A snapshot of 24025 at Swindon Works on June 12th 1977, a month later the remains would be broken up. This view clearly shows the five grills on the top row, the split level frost screen and the headboard/disc brackets on the No.1 cabfront. Does this suggest that a switch of bodies was made between 24025 and one of the early series Class 24s? Who knows - see below.
The sixteen year three month career of D5025/24025 saw allocations to Eastern Region and London Midland Region depots.
Built Derby Locomotive Works.
The frames for D5025 were laid down during the early summer of 1959 at Derby Works. D5025 was new to Ipswich (32B) on October 16th 1959. Further transfers were:
July 1961 to Willesden (1A)
Renumbered May 1974.
24025 was stored at Reddish from July 1975 until January 1976, when it was moved to Crewe and stored there until January 10th 1977 when it was forwarded to Swindon and broken up there by the end of July 1977.
Movement: 24025/29/33/34 06.45 Crewe - Swindon Works January 10th/11th 1977 hauled by 25269.
Works visits (records incomplete).
Noted Stratford Works January 1960.
D5025 visited Littlehampton with an excursion from Hemel Hempstead on May 22nd.
On July 7th D5025 worked the 21.01 Euston - Bletchley.
Late in the year, during December D5025 was transferred to Bletchley (1E).
5025 was the Manchester Victoria banker (T42) on July 27th & 30th.
5025 was the Manchester Victoria banker (T42) on August 2nd & 3rd.
5025 was the Manchester Victoria banker (T42) on September 19th, 20th, 22nd, 25th & 26th.
5025 was the Manchester Victoria banker (T42) on October 15th, 16th & 17th.
At about 5pm (?) on November 13th 5025 was noted at Liverpool Lime Street with a down van train. 5025 was the Manchester Victoria banker (T42) on November 22nd & 23rd.
5025 was the Manchester Victoria banker (T42) on December 2nd & 13th.
5025 was the Manchester Victoria banker (T42) on April 23rd & 24th.
On September 10th 24025 was noted at Manchester Victoria with a down freight.
On September 20th 24025 was on banking duty at Manchester Victoria.
At about 6pm on December 17th 24025 was noted at Manchester Victoria with an up freight. On December 19th 24025 was noted at Manchester Victoria with the 6J05. Class 24/25s stabled at Newton Heath depot at 3.30pm on December 20th incuded 24022/25/52 and 25042/54, 25112, 25291/298.
On February 5th 24025 was noted at Agecroft. On February 6th & 7th 24025 was noted at Manchester Victoria. On February 12th & 13th 24025 was noted at Manchester Victoria. 24025 was the Manchester Victoria banker (T42) on February 14th. 24025 was noted at Manchester Victoria on February 15th.
On March 5th & 9th 24025 was noted at Manchester Victoria.
24025 was the Manchester Victoria banker (T42) on March 20th.
24025's last transfer was to Crewe in May, by July it was one of many taken out of service and placed in store.
24025 remained in store until finally withdrawn at the end of January, continuing to be stored at Crewe.
That a machine is simply the sum total of its parts is clearly evident in the construction of a steam, diesel or electric locomotive. Many interchangeable components make up a locomotive, and at the times of a Works visit these worn parts are removed and replaced by similar new or repaired items. At these times the identity of a locomotive can become fragmented, in particular with steam locomotives, whose main components - the boiler and the frames don't carry an easily visible number which might be used as a method of identification for the whole locomotive.
For BR's diesels and electrics the body is usually the largest and most visible 'component' and the most obvious one to stick a number on which will follow it through its career. Of course from time to time identities may get mixed up, usually when locomotives are in for a heavy repair, especially at the stage when the repaired locomotives are receiving a fresh coat of paint and are having their numbers added.
D5025/24025 seems to have been one of those locomotives that underwent a most severe identity crisis.
From the collection of Real Photographs Co Ltd (their ref R8253) comes this view of the problematic 5025 with the body style that is more typical of one of the earlier Derby built machines. This view is at Crewe sometime in 1969. If one of the early machines was at Derby alongside D5025 a numerical switch could have taken place. The numbering on the above view and the reasonable condition of the paintwork suggests 5025 must have been at Derby Works sometime during 1968 or very early 1969. There is no suggestion in the photograph that the 'D' prefix has been painted over as happened so frequently in the post-steam era.
D5025 was part of the second Derby built batch D5020 - D5029 and so carried with it some significant changes that clearly made it stand out from the first twenty built at Derby. As built the early members of the batch carried on one side five grills on the upper body panel and four grills on the upper body panel of the opposite side. Unfortunately in those first twenty locomotives this was not a uniform standard, some carried one grill less on each side and this was carried through to D5020 - D5029!
As a young spotter in the early 1970's these fine detail nuances would have been completely lost on yours truly when we came across 5025! However a visit to Swindon Works during June 1977 found 24025 parked in an uncluttered spot leading to the typical photograph being taken. Which like most was filed away for a rainy day viewing. And eventually a close examination of the slide showed that 24025 was not all that it should be.
Unlike its sisters in the D5020 - D5029 series, 5025/24025 in later photographs carried the extra ventilator grills found on each side, normally associated with the D5000 - D5019 series. It also carried on one side only one of the split frost screens originally fitted to D5000 - D5006. And perhaps the strangest of all is that both cabs carried the headboard brackets that were fitted to D5000 - D5014 & D5017 when they operated on the Southern Region. And thrown into the mix was a photograph from the Real Photograph Co. showing all these unusual features in a photograph taken back in 1969!
Since the complete photographic option is not yet currently available to me its down to a little bit of sleuthing to see if the mystery with D5025/24025 can be clarified. At this point a detailed survey was originally contained within this webpage of the detail differences of D5000 - D5019 and how these changes may have affected D5025/24025. However a photograph at Derby Works taken during 1969 of a locomotive purportedly numbered as 'D5025'came to light and answered the question with a great deal of certainty.
The supposition that maybe D5005 and D5025 swapped identities whilst they were both at Derby Works during 1969 now appears to be what actually happened. The photograph below is taken at Derby during 1969 and show a Class 24 numbered as D5025, but the livery is that of the two tone green style which was only carried by a few members of the Class and D5025 was not one of them. And since the livery was carried by D5005 and the photograph show a locomotive with the characteristics of the D5000 - D5019 batch it therefore draws the conclusion that essentially the view below is of D5005.
Of course it would be interesting to see photographs of the locomotive that was broken up at Derby represented by D5005 - now made possible by the view at the bottom of this page. Presumably this was 'D5025', possibly with accident or fire damage or general poor condition. At this time there were already a number of Class 24s in store, with the first batch built (D5000 - D5019) being hitlisted, so it was of no surprise to find D5005 withdrawn at this time.
Additionally the Railway Observer notations for Derby Works during 1969 make reference to 'D5005':
March 29th 1969 - Klondyke Sidings: 5005 shell on bogies, neither of which carried this number (sic)
Resources: additional research provided by Mark Sutton and Ian Osborne.
Page added September 15th 2007.