cohen during October 1971.
Photographer unknown.

1972
More transfers affected 7586, it was back to Gateshead (52A) in January, only to return to Holbeck in February, before moving south to Willesden (D01) in July.
During March & April the remaining members of the original batch of 'ICI' locomotives all transferred to Toton (D16), 5279 in March, all the others in April. None of them would return on allocation to Longsight. From the point of view of this webpage our story will follow those machines, with occasional references back to the ICI services. At this time Longsight had a mainline diesel fleet of almost one hundred locomotives, split almost equally between the Class 25's & the Class 40's. Included were the first Class 40's, 200 - 206 and the first Class 25's, 5151 - 5156, any of which could and did turn up on the limestone workings. Frequently locomotives from other sheds would fill in on the limestone turns if they became available at Northwich, Longsight or Buxton.
On March 11th the 14.40 Manchester - Harwich failed near New Mills behind 5619. A following Northwich - Peak Forest limestone empties with 5152 buffered up to the failed train, pushing the eight coaches and locomotive to Chinley where 312 was waiting to take over the passenger working.
An unusual visitor to the London area was 5277 (with 5212). Having arrived on March 15th with empty coaching stock from the north, they were borrowed by Willesden for a couple of days before returning north with a freight.
On May 30th (Bank Holiday Monday) the Derby - Llandudno ran behind 5274 & 7662.
The cross-London workings still featured Class 25's on the trips to Hither Green. On June 20th & 21st 5277 & 7568 were noted on the Toton - Southfleet coal train.
1973
During September 7586 headed north to Crewe.
1974
After nine months at Crewe it was back to Willesden during May for 25236.
On November 6th 25125 was diagrammed to handle a Low Yard - Glasgow (Bridgeton) out of gauge load, this after spending two days as the Middlesborough station pilot!
1975
When Willesden's mainline diesel fleet moved to Cricklewood in May this included 25236.
The Buxton area was graced by snow on June 2nd, stopping the local cricket match and masking, briefly, the ever present limestone dust in the area. By the end of this first week of June the snow was gone, replaced by higher than normal temperatures over most of the country! Ignoring the late season snow passengers on June 7th's 07.35 Nottingham - Llandudno had the double headed delights of 25129 & 25131!
On August 29th 25129 & 25136 were noted at the northern end of the ECML in charge of a Cardiff - Newcastle working.

A glorious day in July 1975 finds 40013 'Andania' at Northwich. The Longsight based Class 40's were equally at home on the limestone workings.

1976
Twenty wagons in a Tutbury - Tring freight derailed near Leighton Buzzard on April 8th. The locomotives, 25124 & 25132 remained on the track, a broken spring being blamed for the derailment.
In a clear out at Derby Works during early June 25124 hauled withdrawn 08179 & 08236 to Swindon Works.

Another dull and damp sunday afternoon visit to Northwich finds a pair of Class 40's parked alongside the shed. Leading this duo on December 19th 1976 is 40130, one of twenty equipped with split headcode boxes either side of the gangway doors.

For the annual Open Day at Derby Works on September 4th 1976 25126 is used to show how the engine is lifted to/from the bodyshell. It appears the cabside by the driver's desk is undergoing some re-sheeting. The locomotive remained in service until 1982, possibly this was the last major repair received by 25126.

1977

On a gloriously sunny June 22nd 1977 another train of empties arrives behind 25031. This was a well travelled Class 25, having seen allocations on the ER, WR & ScR prior to reaching Springs Branch in June 1976. Just over a year was spent here, allowing it to cover the ICI trains from time to time. In October 1977 25031 returned to Eastfield, remaining there until withdrawn in December 1977.

Steam has been gone for almost ten years, yet still an atmosphere lingers on this damp January 16th 1977. Parked at the end of the shed are ex-works 40177 and 25138.

The Spring Bank holiday (May 27th) found 25129 & 25136 on the 08.02 Walsall - Plymouth.
June 4th found Leeds Holbeck short of power to handle the 09.35 Carlisle - Nottingham, all they had available was 25124. To this machine was added 25159 borrowed from a parcels train, this fine pair then making the run to Nottingham and returning with the 15.52 to Glasgow, being relieved at Leeds by 47467.
On September 1st 25129 headed the 09.20 Paignton - Nottingham arriving at Birmingham some 90 minutes late, being replaced here by 46046.
1978

A nicely lit view of 25124 at Springs Branch on January 20th 1978.
Photograph collection of Ian Hammond

On a dull and wet Sunday January 21st 1978 whilst doing a tour of the Cheshire area depots prior to visiting Crewe Works, 25104 was noted parked in front of the old steam depot. 25104 is one of those Class 25's that had its boiler room grille sheeted over whilst receiving repairs at Derby Works. It appears the brazier used to protect the water supply from freezing has gone out.

25104 and banker slowly push/shove twelve loaded hoppers towards Peak Forest summit (985') on November 23 1978. 25104 arrived at Longsight during July 1975, and would be withdrawn from there in May 1982.

Two trains of empties cross just north of Peak Forest station on a damp and misty November 23rd 1978. From October 1975 to June 1981 25144 was allocated to Kingmoor, so is a little off the beaten track for its normal workings. It appears to have in tow a standard rake of eighteen wagons.

After eight years operating out of Trafford Park/Longsight 25127 moved to Toton in April 1972. One of the summer Saturday Toton duties was to cover the Nottingham - Llandudno, which is seen here with 25127 in charge on a gloriously overcast July 15th 1978. Like a number of other Class 25's 25127 has had its boiler room grille sheeted over. Withdrawal came in October 1980, eventually being cut up at Swindon in July 1983.

On November 8th ex-works 25210 was tested at Northwich on the Tunstead limestone service, working the 17.21 Oakleigh - Tunstead and return followed by the 02.57 Northwich - Tunstead. It then beat a hasty retreat to Longsight for repairs, not unexpected after dealing with these 1,250 ton trains. Further testing on 28th didn't improve matters, it failed at Hazel Grove on the 11.03 Oakleigh - Tunstead, being removed to Buxton and then forwarded to Derby Works.
1979

An empty eastbound led by 25043 leaves the Northwich - Old Trafford (ex CLC/MSJ & A) line at Skelton Jct and joins the Glazebrook - Cheadle (ex CLC) line. At Cheadle the train will gain former Midland metals which will be used for the remainder of the trip to Tunstead/Great Rocks. The date is May 14th 1979, 25043 was the last Class 25 in green livery, though by this time it sports 'Corporate Blue' as applied by Derby in 1976.
Photograph courtesy Mike MacDonald.

Despite the presence of a typical Derbyshire misty morning, very little can mask the sound of a pair of Sulzer six cylinder engines getting to grips with another Winnington bound train of limestone. Here, on April 24th 1979 25208 echoes around the limestone cliffs that surround Great Rocks Junction, soon to be followed by another Type 2 pushing hard on the rear. Behind 25208 lies the ICI 'South' shops.

Looking northbound 25286 drops down across Great Rocks Junction to deliver another load of empties on April 24th 1979. Behind the locomotive lies an area previously used by the steam locomotives that once powered these stone workings.

25129 & 25141 powered May 5th's Marylebone - Dinting charter special, changing locomotives at New Street for 20063 & 20071. On the return the Class 25's worked forward from Coventry into Marylebone. Fuel restrictions were imposed from May 11th
The 06.32 & 08.03 Peterborough - Kings Cross and 17.18 return continued to receive Class 25 haulage with the 06.32 noted behind 25039 (19th), 25269 (20th), 25319 (21st) also working the 17.18, 25107 (July 10th), 25125 (July 11th) & 26267 (August 1st).
Following problems on the WCML the up 'Manchester Pullman' arrived at St Pancras behind 25129, this train had started out with no boilered 47364 which having travelled via Dore was removed at Leicester, whilst the 07.46 Northampton - Euston was diverted via Bedford arriving considerably late at St Pancras behind a pair of Class 25's.
Out of Birmingham on August 4th 25124 & 25132 worked the 08.28 to Yarmouth,

Its along way from the hauling of limestone in the Derbyshire dales to the repair of 25236 in Swindon Works, seen here on March 1st 1980. Most Class 25's only visited Swindon for scrapping, but during 1980 a number received unclassified repairs at Swindon, allowing them to fight another day, 25236 was one of them.

After Trafford Park closed Longsight became responsible for providing locomotives for the ICI workings. A surprise visitor on November 10th 1979 was 25071, recently transferred from Cricklewood, and once a regular sight on the Royal Train workings.

A path ran down the side of the steam shed to the 'administration block', behind which on November 10th 1979 sat 40093.

1980
On February 22nd near New Mills South Jct a train of loaded hoppers derailed with some taking a tumble down the embankment. Eight of them were later moved to Chinley and broken up, it appears the unidentified locomotive involved was not derailed.

The destination for many of the limestone trains was the ICI plant at Winnington, a suburb of Northwich. The old steam depot served as a signing on point after dieselisation, the shed remained standing until the 1990's. Seen here on April 11th 1980 is 25039 laying over between turns.

After the closure of Peak Forest station to passengers the 'Up' platform was eventually demolished, its place partially taken by a number of sidings where 25161 stands on this sunny morning on June 6th 1980. 25161 reveals a typical Derby paint job, though at some point the Works have sealed up the boiler room grille, carried out on a number of Class 25's overhauled at Derby.

A sunny August 26th 1980 finds 07001, now in private owner service, parked up in between duties at the facilities north of Peak Forest station.
Photograph courtesy Adrian Healey.

25127 is a long way from its earlier haunts on the ICI stone trains, seen here at Westbury on February 20th 1980, but still hauling crushed rock products in its train of Presflos. Time is running short for 25127, once the summer is over 25127 will be withdrawn.
Photograph courtesy Phil Trotter.

With a string of twelve loaded hoppers in tow 37074 heads west through Guide Bridge on June 6th 1980.

June 5th found the 09.06 Birminghan N.S. - Bridlington doubled headed by 25129 & 25272.
The annual holiday fortnight at Leicester beginning July 15th saw a reinforcement of services through the city that day. Amongst many workings the 08.02 Walsall - Yarmouth was worked by 25254 & 25258 with a relief 10.03 service handled by 25143 & 25129.
The original 'ICI' locomotives did not fair well in terms of longevity, perhaps those strenuous early years had taken its toll for in October 25127 was withdrawn whilst 'odd man out' 25236 moved to Kingmoor at this time.
1981

Photograph courtesy Ian Mawson 25125 stands at Manchester Victoria awaiting its next banking duty, date unknown.

25313 poses for its portrait on June 27 1981 by the fuelling point in front of Buxton shed. 25313 spent its entire carrer allocated to LMR depots, and would remain in service to the very end of the Class 25 story.

25126 sits on the fuelling rack at Newton Heath on July 25th 1981. The light has caught the side of the locomotive to reveal that the repanelling of the area occupied by the boiler room grille has been carried out from frame level to cantrail.
Photograph courtesy Tony Sayer.

Withdrawn 25127 reached Swindon on January 14th.
On March 11th a lengthy Garston - Severn Tunnel Jct freight became a partial failure near Woofferton, the closest sidings could not accommodate the long train so 25124 & 25162 soldiered on to Hereford before being sidelined.
25125 was withdrawn from Toton on December 6th and was stored there.
1982

A collision at Roade on January 3rd 1982 claimed the life of a railway worker, with injuries of varying degrees to nine other workers. 25129 appears to have been one of the locomotives involved in the ill-fated manouevre.

As the sun starts to set in the west on this chilly January 1982 afternoon another train of empties arrives behind 25136. The train has just crested the 985' summit, and as can be seen snow was a frequent visitor to the north Derbyshire hills.

The exhaust of 25202 stains the fine blue sky of a glorious Derbyshire morning sometime in January 1982. The ploughs seem a case of overkill for depth of snow on this day, but anyone who has driven the A515 Ashbourne - Buxton in snowy weather will know that the wind can create some immense drifts out of what seems to be only a little fall of snow!

On January 3rd whilst two engineering trains had possession of the up slow line at Roade a collision occurred between the two trains. Although the impact speed was less than 5mph an open wagon next rode up into the brakevan, regrettably one man was killed, three seriously hurt, six others less so. The photograph at the botton of the page shows the scene with 25129 present. Presumably this was one of the locomotives used in the propelling movement. Since 25129 was withdrawn the following month possibly it may have sustained some sort of minor damage in the collision?
25129 succumbed in February whilst 25124 & 25126 moved from Toton to Bescot. On April 21st Toton said farewell to 25129 as it began its final trip, to Derby for cutting accompanied by 20068/88 and 25149.
With the Class 25's slated for withdrawal, testing began with pairs of Class 20's on the 'ICI' limestone trains on 28th-30th September. Twenty two hoppers and brake van were worked on the first day, later increased to twenty four hoppers, 20163 & 20196 were loaned from Toton for these trials, which apparently were successful.
During September 25126 moved from Bescot to Crewe, its stay here was brief as it was withdrawn in December, being stored at Newton Heath.
1983
In January 25124 moved to Cricklewood, whilst Swindon finished off 25125 during April and 25127 in June.
The summer timetable saw the Nottingham - Llandudno revert to two three car dmu's whilst there were officially no North Wales passenger workings for Class 40's. However the big Type 4's along with Classes 45/47 and the smaller Class 37's were regular visitors to the Buxton area freights, so much so that the Class 25's were often completely absent from the area.
During October 25124 was withdrawn from Cricklewood and had reached Crewe by December.
1984
On March 23rd 25104, 25124 & 46016 were moved from Tyseley to Swindon.
The month of May saw a dozen Class 31's moved to Longsight, the first allocation of this Class here. Ten of Longsight's Class 25's moved elsewhere on the LMR, allowing for withdrawal of further members of the Class. In a move to replace the Class 25's on the Northwich - Tunstead ICI limestone trains pairs of Toton Class 20's were used during May. To assist this change Springs Branch crews were trained on Class 20's during May, 20181 & 20227 were present at the beginning of May, later replaced by 20211 & 20212. During that last week of May a number of Buxton bound empties ran via Manchester Oxford Road (rather than via Cheadle Heath). The continuing coal miners strike and the ongoing delivery of Class 58's led to many local workings in the North West (and elsewhere) being taken up by the Classes 56 & 58, no doubt having an impact on the use of Classes 25 & 40.
On June 25 25126/134/158, 25208 were towed from Newton Heath to Swindon for scrapping.
Northwich train crew depot closed on November 26th, the work now split principally between Warrington & Buxton depots.
The last of the original 'ICI' allocation, 25236 was withdrawn in December, being stored at Crewe.
1985
January opened badly for the Class 40's, all but four of the surviving fleet - all allocated to LMR depots - were consigned to scrap, their place increasingly taken by transferred-in Class 20's, no more would the big Type 4's whistle over Peak Forest summit.
Although 25129 had been sent to Derby for disposal, an industrial dispute had seen all cutting up cease. Thus on February 3rd a convoy comprised of 25050/062, 25129/133/146, 25220/233/274/294 9X12 headed out to Swindon. Perhaps because of its semi-stripped state it was very quickly broken up at Swindon, by March it was gone. And on February 20th 25236 moved with 25069/138/221 from Crewe to Swindon for scrapping.
1986
During April eight Class 20's (20023/59, 20134/168/172/173194/196) were fitted with modified triple valves for handling limestone traffic from Tunstead. In a similar fashion to the Class 25/9's they were renumbered 20301 - 20308. The following month in a major announcement concerning redundancies one of the depot's to be included in the run down was Buxton.
The dedicated Class 20/3's returned to their original numbers in October/November with single Class 47's or pairs of Class 37's taking over these turns. Class 31's were now visiting Buxton to cover the banking duties. However on October 16th a set of empties arrived at Peak Forest behind 47378 & 25279, both locomotives were working.
25236 was finally broken up at Swindon in October followed by 25124 during December.
1987
For a while in mid-February 20141 covered the shunting duties at Peakstone's sidings at Peak Forest whilst their own shunter received repairs.
The final months of the Class 25's were generally spent on covering workings in the North West. One of the final few - 25059 - after spending Monday of that last week at Millerhill, then Carnforth and Crewe (17th), reached Buxton on March 18th where it would be withdrawn (20th). However its work was not quite finished, on the evening of March 24th it was restarted at Buxton to haul damaged 47089 & 37689 to Crewe Works for attention! Ironically it was a similar March day nineteen years earlier that had seen steam vacate Buxton shed forever, now one of the diesel classes which had made that possible was itself being superseded.
Although the 'ICI' locomotives didn't operate till the end, at least 25126 existed as one of the hulks at Swindon. It would out live the cutting activities there, and as part of the convoy of 25093, 25126/134/161/164/180/193, 25207/208/260, 25306/327 would leave Swindon Works for Cocklebury Yd and later Vic Berry's Leicester on June 3rd.

The fate of the original seven 'ICI' locomotives

Loco: Delivered: Withdrawn: Last Shed Broken up :

5274 - 25124 Toton June 1964 Oct 83 Cricklewood Swindon Dec 86

5275 - 25125 Toton June 1964 Dec 81 Toton Swindon April 83

5276 - 25126 Toton June 1964 Nov 82 Crewe V Berry, Leicester June 87

5277 - 25127 Toton June 1964 Nov 80 Toton Swindon July 83

5278 Toton June 1964 May 71 Manchester Division D09 Peak Forest, by George Cohen Oct 71

5279 - 25129 Toton June 1964 Feb 82 Toton Swindon Mar 85

7586 - 25236 Toton February 1964 Dec 84 Kingmoor Swindon Nov 86

Miscellaneous and undated views.

After the Class 25's were replaced in 1984 by the Class 20's, who in turn gave way to the Class 37's, the look & feel of Buxton depot changed somewhat. Seen here sometime in 1988 is a multitude of Class 37's led by 37687, with just one Class 47 present.

The Class 25's spent twenty years dragging limestone across North Derbyshire/Chesire, their predecessors, the Stanier 8F's had three decades of limestone haulage under their belts, and some would remain in the Buxton area on other duties until the spring of 1968. An example of the Class of 8F's, 48216, is shown here, no location or date, by an un-identified photographer. The 8F without a tender weighed about the same as a no-boilered Class 25, approximately 72 tons.

25127 and 25090 pull into Shrewsbury at 12.55pm on an unknown date, presumably with a service off the Cambrian Line.
Photograph courtesy Ian Mawson.

The Class 25's have been gone for seven years, yet the limestone trains still roll, some with the original 1935 built wagons. Locomotives now stable on the west side of the line south of Peak Forest station. In this April 16th 1994 view pairs of Classes 31/37/60, none in BR Corporate Blue, await their next turn of duty. In view are 37520, 37107, 31144, 31160, 60016 & 60095.
Photograph courtesy Adrian Healey.

North of Peak Forest station was Peak Forest summit (985 feet), situated in an ever deepening cutting, culminating with the entrance to Dove Holes tunnel (2,984 yards). In this June 29th 1995 60097 clears the tunnel with a train of southbound empties.
Photograph courtesy John Glynn.

Requiem
Time marches on, along with it changes to most everything. For the 'ICI' services limestone continues to be extracted from the Derbyshire hills, trains still run, but (as of 2003) there is only one daily service to Winnington. After the Class 25's departed from the services their replacements included Classes 20, 37 & 47, followed later by the newer Classes 60 & 66.
And as the locomotives changed so did the company names. In 1997 ICI sold its interests in the limestone processing to a new company that resurrected the name Brunner Mond & Company. The Winnington plant was heavily rationalised, its only rail traffic now being limestone. An EWS locomotive handles the train throughout, Oakleigh sidings are no more, traffic passes through the former yard on a single line and is handled via a new tippler on the Brunner Mond site, also gone is the extensive internal railway systems of Winnington/Wallerscote. The more modern facility at Wallerscote was closed and raised to the ground making way for new housing, also closed and removed was Gorstage sidings. Avenue Works, responsible for maintenance of the ICI facilities also took care of the venerable vacuum braked bogie hoppers, these Works still remain although no longer operated as part of Brunner Mond's facilities.
Northwich shed and the expansive railway sidings are now gone, the shed demolished, making way for further housing, part of the site becoming a car wash!
None of the the original seven Class 25's allocated to Trafford Park survive, all were cut up. However at least two of the bogies hoppers reached preservation and can be found on the Severn Valley Railway.
(With thanks to Garry Brookes for much of the above update, please visit Garry's site if you wish to see more of the ICI limestone workings, particularly over the western section of the route - go to the Links Page for a link to Garry's site.)
Page added at least by January 2005
Page last updated November 22nd 2007
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	Another dull and damp sunday afternoon visit to Northwich finds a pair of Class 40's parked alongside the shed. Leading this duo on December 19th 1976 is 40130, one of twenty equipped with split headcode boxes either side of the gangway doors.
	For the annual Open Day at Derby Works on September 4th 1976 25126 is used to show how the engine is lifted to/from the bodyshell. It appears the cabside by the driver's desk is undergoing some re-sheeting. The locomotive remained in service until 1982, possibly this was the last major repair received by 25126.

	On a gloriously sunny June 22nd 1977 another train of empties arrives behind 25031. This was a well travelled Class 25, having seen allocations on the ER, WR & ScR prior to reaching Springs Branch in June 1976. Just over a year was spent here, allowing it to cover the ICI trains from time to time. In October 1977 25031 returned to Eastfield, remaining there until withdrawn in December 1977.
	Steam has been gone for almost ten years, yet still an atmosphere lingers on this damp January 16th 1977. Parked at the end of the shed are ex-works 40177 and 25138.

	A nicely lit view of 25124 at Springs Branch on January 20th 1978. Photograph collection of Ian Hammond
	On a dull and wet Sunday January 21st 1978 whilst doing a tour of the Cheshire area depots prior to visiting Crewe Works, 25104 was noted parked in front of the old steam depot. 25104 is one of those Class 25's that had its boiler room grille sheeted over whilst receiving repairs at Derby Works. It appears the brazier used to protect the water supply from freezing has gone out.
	25104 and banker slowly push/shove twelve loaded hoppers towards Peak Forest summit (985') on November 23 1978. 25104 arrived at Longsight during July 1975, and would be withdrawn from there in May 1982.
	Two trains of empties cross just north of Peak Forest station on a damp and misty November 23rd 1978. From October 1975 to June 1981 25144 was allocated to Kingmoor, so is a little off the beaten track for its normal workings. It appears to have in tow a standard rake of eighteen wagons.
	After eight years operating out of Trafford Park/Longsight 25127 moved to Toton in April 1972. One of the summer Saturday Toton duties was to cover the Nottingham - Llandudno, which is seen here with 25127 in charge on a gloriously overcast July 15th 1978. Like a number of other Class 25's 25127 has had its boiler room grille sheeted over. Withdrawal came in October 1980, eventually being cut up at Swindon in July 1983.

	An empty eastbound led by 25043 leaves the Northwich - Old Trafford (ex CLC/MSJ & A) line at Skelton Jct and joins the Glazebrook - Cheadle (ex CLC) line. At Cheadle the train will gain former Midland metals which will be used for the remainder of the trip to Tunstead/Great Rocks. The date is May 14th 1979, 25043 was the last Class 25 in green livery, though by this time it sports 'Corporate Blue' as applied by Derby in 1976. Photograph courtesy Mike MacDonald.
	Despite the presence of a typical Derbyshire misty morning, very little can mask the sound of a pair of Sulzer six cylinder engines getting to grips with another Winnington bound train of limestone. Here, on April 24th 1979 25208 echoes around the limestone cliffs that surround Great Rocks Junction, soon to be followed by another Type 2 pushing hard on the rear. Behind 25208 lies the ICI 'South' shops.
	Looking northbound 25286 drops down across Great Rocks Junction to deliver another load of empties on April 24th 1979. Behind the locomotive lies an area previously used by the steam locomotives that once powered these stone workings.

	After Trafford Park closed Longsight became responsible for providing locomotives for the ICI workings. A surprise visitor on November 10th 1979 was 25071, recently transferred from Cricklewood, and once a regular sight on the Royal Train workings.
	A path ran down the side of the steam shed to the 'administration block', behind which on November 10th 1979 sat 40093.

	The destination for many of the limestone trains was the ICI plant at Winnington, a suburb of Northwich. The old steam depot served as a signing on point after dieselisation, the shed remained standing until the 1990's. Seen here on April 11th 1980 is 25039 laying over between turns.
	After the closure of Peak Forest station to passengers the 'Up' platform was eventually demolished, its place partially taken by a number of sidings where 25161 stands on this sunny morning on June 6th 1980. 25161 reveals a typical Derby paint job, though at some point the Works have sealed up the boiler room grille, carried out on a number of Class 25's overhauled at Derby.
	A sunny August 26th 1980 finds 07001, now in private owner service, parked up in between duties at the facilities north of Peak Forest station. Photograph courtesy Adrian Healey.
	25127 is a long way from its earlier haunts on the ICI stone trains, seen here at Westbury on February 20th 1980, but still hauling crushed rock products in its train of Presflos. Time is running short for 25127, once the summer is over 25127 will be withdrawn. Photograph courtesy Phil Trotter.
	With a string of twelve loaded hoppers in tow 37074 heads west through Guide Bridge on June 6th 1980.

	25313 poses for its portrait on June 27 1981 by the fuelling point in front of Buxton shed. 25313 spent its entire carrer allocated to LMR depots, and would remain in service to the very end of the Class 25 story.
	25126 sits on the fuelling rack at Newton Heath on July 25th 1981. The light has caught the side of the locomotive to reveal that the repanelling of the area occupied by the boiler room grille has been carried out from frame level to cantrail. Photograph courtesy Tony Sayer.

	A collision at Roade on January 3rd 1982 claimed the life of a railway worker, with injuries of varying degrees to nine other workers. 25129 appears to have been one of the locomotives involved in the ill-fated manouevre.
	As the sun starts to set in the west on this chilly January 1982 afternoon another train of empties arrives behind 25136. The train has just crested the 985' summit, and as can be seen snow was a frequent visitor to the north Derbyshire hills.
	The exhaust of 25202 stains the fine blue sky of a glorious Derbyshire morning sometime in January 1982. The ploughs seem a case of overkill for depth of snow on this day, but anyone who has driven the A515 Ashbourne - Buxton in snowy weather will know that the wind can create some immense drifts out of what seems to be only a little fall of snow!

Loco:	Delivered:	Withdrawn:	Last Shed	Broken up :
5274 - 25124	Toton June 1964	Oct 83	Cricklewood	Swindon Dec 86
5275 - 25125	Toton June 1964	Dec 81	Toton	Swindon April 83
5276 - 25126	Toton June 1964	Nov 82	Crewe	V Berry, Leicester June 87
5277 - 25127	Toton June 1964	Nov 80	Toton	Swindon July 83
5278	Toton June 1964	May 71	Manchester Division D09	Peak Forest, by George Cohen Oct 71
5279 - 25129	Toton June 1964	Feb 82	Toton	Swindon Mar 85
7586 - 25236	Toton February 1964	Dec 84	Kingmoor	Swindon Nov 86

	After the Class 25's were replaced in 1984 by the Class 20's, who in turn gave way to the Class 37's, the look & feel of Buxton depot changed somewhat. Seen here sometime in 1988 is a multitude of Class 37's led by 37687, with just one Class 47 present.
	The Class 25's spent twenty years dragging limestone across North Derbyshire/Chesire, their predecessors, the Stanier 8F's had three decades of limestone haulage under their belts, and some would remain in the Buxton area on other duties until the spring of 1968. An example of the Class of 8F's, 48216, is shown here, no location or date, by an un-identified photographer. The 8F without a tender weighed about the same as a no-boilered Class 25, approximately 72 tons.
	25127 and 25090 pull into Shrewsbury at 12.55pm on an unknown date, presumably with a service off the Cambrian Line. Photograph courtesy Ian Mawson.
	The Class 25's have been gone for seven years, yet the limestone trains still roll, some with the original 1935 built wagons. Locomotives now stable on the west side of the line south of Peak Forest station. In this April 16th 1994 view pairs of Classes 31/37/60, none in BR Corporate Blue, await their next turn of duty. In view are 37520, 37107, 31144, 31160, 60016 & 60095. Photograph courtesy Adrian Healey.
	North of Peak Forest station was Peak Forest summit (985 feet), situated in an ever deepening cutting, culminating with the entrance to Dove Holes tunnel (2,984 yards). In this June 29th 1995 60097 clears the tunnel with a train of southbound empties. Photograph courtesy John Glynn.