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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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.
PLEASE NOTE : IMPORTANT MESSAGE : Please be aware that I do not sell copies of ANY of my pictures, DO NOT email copies to viewers or allow re-posting on other sites. Neither do I wish to enter into correspondence with any individual or group regarding my pictures or their captions. All comments reflect my personal opinions and I am not prepared to discuss these with anyone or to spend the rest of my life answering inane questions. I apologise for this disclaimer but I'm afraid it has been forced upon me. I have no wish to offend anyone and I hope you will continue to enjoy my pictures at your leisure.
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CREWE WORKS - Overhauling and rebuilding steam locomotives was a major part of the duties carried out at Crewe Works. When in for a major overhaul, an engine was stripped right back to it's bare bones as can be seen here with Riddles BR Class 9F 2-10-0 No.92234,built by Crewe Works just 8 years previously and undergoing an overhaul in September 1966. The loco was withdrawn from 8H Birkenhead Mollington Street in November 1967. The last steam engine to receive a major overhaul was 'Britannia' Class Pacific No.70013 OLIVER CROMWELL between November 1966 and February 1967, thus ensuring her preservation.
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CREWE WORKS - Overhauling and rebuilding steam locomotives was a major part of the duties carried out at Crewe Works. When in for a major overhaul, an engine was stripped right back to it's bare bones as can be seen here with Riddles BR Class 9F 2-10-0 No.92234,built by Crewe Works just 8 years previously and undergoing an overhaul in September 1966. The loco was withdrawn from 8H Birkenhead Mollington Street in November 1967. The last steam engine to receive a major overhaul was 'Britannia' Class Pacific No.70013 OLIVER CROMWELL between November 1966 and February 1967, thus ensuring her preservation.

  • 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 is LMS Class 8F 2-8-0 No.48180. It was a Colwick loco for all of 1966.
  • 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 is Robinson GCR Class 9J LNER Class J11 0-6-0 No.64318, a resident of 40A Lincoln.
  • 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.<br /> This aerial view of the yards and locoshed shows the coaling tower and the depot roughly in the centre and the marshalling yards to the west.
  • 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.<br /> This view looking east in the late 1950's has the depot on the left. Note the GNR shunting signals.
  • CONSETT LOCOMOTIVE DEPOT (54D/52K) - Consett Depot was opened by the North Eastern Railway in 1875 and consisted of two single road brick-built sheds, one dead-end and one through sited at Consett Junction, in the fork of the lines. This depot was not the home of express passenger engines. Here coal was king and the allocation in April 1959 reflected this: 13 NER Class Q6 0-8-0's and one Class J94 0-6-0ST. The depot closed in May 1965 with the majority of the allocation still Class Q6's. Seen here in 1954 with Class WD 8F 2-8-0 No.90045 in the shed.
  • COVENTRY LOCOMOTIVE DEPOT (2F/2D) - This depot was built by the London & North Western Railway in 1866 in the fork of the Warwick and Rugby lines, east of the station. It was only a brick 2-road dead-end shed and did host a large allocation of engines. In September 1950, this was just 12 goods engines, 6 of them Class G2 7F 0-8-0's. The depot closed in November 1958 but was used to store withdrawn locos until the end of 1963. One such locomotive seen here is Stanier LMS Jubilee Class 4-6-0 No.45599 BECHUANALAND, officially withdrawn from 2B Nuneaton in August 1964.
  • CREWE ELECTRIC TRACTION MAINTENANCE DEPOT (5H/CE)- Crewe Electric TMD (officially named Crewe IEMD – International Electric Maintenance Depot) is a traction maintenance depot for AC electric and diesel-electric locomotives. It is situated to the north-west of Crewe railway station on the Crewe to Chester railway line, opposite Crewe Works. The depot is operated by DB Cargo UK and was built in 1963 at a time when Crewe became the hub of the WCML electrification network. Much of the depot space is now taken up by stored electric locos, many of which have no regular diagrams and are not likely to have any in the near future. These currently include 16 Class 86's, 14 Class 90's and 14 Class 92's, some of the latter having barely ever turned a wheel since built. Seen here in 2009 is IEMD01, ex 08824, the depot pilot, in front of the shed, also now in store but at Barrow Hill.
  • CREWE GRESTY LANE YARD - A fine line-up of withdrawn Class 25's on the Gresty Lane scrapline, 21/09/85.
  • CREWE NORTH LOCOMOTIVE DEPOT (5A) - This depot was built by the London & North Western Railway in 1865. It consisted of brick built 12-road and 4-road dead ended sheds and an 8 track semi-roundhouse on the west side of the line, north of the station. In March 1959, it had an allocation of 125 engines covering the full spectrum of LMS loco classes from MR Class 2P 4-4-0's to 71000 DUKE OF GLOUCESTER. It could boast 18 Pacific's, 43 Patriot/Jubilee/Royal Scot Class 4-6-0's and 42 LMS Class 5MT 4-6-0's. By April 1965, in the face of ever-advancing electrification, this had reduced to just 38 engines, 28 of the BR Standard Class 7MT 'Britannia's. The depot closed the next month. Seen here in July 1934 is Hughes LYR/LMS 'Dreadnought' Class 4-6-0 No.10423, withdrawn in July 1948 without receiving its BR number.
  • CREWE SOUTH LOCOMOTIVE DEPOT (5B) - The town of Crewe was from the very early days of the LNWR a major junction and it's rural nature was just the reason that Crewe Works was built here. Crewe South was opened in 1897 by the LNWR and was a large brick 12-road through shed built in the fork of the Stafford and Shrewsbury lines. In March 1959 it had an allocation of 117 locomotives and was home mainly to mixed traffic and heavy goods types. It was also home to no less than 16 Class 3F 'Jinty' 0-6-0T's for shunting duties in the mass of goods sidings that surround the depot. Once electrification reached Crewe, the need for large steam depots declined and April 1965 found the allocation reduced to just 59 engines. Of these, 13 were 'Jinty' 0-6-0T's and 14 were Class 8F 2-8-0's. The remainder were mixed traffic locos. However, the depot still saw much use as the North West was one of the last regions of BR to dieselise and the depot remained open to steam until November 1967 and a visit to the depot in September 1967 found no less than 81 steam locos present, albeit some few of them withdrawn. It is seen here in May 1964 looking very active. Sharp eyes will notice a GWR 4-6-0 in the left.
  • CREWE SOUTH LOCOMOTIVE DEPOT (5B) - The town of Crewe was from the very early days of the LNWR a major junction and it's rural nature was just the reason that Crewe Works was built here. Crewe South was opened in 1897 by the LNWR and was a large brick 12-road through shed built in the fork of the Stafford and Shrewsbury lines. In March 1959 it had an allocation of 117 locomotives and was home mainly to mixed traffic and heavy goods types. It was also home to no less than 16 Class 3F 'Jinty' 0-6-0T's for shunting duties in the mass of goods sidings that surround the depot. Once electrification reached Crewe, the need for large steam depots declined and April 1965 found the allocation reduced to just 59 engines. Of these, 13 were 'Jinty' 0-6-0T's and 14 were Class 8F 2-8-0's. The remainder were mixed traffic locos. However, the depot still saw much use as the North West was one of the last regions of BR to dieselise and the depot remained open to steam until November 1967 and a visit to the depot in September 1967 found no less than 81 steam locos present, albeit some few of them withdrawn. The coaling plant is seen here in September 1933 with Class G2a 0-8-0 No.9029 taking coal.
  • CREWE WORKS - All sorts of locomotives ended up at Crewe Works for any number of reasons. Seen here with a classmate is Class 15 Clayton Type 1 Bo-Bo DE No.D8243, built in 1961 and withdrawn in February 1969, another spectacularly unsuccessful class! This loco escaped the cutter's torch being converted to Carriage Heating Unit No.ADB968000 on withdrawal and surviving until 1991 before scrapping.
  • CREWE WORKS - A row of duff 'Duffs'! Dumped at Crewe Works in August 1996 are Class 47's 340/473/446/439/320 and 442.
  • CREWE WORKS - A view of the yard in March 1966 with Class 5MT No.45386 parked in front of BR Class 7MT No.70041 SIR JOHN MOORE. Note that the Black Five has no motion of this side. On the left are two Class 28 Co-Bo's, a spectacularly unsuccessful class of engines, which probably spent more time being repaired than in traffic.
  • CREWE WORKS - I cannot be certain that this is a picture of the first Class 91 under construction in the Erecting Shop at Crewe Works but, seeing as the picture is dated February 1988, it might well be.
  • CREWE WORKS - Moving 100 ton plus engines around in the confines of a workshop is no easy task and this is usually accomplished by using a traverser, as seen here with Class 40 English Electric Type 4 1-Co-Co-1 DE No.D229 SAXONIA as passenger. This engine was withdrawn in April 1984 as 40029.
  • CREWE WORKS - Much in the way of new technology and experimental work was carried out at Crewe Works and seen here in March 1954 is Stanier LMS Class 5MT 4-6-0 No.44981 fitted with a corridor tender. The corridor passes along the left side if the window is any indication. What effect this had on coal and water capacity I can't imagine. Neither I can I imagine what service a Black 5 might operate that would require such a tender. The loco was withdrawn from 6D Shrewsbury in January 1967 but probably without this tender.
  • CREWE WORKS - One of the more exotic birds to alight at Crewe Works in 1966 was Class 28 Metropolitan Vickers Type 2 Co-Bo DE No.D5717, one of a class of 20 built in 1959 by Metropolitan Vickers. They were intended to be used on the overnight 'Condor' fast fitted freights from London to Glasgow but they were so unreliable that by 1961 all had been sent back to the builder for rectification work. This didn't cure their problems (like windows falling out when under power!) and all were withdrawn, this engine in September 1968.
  • CREWE WORKS - Overhauling and rebuilding steam locomotives was a major part of the duties carried out at Crewe Works. When in for a major overhaul, an engine was stripped right back to it's bare bones as can be seen here with Riddles BR Class 9F 2-10-0 No.92234,built by Crewe Works just 8 years previously and undergoing an overhaul in September 1966. The loco was withdrawn from 8H Birkenhead Mollington Street in November 1967. The last steam engine to receive a major overhaul was 'Britannia' Class Pacific No.70013 OLIVER CROMWELL between November 1966 and February 1967, thus ensuring her preservation.
  • CREWE WORKS - The Erecting Shop in 1935 and a very illustrious and ill-fated inhabitant. These are the frames of 'Turbomotive' No.6202 under construction. The locomotive chassis was constructed as the third prototype of the LMS Princess Royal Class, utilising the class frame design. It had turbines instead of conventional cylinders and compared to some other experimental steam locomotives of the era was relatively successful, showing a saving of coal compared to a normal reciprocating engine and no hammer blow on the track. When a turbine failure occurred in 1949 it was considered uneconomic to repair during post-war austerity measures, so the locomotive was taken out of service pending a rebuild. Now numbered 46202, it was rebuilt as a conventional locomotive in 1952, using new mainframes and a set of cylinders of the same type as used in the "Coronation" class] and named PRINCESS ANNE. On October 8th, 1952, after only two months in service, it was the train engine of the double-headed Liverpool and Manchester express involved in the Harrow and Wealdstone railway accident. The locomotive was taken to Crewe, where it was deemed beyond economical repair and scrapped. The destruction of No. 46202 led to the construction of BR Standard Class 8 number 71000, Duke of Gloucester.
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