The seventeen year nine month career of D7676/25326 was spent allocated to London Midland & Western Region depots.
Built: BR Derby Locomotive Works.
D7676 was new to Nottingham Division (D16) on April 22nd 1967. Further transfers were:
July 1967 to Carlisle Upperby (12B).
Renumbered February 4th 1974.
After withdrawal 25326 was stored at Cricklewood until May 3rd 1985 when it moved to North Acton, then to Swindon on May 14th 1985 and into the Works the next day. By the end of February 1986 25326 had been scrapped.
Works visits (records incomplete).
Noted Derby Works October 1974.
The 10.00 Sheffield - Llandudno Town and the return 14.28 Llandudno Town - Sheffield were worked by 7676 on August 9th.
On August 29th the 09.20 Manchester Piccadilly - Yarmouth to Lincoln Central and the return 09.28 Yarmouth - Manchester Piccadilly from Lincoln Central were worked by 7676 & 5200.
In a reshuffle of power to assist in the removal of the hydraulics on the Western Region 7675 - 7677 were transferred to Laira (84A) during October.
On October 5th St Blazey received 7575 & 7676 for taking up further Class 22 duties, unfortunately 7575 was defective and returned to Laira for repair. Its replacement was 5180, these two handling the trips to Dennis Junction, Retew and Goonbarrow Jct.
During 1970 D5179 - 5182 went to Ebbw Vale for testing in multiple on the 63 mile Port Talbot - Ebbw Vale iron ore trains, which included the six mile 1 in 80 gradient between Aberbeeg and Ebbw Vale, often requiring a restart at Aberbeeg. These services highlighted known weaknesses with the Class 25's traction motors especially when worked in multiple. The 25/1 & 2 subclasses had field weakening controlled by the engine governor and main generator field strength whilst the 25/3 subclass had speed induced field weakening. Should a trailing unit have improperly functioning field weakening it was possible for the motors to sustain major damage without the driver's knowledge. In addition the margin between the continuous and short time ratings for the motors was minimal. Remedies for this involved strict maintenance, driver education, avoiding mixing 25/3's with earlier machines or reducing trailing loads if that happened. As a result on these workings the 25/1's had their maximum tonnage reduced from 930 tons to 810 tons. Tests using 7569 & 7676 in June and October 1972 specifically identified the sub-class variations as the main weakness. This was especially true in the field divert relays and their poor adjustment. Other areas of concern were faulty traction motor blowers, overly high engine governor settings, load regulator switches failing in the closed position, thus giving fluctuations and excessive current. On the similarly heavy Tunstead - Northwich limestone trains a heavy toll was taken on the traction motors. During the 1970's traction motors were failing over 200 times per annum, the LMR alone changing 66 in 1975 and 121 in 1976 including eleven machines having all four motors changed. Whilst the small motor may have been easy to work on it still required a lifting of the body to change it out. As motors were connected in series parallel flashovers might occur in sympathy and could lead to a main generator failure. In 1976 an attempt to resolve the problems involved 25088 being fitted with a redesigned field divert contactor and adjusted field divert resistor with the main generator altered to Class 25/3 specifications. (Such were the results of the testing of 7569 & 7676).
A short lived summer diagram involved the 07.19 Bangor - Manchester, the 12.42 back to Llandudno and the 18.40 return to Manchester, then ecs to Bangor. Most frequently in the hands of a Class 40, 25327 worked the diagram on August 25th.
25325 was noted in Derby Works during September.
On February 27th a St. Pancras - Sheffield failed at Leicester behind a Class 45, 25326 took over to Derby where 45008 took over.
A Stoke-on-Trent - Skegness service was worked by 25326 & 25191 on July 1st, the stock returned as an empty coaching stock move. On July 22nd the 04.15 Shrewsbury - Aberystwyth and the 10.07 Aberystwyth - Euston to Wellington were worked by 25326 & 25313. At Wellington both Class 25s failed and were dragged to Wolverhampton by a Class 47. On August 19th the 08.43 Scarborough - Sheffield was worked by 25326.
On March 19th the 11.08 St. Pancras - Nottingham failed behind 45143 at ??, 25326 dragged the service to Nottingham.
On September 13th the 00.25 Manchester Piccadilly - Euston was worked between Bletchley & Willesden by 25326 & 25278 due to the power being off for engineering work. On October 30th 25326 worked the 08.22 Barrow - Blackpool North. Whilst working the 16.17 Newcastle - Cardiff on December 11th 45038 failed in the Chesterfield area, 25326 whilst still attached to its Speedlink freight train pushed the service to Chesterfield station where 47374 took over.
The 08.00 Liverpool - Euston required assitance as far as Crewe on March 18th from 25326 due to the power being off because of overhead line damage. On May 19th the 08.05 Liverpool - Newcastle required the assistance of 25326 between Manchester Victoria & Leeds, here 45060 took over.
The diesel multiple unit working June 22nd's 06.00 Crewe - Cardiff failed at Shrewsbury, 25326 worked the service forward.
25326 moved to Crewe in July, this would be its last transfer.
A short working took place on December 29th when the relief 10.05 Penzance - York failed at Northfield behind 45063, the service was dragged to Birmingham New Street by 25326.
The end of March saw much continued activity of Class 25's in the North East including 25326 working the Haverton Hill - Stevenston tanks on 23rd.
On August 25th 25326 worked an early morning Manchester Piccadilly - Crewe relief, this is believed to be 25326's last passenger working.
Passenger workings courtesy Alan Baylis (www.class25.info)
Page added June 13th 2003.