2. RAILWAYS
  3. BRITISH RAILWAY LOCOMOTIVE DEPOTS, WORKS AND STABLING POINTS.

BRITISH RAILWAY LOCOMOTIVE DEPOTS, WORKS AND STABLING POINTS.

Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped. Some of these pictures were taken by me, some passed on by friends and others have been bought and are part of my collection. These pictures are published for pleasure/information/research purposes only and are not for sale or copy under any circumstances. Information in captions has been researched as thoroughly as possible but its accuracy cannot be guaranteed.
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CHESTER LOCOMOTIVE DEPOT (6A) - This depot was opened by the London & North Western Railway in 1870 and was a brick-built eight road dead-ended shed located on the north side of the Chester to Crewe lines, east of Chester Station. In March 1959, it had an allocation of 46 locomotives, of which 14 were 2-6-4T's for the numerous local passenger services. There were 9 shunting tanks and the remainder were a mixture of goods and mixed traffic engines. Steam hung on in this area and the depot closed as late as June 1967 and was latterly a dump for a number of withdrawn locos. Seen here in in the 1930's with locos of LNWR origin on show. The two small tank engines are Webb Class 1P 2-4-2T's, built in the 1890's and surviving into BR days.
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CHESTER LOCOMOTIVE DEPOT (6A) - This depot was opened by the London & North Western Railway in 1870 and was a brick-built eight road dead-ended shed located on the north side of the Chester to Crewe lines, east of Chester Station. In March 1959, it had an allocation of 46 locomotives, of which 14 were 2-6-4T's for the numerous local passenger services. There were 9 shunting tanks and the remainder were a mixture of goods and mixed traffic engines. Steam hung on in this area and the depot closed as late as June 1967 and was latterly a dump for a number of withdrawn locos. Seen here in in the 1930's with locos of LNWR origin on show. The two small tank engines are Webb Class 1P 2-4-2T's, built in the 1890's and surviving into BR days.

  • CARNFORTH LOCOMOTIVE DEPOT (10A) - Completed in 1944 on the site of the former Furness Railway depot, its late construction in the steam locomotive age resulted in its long-term use and conservation by British Railways. The station and goods yards were in a very important strategic position, acting as a concentration point for goods and passengers originating over a very large geographical area. As steam was steadily withdrawn from BR during the 1960's, the survivors gathered in this area and Carnforth was the last major steam depot in operation, with sub-sheds at Rose Grove and Lostock Hall. It provided the engines that operated on the last day of steam operation and then closed. Part of it was rented out by preservationists while still open and this eventually became Steamtown Carnforth, a very popular attraction for some years, closing in 1998. The site has since been taken over by West Coast Railway Co., who operate a large number of ex-BR diesels on rail tour and charter work and also a number of steam locos. This picture must have been taken not long before closure. The four locos on the left are all preserved: Class 2-6-4T's Nos.42073 and 42085, Class 2MT 2-6-0 No.46441 and Class B1 4-6-0 No.61306. Most of the locos in steam seem to be Class 5MT 'Black Five' 4-6-0's. Note the Class 28 Co-Bo Type 2 diesel with full yellow ends in front of the shed.
  • CARNFORTH LOCOMOTIVE DEPOT (10A) - Completed in 1944 on the site of the former Furness Railway depot, its late construction in the steam locomotive age resulted in its long-term use and conservation by British Railways. The station and goods yards were in a very important strategic position, acting as a concentration point for goods and passengers originating over a very large geographical area. As steam was steadily withdrawn from BR during the 1960's, the survivors gathered in this area and Carnforth was the last major steam depot in operation, with sub-sheds at Rose Grove and Lostock Hall. It provided the engines that operated on the last day of steam operation and then closed. Part of it was rented out by preservationists while still open and this eventually became Steamtown Carnforth, a very popular attraction for some years, closing in 1998. The site has since been taken over by West Coast Railway Co., who operate a large number of ex-BR diesels on rail tour and charter work and also a number of steam locos. This view from 1968, looking north, shows the depot well-stocked with operational engines and the coaling tower in use.
  • CARNFORTH LOCOMOTIVE DEPOT (10A) - Completed in 1944 on the site of the former Furness Railway depot, its late construction in the steam locomotive age resulted in its long-term use and conservation by British Railways. The station and goods yards were in a very important strategic position, acting as a concentration point for goods and passengers originating over a very large geographical area. As steam was steadily withdrawn from BR during the 1960's, the survivors gathered in this area and Carnforth was the last major steam depot in operation, with sub-sheds at Rose Grove and Lostock Hall. It provided the engines that operated on the last day of steam operation and then closed. Part of it was rented out by preservationists while still open and this eventually became Steamtown Carnforth, a very popular attraction for some years, closing in 1998. The site has since been taken over by West Coast Railway Co., who operate a large number of ex-BR diesels on rail tour and charter work and also a number of steam locos. This view of the shed from the south In 1967 shows Class 5MT 'Black Five' No.45095, a remarkable loco, built in April 1935 and lasting right until August 1968, alongside a Class 40 with an Ivatt 4MT 2-6-0 in the left.
  • CARNFORTH LOCOMOTIVE DEPOT (10A) - Completed in 1944 on the site of the former Furness Railway depot, its late construction in the steam locomotive age resulted in its long-term use and conservation by British Railways. The station and goods yards were in a very important strategic position, acting as a concentration point for goods and passengers originating over a very large geographical area. As steam was steadily withdrawn from BR during the 1960's, the survivors gathered in this area and Carnforth was the last major steam depot in operation, with sub-sheds at Rose Grove and Lostock Hall. It provided the engines that operated on the last day of steam operation and then closed. Part of it was rented out by preservationists while still open and this eventually became Steamtown Carnforth, a very popular attraction for some years, closing in 1998. The site has since been taken over by West Coast Railway Co., who operate a large number of ex-BR diesels on rail tour and charter work and also a number of steam locos. This view shows the coaling towers and water tank, extant today, behind Class 5MT 'Black Five' No.44894, just about to go 'on shed'. 44894 was a 10A loco from July 1965 until the end of steam. Note the Class 17 diesels on the right: they wouldn't last much longer than 44894!
  • CARSTAIRS LOCOMOTIVE DEPOT (28C/64D/66E) - This depot was opened by the Caledonian Railway in 1853, located immediately north and east of Carstairs station. It was a brick 4-road through shed and in the Second World War was the location of the emergency Control Office. In March 1959, there were 41 engines allocated. One of the functions of the depot was to provide banking engines for heavy goods trains and so there were 10 tank engines based there for that purpose. There were also 12 small goods engines 13 Class 5MT 4-6-0's and 2 Class WD 8F 2-8-0's plus 4 CR Class 3P 4-4-0's for local passenger trains. It closed to steam in December 1966, then re-opened and then remained in use as a diesel depot, and later as a stabling point after the building was demolished. Sidings still remain in place. Seen here from the station platform in the 1950's.
  • CARSTAIRS LOCOMOTIVE DEPOT (28C/64D/66E) - This depot was opened by the Caledonian Railway in 1853, located immediately north and east of Carstairs station. It was a brick 4-road through shed and in the Second World War was the location of the emergency Control Office. In March 1959, there were 41 engines allocated. One of the functions of the depot was to provide banking engines for heavy goods trains and so there were 10 tank engines based there for that purpose. There were also 12 small goods engines 13 Class 5MT 4-6-0's and 2 Class WD 8F 2-8-0's plus 4 CR Class 3P 4-4-0's for local passenger trains. It closed to steam in December 1966, then re-opened and then remained in use as a diesel depot, and later as a stabling point after the building was demolished. Sidings still remain in place. Seen here in August 1960 is McIntosh CR Class 439 2P 0-4-4T No.55233, a 64C Dalry Road loco at the time, withdrawn in September 1961 from 63A Perth South.
  • CHESTER LOCOMOTIVE DEPOT (6A) - This depot was opened by the London & North Western Railway in 1870 and was a brick-built eight road dead-ended shed located on the north side of the Chester to Crewe lines, east of Chester Station. In March 1959, it had an allocation of 46 locomotives, of which 14 were 2-6-4T's for the numerous local passenger services. There were 9 shunting tanks and the remainder were a mixture of goods and mixed traffic engines. Steam hung on in this area and the depot closed as late as June 1967 and was latterly a dump for a number of withdrawn locos. Seen here in in the 1930's with locos of LNWR origin on show. The two small tank engines are Webb Class 1P 2-4-2T's, built in the 1890's and surviving into BR days.
  • CHESTER LOCOMOTIVE DEPOT (6A) - This depot was opened by the London & North Western Railway in 1870 and was a brick-built eight road dead-ended shed located on the north side of the Chester to Crewe lines, east of Chester Station. In March 1959, it had an allocation of 46 locomotives, of which 14 were 2-6-4T's for the numerous local passenger services. There were 9 shunting tanks and the remainder were a mixture of goods and mixed traffic engines. Steam hung on in this area and the depot closed as late as June 1967 and was latterly a dump for a number of withdrawn locos. Seen here in March 1936 is Bowen-Cooke LNWR Class 2665 4-6-2T No.6996, withdrawn in 1937 when only 20 years old.
  • CHICHESTER LOCOMOTIVE DEPOT, Hundred of Manhood and Selsey Tramway - The locomotive shed at Chichester was adjacent to Abbey Station and was a two-road dead-end shed well able to accommodate most of the railway's ramshackle fleet of engines. Just about the whole loco stock is assembled here, from front to back, are SELSEY (Peckett 2-4-2T of 1897), RINGING ROCK (Manning Wardle 0-6-0ST of 1883, SIDLEHAM (Manning Wardle 0-6-0ST of 1861) and CHICHESTER (Hudswell Clarke 0-6-0ST of 1903) - seen in July 1927.
  • CHICHESTER LOCOMOTIVE DEPOT, Hundred of Manhood and Selsey Tramway - The locomotive shed at Chichester was adjacent to Abbey Station and was a two-road dead-end shed well able to accommodate most of the railway's ramshackle fleet of engines. Seen here are SIDLESHAM, an 0-6-0ST built by Manning Wardle & Co. in 1861 and bought from industrial contractors, scrapped when the line closed in 1935. HESPERUS was an 0-4-2ST, built 1871 by Neilson & Co. and obtained from the PD&SWJR, regauged from 3 foot 6 inches and withdrawn before closure.
  • CHICHESTER LOCOMOTIVE DEPOT, Hundred of Manhood and Selsey Tramway - The locomotive shed at Chichester was adjacent to Abbey Station and was a two-road dead-end shed well able to accommodate most of the railway's ramshackle fleet of engines. Seen here is the Ford railcar poking out. In 1924, Stephens was seeking means of reducing operating expenses and acquired two railcars built on Ford Model T chassis, with bodies by Edmunds of Thetford. They operated together, back-to-back with a truck for luggage and parcels between them; they had rails on the roof to contain additional parcels stowed there. Two more railcars were acquired from the Shefflex Motor Company of Tinsley in 1928; they too operated as a unit with a truck between. The railcars were provided with a crude timber buffer beam in front of the radiator, as protection.
  • Class D3/6 - 12000 - LMS 0-6-0DE Diesel Shunter - built 04/36 by Derby Works as LMS No.7074 - 1955 to BR No.12000 - 04/61 withdrawn from 17A Derby, where seen in July 1950.
  • Class D3/9 - 8001 - LNER Class J45/DES1 0-6-0DE Shunter - built 08/44 by Doncaster Works, Works No.1963, as LNER No.8001 - 05/52 to BR No.15001 - 04/67 withdrawn from 5B Crewe South - seen here at Derby in March 1952 - from 1945 to 1966 Whitemoor Yard pilot.
  • Class D3/12 - 2 - built 09/37 by Ashford Works for Southern Railway - 11/48 to BR No.15202 - 12/64 withdrawn from 73F Ashford Chart Leacon - seen here at Norwood Junction in 1945.
  • Class D3/12 - 3 - built 10/37 by Ashford Works for Southern Railway - 05/50 to BR No.15203 - 11/64 withdrawn from 75C Norwood Junction.
  • CLEVEDON LOCOMOTIVE DEPOT, Weston, Clevedon & Portishead Railway - Seen here in 1927, with 0-6-0ST No.3 WESTON on the left. The rather strange looking affair in the centre was bought in 1926 from Muir-Hill and was based on a Fordson tractor with four 40in. flanged wheels. It had a 4 cylinder petrol engine and weighed about 4 tons. A wooden wagon-like structure with glass-panelled cab was fitted by the WC&PR carpenter. It was scrapped on closure.
  • COALVILLE LOCOMOTIVE DEPOT (17C/15D/15E) - Coalville Depot was opened by the Midland Railway in 1890. It was composed of a brick-built three road shed with a through road sited on the east side of Coalville Station. This locoshed provided engines for a very specific traffic: coal, and the allocation in March 1959 reflected this: 24 engines, all of the LMS 2F/3F/4F 0-6-0's with exception of 1 Class 3F 'Jinty' shunting tank and 3 Class 8F 2-8-0's. The depot closed to steam in October 1965 but continued to stable diesel locos for some years afterwards. Seen here are a row of LMS 0-6-0's with No.44023 nearest the camera in January 1950.
  • COLWICK LOCOMOTIVE DEPOT (38A/40E/16B) - Colwick marshalling yard was designed for the concentration of coal traffic from the Nottinghamshire and Derbyshire Coalfield for transfer to other marshalling yards in London. It was built by the Great Northern Railway in the triangle formed by the Nottingham-Grantham line, and the Nottingham-Derby line. It was built in stages from 1872 and was closed by British Railways in April 1970. Until the 1870's the Midland Railway had a monopoly of the coal traffic from the Nottinghamshire and Derbyshire Coalfield. From the 1850's, the GNR had gained access to Nottingham from Grantham and quickly set about invading Midland territory. In 1870 the GNR purchased 150 acres of land at Colwick to create a new marshalling yard, motive power depot, repair workshop and staff accommodation. By 1876 sidings for 1150 wagons were completed. The GNR line from Nottingham to Derbyshire and Staffordshire was opened in 1878 and the new marshalling yard was situated in the ensuing triangle of lines. By 1879 914,000 tons of coal were being handled, and the continued growth necessitated further extension to the sidings in 1881. The completion of the GNR routes into the coalfield brought about further growth in 1890 and 1900. Colwick was one of the largest marshalling yards of the London and North Eastern Railway after 1923. During the 1950's, the fortunes of the yard matched the decline in use of coal. In 1954 100,000 wagons were handled each month, but this had fallen to 90,000 by 1957 and 70,000 in 1959. The closure of Mapperley Tunnel after a rockfall in April 1960, further reduced the traffic using Colwick, so that barely 50,000 wagons were being handled by 1960. The yard was transferred to the London Midland Region of British Railways in 1966 and its remaining traffic was diverted to the nearby marshaling yards at Toton. The facility was almost entirely closed by April 1970.<br /> To deal with this volume of traffic, a substantial motive power depot was required. The first locomotive servicing depot at Colwick predates the marshalling yard and was opened in 1858. However, the GNR greatly extended the facility to an 18-road dead-end shed in line with the growth of the yard. Facilities included repair shops, coaling plant and a turntable. In December 1922, when the GNR handed over to the LNER, there were 231 locomotives allocated to Colwick, almost entirely heavy freight and suburban passenger locomotives. The depot was closed to steam in December 1966. Seen here in 1932 with the yard still full of GCR types of locomotive.
  • COLWICK LOCOMOTIVE DEPOT (38A/40E/16B) - Colwick marshalling yard was designed for the concentration of coal traffic from the Nottinghamshire and Derbyshire Coalfield for transfer to other marshalling yards in London. It was built by the Great Northern Railway in the triangle formed by the Nottingham-Grantham line, and the Nottingham-Derby line. It was built in stages from 1872 and was closed by British Railways in April 1970. Until the 1870's the Midland Railway had a monopoly of the coal traffic from the Nottinghamshire and Derbyshire Coalfield. From the 1850's, the GNR had gained access to Nottingham from Grantham and quickly set about invading Midland territory. In 1870 the GNR purchased 150 acres of land at Colwick to create a new marshalling yard, motive power depot, repair workshop and staff accommodation. By 1876 sidings for 1150 wagons were completed. The GNR line from Nottingham to Derbyshire and Staffordshire was opened in 1878 and the new marshalling yard was situated in the ensuing triangle of lines. By 1879 914,000 tons of coal were being handled, and the continued growth necessitated further extension to the sidings in 1881. The completion of the GNR routes into the coalfield brought about further growth in 1890 and 1900. Colwick was one of the largest marshalling yards of the London and North Eastern Railway after 1923. During the 1950's, the fortunes of the yard matched the decline in use of coal. In 1954 100,000 wagons were handled each month, but this had fallen to 90,000 by 1957 and 70,000 in 1959. The closure of Mapperley Tunnel after a rockfall in April 1960, further reduced the traffic using Colwick, so that barely 50,000 wagons were being handled by 1960. The yard was transferred to the London Midland Region of British Railways in 1966 and its remaining traffic was diverted to the nearby marshaling yards at Toton. The facility was almost entirely closed by April 1970.<br /> To deal with this volume of traffic, a substantial motive power depot was required. The first locomotive servicing depot at Colwick predates the marshalling yard and was opened in 1858. However, the GNR greatly extended the facility to an 18-road dead-end shed in line with the growth of the yard. Facilities included repair shops, coaling plant and a turntable. In December 1922, when the GNR handed over to the LNER, there were 231 locomotives allocated to Colwick, almost entirely heavy freight and suburban passenger locomotives. The depot was closed to steam in December 1966. Seen here in Class O4 2-8-0 No.3794 in July 1947, built in February 1918 by the North British Loco Co. for the War Department. Despite its ancient appearance, these were excellent engines and this one had another 15 years left in it.
  • COLWICK LOCOMOTIVE DEPOT (38A/40E/16B) - Colwick marshalling yard was designed for the concentration of coal traffic from the Nottinghamshire and Derbyshire Coalfield for transfer to other marshalling yards in London. It was built by the Great Northern Railway in the triangle formed by the Nottingham-Grantham line, and the Nottingham-Derby line. It was built in stages from 1872 and was closed by British Railways in April 1970. Until the 1870's the Midland Railway had a monopoly of the coal traffic from the Nottinghamshire and Derbyshire Coalfield. From the 1850's, the GNR had gained access to Nottingham from Grantham and quickly set about invading Midland territory. In 1870 the GNR purchased 150 acres of land at Colwick to create a new marshalling yard, motive power depot, repair workshop and staff accommodation. By 1876 sidings for 1150 wagons were completed. The GNR line from Nottingham to Derbyshire and Staffordshire was opened in 1878 and the new marshalling yard was situated in the ensuing triangle of lines. By 1879 914,000 tons of coal were being handled, and the continued growth necessitated further extension to the sidings in 1881. The completion of the GNR routes into the coalfield brought about further growth in 1890 and 1900. Colwick was one of the largest marshalling yards of the London and North Eastern Railway after 1923. During the 1950's, the fortunes of the yard matched the decline in use of coal. In 1954 100,000 wagons were handled each month, but this had fallen to 90,000 by 1957 and 70,000 in 1959. The closure of Mapperley Tunnel after a rockfall in April 1960, further reduced the traffic using Colwick, so that barely 50,000 wagons were being handled by 1960. The yard was transferred to the London Midland Region of British Railways in 1966 and its remaining traffic was diverted to the nearby marshaling yards at Toton. The facility was almost entirely closed by April 1970.<br /> To deal with this volume of traffic, a substantial motive power depot was required. The first locomotive servicing depot at Colwick predates the marshalling yard and was opened in 1858. However, the GNR greatly extended the facility to an 18-road dead-end shed in line with the growth of the yard. Facilities included repair shops, coaling plant and a turntable. In December 1922, when the GNR handed over to the LNER, there were 231 locomotives allocated to Colwick, almost entirely heavy freight and suburban passenger locomotives. The depot was closed to steam in December 1966. Seen here in July 1932 is Class O4 2-8-0 No.6324, withdrawn from 31B March as Class O1 No.63687 in October 1963.
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