The seventeen year eleven month career of D7501/25151 included allocations to London Midland, Eastern & Scottish Region depots. The allocation histories of 25150 & 25151 were both the same, both ended their careers in collisions, separated by three months.
Built: BR Derby Locomotive Works.
D7501 was new to the Toton (16A) on October 6th 1964. Further transfers were:
December 1964 to Burton (16F).
Renumbered February 1974.
On September 3rd 1982 25151 suffered collision damage at Hillhouse Yard, Huddersfield during a runaway. On September 6th 1982 it was moved to Healey Mills, remaining here until January 1983. It was taken to Toton and stored, although during the first half of 1987 it was used in rerailing exercises. After sale to Vic Berry it was broken up in-situ at Coton Hill by the third week of January 1988.
Works visits (records incomplete).
Noted Crewe Works December 1969.
On June 23rd 7501 & 5268 worked the Derby - Norwich - Yarmouth - Norwich - Walsall diagram.
The 12.00 Hereford - Worcester Shrub Hill was worked by 25151 on October 5th following the failure of a diesel multiple unit. Slippery rail conditions on November 11th saw 25151 assisting a Class 31 on the 07.00 Worcester Shrub Hill - Paddington between Evesham & Moreton-in-Marsh.
The last week of August proved busy. On August 25th the 08.00 Walsall - Yarmouth to Norwich and the return 14.15 Yarmouth - Derby from Norwich were worked by 25151 & 25263. The next day (26th) the same pair worked a roundtrip Leicester - Skegness. On 27th both locomotive were noted at Derby, possibly intended for a relief Skegness that did not run. On 28th they did work a roundtrip Leicester - Skegness.
The 10.09 Aberystwyth - Euston on September 15th was worked between Shrewsbury & Wolverhampton by 25151 & 25143. They then worked the return leg of a Sheffield - Euston railtour from Shrewsbury - Wolverhampton. A month later on October 15th the 01.07 Holyhead - Euston failed at Holyhead (?) behind 47040, 25151 worked the train to Crewe.
On June 14th the 09.28 Leeds - Morecambe and the return 11.45 Morecambe - Leeds was worked by 25151. On July 26th the 07.52 Leeds - Llandudno Town was worked forward from Llandudno Junction by 25151 after 40192 failed.
25151 was stabled at Reddish on August 26th, in the deadlines with the 76s, maybe 25151 was waiting movement to Derby Works.
On June 22nd 25151 worked the 12.50 Carlisle - Glasgow Central. On June 29th 25151 was stabled at Ayr depot during the two day NUR strike.
On August 3rd 25151 was stabled at Springs Branch. On August 7th the 12.24 Preston - Blackpool North was worked by 25151 following the failure of a diesel multiple unit. On August 11th 25151 & 25139 worked a southbound stone train through Wellingborough. A week later on August 18th 25151 worked the 17.22 Carlisle - Glasgow Central. Two days later (20th), it worked the 07.00 Ayr - Glasgow Central, followed by the 11.55 Glasgow Central - Carlisle.
25151 was stabled at Northwich on September 1st. Two days later (3rd) 25151 was working the loaded 8E08 TFO Oakleigh - Barnby Dun soda ash train which was being delivered from the ICI plant to Rockware Glass. The fully fitted train was operating under a Class 6 designation with disc brake fitted covhops, known as 'Girlings' after the brake manufacturer. A hopper wagon was provided next to the brakevan, this allowed the guard to observe the operation of the brake blocks during the brake test, something not easily checked on the disc braked vehicles. The train was normally diagrammed for a Type 4 locomotive, but on September 3rd the load was within the limits for a Type 2.
On the east side of the Pennines somewhere in the vicinity of Slaithwaite control of the train was lost. The signalman at Hillhouse took action to remove the train from the main running lines by diverting it into Hillhouse Yard (Huddersfield). Much damage was caused when the locomotive struck a ferry van, the crew having leapt to safety prior to the impact.
With the train reported as running away near Slaithwaite perhaps one of the major issues facing the driver would have been the navigation through Huddersfield station, at that time the routes available included the lines through platform 4 & 8 or alternatively using the through slow or the goods line. Access to both platform 8 and the goods line involved 15mph speed restrictions, presumably the driver had been popping the horn - a distress signal which hopefully the Huddersfield signalman would have heard. Platform 4 or the through road would be the prefered choices, providing they were not already occupied. The soda ash train was able to navigate safely through the station and it was left for the Hillhouse signalman to take the train off the mainline by diverting it into Hillhouses yard, perhaps to the relief of the driver. Otherwise the downhill journey could have continued to Heckmondwyke Junction/ Bradley Wood, then the line begins to climb again. Depending on the speed of the train, it might have reached Mirfield if given the chance.
The accident was reported in the Huddersfield Daily Examiner dated September 4th 1982, and October 2005 issue of Back Track magazine (issue 174) which features on the cover possibly a view of 25151's last working as it passes Diggle.
This was not the first dramatic event to occur at Hillhouse yard - on November 17th 1967 a lengthy goods train derailed near Hillhouses No. 2 signalbox causing considerable damage to the slow lines. Two of the wagons derailed contained liquid ammonia, presenting challenges to the attending emergency crews.
25151 was moved to Healey Mills on September 6th 1982 and then withdrawn on September 12th 1982. It remained stored at Healey Mills until January 1983 when it was moved to Toton. Here it used for rerailing exercises until at least June 1987. It would eventually be broken up at Toton by Vic Berry staff between Dec 15th 1987 and Jan 20th 1988.
Not all known passenger workings are recorded on this page.
Page added December 6th 2008.