Marcus' Model Railway Journey

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15th April, 2025

Cumbrian locomotive returns to Scotland after successful sale​

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A redundant Sellafield Ltd diesel locomotive


A redundant locomotive at Sellafield in Cumbria has been sold to Brodie Engineering in Kilmarnock.

The plan for the locomotive is to be used at the works as a shunting locomotive.

The Government says that they need to dispose of older locomotives sustainably as they move to more electric locomotives.

This includes recent donations of locomotives to the Chasewater Railway and Eden Valley Railway in the past 2 years.

This sale sees the locomotive return to the works where it was overhauled for use at Sellafield, nearly 30 years ago!

Gareth Earle-Payne, engineering director at Brodie Engineering, said: We are pleased to welcome back what we believe was one of the last locomotives to be rebuilt at our Caledonia Works site. Following condition assessment and refurbishment, we hope to return it to service to support the ongoing work on our site.
 
16th April, 2025

First upgraded East Midlands Railway Class 170 enters service​

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East Midlands Railway Class 170 train


The first train has entered service in East Midlands Railway’s £23 million programme to refurbish and upgrade its Class 170 fleet that operates regional services across the East Midlands and South Yorkshire.

Appropriately, the first completed unit was unveiled at Derby, soon to be the home of Great British Railways.

In addition to upgrading its Class 170 fleet, East Midlands Railway is refurbishing its Class 158 and Class 360 fleets in an overall £60 million programme.
 
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Interior of refurbished East Midlands Railway Class 170 train


The upgrade is designed to provide a better travel experience for passengers, with brand-new seats and tables, modern power and charging facilities with 230V, Type-C and dual USB sockets, refurbished toilets, upgraded flooring, an upgraded passenger information system, and a dedicated bike storage area.

The interiors have been redesigned to complement the operator’s new Aurora trains due to enter service later this year.

East Midlands Railway has 44 trains in its Class 170 fleet.

The next refurbished unit is expected to be released into service next month, with new units following each month when they will operate services on the company’s routes from Matlock to Derby and Nottingham; Nottingham to Worksop via Mansfield; Newark Castle to Crewe via Nottingham, Derby and Stoke-on-Trent; Peterborough to Doncaster via Lincoln; Nottingham to Skegness via Grantham; Cleethorpes to Leicester via Lincoln and Nottingham; Cleethorpes to Barton-on-Humber, and Liverpool to Norwich.
 
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Power and charging sockets in refurbished Class 170 train


Much of the work for the refurbishment was entrusted to suppliers in the East Midlands, with the interiors designed by Derby-based DG Design, and many other suppliers were based in Ashby-de-la-Zouch, Sutton-in-Ashfield, and Crewe.

The Class 170s were previously operated by West Midlands Railway and are owned by the rolling stock financier and asset management company Porterbrook.


“This refurbishment is more than just a lick of paint it’s a complete transformation that puts our customers first. We’ve focused on creating an environment that is comfortable and functional and it s just the beginning. Over the next year, customers will start to see real, tangible improvements across our network.”

Will Rogers, Managing Director of East Midlands Railway
 
16th April, 2025

Derbyshire town has special cause to celebrate Railway 200​

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George Stephenson, the Father of Railways


Chesterfield in Derbyshire will have a special reason to join in celebrations for Railway 200 marking the 200th anniversary of the birth of the modern railway, as George Stephenson, the ‘Father of the Railways’, is buried there.

George Stephenson is buried in Chesterfield’s Holy Trinity Church, which has been awarded £240,600 from The National Lottery Heritage Fund for a project to honour his legacy and explore the lasting impact of railway engineering on the town.
 
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Holy Trinity Church, Holy Trinity Church, Chesterfield


The project will improve visitor facilities, create new interpretation materials, and develop activities for schools, families, and the wider community to explore Stephenson’s life and engineering achievements and the town’s wider industrial history.

Among the topics to be examined will be Chesterfield’s expansion in the Victorian era, how the Clay Cross Company developed, and Chesterfield’s role in the history of railways and coal mining.

It will also reflect on how the industry that shaped the region changed with a commemoration of the 40th anniversary of the Miners Strike.

Additional funding for the project has come from East Midlands Railway (£5,000), CrossCountry Rail (£5,000), Raymond Ross Fund (£25,000) Grayson’s Solicitors (£1,000), and Holy Trinity Church (£16,000).

Together, these funds will enable the project to:
  • Transform community rooms at Holy Trinity Church into a dedicated visitor facility.
  • Create new interpretation materials that explain George Stephenson’s influence on Chesterfield and railway engineering in general.
  • Hold public events and celebrations to mark Railway 200.
  • Provide educational and engagement activities that connect communities with their industrial heritage.
  • Enable volunteers and others to develop heritage and research skills.
Railway 200 will also be celebrated at nearby Derby in August with “The Greatest Gathering”, one of the largest collections of locomotives in modern times.

To mark 200 years of the British passenger railway, a statue of George Stephenson’s son, Robert, that used to be on display at London Euston Station, is now on display at the Locomotion Museum at Shildon in County Durham.


“We are delighted to have received this generous support from The National Lottery Heritage Fund. Thanks to National Lottery players and our funding partners, we can now ensure that George Stephenson’s story and Chesterfield’s rich railway heritage are celebrated and shared with future generations.”

Reverend Jilly Hancock of Holy Trinity Church
 
Wednesday 16 Apr 2025

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Essential maintenance work to maintain safety and reliability on the Heart of Wales line​

Region & Route: Wales & Western: Wales & Borders

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Network Rail will be carrying out essential maintenance work on the Heart of Wales line between Llanwrtyd and Pantyffynnon from Tuesday 6 May to Friday 23 May.

Teams are working hard to complete lots of tasks during the closure, which means less disruption to travelling passengers and homes nearby in the future.

The work sees engineering teams installing a new cattle grid, as well as undertaking important bridge and river defence wall repairs.

The planned works will also include management of trees, plants and hedges to maintain visibility for train drivers and prevent obstructions to signals, while drainage improvements will reduce the risk of flooding during severe weather.

Graffiti and fly-tipping along the stretch of track will also be removed.

This investment is part of our ongoing commitment to maintaining a safe and reliable railway.

The track maintenance and infrastructure repairs will support smoother, safer journeys for passengers.

To allow this work to be carried out safely, buses will replace trains between Carmarthen and Swansea to Llandrindod for the duration of the project, so please allow extra time for journeys.

Route director Nick Millington said: “We’d like to thank passengers and local communities for their patience and understanding while we carry out this vital work on the Heart of Wales line.”

Passengers can check the latest information on the Transport for Wales website.
 
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16th April, 2025

4125


New electric tram-trains in testing for South Wales Metro​

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TfW 398 traincrew testing


Brand-new electric tram-trains are now being tested on the recently electrified Valleys railway lines, as TfW take another step forward with delivering the next phase of the South Wales Metro.

Part of an £800 million investment into brand-new trains across Wales and the Borders, the Stadler Class 398 CITYLINK tram-trains will revolutionise transport in South Wales.

With the ability to run on both rail and tram lines, they can operate on overhead electrical lines and battery power, and with three carriages can carry more than 250 passengers.

Over £1 billion has been invested into transforming rail infrastructure in South Wales, with the electrification of over 170 km of railway, including the Merthyr, Aberdare and Treherbert lines.

A £100 million brand-new purpose-built depot has also been constructed in Taff’s Well, serving as a control centre for the Metro and as the home for the 36 new tram-trains.

4124
 
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TfW 398 traincrew testing


Marie Daly, Chief Operating Officer at Transport for Wales, added: “This is another major milestone for us at TfW. We’ve already introduced our brand-new Class 756 trains onto the Merthyr, Aberdare, and Treherbert lines to improve the experience for our passengers. We’re now excited to progress to the next phase of the project, testing our light rail tram-trains that will offer a turn-up-and-go service as part of the South Wales Metro.

“The introduction of our new Metro Class 756s and tram-trains is part of our £800 million investment into brand-new trains for Wales, alongside a billion pounds of infrastructure upgrades to improve the frequency and accessibility of services. By transforming our rail network, we aim to provide reliable, comfortable, and attractive public transport options for our customers.”
 
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TfW 398 traincrew testing


Andrew Gazzard, Head of Operational Readiness at TfW said: “Our teams now need to gain familiarisation and handling experience of the trains, and we need to embark on driver training later in the year.

“It’s a really proud moment for me and the team to be able to see these tram-trains on the network and we look forward to the next stage in getting them prepared for passengers.”
 
16th April, 2025

Steam locomotive 60103 Flying Scotsman to visit the West Somerset Railway​

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The Flying Scotsman at Nene Valley Railway. During the 'Flying Scotsman'-hauled service between York and Peterborough, a driving axle box bearing was found to be running warm. Taken on October 20, 2017


World-famous locomotive, Flying Scotsman, is set to haul trains on the West Somerset Railway later this year.

An agreement has been signed between the railway and the National Railway Museum, as well as Northern Steam Operations, which will see the locomotive haul trains on various dates in June and July, as well as static display dates.

When Flying Scotsman is running (28th – 30th June and 1/2/8/9/10/11/12th July), the railway will sell excursions behind Flying Scotsman for one full-length trip and a return journey behind one of the home fleet locomotives.

Evening excursions will also run with food options available.

Tickets will go on sale on the 23rd April 2025.
 
17th April, 2025

Vale of Rheidol Railway gifts steam locomotive to fellow Welsh railway​

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Conqueror


The Vale of Rheidol has gifted 0-6-2T Conqueror to the Welshpool and Llanfair Light Railway.

The locomotive was built in 1922 and has been in a collection since 1994.

Conqueror is not currently in working order and there is no current plans to restore it, however, there is an option in the future to expand the working fleet of locomotives at the WLLR.

The locomotive will initially become an exhibit at Welshpool, alongside fellow former Bowaters locomotive, Monarch.

Conqueror spent its working life in Kent, working at the Bowates paper mill. When the mill closed, the locomotive was one of four locomotives acquired by Sir William McAlpine for use on a new railway line that he was building at ZSL Whipsnade Zoo.

The locomotive worked until 1983, when it was withdrawn for overhaul and stored. In 1994, Peter Rampton acquired the locomotive, which was privately stored with other locos at his private premises in Surrey.

Sadly, Peter passed away in 2019, and responsibility for the collection was passed on to the Vale of Rheidol Railway, with some of the items finding new homes in the new museum at Aberystwyth.

Others, like Conqueror, have been passed on to new owners where it has been deemed that they could be more useful elsewhere.


“As part of a long-term plan to consolidate and focus the Vale of Rheidol Railway’s collection of historic locomotives, the Railway are very pleased to have agreed the gift of 2ft 6in gauge Bagnall 0-6-2T ‘Conqueror’ to the Welshpool and Llanfair Light Railway Preservation Co. Ltd."

“Being of the wrong gauge to run on the VoR, it was felt that it was appropriate that the loco should move to a railway of the correct gauge with a long-term potential for restoration and return to service,”

Chair of the Vale of Rheidol board Patrick Keef


“This locomotive has good connections with the W&L. It worked at Bowaters Paper Mill in Kent, home of our friends at the Sittingbourne & Kemsley Light Railway and it joins Monarch, a Bowaters loco that has been with us for decades.

“This is a powerful locomotive that should be suited to our line. Though there are currently no plans to get her operational the acquisition gives us more alternatives for the future and storage under cover will ensure that she is protected until that day comes.”

W&LLR Chairman Steve Clew
 
Coins

Here are the coins that were struck here in the UK in 1961.

There was also a half penny [½d] in circulation but non were minted in 1961.

The farthing [1⁄4d] was last minted in 1956 and was demonetised from 1 January 1961, so I missed out on that one. :lol:

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1961 Queen Elizabeth II Great Britain 7 Coin Year Set, from Halfcrown to Penny [Reverse side]
- Halfcrown/two shillings sixpence
- Florin/two shillings
- English shilling
- Scottish shilling
- Sixpence
- Threepence
- Penny
 
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Meanwhile in Ireland

I have always loved these coins since I was a kid, although I never got to spend the higher value coin - the half crown , my Dad would let me hold them, but would never let me keep them. :lol:

The farthing [1⁄4d] had a Woodcock on it, the coin was very rarely seen since 1959, the half penny had a pig and piglets in the design and the penny had a hen with her chicks, a lovely coin.

The words are in Irish Gaelic - Feoirling = Farthing, Leathphingin = Halfpenny, Pingin = Penny

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British Rail Class 25​


The British Rail Class 25, also known as the Sulzer Type 2 is a class of 327 diesel locomotives built between 1961 and 1967 for British Rail.

They were numbered in two series, D5151–D5299 and D7500–D7677.

The first 25 locos became known as Class 25/0 and were built at BR Darlington Works.

The Class 25/1 locomotives were built at Darlington and BR Derby Works.

The Class 25/2 locomotives were built at Derby with some built at Darlington.

The final batch of locomotives were designated Class 25/3 and built by Derby Works and Beyer, Peacock and Company of Manchester.

Nicknamed 'Rats',, as it was alleged they could be seen everywhere in Britain, and hence were "as common as rats".

They were also known, mostly by their drivers, as 'Spluts', owing to their habit of spluttering when they broke down, which they often did.

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D5151 in 1961
 
The Class 24 locomotives were the precursor of the Class 25 design but after the delivery of their first few units it became apparent that the speed ceiling of 75 mph (121 km/h) was unduly restrictive and the provision of additional power would be advantageous.

In the course of normal development the power output of the Sulzer six-cylinder engine had been increased by 90 hp (67 kW) to give a continuous traction output of 1,250 bhp (930 kW) at 750 rpm by the introduction of charge air cooling and the first locomotives to use this became known as Class 25 locomotives.

The Class 25s were primarily designed for freight work, but a significant number were fitted with boilers for heating passenger trains.

Throughout the 1970s they could be found at work across the whole of the British Rail network although the Eastern and Southern Regions never had a long-term allocation.

Though regular performers into the early 1980s on Crewe–Cardiff passenger trains, they are best known in that respect for their use on the summer Saturday trains to Aberystwyth, a task they relinquished in 1984.

The final Class 25 locomotive was withdrawn from operational service in March 1987 although it continued to be used on enthusiast specials until March 1991.

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Cardiff Canton on 7 June 1977 a pair of Rat's, the Class 25 on the left is 25220.
 
Class 25/0
Number sequence (original) D5151–D5175, (TOPS) 25 001–25 025

The first 25 locos became known as Class 25/0 and were built at the BR Darlington works using the newer 1,250 hp (930 kW) "B" engine, modified generator assembly and traction motors.

This increase in power was obtained from an air/water free flow intercooler fitted between a higher capacity pressure charger and inlet manifold, included within the normal cooling circuit to maintain simplicity.

The cylinder head was also modified and strengthened.

The BTH generator, type RTB 15656, was rated as 817.5 kW (1,096.3 hp), 750/545 V, 1090/1500 A at 750 rpm, only slightly different from that used in the earlier Class 24s (Note that all Class 25 locomotives used a generator designated as BTH RTB 15656, but its rating and characteristics changed over time).

The generator supplied four BTH 137BX traction motors connected in parallel and rated 245 hp (183 kW), 545 V, 375 A at 560 rpm with a gear ratio of 18:79 (to give a 90 mph (140 km/h) maximum speed).

Maximum tractive effort was 39,000 lbf (170 kN) and continuous tractive effort was 20,800 lbf (93,000 N) at 17.1 mph (27.5 km/h), the latter standard for all Class 25s.

Power at rail was 949 hp (708 kW), now available between 9.3 and 77.6 mph (124.9 km/h).

For the first fifteen locomotives fuel capacity was 520 imp gal (2,400 L; 620 US gal) (design type 25 AV) and the final ten had larger 620-imperial-gallon (2,800 L; 740 US gal) fuel tanks installed (design type 25 BV).

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D5153 in all over green with small sprayed yellow warning panels on 18 April 1967
 

Class 25/1​

Number sequence (original) D5176–D5232, (TOPS) 25 026–25 082

The Class 25/1 locomotives were built at BR Darlington and Derby locomotive works.

They featured the new AEI 253AY traction motor, a result of the collaboration between BTH, MV and American builder Alco.

This smaller, lighter motor was an attempt to market a traction motor to a worldwide audience, especially to the 1,000 mm (3 ft 3+3⁄8 in) metre gauge lines.

For Class 25 locomotives these lighter motors meant the discontinuance of other weight saving measures being built into the design.

They were highly rated in an attempt to overcome the loss of tractive effort normally found on starting.

The field divert system was also modified to allow increased capability throughout all the speed ranges.

The main generator was a 12-pole machine with the rating changed to 819 kW (1,098 hp), 780/545V, 1050/1500A at 750 rpm. (The continuous rating has also been quoted as 819 kW (1,098 hp), 630V, 1300A).

The four traction motors were now connected as series parallel pairs being rated at 234 hp (174 kW), 315V, 650A at 460 rpm, with a gear ratio 18:67.

Pairs of motors connected in series provided a higher maximum tractive effort (usually quoted as 45,000 lbf (200 kN) although 47,000 lbf (210 kN) could be achieved) but the downside being that a series pair connected machine was more prone to slipping than one with an all parallel grouping.

Full power was available between 7 and 77.5 mph (124.7 km/h), an improvement over Class 25/0 locomotives with all other ratings unchanged from the earlier series.

The traction motor's continuous rating of 650 amps was not far removed from its one-hour short term or 'emergency' rating of 680 amps, and this could only be monitored manually.

On heavy trains close monitoring of the ammeters was necessary to avoid motor damage.

Though the body shell remained similar to D5151 there were a number of refinements.

The air horns were relocated to either side of the headcode panel.

The cab skirt and body fairing were discontinued, though the support lugs remained.

A new driving control panel was fitted.

The fuel and water tanks were also redesigned with a fuel capacity of 510 imp gal (2,300 L; 610 US gal) (also quoted in sources as being 500 or 560 imp gal (2,300 or 2,500 L; 600 or 670 US gal).

There were initially two variants of this sub-class.

The vast majority were boilered and designated 251 AV.

The four without train heating were designated 251 BV.

In due course, when it was decided to fit dual braking to a number of locomotives, those previously 251 AV became 251 CX and one of the 251 BV (25032) became 251 DX.

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D5176 on 30 January 1966
 
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Class 25/2​

Number sequence (original) D5233–D5299, D7500–D7597 (TOPS) 25 083–25 247

The Class 25/2 locomotives featured restyled bodywork and two-tone green livery similar to that carried by the Brush Type 4 (Class 47).

The majority were built at BR Derby.

The redesign principally affected two areas, the cab and the location of the air intakes.

The gangway doors fitted to the earlier examples were rarely used, their presence adding to the complaints of noise and draughts in the cabs and the removal of these allowed the centre windscreen to be enlarged, so that its lower edge lined up with the windscreens on either side giving a noticeably different front end look.

The removal of the air filters from the side air louvers to the cantrail was the result of a comparison carried out at Inverness between a batch of Derby built Type 2s and a batch of BRCW Type 2s (Class 26 and Class 27), the tests targeting the air quality within the engine room.

These tests revealed the location of the grilles on the Derby build allowed for much more debris to reach the filters (especially the lower ones), clogging them quicker, leading to poorer air quality within the engine compartment, and so potentially affecting performance and engine wear.

With such a large order to be completed it was felt that a redesign of these areas would have cost savings in the long run, in addition to a better working environment within the cabs, and with a general less cluttered look about the locomotive's exterior.

Some class 25/2s were built at Darlington works, including D7597 (later 25247) which was the last locomotive to be built at Darlington.

The 25/2s built at Darlington had the original bodywork, not the restyled design.

There were six variants of this sub-class, reflecting that locos were boilered and/or vacuum braked and/or dual braked.

Boiler fitted locomotives included the first five (252 AV) and final thirty Class 25/2 (252 DV).

Only members of the latter batch were modified for dual brake operation becoming 252 CX with the exception of 25242 that had had its boiler removed and was designated 252 FX.

The non-boilered vacuum braked locos were 252 BV and when dual braked became 252 EX.

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Type 2 diesel electric No. D5297 at Crewe on 7th September 1969.
 

Class 25/3​

Number sequence (original) D7598–D7677 (TOPS) 25 248–25 327

The final batch of locomotives were designated Class 25/3 and was to be built by BR's Derby Works and Beyer, Peacock and Company of Manchester.

However, because of financial problems Beyer, Peacock was unable to complete the final 18 locomotives and these were transferred to BR Derby for construction.

Though these locomotives still carried a RTB 15656 generator, this variant was a ten pole machine with a modified assembly incompatible with earlier equipment.

The regulated (full hp) part of its characteristic was substantially the same as before but the unloading point, that is the point at which full power could no longer be utilised, was altered to 900 A, 910 V (819 kW) from 1,050 A, 780 V (819 kW).

Only two stages of field weakening were employed, previous machines had six, and this provided ‘full power' at speeds between 7 and 80 mph (130 km/h), and maximum tractive effort was reduced to 41,500 lbf (185,000 N).

The latter half of the 1960s had seen the widespread introduction of solid state electronics and these locomotives incorporated a control system where speed was detected electronically rather than mechanically.

A signal from a tachogenerator was used to close contactors in sequence at given speeds to activate the motor's field weakening process, rather than through contacts and relays as in earlier types.

The control system ensured the traction motors and main generator were all operated within the continuous rating of the machines except in full field conditions when the driver was able to judge how long to remain in the short-term rating condition.

There were two variants of the Class 25/3 sub-class.

Early 25/3 AV locomotives were fitted with vacuum brakes and in due course many of these were dual braked and redesignated 25/3 BX.

By the time the last few locomotives were under construction dual braking had become the norm and ten of the last batch from Derby were built new as 25/3 BX locomotives for work out of Willesden on the recently upgraded West Coast Main Line.

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25259 (originally D7609) stands in the rain in the yard at Syston South Junction on a grey and murky 2nd May 1978.
 
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The Class 25 locomotives were initially delivered to London Midland and Scottish regions while the Western Region had Class 22s to operate in the type 2 power classification.

With the withdrawal of all diesel-hydraulic locomotives planned, there was a perceived gap in this power range, and locomotive 7657 worked trial trips between Exeter and Barnstaple in August 1971 resulting in the WR Chief Civil Engineer approving the use of the class as a direct replacement in the West of England.

The last operational Class 25 was 25322 which was withdrawn on 23 March 1987.

It was then restored by apprentices at Leeds Holbeck shed including repainting in BR two-tone green and having its original number of D7672 applied.

In this form it worked railtours over the Settle–Carlisle line between 1989 and 1991.

Twenty Class 25s have survived in preservation, of all sub-types except Class 25/0.

Twelve members of this class were rescued from Vic Berry's Scrapyard during the late 1980s.

They include D5185 aka 25035 Castell Dinas Brân, D5207 aka 25057, D5209 aka 25059, D5222 aka 25072, D7523 aka 25173 John F Kennedy, D7541 aka 25191, D7594 aka 25244, D7615 aka 25265 Harlech Castle, D7628 aka 25278 Sybilla, D7659 aka 25309, D7629 aka 25279, D7663 aka 25313 and D7633 aka 25904(25283). D7612 was sent to MC Metals before entering preservation.

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D7628 Sybilla, British Rail Class 25, Whitby railway station on 2 August 2021
 
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