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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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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DONCASTER WORKS - In 1866, Patrick Stirling was appointed as Locomotive Superintendent of the Great Northern Railway. At this time the Works also began building new coaches: in 1873 the first sleeping cars; in 1879 the first dining cars in the United Kingdom; and in 1882 the first corridor coaches. In 1891, 99 locomotives, 181 carriages and 1,493 wagons were built. Among the locomotives the Works produced were the Stirling Singles, the Ivatt Atlantics and the Gresley Pacifics. The works continued to build a variety of rolling stock. During the Second World War, like other workshops it joined in the war effort, producing, among other things, Horsa gliders for the D-Day airborne assault. The carriage building shop was destroyed by fire in 1940. New buildings in 1949 were designed with the British Railways standard all-steel carriages in mind. In 1957, BR Standard Class 4MT 2-6-0 No.76114, the last of over 2,000 steam locomotives, was completed. Carriage building finished in 1962, but the works was modernised with the addition of a diesel locomotive repair shop. Under British Rail Engineering Limited, new diesel shunters and 25 kV electric locomotives have been built, plus Class 56 and Class 58 diesel-electric locomotives. In 2007, Bombardier Transportation closed its part of the works. In early 2008 the main locomotive repair shop was demolished to make way for housing. Wabtec Rail continues to conduct passenger fleet refurbishment at the Doncaster site. 58033 is still incomplete in the erecting shop at Doncaster Works, 14/09/85. 58033 was withdrawn in August 2002 and exported to France to work on LGV(Est) in October 2004 and is stored at Alizay.
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DONCASTER WORKS - In 1866, Patrick Stirling was appointed as Locomotive Superintendent of the Great Northern Railway. At this time the Works also began building new coaches: in 1873 the first sleeping cars; in 1879 the first dining cars in the United Kingdom; and in 1882 the first corridor coaches. In 1891, 99 locomotives, 181 carriages and 1,493 wagons were built. Among the locomotives the Works produced were the Stirling Singles, the Ivatt Atlantics and the Gresley Pacifics. The works continued to build a variety of rolling stock. During the Second World War, like other workshops it joined in the war effort, producing, among other things, Horsa gliders for the D-Day airborne assault. The carriage building shop was destroyed by fire in 1940. New buildings in 1949 were designed with the British Railways standard all-steel carriages in mind. In 1957, BR Standard Class 4MT 2-6-0 No.76114, the last of over 2,000 steam locomotives, was completed. Carriage building finished in 1962, but the works was modernised with the addition of a diesel locomotive repair shop. Under British Rail Engineering Limited, new diesel shunters and 25 kV electric locomotives have been built, plus Class 56 and Class 58 diesel-electric locomotives. In 2007, Bombardier Transportation closed its part of the works. In early 2008 the main locomotive repair shop was demolished to make way for housing. Wabtec Rail continues to conduct passenger fleet refurbishment at the Doncaster site. 58033 is still incomplete in the erecting shop at Doncaster Works, 14/09/85. 58033 was withdrawn in August 2002 and exported to France to work on LGV(Est) in October 2004 and is stored at Alizay.

  • DERBY WORKS - Around 1840, the North Midland Railway, the Midland Counties Railway and the Birmingham and Derby Railway set up workshops to the rear of Derby station. When the three companies merged in 1844 to form the Midland Railway, Derby became its headquarters and the workshops merged to become the Midland Railway Locomotive Works. After improving the workshops and facilities, including a second roundhouse in 1847, it was decided that the railway should build its own engines. New building began in 1851 but throughout its existence the Midland never became fully self-sufficient, usually having its locos built by private contractors to its own designs. A further, much larger, roundhouse was built in 1852, followed by a large rectangular engine shed with two turntables in 1890. The original North Midland workshop, which by then had become offices, was raised by one storey in 1859–60, the clock tower being increased in height accordingly. A long footbridge was added from the entrance door to the front of the station, of which only a fragment remains today. By the end of the 1860's the Works had expanded to such an extent, that, in 1873, it separated into the Locomotive Works, remaining behind the station, and Derby Carriage & Wagon Works, further south, off Litchurch Lane. Sameul Johnson became the new Locomotive Superintendent when Kirltey died in office in 1873. His engine policy was to build small, 4-coupled passenger engines and 6-coupled goods locos, a policy that persisted at Derby almost to the Grouping, despite the fact that these locomotives proved to be underpowered and double-heading on trains was both common and acceptable. In 1909, Henry Fowler became Chief Mechanical Engineer. He updated and rebuilt many of Johnson's locomotives but the engine policy did not change much. In 1923, the LMS took over the Works, but things did not really change until Stanier became CME in 1932. He was a Swindon man and started to adopt GWR practices, replacing the myriad of small engines produced by the constituent companies with standardised classes of six-coupled and eight-coupled locomotives. With Nationalisation in 1948, the Works produced 106 Standard Class 4 2-6-4 tank engines, then from 1951 to 1957 turned to Standard Class 5 4-6-0's, 110 in all. The last steam locomotive to be built was BR Wtandard Class 5 4-6-0 No.73154, bringing the total to 2,941. In 1948 the first British main-line diesel electric locomotive had been driven out of the paint shop by Ivatt himself, number 10000, just in time to have LMS livery. Its sibling 10001 began its life in British Railways livery. In 1952 the experimental diesel-mechanical locomotive, the Fell diesel, went into service. There matters rested until British Rail's Modernisation Plan and in 1958 production began on the first ten Type 2 main line locos, later known as the Class 24. In 1959 the first of the Type 4s, later classified Class 44 emerged from the works. The Class 24 were followed by the Class 25, and the Class 44 by the Class 45 and Class 46. The full complement having been achieved in 1962, new production was concentrated at Crewe, but Derby received one more order when Beyer, Peacock & Company asked to be released from its contract. When production ceased in 1966, over 1,000 diesel locomotives had been built at Derby. The only new build after that time was six electric non-driving motor coaches in 1977 for the Advanced Passenger Train formations. In 1964 British Railways established the British Rail Research Division, which reported directly to the British Railways Board, and moved into the new Railway Technical Centre. In 1969 the workshops were turned into the BR subsidiary British Rail Engineering Limited (BREL) which also had its headquarters in the Railway Technical Centre. In 1990 the closure of BREL Derby locomotive works was announced. The locomotive works was mostly demolished, part of the plant was used for bogie production by Bombardier Transportation. The Works site, along with the land formerly occupied by Chaddesden sidings and the gas works, was renamed Pride Park, part of which is occupied by the Derby County Football Club's Pride Park Stadium. Seen here on May 1952 on a Works visit is Class 45 BR Type 4 1-Co-Co-1 No.D74, 45051 under TOPS, withdrawn in April 1987. It appears to be an Open Day at the Works.
  • DERBY WORKS - Around 1840, the North Midland Railway, the Midland Counties Railway and the Birmingham and Derby Railway set up workshops to the rear of Derby station. When the three companies merged in 1844 to form the Midland Railway, Derby became its headquarters and the workshops merged to become the Midland Railway Locomotive Works. After improving the workshops and facilities, including a second roundhouse in 1847, it was decided that the railway should build its own engines. New building began in 1851 but throughout its existence the Midland never became fully self-sufficient, usually having its locos built by private contractors to its own designs. A further, much larger, roundhouse was built in 1852, followed by a large rectangular engine shed with two turntables in 1890. The original North Midland workshop, which by then had become offices, was raised by one storey in 1859–60, the clock tower being increased in height accordingly. A long footbridge was added from the entrance door to the front of the station, of which only a fragment remains today. By the end of the 1860's the Works had expanded to such an extent, that, in 1873, it separated into the Locomotive Works, remaining behind the station, and Derby Carriage & Wagon Works, further south, off Litchurch Lane. Sameul Johnson became the new Locomotive Superintendent when Kirltey died in office in 1873. His engine policy was to build small, 4-coupled passenger engines and 6-coupled goods locos, a policy that persisted at Derby almost to the Grouping, despite the fact that these locomotives proved to be underpowered and double-heading on trains was both common and acceptable. In 1909, Henry Fowler became Chief Mechanical Engineer. He updated and rebuilt many of Johnson's locomotives but the engine policy did not change much. In 1923, the LMS took over the Works, but things did not really change until Stanier became CME in 1932. He was a Swindon man and started to adopt GWR practices, replacing the myriad of small engines produced by the constituent companies with standardised classes of six-coupled and eight-coupled locomotives. With Nationalisation in 1948, the Works produced 106 Standard Class 4 2-6-4 tank engines, then from 1951 to 1957 turned to Standard Class 5 4-6-0's, 110 in all. The last steam locomotive to be built was BR Wtandard Class 5 4-6-0 No.73154, bringing the total to 2,941. In 1948 the first British main-line diesel electric locomotive had been driven out of the paint shop by Ivatt himself, number 10000, just in time to have LMS livery. Its sibling 10001 began its life in British Railways livery. In 1952 the experimental diesel-mechanical locomotive, the Fell diesel, went into service. There matters rested until British Rail's Modernisation Plan and in 1958 production began on the first ten Type 2 main line locos, later known as the Class 24. In 1959 the first of the Type 4s, later classified Class 44 emerged from the works. The Class 24 were followed by the Class 25, and the Class 44 by the Class 45 and Class 46. The full complement having been achieved in 1962, new production was concentrated at Crewe, but Derby received one more order when Beyer, Peacock & Company asked to be released from its contract. When production ceased in 1966, over 1,000 diesel locomotives had been built at Derby. The only new build after that time was six electric non-driving motor coaches in 1977 for the Advanced Passenger Train formations. In 1964 British Railways established the British Rail Research Division, which reported directly to the British Railways Board, and moved into the new Railway Technical Centre. In 1969 the workshops were turned into the BR subsidiary British Rail Engineering Limited (BREL) which also had its headquarters in the Railway Technical Centre. In 1990 the closure of BREL Derby locomotive works was announced. The locomotive works was mostly demolished, part of the plant was used for bogie production by Bombardier Transportation. The Works site, along with the land formerly occupied by Chaddesden sidings and the gas works, was renamed Pride Park, part of which is occupied by the Derby County Football Club's Pride Park Stadium. Seen here on May 1952 on a Works visit is Class D3/9 LNER Class J45/DES1 0-6-0DE Shunter No.15001, built in August 1944 by Doncaster Works as LNER No.8001, the number it still bears in this picture. Four of these shunters were built to work the humps at Whitemoor Marshalling Yards as it was found that steam locomotives were not capable of sustaining the required low speeds over the humps for sustained periods and they did this successfully for over 20 years. It was withdrawn for 5B Crewe South in April 1967.
  • DERBY WORKS - Around 1840, the North Midland Railway, the Midland Counties Railway and the Birmingham and Derby Railway set up workshops to the rear of Derby station. When the three companies merged in 1844 to form the Midland Railway, Derby became its headquarters and the workshops merged to become the Midland Railway Locomotive Works. After improving the workshops and facilities, including a second roundhouse in 1847, it was decided that the railway should build its own engines. New building began in 1851 but throughout its existence the Midland never became fully self-sufficient, usually having its locos built by private contractors to its own designs. A further, much larger, roundhouse was built in 1852, followed by a large rectangular engine shed with two turntables in 1890. The original North Midland workshop, which by then had become offices, was raised by one storey in 1859–60, the clock tower being increased in height accordingly. A long footbridge was added from the entrance door to the front of the station, of which only a fragment remains today. By the end of the 1860's the Works had expanded to such an extent, that, in 1873, it separated into the Locomotive Works, remaining behind the station, and Derby Carriage & Wagon Works, further south, off Litchurch Lane. Sameul Johnson became the new Locomotive Superintendent when Kirltey died in office in 1873. His engine policy was to build small, 4-coupled passenger engines and 6-coupled goods locos, a policy that persisted at Derby almost to the Grouping, despite the fact that these locomotives proved to be underpowered and double-heading on trains was both common and acceptable. In 1909, Henry Fowler became Chief Mechanical Engineer. He updated and rebuilt many of Johnson's locomotives but the engine policy did not change much. In 1923, the LMS took over the Works, but things did not really change until Stanier became CME in 1932. He was a Swindon man and started to adopt GWR practices, replacing the myriad of small engines produced by the constituent companies with standardised classes of six-coupled and eight-coupled locomotives. With Nationalisation in 1948, the Works produced 106 Standard Class 4 2-6-4 tank engines, then from 1951 to 1957 turned to Standard Class 5 4-6-0's, 110 in all. The last steam locomotive to be built was BR Wtandard Class 5 4-6-0 No.73154, bringing the total to 2,941. In 1948 the first British main-line diesel electric locomotive had been driven out of the paint shop by Ivatt himself, number 10000, just in time to have LMS livery. Its sibling 10001 began its life in British Railways livery. In 1952 the experimental diesel-mechanical locomotive, the Fell diesel, went into service. There matters rested until British Rail's Modernisation Plan and in 1958 production began on the first ten Type 2 main line locos, later known as the Class 24. In 1959 the first of the Type 4s, later classified Class 44 emerged from the works. The Class 24 were followed by the Class 25, and the Class 44 by the Class 45 and Class 46. The full complement having been achieved in 1962, new production was concentrated at Crewe, but Derby received one more order when Beyer, Peacock & Company asked to be released from its contract. When production ceased in 1966, over 1,000 diesel locomotives had been built at Derby. The only new build after that time was six electric non-driving motor coaches in 1977 for the Advanced Passenger Train formations. In 1964 British Railways established the British Rail Research Division, which reported directly to the British Railways Board, and moved into the new Railway Technical Centre. In 1969 the workshops were turned into the BR subsidiary British Rail Engineering Limited (BREL) which also had its headquarters in the Railway Technical Centre. In 1990 the closure of BREL Derby locomotive works was announced. The locomotive works was mostly demolished, part of the plant was used for bogie production by Bombardier Transportation. The Works site, along with the land formerly occupied by Chaddesden sidings and the gas works, was renamed Pride Park, part of which is occupied by the Derby County Football Club's Pride Park Stadium. Seen here undergoing overhaul in August 1951 is Gresley LNER Class J38 No.64788, a 30F Parkeston Quay engine at that time, withdrawn in June 1959 from 30A Stratford. With it are an LMS 4F 0-6-0 and the remains of an LMS 4MT 2-6-4T.
  • DERBY WORKS - Around 1840, the North Midland Railway, the Midland Counties Railway and the Birmingham and Derby Railway set up workshops to the rear of Derby station. When the three companies merged in 1844 to form the Midland Railway, Derby became its headquarters and the workshops merged to become the Midland Railway Locomotive Works. After improving the workshops and facilities, including a second roundhouse in 1847, it was decided that the railway should build its own engines. New building began in 1851 but throughout its existence the Midland never became fully self-sufficient, usually having its locos built by private contractors to its own designs. A further, much larger, roundhouse was built in 1852, followed by a large rectangular engine shed with two turntables in 1890. The original North Midland workshop, which by then had become offices, was raised by one storey in 1859–60, the clock tower being increased in height accordingly. A long footbridge was added from the entrance door to the front of the station, of which only a fragment remains today. By the end of the 1860's the Works had expanded to such an extent, that, in 1873, it separated into the Locomotive Works, remaining behind the station, and Derby Carriage & Wagon Works, further south, off Litchurch Lane. Sameul Johnson became the new Locomotive Superintendent when Kirltey died in office in 1873. His engine policy was to build small, 4-coupled passenger engines and 6-coupled goods locos, a policy that persisted at Derby almost to the Grouping, despite the fact that these locomotives proved to be underpowered and double-heading on trains was both common and acceptable. In 1909, Henry Fowler became Chief Mechanical Engineer. He updated and rebuilt many of Johnson's locomotives but the engine policy did not change much. In 1923, the LMS took over the Works, but things did not really change until Stanier became CME in 1932. He was a Swindon man and started to adopt GWR practices, replacing the myriad of small engines produced by the constituent companies with standardised classes of six-coupled and eight-coupled locomotives. With Nationalisation in 1948, the Works produced 106 Standard Class 4 2-6-4 tank engines, then from 1951 to 1957 turned to Standard Class 5 4-6-0's, 110 in all. The last steam locomotive to be built was BR Wtandard Class 5 4-6-0 No.73154, bringing the total to 2,941. In 1948 the first British main-line diesel electric locomotive had been driven out of the paint shop by Ivatt himself, number 10000, just in time to have LMS livery. Its sibling 10001 began its life in British Railways livery. In 1952 the experimental diesel-mechanical locomotive, the Fell diesel, went into service. There matters rested until British Rail's Modernisation Plan and in 1958 production began on the first ten Type 2 main line locos, later known as the Class 24. In 1959 the first of the Type 4s, later classified Class 44 emerged from the works. The Class 24 were followed by the Class 25, and the Class 44 by the Class 45 and Class 46. The full complement having been achieved in 1962, new production was concentrated at Crewe, but Derby received one more order when Beyer, Peacock & Company asked to be released from its contract. When production ceased in 1966, over 1,000 diesel locomotives had been built at Derby. The only new build after that time was six electric non-driving motor coaches in 1977 for the Advanced Passenger Train formations. In 1964 British Railways established the British Rail Research Division, which reported directly to the British Railways Board, and moved into the new Railway Technical Centre. In 1969 the workshops were turned into the BR subsidiary British Rail Engineering Limited (BREL) which also had its headquarters in the Railway Technical Centre. In 1990 the closure of BREL Derby locomotive works was announced. The locomotive works was mostly demolished, part of the plant was used for bogie production by Bombardier Transportation. The Works site, along with the land formerly occupied by Chaddesden sidings and the gas works, was renamed Pride Park, part of which is occupied by the Derby County Football Club's Pride Park Stadium. Seen here undergoing overhaul in August 1951 is Gresley LNER Class J38 No.64789, a 40A Lincoln engine at that time, withdrawn in July 1960 from 31B March.
  • DEVONS ROAD LOCOMOTIVE DEPOT (1D) - The North London Railway established a large motive power depot at Bow around 1850, which was demolished in 1882 and incorporated into Bow Works. Two larger locomotive depots were then built at Devons Road nearby. The No.1 shed was badly damaged by bombing during the Second World War. It was rebuilt in 1946 by the London Midland and Scottish Railway as a 10-road, dead-end shed. In September 1950, it had an allocation of 48 engines, 40 of which were LMS Class 3F 'Jinty' 0-6-oT's. It was converted into the first UK diesel maintenance depot by British Railways in 1958 and was closed in 1964 and demolished. The No.2 shed was closed by the London Midland and Scottish Railway in 1935 and demolished. During its brief career as a diesel depot the allocation mainly consisted of small shunting engines and local goods engines of Classes 16 and 20, like D8041 seen here in 1961. Note the ladder - these seem to have disappeared early on.
  • DEVONS ROAD LOCOMOTIVE DEPOT (1D) - The North London Railway established a large motive power depot at Bow around 1850, which was demolished in 1882 and incorporated into Bow Works. Two larger locomotive depots were then built at Devons Road nearby. The No.1 shed was badly damaged by bombing during the Second World War. It was rebuilt in 1946 by the London Midland and Scottish Railway as a 10-road, dead-end shed. In September 1950, it had an allocation of 48 engines, 40 of which were LMS Class 3F 'Jinty' 0-6-oT's. It was converted into the first UK diesel maintenance depot by British Railways in 1958 and was closed in 1964 and demolished. The No.2 shed was closed by the London Midland and Scottish Railway in 1935 and demolished. During its brief career as a diesel depot the allocation mainly consisted of small shunting engines and local goods engines of Classes 16 and 20. Here we see Class 16 D8201, a Devons Road loco, in 1958 when new.
  • DINGWALL LOCOMOTIVE DEPOT - This was a timber two-road locomotive shed built in 1870 by the Highland Railway and was a sub-shed of 60A Inverness It was approached by a headshunt to the north which made its connection to the railway at the south end of the station loop. Seen here in 1954, it's allocation would have been a Caledonian Railway Class 439 0-4-4T, usually No.55199, for local passenger services and a CR Class 43 4-4-0 for everything else, such as No.54458 seen here. The shed actually closed in 1950 but remained open for fuelling purposes.
  • DONCASTER LNWR LOCOMOTIVE DEPOT - This was an 8-road dead-end shed built in about 1885 and closed by 1937, when we see it here looking derelict. It was coded No.6 by the LNWR. I am unable to discover much more about this locoshed.
  • DONCASTER LOCOMOTIVE DEPOT (36A) - Doncaster was one of the most important locosheds on the ECML and home to hundreds of engines of all kinds. In this April 1958 view, we can see a very smart Class V2 on the right and a number of freight engines on the left.
  • DONCASTER LOCOMOTIVE DEPOT (36A) - Doncaster was one of the most important locosheds on the ECML and home to hundreds of engines of all kinds. In this September 1951 view, we see mostly freight engines of Classes O4, J52, O2 and J6.
  • DONCASTER LOCOMOTIVE DEPOT (36A) - Doncaster was one of the most important locosheds on the ECML and home to hundreds of engines of all kinds. In this view taken in May 1963, we can see engines of Classes A1, A3, B1, V2 and 9F.
  • DONCASTER LOCOMOTIVE DEPOT (36A) - Doncaster was one of the most important locosheds on the ECML and home to hundreds of engines of all kinds. Seen here in May 1964 is Peppercorn BR Class A1 4-6-2 No.60158 ABERDONIAN, with only 7 months left in traffic before withdrawal from this depot.
  • DONCASTER LOCOMOTIVE DEPOT (36A) - Doncaster was one of the most important locosheds on the ECML and home to hundreds of engines of all kinds. Seen here is Holden GER Class 69/1 0-6-0T 68558 a long way from home. This loco was withdrawn in January 1961 from 40E Colwick.
  • DONCASTER LOCOMOTIVE DEPOT (36A) - Doncaster was one of the most important locosheds on the ECML and home to hundreds of engines of all kinds. Seen here with a Class 40 diesel behind it in June 1963 is Peppercorn Class A1 4-6-2 No.60124 KENILWORTH, withdrawn in March 1966 from 51A Darlington.
  • DONCASTER LOCOMOTIVE DEPOT (36A) - seen here in April 1932, with numerous 2-8-0's and 0-6-0's in picture, plus then A1 4481 ST SIMON in the centre.
  • DONCASTER WORKS - All manner of locomotives turned up at Doncaster Works for a variety of reasons. Seen here in 1959 is Class D2/1 NBL 0-4-0DM Shunter No.11702, built in 1954 by North British Loco Co. In 1957 it was renumbered to D2702 and withdrawn March 1967 from Goole, where no doubt it had seen use on the docks. Note the coupling rods on the running board. These locos could not be moved at even moderate speeds with the coupling in place for fear of the axles slipping.
  • DONCASTER WORKS - A row of Choppers for the chop! Dumped at Doncaster Works in February 1989 are Class 20's 077/022/150/161 and 177. It looks as though someone has already had a go at 20077!
  • DONCASTER WORKS - From the appearance of the locos around it, I'd guess that Class 23 EE Type 2 Bo-Bo DE No.D5906 has been to an Open Day in 1960. Note that both it and the Class 22 next to it are carrying tail lamps indicating they have been under tow. D5903 was withdrawn in September 1968 after a short and inglorious career.
  • DONCASTER WORKS - In 1866, Patrick Stirling was appointed as Locomotive Superintendent of the Great Northern Railway. At this time the Works also began building new coaches: in 1873 the first sleeping cars; in 1879 the first dining cars in the United Kingdom; and in 1882 the first corridor coaches. In 1891, 99 locomotives, 181 carriages and 1,493 wagons were built. Among the locomotives the Works produced were the Stirling Singles, the Ivatt Atlantics and the Gresley Pacifics. The works continued to build a variety of rolling stock. During the Second World War, like other workshops it joined in the war effort, producing, among other things, Horsa gliders for the D-Day airborne assault. The carriage building shop was destroyed by fire in 1940. New buildings in 1949 were designed with the British Railways standard all-steel carriages in mind. In 1957, BR Standard Class 4MT 2-6-0 No.76114, the last of over 2,000 steam locomotives, was completed. Carriage building finished in 1962, but the works was modernised with the addition of a diesel locomotive repair shop. Under British Rail Engineering Limited, new diesel shunters and 25 kV electric locomotives have been built, plus Class 56 and Class 58 diesel-electric locomotives. In 2007, Bombardier Transportation closed its part of the works. In early 2008 the main locomotive repair shop was demolished to make way for housing. Wabtec Rail continues to conduct passenger fleet refurbishment at the Doncaster site. 03084 receives a major overhaul at Doncaster Works whilst her sisters were being withdrawn in droves, 14/09/85. The loco survived until 07/87, withdrawn from Crown Point and then preserved.
  • DONCASTER WORKS - In 1866, Patrick Stirling was appointed as Locomotive Superintendent of the Great Northern Railway. At this time the Works also began building new coaches: in 1873 the first sleeping cars; in 1879 the first dining cars in the United Kingdom; and in 1882 the first corridor coaches. In 1891, 99 locomotives, 181 carriages and 1,493 wagons were built. Among the locomotives the Works produced were the Stirling Singles, the Ivatt Atlantics and the Gresley Pacifics. The works continued to build a variety of rolling stock. During the Second World War, like other workshops it joined in the war effort, producing, among other things, Horsa gliders for the D-Day airborne assault. The carriage building shop was destroyed by fire in 1940. New buildings in 1949 were designed with the British Railways standard all-steel carriages in mind. In 1957, BR Standard Class 4MT 2-6-0 No.76114, the last of over 2,000 steam locomotives, was completed. Carriage building finished in 1962, but the works was modernised with the addition of a diesel locomotive repair shop. Under British Rail Engineering Limited, new diesel shunters and 25 kV electric locomotives have been built, plus Class 56 and Class 58 diesel-electric locomotives. In 2007, Bombardier Transportation closed its part of the works. In early 2008 the main locomotive repair shop was demolished to make way for housing. Wabtec Rail continues to conduct passenger fleet refurbishment at the Doncaster site. 58033 is still incomplete in the erecting shop at Doncaster Works, 14/09/85. 58033 was withdrawn in August 2002 and exported to France to work on LGV(Est) in October 2004 and is stored at Alizay.
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