The nineteen year six month career of D5160/25010 included allocations to Eastern and Scottish Region depots, including ten consecutive years allocated to Thornaby.
Built: BR Darlington Locomotive Works.
D5160 was new to Thornaby (51L) on August 19th 1961. Further transfers were:
August 1971 to Holbeck (55A).
Renumbered April 1974.
25010 was one of seventeen Class 25s withdrawn during December 1980.
At withdrawal 25010 was quickly prepared for movement to Swindon Works (see details below), for at least part of the journey 25010 powered the dead engine convoy, arriving February 14th 1981 and scrapped by the beginning of June 1981.
25010/11/23/87 Millerhill? – Swindon Works, February 6th - 14th, 1981 (noted passing Saltley behind a Class 31).
Works visits (records incomplete).
Noted Darlington Works August 1963.
Just north of Rounton Gates signal box the Northallerton bound freight rear ended the Washwood Heath train, impact speed was approxiamately 30mph, the leading train was barely moving having just started to pull away from a signal stop. D5160 had been propelling a 35ton brake tender, which demolished and set fire to the brake van of the leading train. The wagon next to the brake van, a 40ton bolster wagon carrying rolled steel lost its bogies and was thrown upside down across both running lines. The brake tender was demolished in the collision, D5160 rode over it sustaining severe damage to the cab.
The guard of the Washwood Heath train was severely injured in the collision and died shortly after reaching the hospital. The investigation showed the driver of D5160 to be a troubled man. He was approaching retirement age and had been driving diesel locomotives for about five months. He had suffered from dizzy spells for about fifteen months prior to the accident, since transferring to diesel locomotives his stomach had troubled him, unable to keep down food after he had been driving the diesels. Cooking smells also upset him, at the time of the accident the second man was in the rear cab cooking up his breakfast of bacon and eggs on the hotplate. At this time all nightime diesel workings were doubled manned to provide protection for the crews in case of drowsiness brought on by the more comfortable environment found in the diesel locomotive cabs. The second man had been in the rear cab for about fifteen minutes and had not monitored any of the signals. Additionally the guard of the train admitted to only a casual observance of the signals on that trip.
The driver could remember nothing of the final moments of the journey, either because of a spell of dizzyness or drowsiness impairing his actions. Equally as disturbing was the operation of the deadman's pedal, which although found to be in proper working order after the collision appeared to have been operational by the action of a downward pressure lower than that prescribed by the manufacturer - if the driver had fallen asleep the weight of his legs would normally have been inadequate to keep the pedal depressed. In the case of the pedal in D5160 it was operating outside of its designed specifications and allowed the locomotive to operate with the driver incapacitated, therefore making the device virtually of no use.
During August D5160 was noted in Darlington Works & Yard presumably for accident repairs.
D5160 worked the 7B61 14.10 Tees Yard - Dringhouses on August 17th, with K1 62005 as the pilot, the steam locomotive going forward to Leeds for examination at Hunslet’s Works.
1976 - 1977
On August 21st 25010 worked the 11.03 Perth - Edinburgh, 12.50 Edinburgh - Perth, 17.17 Perth - Arbroath and the 18.33 Arbroath - Dundee.
25010 was stabled at Haymarket on June 14th.
The last recorded passenger working for 25010 took place on July 12th working the 09.05 Perth - Kensington Olympia to Mossend Yard with 25085.
25010 was noted at Carstairs on September 28th.
25010 was effectively withdrawn on December 29th 1980, though may have been withdrawn on paper on February 11th 1981.
Not all known passenger workings are recorded on this page.
Page added August 11th 2013.