The seventeen year ten month career of D5176/25026 was spent allocated to depots on the Eastern, London Midland & Scottish regions.The allocation history for 25026 indicates a flexibility not seen with the Class 24s or Class 25/0s, particularly after its virtually uninterrupted eight year stint on the Eastern Region came to an end.
Built: BR Darlington Locomotive Works.
D5176 was new to Holbeck (55A) on January 8th 1963. Further transfers were:
June 1963 to York (50A).
Renumbered February 23rd 1974.
25026 was the 50th Class 25 withdrawn, one of seventeen retired during November 1980.
After withdrawal 25026 was moved (see details below) to Swindon Works on January 12th 1981 broken up there by the fourth week of March 1981.
25026, 25103/137, 08027 on January 12th 1981 Toton - Swindon Works by 31289.
Works visits (records incomplete).
Noted Derby Works July 1966.
After completing its order of twenty five Class 25/0's (D5151 - D5175), there was a break of about four months between the delivery of the last Class 25/0 No.5175 and the laying down of the frames for D5176, as part of the Darlington order for D5176 - D5185, these would be the first of the Class 25/1s, being equipped with the 1,250hp engine in conjuction with the compact lightweight AY253 traction motor. The frames for the first of these ten locomotives, D5176 were laid down in August 1962.
The cost of these locomotives (as supported by documents now held at the NRM York) was GBP77,917, of which GBP43,314 was the cost of the Sulzer engine. By the time of Darlington's next order (D5223 - 5232; which were originally to be built at Derby) the cost had risen to GBP79,018. Comparable costs were GBP78,488 for the 5700 series MetroVick Co-Bo's, GBP63,953 for the NBL Class 22 diesel hydraulics & GBP69,666 for the NBL Class 21 diesel electrics.
Although this order was good news for the workforce at Darlington, bad news arrived on September 19th 1962. A review of the British Railways workshop capacity had been carried out and its recommendations demanded a reduction in the labour force from 56,000 to 38,000 with a number of workshops scheduled to close, including Darlington. They had just completed construction on their latest batch of Class 08 shunters ending with D4185. Once the Type 2 orders were completed, the steam repairs finished & the diesel repairs transferred away there were expected to be layoffs totalling 1,700 jobs. The only temporary relief came with the knowledge that the diesel repairs would last for several more years, particularly in the light of the heavy workloads of Derby & Crewe.
As mentioned earlier D5176 featured the new AEI 253AY traction motor, the motors were a result of the collaboration between BTH, MV and American builder Alco. This smaller, lighter motor was an attempt to market a traction motor to a worldwide audience, especially to the meter gauge lines. For the Class 25 these lighter motors allowed the discontinuance of other weight saving measures being built into the design. Under the Class 25 they would be highly rated, being an attempt to overcome the loss of tractive effort normally found on starting, the field divert system was also modified to allow increased capability throughout all the speed ranges. For the technically minded the rating on the generator changed to 735kW, 780/545V, 1050/1500A at 750 rpm with the smaller traction motors now in series parallel being rated at 234hp, 315V, 650A at 460rpm, with a gear ratio 18:79. Maximum tractive effort was 45,000lb with full power now available between 7 and 77.5 mph, an improvement over the Class 25/0's, all other ratings were unchanged from the D5151 series. The continuous rating of 650 amps was not far removed from its one hour short term or 'emergency' rating of 680 amps, which could only be monitored manually. On heavy trains close monitoring of the ammeters was necessary to avoid motor damage. Fuel capacity was now 560 gallons (loco weight 71.75 tons). For those with boilers, water capacity was 580 gallons (loco weight 73.75 tons). Whilst the body shell remained similar to D5151 there were a number of refinements. Relocated were the air horns to either side of the headcode panel. The cab skirt and body fairing were discontinued, though the support lugs remained. A new driving control panel was fitted. The fuel & water tanks were also redesigned.
During June Holbeck lost its three passenger Type 2s, which included D5176 being transferred to York (50A).
D5176 hauled the NE Region General Manager's saloon on an inspection of lines encompassing York, Knottingley, Goole & Hull on February 4th, this was normally in the hands of a B1. Driver training continued on the York - Scarborough line with Holbeck Peaks and Midland Type 2's featuring frequently. During August D5176 was briefly loaned to the LM Midland Lines, but returned to York (50A) by September.
Excursions to the Central and Eastern Divisions of the Southern Region were invariably powered throughout by Class 47's or incoming power was swapped for a 'native' Class 33, however on October 28th an Ashburys - Brighton was worked throughout by 5176 & 5197.
5176 was renumbered to 25026 during February.
During February energisation of the overhead took place from Garstang to Carlisle. Diesel powered test trains operated between Preston & Carlisle, various test vehicles and vans were used, including 5285 (March 4th), 25026 (March 11th) & 25035 (March 21st).
25026 moved to Tinsley in August and visited Derby Works during August. During this Works visit the cab front gangway doors were sheeted over and the locomotive received a full repaint. The Open Day at Barrow Hill on September 22nd 1974 included 25026 in the roundhouse.
A long distance working, the Leith - Salisbury pipes featured the Scottish Type 2's working as far as Didcot, examples noted were 25011 & 25026 on March 13th & 15th and 25026 & 25092 on April 24th, the locomotives later noted heading northbound behind 47107. On June 4th 25026 & 25101 were noted at Oxford with 25026 being stopped for repairs. In general the pipe train locomotives returned to the Birmingham area light engines.
The 15.52 Glasgow Queen Street - Aberdeen was worked by 25026 & 25033 on July 9th 1976. On August 19th 1976 25026 & 25035 were noted at Oxford on the pipe train to Yeovil. The 21.40 Edinburgh - Carstairs was worked by 25026 on September 2nd 1976.
The 20.10 Perth - Edinburgh on July 25th 1977 was worked by 25026 & 25065. An Inverness - Birmingham relief to the 'Clansman' on August 27th was worked by 25026 & 25066 to Mossend.
25026 was noted at Glasgow Works at the end of March and for much of April for its last major repair and repaint. A very ex-works 25026 was noted with 27033 on a passenger working at Dundee on June 3rd, presumably under test from Glasgow Works. After release from Glasgow Works the summer months saw regular passenger service for 25026, including the Edinburgh - Carstairs services and the Glasgow/Edinburgh - Dundee services. A busy couple of days in the middle of September started with the 21.40 Edinburgh - Carstairs on September 13th 1978, two days later (15th) the 15.58 Dundee - Glasgow Queen Street was worked by 25026. On September 16th the 06.40 Glasgow Queen Street - Dundee, the 14.44 Glasgow Queen Street - Dundee and a return Dundee - Glasgow Queen Street were worked. On November 13th 1978 25026 worked the 10.44 Glasgow Queen Street - Dundee and the 13.39 Dundee - Glasgow Queen Street. And finally for 1978 on December 5th the 21.40 Edinburgh - Carstairs was worked.
The 21.40 Edinburgh - Carstairs was noted on January 12th behind 25026.
On June 16th 1979 25026 and a weedkiller train were noted at Portobello off the Leith branch.
A typical Scottish working for 25026 occurred on September 25th when it worked the 22.25 Edinburgh - Dundee. And on October 10th 1979 25026 worked the 21.40 Edinburgh - Carstairs.
At the start of the winter timetable the Scottish Region sent eight Class 25s to the London Midland Region and withdrew five more. The LMR itself condemned seventeen machines and placed six into storage. To cover some of these moves Inverness sent four Class 26s to Haymarket; Immingham sent two Class 37s to Eastfield and three Western Region Class 37s were moved to Laira. The movement of the Class 37s to Eastfield would allow the Class 27s to be replaced on the Oban/Mallaig services. One of these transfers was of course 25026's move from Haymarket to Toton, where it did not remain long in service, on November 2nd it was withdrawn.
Page added July 19th 2003.