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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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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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.
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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.

  • DERBY LOCOMOTIVE DEPOT (17A) - The Midland Railway opened its depot at Derby in 1890. It was double brick roundhouse with a huge allocation of the MR's small engines and often played host to engines either awaiting Works or just leaving. In March 1959, the allocation was 113 engines of all types, no less than 25 being Class 4F 0-6-0's. It closed to steam in March 1967 and declined thereafter in favour of the nearby large depot at Toton. Seen here is the turntable in the main roundhouse in 1862..
  • DERBY LOCOMOTIVE DEPOT (17A) - The Midland Railway opened its depot at Derby in 1890. It was double brick roundhouse with a huge allocation of the MR's small engines and often played host to engines either awaiting Works or just leaving. It closed to steam in March 1967 and declined thereafter in favour of the nearby large depot at Toton. Here we see Class 25 No. D7559, a product of Derby Works, in one of the roundhouses in the early 1960's.
  • 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 in February 1959 is Class D3/1 North British 0-4-0DM Shunter No.D2910, only 4 months old and already in Works. It was withdrawn in February 1967 from 5B Crewe South.
  • 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 in July 1950 is Class D3/6 LMS 0-6-0DE Diesel Shunter No.12000,built in April 1936 by Derby Works as LMS No.7074. It was withdrawn from 5B Crewe South in April 1961 and scrapped by Derby Works as well.
  • 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 in July 1951 is Johnson MR 1532 Class 1P 0-4-4T No.1379, seen here at Derby Works and withdrawn from 71J Highbridge in November 1956. The loco did not receive it's BR number until August 1951 but has somehow managed to receive a smokebox number plate. It looks as though it's being used as a stationary boiler here.
  • 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 in Works in August 1952 is Fowler 0-4-0DM Shunter No.ED2, built in 1949 by John Fowler, Leeds, Works No.4200041. There were 8 of these little shunters built (not all the same!) and they were used in engineering departments like sleeper works and rail depots. This was withdrawn in June 1965 and scrapped in 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 is BR Class 25 Type 2 Bo-Bo DE No.25056 looking very ex-Works. It was withdrawn in August 1982 from Carlisle Kingmoor TMD.
  • 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 is Stanier Class 3P 2-6-2T No.40047 looking rather neglected in the Works yard in April 1959. It was not officially withdrawn until November but it doubt that it ever turned a wheel again.
  • 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, one such as seen here. The shed actually closed in 1950 but remained open for fuelling purposes.
  • 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.
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