... in recognition of the preservation of 7612 & 7615, & since this page was created about the time of the first anniversary of the September 11th attacks, in memory of the fire crews and other emergency workers who responded to those fateful emergency calls and never returned, their names still shown on the rosters as '.....still riding'.
Photograph courtesy Tony Sayer
Of the thirteen original 'Eastfield' Class 25's, three survived to the very end of the fleet's active life, March 1987. 25262 (seen above & later to become 25901) was one of those fortunate machines. It is seen here on October 11th 1981 undergoing repair/servicing at Springs Branch depot.
1966
Although the Scottish Region had received a batch of brand new Class 24's for use on duties from Inverness depot, the Region had not, so far received any new Class 25's. However between April & September thirteen Class 25's were delivered from Derby Works to Eastfield (65A).
Approximate delivery dates were; 7611 - 7613 4/66, 7614 - 7616 5/66, 7617 - 7621 8/66, 7622 - 7623 9/66.
These were the only Class 25’s delivered with a cabside recess to accommodate tablet catcher equipment. D7611 was noted at Eastfield by April 29th. Although based at Eastfield these Type 2's spent much of their time in South West Scotland alongside the BRCW Type 2's quickly sending many Ayr & Hurlford’s Crabs, Black Fives & BR Standards to the storage lines and additionally helped Dumfries lose its steam allocation effective April 30th. At the end of May Ayr placed seven steam locomotives into storage because of the Type 2's arrival. Additionally at this time, with the arrival of these Type 2's, the return of some re-engined NBL Type 2's and the tranfer of more Claytons to Haymarket, the ScR were able to put the first of the Class 26's through Works for the fitting of slow speed control equipment & dual braking for use on MGR workings.
The last steam working out of Dumfries was an evening Carlisle - Glasgow parcels, beginning May 1st this became Type 2 hauled.
Another new ex-works locomotive, D7615, visited Frodingham on May 13th with a morning freight from Washwood Heath, returning later with tipplers for Avenue sidings, presumably 'on test' from Derby Works. Four days later D7615 was in more familiar territory working, rather unusually, a morning Corstorphine – Waverley passenger, normally a Type 4 working.
D7611 rescued a failed Peak on the 21.25 Glasgow - St Pancras on the night of June 17th being relieved by Brittania 70001 at Carlisle. The 08.00 Heads of Ayr - Newcastle converted to Type 2 haulage this summer, the diesel going as far as Carlisle, then returning light engine to Ayr. Glasgow Fair Day, Monday July 18th brought out many extras as well as strengthened regular services to Ayr & Girvan. Fine weather boosted the number of day trippers, the evening return trips requiring seventeen extra services, powered by DMU's, Type 1 & 2's, the locomotives freed up due to cancellation of the freights, steam was entirely absent from the workings.
Derby Works continued delivery of its batch of ScR Type 2’s now arriving alongside Vulcan Foundry’s newly built EE Type 1’s and re-diagrammed Brush Type 4’s. The steam fleets continued to shrink at Ayr & Hurlford, the arrival of ex ER Class 24's at Haymarket would mean that by October steam would be finished in the south west. These new arrivals were finally able to make a serious headway in ousting steam from the Ayr & Stranraer lines. The Newcastle - Stranraer summer weekend services regularly produced a steam/diesel combination, usually a Black 5 + a Type 2, typical of this was D7613 & 44995 on August 13th.
On September 13th BRCW Type 2's were tested on the 'Northern Irishman' between Ayr & Stranraer, doing a fine job over the twisting route, steam was expected to be replaced at the beginning of October.
Finally added to the fleet was the last of the new ScR Class 25’s from Derby, D7617 - 7623, although based at Eastfield, were used locally in the Ayr region. This transition from steam had gone smoothly, the careful use of diesel brake tenders allowing maximum use of the diesel fleet on the local coal workings. Steam was now banned south of Ayr due to the watering facilities being removed from Stranraer. With these arrivals twenty five diesels replaced forty five steam locomotives and from October 3rd Hurlford shed was closed completely. Additionally to assist the diesels brake tenders have been provided locally.
With the delivery of D7623 the Type 2 production line at Derby ended, the final batch of locomotives were to be produced by Beyer Peacock. However the financial woes that had been troubling Beyer Peacock became of such a magnitude that the final batch of twenty machines were eventually transferred back to Derby.
On October 23rd amid many stored steam locomotives at Corkerhill D7619 was the shed pilot, since no steam locomotives were available.
1967
The success of the diesels in the Ayr region led to the last steam locomotive being towed away for scrap from Ayr, 44992 on April 22nd. The 'Northern Irishman' continued to be double headed with Type 2's, though usually boiler equipped examples.
A Scottish Region Grand Tour ran on May 27th from Edinburgh behind D276 with nine coaches (327 tons), headed initially for Perth. Here a southwesterly course was taken in the direction of Stranraer. The Class 40 was exchanged at Ayr for D7612/14 which made the round trip to Stranraer, using D2434 to release the stock at Stranraer Harbor. D276 rejoined the train at Ayr to run via Mauchline and Dumfries to Carlisle, across the Pennines to Newcastle, returning to Edinburgh after a fast run over the coastal route.
Double headed Gateshead Type 2’s worked the Saturday’s only Newcastle - Ayr - Stranraer passenger in both directions. So noted in June & July have been D5097/5112 (24th), 5149/5112 (1st), 7601/5149 (8th), 7611/5051 (15th) & D5101/5112 (22nd), ScR examples filled in, especially on the eastbound runs after failures had occurred. Annual specials to the region made use of the Type 2's, on July 8th D8121 arrived with a special from Aberdeen, the return working a week later used D7613.
An interesting working that occasionally used the Type 2's was the Edinburgh - Prestwick Regent oil train, supplying fuel for the airport. The Glenburn Colliery branch was used requiring a run round at Falkland Jct. A weekend visit to the area on September 11th found all but D7616 & 7622 present as follows:
D7613: Ayr
D7614: Stranraer
D7615: Stranraer
D7616: ?
D7617: Ayr
D7618: Dumfries
D7619: Ayr
D7620: Dumfries
D7621: Ayr
D7622: ?
D7623: Dumfries
After eighteen months at Eastfield D7611 & 7612 headed south to the Midland Lines, the Scottish Region having swapped D7598 - 7601/11/12 for D7576 - 79/81/83/84, the latter being boiler equipped, allowing them to replace the ailing NBL types on the Glasgow - Dundee run.
1968
During the summer all the remaining batch (D7613 - 7623) left Eastfield for various LMR depots. With the exception of D7614 all moved to the Liverpool (D08), Manchester (D09) or Preston (D10) Divisions. The last to leave Eastfield were D7614 - 7616, the latter two went to the Preston Divsion (D10), whilst D7614 went to the Birmingham Division, joined there by 7611 - 7615 between September & November. By year's end 7616 - 7623 had all migrated south to the Nottingham Division (D16).
1969
November saw contractors working on the dismantling of the old GC line between Rugby & Leicester. The recovered materials were destined for the permanent way yard at Lenton, necessitating the use of a train to remove the materials. Class 25’s were mostly used, 7618 being observed on November 16th.
1970
Passengers on the 9.45 Birmingham - Walsall emu service on June 5th acquired some unusual haulage following its failure at Bescot. The local Walsall shunter, 3781, took the service forward to its destination with the return working, the 10.12 from Walsall hauled by 7619 taking the dead emu back to Birmingham New Street.
Workings of Toton Class 25’s into March were nothing unusual, but their use by March for local trips during May & June was not the norm. Frequently they covered freight trips to Cambridge, 7522 (23rd) & 7620 (26th), Broxbourne 5267 (June 4th) and Hitchin, 5238 (June 11th).
During November 7618 - 7619, 7621 - 7623 moved to the Birmingham Division (D02).
1971
From January to July 7621 was allocated to Willesden, returning to the Birmingham Division (D02) after its brief stay in London. During October 7615 - 7617 moved to the Birmingham Division (D02).
1972
During January 7612 - 7615 moved to the Nottingham Division (D16). 7623 was noted through High Wycombe on June 16th bound for Ruislip with new Northern line underground stock.
After ten months working out of Toton 7612 & 7613 returned to the Birmingham Division (D02).
1973
The New Year found 7614 & 7615 transferred to the Birmingham Division (D02). 7615 did not remain long there, by March it was on allocation at the Nottingham Division (D16).
June 26th found 5189 & 7621 handling the 12.49 Garston - Maidenhead throughout.
The up ‘Ulster Express’ had green liveried 7626 on September 26th. Also during September 7614 moved to Toton, then Bescot.
During November 7620 transferred to Bescot. Exeter hosted a number of foreign Class 25’s (& 31’s) arriving with sugar beet from the ER, 7626 was noted on November 1st, 25031 (2nd) & 5251 (6th).
1974
January found 7616 moved to Longsight, other transfers at the start of the summer timetable saw 7614 moving to Toton, 7615 to Cricklewood then Toton, later joined by 7620. During August 7616 headed north to Springs Branch.
On September 14th a Weston-super-Mare – Aberystwyth excursion utilised 25273 & 25040 west of Shrewsbury. The latter machine, already smoking badly, was later declared a failure after arrival at Aberystwyth. Fortunately on the return trip 25273 was upto the challenge and reached Shrewsbury without assistance, the excursionists reaching home ahead of schedule.
1975
During May a notable stranger at Kings Lynn was 24091 coupled to 25267, the pair having arrived from March to work a special freight to Bristol.
During June 25265 moved to Cricklewood.
A longer distance working regularly hauled by Class 25’s and featuring considerable mileage ‘under the wires’ was the round trip Gunnie – Penyffordd (Wrexham North???) freight, 25269 worked the southbound trip on May 24th, 25165 & 25170 taking the northbound leg on June 13th.
The 14.25 Birmingham – Paddington on July 16th was taken over by 25267 & 25269 following the failure of the rostered locomotive. These machines then returned with the 17.40 to Birmingham, not the normal way the diagram worked but necessary due to the lack of crews at Paddington familiar with the Class 25’s. Earlier that week (12th) 25269 had been to Yarmouth with 25075 on a relief from Derby, it was later noted failed on Norwich depot!
By the end of summer Crewe Works had almost finished with its intermittent repairs on the Class 25's, the first week of September found only 25264 & 25304 awaiting release from repair. October saw 25266 moved to Longsight.
1976
January saw 25264 moved to Crewe & 25266 to Springs Branch, during May 25266 headed south to Cricklewood.
An east – west cross country working which occasionally featured Class 25’s was the evening Norwich – Liverpool Lime Street parcels, 25134 was noted on May 4th and 25266 & 25269 the next day.
On June 3rd a Leamington – Aberystwyth excursion was powered by 25055 & 25264, on the return working the latter failed at Upton Magna, both being replaced by 47488.
A close-up of 25262 at Derby Works on June 26th 1976 showing the empty tablet catcher recess. Many locomotives eventually had the recess sheeted over.
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Still with the tablet catcher recess intact, 25267 stands at Nottingham on a dull July 30th 1976.
Photograph courtesy Tony Sayer. |
 |
The dark, cavernous interior of Birmingham New Street was a familiar stamping ground for the Class 25's, for many years they seemed almost a fixture here, confirmed by that familiar Sulzer sound echoing across the platforms, July 31st 1976 & 25261. |
1977
25269 was used to haul 24025/29/33/34 as the 06.45 Crewe - Swindon on January 10/11th.
July 30th found two services behind double headed Type 2’s, the 09.47 Nottingham - Paignton used 25187 & 25269 whilst the 12.20 Birmingham - Newquay had 25264 & 25210.
1978
 |
On a horribly dull afternoon (Nov 23rd 1978) 25271 shunts its train into some sort of order by the weighbridge at Wirksworth. The number, rather than being carried at the 'wrong' end is placed towards the center of the side, similar to the position selected by Glasgow Works when it outshopped ex-works locomotives. |
The Yarmouth services from Walsall & Derby featured a number of Class 31’s and Class 47’s this season, 25271 & 25280 handled the Derby service on June 3rd with 25303 & 25309 on June 17th. That same weekend pairs of Class 25’s were common on the North Wales coast, May 29th saw 25184 & 25196 on 09.20 Manchester - Llandudno and 17.20 return, 25297 & 25272 on 11.11 Manchester - Holyhead.
June 11th saw a number of extra locomotive hauled workings over the Cambrian route. 25150 & 25263 were in charge of the regular Birmingham - Barmouth.
On a longer distance train 25272 & 25299 worked the 16.22 Newcastle - Cardiff on August 18th.
Visitors to Kings Lynn off the Whitemoor freight included 25131 on September 11th and 25264 the next day.
Likewise the 11.15 Gloucester - Swindon parcels saw much variety including 25267 in early November, this locomotive would go forward on the 15.40 Swindon - Bescot freight.
1979
 | An ex-works 25266 catches the winter's sun on January 17th 1979. The locomotive is very ex-works from Glasgow, believed to be the permanent way sidings at Upper Greenhill Junction.
Photograph courtesy Jim Binnie. |
Midland based 25270 & 25278 headed north from Haverton Hill on April 26th with the 6S41 bound for Grangemouth!
During June 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).
 | The NE/SW route was no stranger to the Class 25's on passenger duties. Here 25269 waits time at Derby on June 12th 1979 with a service originating from Birmingham. This was one of the batch to have the tablet catcher recess plated over. |
July 14th at Birmingham did not see many ‘extras’ due to the ongoing oil shortages. 25038 & 25153 worked the 08.28 to Yarmouth and 25264 & 25267 passed through on a Leicester – Paignton relief, later noted at Exeter.
Further north on June 25th 25271 hauled the 09.50 Bristol – Newcastle, noted at Darlington.
Out of Birmingham on August 7th a relief to Plymouth utilized 25134 & 25270 as far as Bristol, where they returned north on a Plymouth – Liverpool extra, working throughout and using the Camp Hill line in the Birmingham area. On 26th it was Pork Pies on the Cambrian when 25273 & 25298 worked a roundtrip Melton Mowbray - Aberystwyth day excursion.
The 07.34 Leicester – Paignton on September 1st was noted at Exeter behind 25264 & 25265.
25264 came to the rescue of 45030 at Kempston Road whilst working an early evening Sheffield – London service. Despite all the associated delays the train arrived at St Pancras only thirty six minutes late.
An unusual pairing on the 18.29 Chesterton Jct – Ipswich cwr train of November 2nd was 25270 leading 40084.
On December 13th 25268 worked the 15.15 Plymouth – Manchester north of Gloucester after 46039 was declared a failure.
1980
February 2nd found 25268 arriving at Sunderland on the 21.40 parcels ex Bristol. It remained in the area being noted on the 15.45 Tyne – Carlisle on February 4th.
On April 1st an evening Coventry – Aston Villa match was cancelled at the last minute, of three specials booked to run, only one set out, behind 25264, this was greeted by police at Coventry, returning immediately to Birmingham without incident.
June 15th found the 09.06 Birminghan N.S. – Bridlington doubled headed by 25129 & 25272.
On July 5th the Saltley crane was hauled to Birmingham New Street by 25272 to attend to the aftermath created by the head-on collision of 47337 and the 12.29 Longbridge – Lichfield dmu. Despite serious damage to the locomotive and dmu 50115 injuries were only minor apart from the dmu driver. 47337 was removed to Saltley by 47536 whilst 47534 took the leading dmu vehicle to Kings Norton, where it would eventually be broken up.
July 13th saw 25254 & 25269 taking a spin up the ECML with a Berkhampstead – Scarborough and return excursion.
Further west August 9th found 25261 & 25267 in charge of the 12.23 Manchester – Paignton. By 23rd 25267 & 25203 were bringing back daytrippers on the 14.15 Yarmouth - Derby, the locomotives joining the train at Norwich. On September 20th 25261 & 25139 were out and about on the Cambrian, working the 10.10 Euston - Aberystwyth forward from Birmingham & returning with the 16.10 to Shrewsbury. This latter working is believed to be the last passenger haulage for 25261.
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.
Passengers on November 19th’s 12.42 Carlisle – Newcastle dmu received a tow from 25272.
The winter of 1980 saw the first withdrawals of the former Eastfield batch, with 25263 in November and 25264 in December.
1981
The New Year brought more withdrawals, 25261 in January, 25263 & 25267 during February. Things did not get any better when the summer timetable arrived, 25268 moved to Kingmoor in May, whilst 25272 was retired in July. 25268 moved to Bescot in August, then Springs Branch in September, whilst October saw 25271 withdrawn.
Although the West Country was now without an allocation of Class 25’s they were still frequent visitors, 25266 & 25318 were noted on January 29th in charge of the loaded Ellesmere Port – Riverside tar tanks and the afternoon return empties. Two days earlier 25266 was in charge of a nuclear flask train from Whitemoor to Parkeston.
When the 21.24 Coatbridge - Felixstowe failed at Peterborough on February 12th behind a Class 47 the only available power was 25268 which took the train to March where 37171 was added, the Type 2 being removed at Ipswich, returning west light engine. Also in the March area, the Mountsorrel – Kennett stone trains were frequently double headed, so noted were 25283 & 25298 (Jan 29th),
 | One result of the placement of the recess under the driver's cab window was to have the loco number positioned at the 'wrong end' when BR adopted the policy of one number per cab side. Seen here at Warrington on February 21st 1981, 25270 awaits its next turn of duty.
Photograph courtesy Tony Sayer. |
 | With about four months to go before withdrawal 25272 rests at Saltley on March 1st 1981, standing guard over a much bigger Western Region visitor.
Photograph courtesy Tony Sayer. |
During March a number of the retired locomotives started to make their way to Swindon for scrapping, 25070, 25166, 25263/293 moved from Crewe Diesel Depot to Swindon on March 3rd, 25273 (with 08294) on 23rd and 25264 on 27th.
After a particularly rancourous time at work it was felt a few days off might bring more appreciation of what I did and allow for a little exploration at the southern end of the Midland Main Line. A number of locations were scouted and this one, near Harpenden proved particularly photogenic. On April 10th 1981 25269 heads north on the slow lines with a train load of new lorries.
The 08.45 Birmingham New Street - Aberystwyth was worked by 25272 & 25260 on June 14th returning with the 18.00 to Euston as far as Nuneaton - here 81017 took the service forward.
On the last day of July the Friday’s only Reading – York was extended to Newcastle, being worked by 25268 & 25285, they returned the next day on a Newcastle – Poole relief.
25263 & 25254 worked the 10.10 Euston - Aberystwyth forward from Birmingham on August 1st, returning the with 18.00 to Wolverhampton - this was the last passenger working for 25263. On August 17th an excursion from Banbury to Aberystwyth used 25242 & 25268 throughout. Another last passenger working was that of 25271 (with 25221) on September 5th's 08.40 Manchester Victoria - Scarborough and 13.00 return.
New freight contracts out of Heysham brought a considerable influx of Class 25’s to the area, working the South Leith – Heysham coated gas pipes and return empties. The first train ran on September 29th behind 25262 & 25285, with the contract expected to last into the New Year (1982). During October 25201 & 25207 were regular performers on this working, by November the occasional Class 47 had been seen, including a Class 47/25 combination on November 11/12th. Also originating from Heysham were a series of ‘out of gauge’ loads - concrete beams destined for the Tyne & Wear Metro, 25266 handled the second shipment on October 20th.
1982
The New Year revealed a depressing scene at Derby Works with only seven locomotives undergoing repair. The only Class 25 present for repair was 25262, category N4. However the Works would soon see the influx of a number of Scottish Type 2’s for repair, caused by a maintenance backlog in Scotland and the effects of the continuing harsh weather. On March 4th withdrawn machines 25261/272 moved as the 9L69 10.00am, Tyseley – Bescot (attaching 25272) to Derby.
On March 28th the Wolverhampton – Euston services were diverted via Nuneaton with diesels covering the non-electrified section, 25269 had to fill in on the 13.00 ex Wolverhampton due to the late running of 56101 covering another service.
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A fine portrait of 25266 at Northwich shed on April 24th 1982. Sister locomotive 25269 was withdrawn this month leaving only 25262/265/266/268/270 of the 'Eastfield' batch in service.
Photograph courtesy Tony Sayer. |
25270 & 25304 worked June 19th's 07.40 Euston - Aberystwyth forward from Wolverhampton, returning with the 14.00 to Shrewsbury. Unfortunately 25270 was removed at Machynlleth leaving 25304 to stagger back to Shrewsbury alone.
Photograph courtesy Mark Bennett.
August 1982 finds the back of Derby Works littered with the remnants of various scrap machines including 25092 and 25272.
The winter timetable led to two more withdrawals, 25268 in October and 25270 in November.
1983
Problems with the locomotive on February 7th’s 08.13 Rugby – Liverpool saw the train start from Coventry behind 25262 with 86312 taking over at Birmingham New Street. The next day 25262 rescued 87005 on the 18.40 Euston – Wolverhampton service, being so noted at New Street.
April 30th saw the closure of Reddish depot, with 25078 being the final locomotive repaired there, having received attention for loss of power problems. That same month the scrapping of locos at Derby Works by BREL staff ended with 25085, cutting had commenced on 25261 but unresolved safety issues concerning asbestos (and lead paint?) brought this to a halt in June leaving 25261 in a partially dismantled state.
On May 7th a Paddington – Bewdley special arrived behind 25236 (failed) & 25235, having taken over from 92220 ‘Evening Star’ at Dorridge, the return working being taken by 25202 & 25268 as far as Swindon, where 47508 took over for the return to Paddington.
 | 25268 assists 87004 and the 11.45 Euston - Glasgow between Stockport & Preston on June 18th 1983. This was one of several Class 25's this day assisting electric services over this route.
Photograph courtesy J Davenport. |
The 15.02 Manchester – Bristol parcels continued with Class 25 haulage, on November 15th 25154 failed on this working at Hereford, remarkably 25244 was available to take the train forward, the following day 25268 was in charge. After this date Class 47’s took over possibly because of the heavier pre Christmas parcels traffic.
Another loss although only temporarily was the various bitumen workings from Ellesmere Port, traffic ceased due to industrial problems at the plant. However by mid December workings resumed, 25296 & 25268 noted at Exeter on December 13th with the tar tanks.
The 10.05 Liverpool – Newcastle on December 15th was noted at Huddersfield behind non-boilered 25262, not a great choice during the cold spell that had gripped the country.
1984
25265 & 25266 were transferred to Crewe during January
On February 24th 25032 managed a Tees Yard – Dringhouses Speedlink working, whilst 25266 having brought in a Garston – Newcastle freightliner returned quickly south with a Heaton – York ecs working.
The Ditton – Broughton Lane BOC tanks continued with its familiar pair of Classes 25 & 40, so noted were 40196 & 25254 (April 28th), 40155 & 25059 (May 5th) & 40001 & 25209 (May 15th) whilst an extra working on April 29th produced 25249 & 25262.
May 7th brought two long distance excursions to Aberystwyth, 25154 & 25209 brought in one from Swindon whilst 25265 & 25283 arrived with day trippers from Stratford, the train comprised of Mark 2 coaches, a first for the Cambrian line.
Class 25’s noted on the Wednesday/Friday’s only early morning Gartson – Forders brickliner during May were 25209 (16th), 25234 (23rd) & 25226 (25th), the latter failing at Ditton with traction motor troubles and being replaced by 25266.
Pairs of Class 31’s had become frequent on the Earles – Widnes cement train, however on July 25th 25262 & 25302 were in charge of the working.
The result of 33001 catching fire on August 7th on the 17.20 Cardiff – Manchester near Moreton on Lugg led to 25254 & 25269 on the following Severn Tunnel Jct – Mossend freight being split up. 25269 replaced 33001 on the Manchester service whilst 25254 took the Class 33 back to Hereford.
An unusual pairing on November 13th’s evening Aintree – Garston freightliner was 25268 & 47190. Four days later 25195 worked the afternoon Manchester – Bristol parcels whilst on 19th 25313 & 25262 handled a southbound steel coils. On the same date the Ellesmere Port – Severn Tunnel Jct ran behind 40150 & 25269.
This same day 25265 worked the 15.02 Manchester – Bristol parcels. Two days later on this route 25285 & 25231 handled a UKF Fertilisers working.
1985
A stranger to the Strathclyde area on January 4th was 25269 hauling molasses from Greenock, the locomotive being later noted at Motherwell shed.
Heavy snow had fallen in the south early in the month, after a brief warm spell the bad weather returned with a vengeance, the 16th being one of the coldest days this century, especially in the south. After the snows came flooding, on January 22nd the Lowestoft line was closed following flood damage to a bridge near Ufford. Despite the inclement weather no-heat 25269 was turned out to work the 22nd's Blackpool - Preston leg of the 06.18 to Euston. The next day March depot used 25262 (substituting for the diagrammed Class 45) on the local freight to Bury and the grain facility at Kennett.
Another condemned machine headed south with 25270 attached to 25084/86, 25270 as a Newton Heath – Swindon trip on February 19th. By July Derby held but one Type 2, the half demolished 25261, however several withdrawn examples still remained at Etches Park. 25261 would end its days during December when Vic Berry's men arrived to clear the Works of scrap, for the first time in twenty eight years there would be no Type 2'sat Derby Works.
 | A typical scene at Warrington Arpley. Present here on July 21st 1985 are 25262, 25224 & 25283.
Photograph courtesy Steve Houlker. |
A Scottish passenger working on September 24th involved 25268 on the 16.10 Edinburgh – Liverpool as far as Carstairs.
In the last months of the year a number of re-allocations took place, 25262 & 25269 moved to Carlisle during September, in November 25262 & 25268 moved to Kingmoor. The Sectorisation plan for certain of the Class 25's found two of the 'Eastfield' machines included, 25262 became 25901 & 25268 became 25902, both re-numbered in December.
On October 8th 25269 was noted through Huddersfield with a Freightliner train,
Railtour duty befell 25268 & 25297 on October 12th taking over the ‘East Anglian Ltd’ Cardiff – Norwich special at Coventry for the run to Liverpool Street. Stratford declared 25297 a failure, 31144 substituted for the return to Coventry.
The last passenger haulage for 25262 (with 25288) occurred on November 13th when it dragged the 07.47 Cardiff - Edinburgh between Crewe (via Chester) and Warrington due to a boken rail.
This first week of December saw the afternoon Manchester – Bristol parcels almost totally in the hands of the Class 25’s, so noted were 25268 (3rd), 25307 (4th), 25259 (5th), 25279 (6th) and 25288 (10th). On this last day 25288 rescued 47597 on the 14.17 Bangor – Cardiff after its failure at Ludlow.
25269 & 25262 were noted on a Ravenscraig – Llanwern steel coils on December 6th.
1986
25269 was retired during April.
25265 took care of the Preston – Liverpool leg of the 18.10 ex Edinburgh on February 8th.
Working west on a very stormy and windy March 20th was 25059 on a Sellafield – Bridgwater nuclear flask train. Record wind gusts were recorded this day at Edinburgh (110mph) and Cairn Gorm (173mph). The following day 25266 was on a freight to Trostre,
The 09.38 Swansea – Shrewsbury was noted at Craven Arms on May 24th with 25265 hauling dmu set C802.
Class 25’s arriving at Hereford from the north were now generally turned round here due to the diminishing number of South Wales crews trained on them. On June 4th 25176 and 25265 arrived on separate freights and were taken off, though 25265 remained in the area on permanent way workings. Two days later 25265 handled the 8.45 Liverpool – Sheffield and 11.22 return.
A special from Caersws to Edinburgh on June 29th's RTR 'Edinburgh Flyer' utilised 25266 & 25313 on the Caersws - Chester & return legs - this was 25266's last passenger working.
Having spent the previous day at Hereford 25265 headed south on August 3rd with a rake of permanent way equipment. Towards the end of the month on 29th 25265 worked its last passenger duty between Sandwell & Dudley and Birmingham New Street, rescuing a failed 86214 on the 18.00 ex Holyhead.
25266 was withdrawn in September.
Photograph courtesy Steve Morris
Its March 15th 1987 and this is the day when the Class 25's were to be officially turned off, seen here on this day is 25265 at Holyhead, presumably the last Class 25 to visit here in regular service. 25265 would eventually reach preservation.
1987
At the beginning of 1987 only three of the Eastfield batch were still in service, 25265, 25901 & 25902. On December 29th 1986 25265 was stabled at Tinsley, in the early hours of January 2nd it had reached Leicester. On the afternoon of January 8th it was booked from Warrington on the 6F10 to Llandudno Jct. Two days later it was stopped at Wigan for battery repairs. Much of the last two weeks of January were spent in the North-West. Newton Heath carried out repairs to a jumper cable on 17th, early on 24th it was on a Barrow - Red Bank working, the following four days were spent in the Manchester area. On the evening of January 31st 25265 arrived at Rugby, being allocated to a local job.
February 10th found 25265 at Birkenhead, later allocated to the 7D14 to Llandudno Jct, returning on the 6D14 to Warrington. The next day (13th) 25265 arrived at Holyhead, possibly remaining here for the rest of its operating career. By March 19th 25265 was at Basford Hall, condemned.
25901 & 25902 have been/will be covered elsewhere in this website, but to recap 25901 typically spent most of its time in the North-West, eventually being stopped at Carlisle on March 16th, where the locomotive was taken out of service. For 25902 a similar routine was followed, though 25902 was stopped at Wigan on February 28th for an 'A' exam. This was not forthcoming, the locomotive moved to Crewe on March 2nd for scrapping.
On July 14th 25035/57, 25109 & 25265 moved from Crewe to Vic Berry, Leicester for scrapping.
25901 remained at Carlisle (at varous locations) until May 31st 1989 when it was towed south to Crewe with 25903. After a week here it made the long trek to Glasgow Works, being noted here on September 2nd 1989.
Photograph courtesy Tony Sayer
25901 keeps company with some real rubbish at Glasgow Works on September 2nd 1989.
25902 moved from Crewe on July 3rd 1987 with 25059, 25323 & 25904 to Humberstone Road, Leicester, then tripped to Vic Berry's on July 6th with 25323. Sometime between October and mid-November 25902 was broken up.
With thanks to Neil Cannon for the 1987 TOPS information.
| Eastfield's only new Derby Type 2's D7611 - D7623 |
| Loco: |
New |
Trf from ED: |
Withdrawn |
Broken Up: |
|
| 7611/25261 |
4/66
|
9/67 to ML |
1/81 |
Derby Works 12/85 by Vic Berry | |
7612/25262/25901 |
4/66
|
9/67 to ML |
3/87 |
Preserved | |
7613/25263 |
4/66
|
8/68 to D09 |
11/80 |
Swindon 5/83 | |
7614/25264 |
5/66
|
7/68 to D09 |
12/80 |
Swindon 6/83 | |
7615/25265 |
5/66
|
8/68 to D08 |
3/87 |
Preserved | |
7616/25266 |
5/66
|
6/68 to D08 |
9/86 |
Vic Berry, Leicester 1/89 | |
7617/25267 |
8/66
|
8/68 to D10 |
2/81 |
Derby 2/82 | |
7618/25268/25902 |
8/66
|
8/68 to D10 |
3/87 |
Vic Berry, Leicester 7/87 | |
7619/25269 |
8/66
|
7/68 to D10 |
4/86 |
Vic Berry, Leicester 1/87 | |
7620/25270 |
8/66
|
7/68 to D10 |
11/82 |
Swindon 5/86 | |
7621/25271 |
8/66
|
7/68 to D10 |
10/81 |
Derby 9/82 | |
7622/25272 |
9/66
|
7/68 to D10 |
7/81 |
Derby 8/82 | |
7623/25273 |
9/66
|
7/68 to D10 |
2/81 |
Swindon 4/82 | |
