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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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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CROMER BEACH LOCOMOTIVE DEPOT - This little depot opened when the M&GN arrived in Cromer in 1887 and was a brick single road dead-end shed with room for only a single loco. It was a sub-shed of Melton Constable and had no fixed allocation, the loco stabled there usually being the one that worked the first train in the morning. On summer weekends, however, there could be as many as eight engines in the shed and yard, having worked in on excursions. The shed closed in March 1959 along with the rest of the M&GN and has now completely disappeared.
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CROMER BEACH LOCOMOTIVE DEPOT - This little depot opened when the M&GN arrived in Cromer in 1887 and was a brick single road dead-end shed with room for only a single loco. It was a sub-shed of Melton Constable and had no fixed allocation, the loco stabled there usually being the one that worked the first train in the morning. On summer weekends, however, there could be as many as eight engines in the shed and yard, having worked in on excursions. The shed closed in March 1959 along with the rest of the M&GN and has now completely disappeared.

  • 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 Grand Junction Railway built the first locomotive at Crewe in 1843. By 1846, the demand for space was such that wagon building was moved, first to Edge Hill and Manchester, then to a new works at Earlestown. By 1848, the works employed over 1,000 producing one locomotive a week. In 1845, the Liverpool and Manchester Railway was merged with the Grand Junction. These, in turn, merged in 1846, with the London and Birmingham Railway and the Manchester and Birmingham Railway to form the London and North Western Railway (LNWR). All four had their own workshops but, in time, locomotive building was concentrated at Crewe. In 1862, locomotive work was transferred from Wolverton Works, which became the carriage works, while wagon building was concentrated at Earlestown. In 1853, Crewe had begun to make its own wrought iron and roll its own rails, and in 1864 installed a Bessemer converter for manufacturing steel. In 1868 it became the first place to use open-hearth furnaces on an industrial scale. It also built its own brickworks. Later the works was fitted with two electric arc furnaces. Production increased steadily and, with the sale to the Lancashire and Yorkshire Railway of ten 2-4-0 and eighty six 0-6-0 locomotives, privately owned manufacturers took out an injunction in 1876 to restrain the railway from producing anything but its own needs. This remained in force until British Rail Engineering Limited was established in 1969. When the LNWR became part of the London, Midland and Scottish Railway (LMS) in 1923, its passenger locomotives were eclipsed by those of the former Midland Railway, which offered light, fast and frequent services. As traffic density increased, there was a need for longer trains and more powerful locomotives to haul them. In 1932, William Stanier became Chief Mechanical Engineer and set out to rationalise production. Since Crewe had experience with heavier locomotives and had its own steel making facilities, he chose it as his main production location. Crewe produced all the new boilers for the LMS, and all heavy drop stampings and forgings. It also produced most of the heavy steel components for the track and other structures. After British Railways (BR) was formed in 1948, Robert Riddles introduced the BR standard classes, many of them built at Crewe. The last steam locomotive built at Crewe, Class 9 number 92250, was completed in December 1958. Crewe Works built 7,331 steam locomotives. Diesel production commenced, with Class 24 D5030 the first main line example completed in 1959. The final diesel locomotives built at Crewe Works were the Class 56 with the last completed in 1984, while the final class of electric locomotives were the Class 91 with the last completed in 1991. Crewe Works became a part of British Rail Engineering Limited when the former BR Workshops were set up as a separate business in 1969 and was privatised in 1989. This company was soon sold to ASEA Brown-Boveri, which merged with Daimler Benz in 1996 to form Adtranz, itself taken over by Bombardier in 2001. At its height, Crewe Works employed over 20,000 people; in 2005 fewer than 1,000 remained on site, with a further 270 redundancies announced in November of that year and more cutbacks or even closure possible. Current work is largely focused on general maintenance and the inspection of seriously damaged stock. Much of the site once occupied by the Works has been sold off and is now occupied by a supermarket, leisure park and a large new health centre. Seen here is the traverser, used for moving dead engines around the Works, in March 1966.
  • CREWE WORKS - the Scrapline, playing host to at least 15 Class 40's, all awaiting the cutter's torch, 21/09/85.
  • CREWE WORKS - The Works at Crewe handled some of the biggest maintenance jobs on British Railways and overhauls on these giant Beyer-Garratt engines must have been about the biggest. They weighed-in at about 150 tons and were employed hauling immensely long coal trains from the Midlands to London. Seen here is Fowler LMS Beyer Garratt 2-6-0+0-6-2T No.47976 at Crewe Works for overhaul. It was based at 18A Toton and withdrawn from there in April 1956.
  • CRICKLEWOOD LOCOMOTIVE DEPOT (14A/14B/CW) - Opened in 1892 by the Midland Railway, Cricklewood Depot was brick double roundhouse on the west side of the line, north of the station. The allocation of engines in March 1959 was 54, mainly goods and mixed traffic locos, including 10 Class 3F 0-6-0T's for shunting duties and a dozen each of Class 4F 0-6-0's and Class 8F 2-8-0's. % Class 9F 2-10-0's were housed there too. The depot closed to steam in December 1964 but a new diesel depot was built adjacent to it and this was home to Class 25, 27, 31 and 45 diesels as well as the all of the DMU's employed on St. Pancras suburban services. This depot closed in the mid-1980's, but with the coming of electrification to the Midland Main Line, a new depot was built on the eastern side of the mainline where the Midland Railway had originally built a goods yard, located directly north of the sidings and above the northern junction with the Dudding Hill Line. Today, the depot serves as the London base for East Midlands Railway, providing stabling and operational servicing for both its InterCity 125 8-coach sets and 5-coach Class 222. Seen here in 1962 with Class 45 D123 is Fowler LMS Class 6P Patriot 4-6-0 No.45532 ILLUSTRIOUS, withdrawn from 12B Carlisle Upperby in February 1964.
  • CRICKLEWOOD LOCOMOTIVE DEPOT (14A/14B/CW) - Opened in 1892 by the Midland Railway, Cricklewood Depot was brick double roundhouse on the west side of the line, north of the station. The allocation of engines in March 1959 was 54, mainly goods and mixed traffic locos, including 10 Class 3F 0-6-0T's for shunting duties and a dozen each of Class 4F 0-6-0's and Class 8F 2-8-0's. % Class 9F 2-10-0's were housed there too. The depot closed to steam in December 1964 but a new diesel depot was built adjacent to it and this was home to Class 25, 27, 31 and 45 diesels as well as the all of the DMU's employed on St. Pancras suburban services. This depot closed in the mid-1980's, but with the coming of electrification to the Midland Main Line, a new depot was built on the eastern side of the mainline where the Midland Railway had originally built a goods yard, located directly north of the sidings and above the northern junction with the Dudding Hill Line. Today, the depot serves as the London base for East Midlands Railway, providing stabling and operational servicing for both its InterCity 125 8-coach sets and 5-coach Class 222. Seen here in May 1962 is brand new Class 27 BRCW Type 2 Bo-Bo DE No.D5384. Under TOPS, it became 27 035 and was withdrawn Eastfield in September 1976. These locos were a common sight at Peterborough in the mid'60's as a number were based at Leicester.
  • CROES NEWYDD LOCOMOTIVE DEPOT (84J/89B/6C) - This depot was built by the Great Western Railway in 1902. It was a brick roundhouse built within the triangle of lines at Croes Newydd Junction. In 1963, the depot was transferred to the Midland Region and became a sub-shed of Shrewsbury. Gradually thereafter, the GWR locos were transferred away or withdrawn and replaced by LMS/BR standard designs, the BR Standard Class 5MT 4-6-0 seeming to be a favourite. The depot closed in June 1967. Seen here in September 1966 is Riddles BR Class 4 4-6-0 No.75060 withdrawn from this depot in April 1967.
  • CROMER BEACH LOCOMOTIVE DEPOT - This little depot opened when the M&GN arrived in Cromer in 1887 and was a brick single road dead-end shed with room for only a single loco. It was a sub-shed of Melton Constable and had no fixed allocation, the loco stabled there usually being the one that worked the first train in the morning. On summer weekends, however, there could be as many as eight engines in the shed and yard, having worked in on excursions. The shed closed in March 1959 along with the rest of the M&GN and has now completely disappeared.
  • CROMER BEACH LOCOMOTIVE DEPOT - This little depot opened when the M&GN arrived in Cromer in 1887 and was a brick single road dead-end shed with room for only a single loco. It was a sub-shed of Melton Constable and had no fixed allocation, the loco stabled there usually being the one that worked the first train in the morning. On summer weekends, however, there could be as many as eight engines in the shed and yard, having worked in on excursions. The shed closed in March 1959 along with the rest of the M&GN and has now completely disappeared. Seen here is GER/LNER Class B12 4-6-0 No.61540, withdrawn from 32F Yarmouth Beach in October 1957, outside the shed in May 1954.
  • CROMER BEACH LOCOMOTIVE DEPOT - This little depot opened when the M&GN arrived in Cromer in 1887 and was a brick single road dead-end shed with room for only a single loco. It was a sub-shed of Melton Constable and had no fixed allocation, the loco stabled there usually being the one that worked the first train in the morning. On summer weekends, however, there could be as many as eight engines in the shed and yard, having worked in on excursions. The shed closed in March 1959 along with the rest of the M&GN and has now completely disappeared. Seen here is GER/LNER Class B12 4-6-0 No.61547, withdrawn from 32A Norwich Thorpe in October 1958.
  • CROMER BEACH LOCOMOTIVE DEPOT - This little depot opened when the M&GN arrived in Cromer in 1887 and was a brick single road dead-end shed with room for only a single loco. It was a sub-shed of Melton Constable and had no fixed allocation, the loco stabled there usually being the one that worked the first train in the morning. On summer weekends, however, there could be as many as eight engines in the shed and yard, having worked in on excursions. The shed closed in March 1959 along with the rest of the M&GN and has now completely disappeared. Seen here is M&GN Class A LNER Class C17 4-4-2T No.20, withdrawn from Melton Constable in April 1942, after 1933 when the tank tops were cut down.
  • DARLINGTON LOCOMOTIVE DEPOT (51A) - The North Eastern Railway opened its first depot here, a roundhouse, in 1866, the LNER a 9-track shed in 1940 and in 1958 BR opened a diesel depot. Because of the proximity of Darlington Works, the depot often hosted visitors from foreign parts but most of the locos were home-grown. Darlington Depot closed in to steam in March 1966. In June 1963, the date of this picture, Class A3 4-6-2 No.60051 BLINK BONNY has just been transferred from Heaton and was just 18 months from withdrawal. The Class A3 must be among the most elegant, if not the pinnacle, of man's creations!
  • DARLINGTON LOCOMOTIVE DEPOT (51A) - The North Eastern Railway opened its first depot here, a roundhouse, in 1866, the LNER a 9-track shed in 1940 and in 1958 BR opened a diesel depot. Because of the proximity of Darlington Works, the depot often hosted visitors from foreign parts but most of the locos were home-grown. Darlington Depot closed in to steam in March 1966. Seen here at its home depot, Darlington, is Peppercorn Class A1 4-6-2 No.60124 KENILWORTH, withdrawn from there in March 1966.
  • DARLINGTON LOCOMOTIVE DEPOT (51A) - The North Eastern Railway opened its first depot here, a roundhouse, in 1866, the LNER a 9-track shed in 1940 and in 1958 BR opened a diesel depot. Because of the proximity of Darlington Works, the depot often hosted visitors from foreign parts but most of the locos were home-grown. Darlington Depot closed in to steam in March 1966. Seen here in April 1956 is Class 10 BR 0-6-0DE Shunter No.13137, which became D3137 in 1957. These Class 10 shunters were, relatively speaking, at 146 engines, a small class and so withdrawals began in 1967 and all wwere gone by 1972. This loco was withdrawn in July 1970 from Toton TMD.
  • DARLINGTON LOCOMOTIVE DEPOT (51A) - The North Eastern Railway opened its first depot here, a roundhouse, in 1866, the LNER a 9-track shed in 1940 and in 1958 BR opened a diesel depot. Because of the proximity of Darlington Works, the depot often hosted visitors from foreign parts but most of the locos were home-grown. Darlington Depot closed in to steam in March 1966. Seen here in March 1965 is Peppercorn LNER/BR Class K1 2-6-0 No.62044, a Darlington based engine at that time, withdrawn from 51C West Hartlepool in July 1967.
  • DARLINGTON LOCOMOTIVE DEPOT (51A) - The North Eastern Railway opened its first depot here, a roundhouse, in 1866, the LNER a 9-track shed in 1940 and in 1958 BR opened a diesel depot. Because of the proximity of Darlington Works, the depot often hosted visitors from foreign parts but most of the locos were home-grown. Darlington Depot closed in to steam in March 1966. Seen here in May 1962 is Peppercorn LNER/BR Class K1 2-6-0 No.62064, a Darlington based engine, from where it was withdrawn in September 1965.
  • DARLINGTON LOCOMOTIVE DEPOT (51A) - The North Eastern Railway opened its first depot here, a roundhouse, in 1866, the LNER a 9-track shed in 1940 and in 1958 BR opened a diesel depot. Because of the proximity of Darlington Works, the depot often hosted visitors from foreign parts but most of the locos were home-grown. Darlington Depot closed in to steam in March 1966. Seen here is Class 05 Hunslet 0-6-0DM Shunter No.D2592, built in December 1959 and withdrawn just 9 years later in March 1968 from Haymarket TMD.
  • DARLINGTON LOCOMOTIVE DEPOT (51A) - The North Eastern Railway opened its first depot here, a roundhouse, in 1866, the LNER a 9-track shed in 1940 and in 1958 BR opened a diesel depot. Because of the proximity of Darlington Works, the depot often hosted visitors from foreign parts but most of the locos were home-grown. Here we see a view of the south end of the shed in 1936 with a Raven Atalntic on the left and a Sentinel steam railcar plus numerous other engines.
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