The nineteen year career of D7660/25310 was spent entirely allocated to essentially three London Midland Region depots.
Built Derby Locomotive Works.
D7670 was new to the London Division (D01) on December 31st 1966. Further transfers were:
May 1973 to Willesden following abandonment of the LMR Division allocations.
Renumbered February 23rd 1974.
25310 was the 141st Class 25 to be withdrawn, one of four retired during October 1982.
After withdrawal 25310 was initially stored at Tyseley until December 1982. On December 22nd it moved to Mossend Yard and reached Glasgow Works by January 1983, to become the first of the ETHEL units. It would be renumbered ADB97250 'ETHEL 1' during May 1983.
Works visits (records incomplete).
Noted Derby Works October 1967.
(1) Two numbers were carried on each side, on the non-BIS side one was underneath the boiler room grille, the other on the second man's cabside, the emblem positioned on the driver's cabside.
For D7660 the yellow warning panel on the cab front was of the small type, initially reaching only to the cab front handrails.
The transfer of these locomotives to Derby Works probably caused little interruption to the production line. Derby's last Type 2 of their current order, D7623 was delivered during October 1965, D7660 was introduced to traffic barely two months later.
Twelve new Type 2s (D7660 - D7671) were allocated to Willesden to take over the empty coaching stock, parcels and local freight duties in the London area. With the arrival of these locomotives it was possible to release the remaining Class 24s to the Stoke Division, as part of the eradication of steam in the North West. Of this batch of Class 25s D7660 - D7669 were dualbraked from new, whilst D7670 & D7671 were not, however these latter two were quickly transferred to the Nottingham Division (D16).
When delivered to Willesden 7660 would be part of the depot's allocation diagrammed to handle empty coaching stock workings, Stonebridge Park’s inter-regional freight duties and the Motorail workings to/from Kensington Olympia.
The recorded passenger workings of 25310 are few, with perhaps its time at Toton providing the most consistant opportunities for passenger haulage. It probably ran more 'passenger' miles as an ETHEL unit than as 25310.
On June 3rd the 08.41 Stoke-on-Trent - Holyhead exchanged 47529 for 25310 at Bangor, the Class 47 was required for the 10.04 Holyhead - Euston. 25310 returned eastwards with the 13.00 Holyhead - Euston as far as Crewe.
On June 11th an Alfreton & Mansfield - Barmouth mystery excursion was worked from Wellingborough (??) to Barmouth roundtrip by 25310 & 25131.
On August 10th 25310 & 25320 were noted passing through Luton with a lengthy train of high sided mineral wagons.
The 09.15 Derby - Skegness and the return 18.15 Skegness - Derby were worked by 25310 & 25320 on August 13th.
On August 19th a motorail service was noted at Sheffield and later at Derby behind 25310 & 31117, heading towards Birmingham.
25310 was noted at Bedford Midland with an up freight on August 9th (showing 3 02 in the No.1 end headcode).
On March 29th engineering work between Rugby & Bletchley saw the 20.45 Barrow - Euston assisted over the dead section by by 25310.
On May 10th 25044 & 25310 assisted an electric service between Bletchley & Willesden due to power being off for engineering work.
Engineering work at Rugby station on July 12th saw 25310 assisting several services in the vicinity of the station area.
25310 was noted at Banbury on a snowy December 28th.
The 14.10 St. Pancras - Derby on September 10th was assisted from Bedford by 25310 after 45141 failed. A week later on September 18th the 07.38 Shrewsbury - Aberystwyth and the 10.07 Aberystwyth - Euston to Machynlleth were worked by 25310 & 25323, 25310 was failed at Machynlleth and replaced by 25311.
25310's withdrawal on October 11th 1982 at Tyseley with bogie damage should have been recorded as just one more casualty, especially as it had run for eight years since its last classified repair. However late in December it journeyed to Aberdeen Ferryhill where the local staff would convert the machine to a non-powered electric generator vehicle. It would be renumbered ADB 97250 and named ‘ETHEL 1’. The use of Mk III sleepers on the Fort William service had caused an operational dilemma as this service was operated by steam heat 37/0’s and the 37/4 conversions were was still some ways off.
For more information on the ETHEL units please go here: The ETHEL units
Passenger workings courtesy Alan Baylis (www.class25.info)
Page added November 12th 2012