During its twenty two year four month career D5201/25051 was allocated to London Midland Region depots.
Built Derby Locomotive Works
The frames for D5201 were laid down during February 1963 at Derby Works. D5201 was new to Toton (18A) on May 25th 1963 and transferred as follows:
September 1963 to Nottingham (16A)
Renumbered February 27th 1974.
25051 was the 256th Class 25 to be withdrawn.
After withdrawal 25051 was stored at Carlisle depot until about April 1986 when it was moved to Kingmoor for storage. During February 1987 25051 was sold to Vic Berry, Leicester, being moved from Kingmoor to Warrington Arpley on March 9th 1987, then to Crewe Basford Hall on March 10th 1987. It continued on to Bescot and Leicester Humberstone Road on March 11th 1987 and then into Vic Berry's yard the next day. 25051 was scrapped during the first week of April 1987 although the cabs lingered for a while longer.
25051 was the 256th Class 25 to be withdrawn.
Works visits (records incomplete).
Noted Derby Works April 1965.
During the high summer (July through September) a shortage of DMU's affected the 13.00 Birmingham - Derby, this led to many locomotive hauled substitutions, usually behinds Peaks or Type 2’s, locomotivess used included D7558 (July 7th), D5201 (July 8th), D5294 (July 9th) & D102 (August 8th).
Derby Works was visited by D5201 during December.
During October D5201 was transferred to Allerton (8F).
April 19th saw the opening of Crewe Electric Depot to the public. Amongst the regular electric stock were visiting locomotives 5084 & 5201, E26013 and HS4000 ‘Kestrel’.
On June 6th a Gourock - York return ‘Saga’ special was powered throughout by 5201 & 7634.
Longsight became 5201's new home during September.
On July 6th 25051 & 25049 worked 09.19 Manchester Piccadilly - Yarmouth as far as Lincoln Central, replaced here by 31150. The Class 25's returned with the balancing working, the 09.15 ex Yarmouth.
25051 was transferred to Cricklewood during October.
The above photographs reveal the damage sustained to the No.1 cab of 25051 which required its call to Derby Locomotive Works for accident repairs and an Intermediate Classified repair. The locomotive was present at the workshops from April to June. The damaged No.1 cab was removed and replaced with another cab - this cab did not have the center mounted lamp bracket and other fittings, nor was the Royal Train radio communication access restored to the cabfront.
On September 16th engineering works required the power to be off on the WCML between Rugby and Bletchley, during the morning 25051 was noted assisting two Class 310 locals services over the dead section.
During July 25051 was transferred to Bescot.
It was a round trip over the Cambrian lines for 25051 & 25242 on September 13th working the 10.10 Euston - Aberystwyth forward from Birmingham New Street and coming back with the 16.10 Aberystwyth - Shrewsbury. Two days later (15th) a Dudley - Beeston Freightliner service was worked by 25051.
A Wellingborough - Aberystwyth and return mystery excursion was worked throughout by 25051 & 25182 on June 14th.
A Poole - Newcastle working on August 13th expired at Fenny Compton with a failed Class 47, the service was worked forward to Birmingham New Street by 25051.
September 20th's unadvertised 02.15 Euston - Hemel Hempstead was worked by 25051. Four days later 25051 & 25178 were noted at the Motorail terminal at Kensington Olympia, no doubt set to work one or more of the services.
The 08.05 Birmingham New Street - Norwich service on October 27th set out behind 25051, quite how far it got is not recorded.
December 29th saw a Southport - Bewdley charter utilise 25051 & 25058 from Birmingham New Street to Bewdley, it is assumed this pair returned the charter back to New Street for electric traction onward.
February 22nd's 18.15 Birmingham New Street - Norwich was worked by 25051 as far as March.
May 22nd's 18.37 Birmingham New Street - Norwich set out behind 25072 but this was replaced at Leicester by 25051 for the remainder of the run to Norwich.
On June 11th 25051 worked the 19.26 Bangor - Manchester Victoria throughout. 25051 was stabled at Workington on June 18th.
The 07.38 Shrewsbury - Aberystwyth on July 24th was worked by 25051 & 25060, they returned with the 10.07 Aberystwyth - Euston as far as Wolverhampton.
During September 25051 was noted at Derby Works for N4 repairs.
On September 29th the 22.08 Eastleigh - Garston extra car train was hauled to Banbury by 33019, then to Bescot by 31132 & 25051 where an electric took over for the final leg to Garston.
25051 was on parcels duty at St Pancras on the early morning of February 19th.
Engineering work on March 6th on the WCML in Staffordshire saw the 23.55 Glasgow Central - Bristol Temple Meads diverted via Cannock and hauled by 25051 & 47432 between Stafford and Birmingham New Street. Three days later a recently instituted Banbury – Hull grain working which had attracted a variety of motive power featured 31217 & 25051.
25037 & 25051 were in charge of the loaded Oakamoor - St Helens sand train on March 30th.
25051 was noted at Chester with a short ballast train on April 19th. 25051 was stabled at March depot on April 30th.
On May 2nd 47274 became derailed in Wisbech goods yard, assistance was provided by 25051 and a rerailing crew to get the Class 47 back on the rails. On May 10th 25051 was noted at Carlisle with a two coach parcels train.
On May 18th 25211 & 25051 were noted at Hereford with the Cranmore - Ellesmere Port empty bitumen tanks. Three days later (21st) the 12.42 Carlisle - Newcastle diesel multiple unit was assisted throughout by 25051.
On July 2nd 25051 hauled the 08.30 Glasgow Central - Blackpool on its last leg from Preston to Blackpool. Four days later 25051 had charge of the 21.44 Preston - Liverpool which was part of the 18.20 Glasgow - Manchester.
The Burntisland Bellower Railtour on October 1st whose return leg commenced from Edinburgh with a destination of Sheffield utilised 25051 & 25239 between Carlisle and Newcastle. The railtour went ahead behind 31291 & 31327 whilst the Class 25’s returned to Carlisle with an ecs working.
25051 was noted through Bolton Trinity Street on October 2nd with an extremely lengthy Red Bank empties, at least seventeen, mostly bogie vehicles. On October 14th 25051 was westbound through Manchester Victoria with an engineers train. On October 22nd 25051 was one of four Class 25s passing through Crewe station light engines.
25051 was noted at Derby Works from December 1983 to January 1984 for N6 repairs.
25051 was noted at Saltley depot on May 23rd.
25213 & 25051 worked the 6S78 18.10 Severn Tunnel Junction - Mossend on July 6th, being noted at Undy.
On July 29th the 07.40 Euston - Liverpool required assistance between Bletchley and Rugby due to the power being off for engineering work, train engine 85017 was assisted by 25051.
25051 was noted at Severn Tunnel Junction on an overcast, damp October 8th.
If 1985 was going to be the last year in service for 25051 it certainly covered a variety of routes on its final passengers workings. The first known passenger working of the year was on February 16th when it worked the 14.40 Euston - Blackpool forward from Preston.
With the start of the new timetable on May 18th the locomotive hauled services on the Shrewsbury – Aberystwyth line were taken over by Class 37’s with 37251 in charge of the 07.53 to Aberystwyth, 37124 & 37186 on the 07.35 ex Euston and 37235 on the 09.35 ex Euston. Stabled at Shrewsbury this day viewing these changes were 25051 & 25276, later used to take the 13.40 Aberystwyth – Shrewsbury on to Wolverhampton. The Class 37’s were provided by Severn Tunnel Jct, reaching Shrewsbury on a variety of Cardiff – Crewe workings.
25051 was noted at Sandbach with two chlorine tanks (and barrier wagons) for Middlewich on May 24th. 25200 & 25051 were in charge of the 6H33 12.08 Carterhouse Junction - Earles Sidings cement empties on May 29th.
A diesel multiple unit failure on June 5th found 25051 and coaching stock covering the 17.40 Liverpool - Newton-le-Willows and the 18.20 return. On June 10th 25051 was noted passing Helsby light engine.
25051 was noted southbound at Hereford southbound welded rail train on June 25th.
During July 25051 was transferred to Crewe, this would be its last transfer.
25051 was noted southbound passing Springs Branch shed with six PCA wagons on July 3rd.
The middle of July was a busy time for 25051, on 11th it worked the 15.45 Carlisle - Newcastle due to a DMU failure, four days later (15th) it worked the 07.25 Barrow - Euston as far as Lancaster, doubleheaded with 47447. The next day (16th) it worked the 16.45 Euston - Blackpool forward from Preston. And finally on 19th when 47319 failed at Chester on the 08.20 Newcastle - Llandudno Town 25051 was on had to take the train onto its destination.
On August 30th 25051 worked the 16.05 Leeds - Carlisle.
25051 was withdrawn during September.
The reason for the creation of this page is somewhat bizarre - creating new pages is usually prompted by the featured locomotive undergoing a significant event in its career, or the arrival of a photograph that just begs to have a wide audience. In this case it was a photograph that prompted the page, but it was of further interest when the photographer asked if the locomotive could be identified - the number was not visible in the photograph, the photographer having misplaced his notebooks that contained all the locomotive sightings.
The initial request was tabled until some free time could be found. Fortunately there were two things in our favour, the date of the photograph was known - April 27th 1981, and the photograph showed that the locomotive had hinged air filters meaning it was dual-braked.
The date was important because it was after both Derby Works & Glasgow Works had ceased classified repairs on the Class 25's. Thus details and paint jobs were very unlikely to change for the remainder of the Class 25's service lives, thus making photo comparisons much more certain. Additionally the differing styles in the way Derby & Glasgow outshopped their locomotives, plus individual differences - in particular the array of paraphenalia carried on the cab fronts would greatly assist in identification. The choice of locomotives that it could be was initially from a total of eighty seven locomotives, numbered 25026 - 25082 & 25218 - 25247.
Twenty four locomotives from this batch had already been withdrawn prior to the date of the photograph - these were 25026/029, 25030/031, 25040/043/045/046/047, 25052/053/055, 25061/063/065/068, 25070/074/077, 25222/223/225, 25232/238, reducing the number of possibilities to sixty three Class 25's.
The photograph showed the locomotive as having a boiler water tank - this would therefore exclude 25032 & 25242 - bringing the possibilities down to sixty one examples.
The hinged air filters clearly visible in the photograph indicate this is a dual braked Class 25 - this would eliminate the following locomotives: 25027, 25038/039, 25041/042, 25067, 25071/073/075, 25080/081, 25219, 25220/224 - reducing the number of possible examples to forty seven.
Derby Works and Glasgow Works differed in the painting styles when outshopping Class 25's - perhaps the most noticeable difference by Glasgow was the positioning of the locomotive number on the bodyside behind the cab doors. Derby in contrast always placed the number on the cabside beneath the drivers window. Additionally Glasgow began to use larger numbers which were carried by many of their Class 25's. Another Glasgow difference was the positioning of the blue star coupling code inboard of the buffers, Derby would always place them close to the cab corners. Some Glasgow locomotives were also outshopped where the skirt along the cab front above the buffer beam was not flush - there was a slight indentation where the cabs doors had once been.
Class 25's eliminated by all three of these differences were: 25229, 25231/234, thus leaving forty four possible examples.
Class 25's eliminated by the number and blue star coupling code positions were: 25028, 25034/035/037, 25044/049, 25050/059, 25062/064/066, 25072/076/078/079, 25082, 25226/227/228, 25230/233/235/237/239, 25240/241/244/246/247. This batch clearly identifies the former Scottish Region allocated examples that had received repairs at Glasgow, with these Class 25's eliminated fifteen possibilities remained.
25033 was also eliminated due to its number position, this left fourteen possible candidates and it is presumed that these had last been outshopped at Derby.
The cab front was next checked for detail differences - over the years the lamp brackets and other attachments found on this series of locomotives underwent change, particularly when the gangway doors were sheeted over. The locomotive in the photograph had two obvious distinguishing features - the majority of the brackets had been removed from the cab front and the electrification flash and the marker lights were in perfect vertical alignment. This was generally not the case particularly with the electrification flashes.
A careful study of the bracket positions on the remaining locomotives eliminated 25048, 25054/056/057/058, 25060, 25243. This reduced the number of possibilities to seven locomotives.
Several of the remaining locomotives had the electrification flashes in the wrong place, this eliminated 25036 & 25069, leaving just five candidates.
The alignment of the electrification flashes on 25236 was very similar to that of the locomotive in question but on close examination 25236 carried no paint date on the secondman's side of the cab front, the mystery Class 25 did have a paint date visible - four locomotives left.
Several of the locomotives left had obviously seen Royal Train service, they carried a small circular metal plate low down in the center of the cab front - this had been used for the two-way radio communication equipment carried on these Royal workings. 25221 & 25245 were eliminated because they were still fitted with the circular covers, leaving just two examples: 25051 & 25218.
Assuming all the above detail identifications are correct it is interesting to note that both 25051 and 25218 received classified intermediate repairs at Derby Works at the same time, in the spring of 1979. This would provide little help therefore in identifying differences affecting paint styles or other minor differences that varied over time. However 25218 received collision damage at Stonebridge Park, and surprisingly went to Swindon Works to have a replacement cab fitted. It was outshopped from here with a partial paintjob, to the replacement cab only. This is not noticeable in the view of the photograph at the head of the page because unfortunately it was the far cab that had been replaced - what a pity! From the photographic evidence accumulated the differences with the condition of the battery box handles and the style of the sandboxes carried by each locomotive suggest that the view is of 25051.
Unless of course you know different?
With thanks to Alan Baylis for the majority of the passenger workings.
Page added June 24th 2007