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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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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DAVYHULME SEWAGE WORKS, Manchester - With the growth of population in the late nineteenth century, and the proliferation of water closets, the rivers around Manchester were becoming grossly polluted, and the City of Manchester decided to build two deep level sewers to intercept existing sewers. When the first one reached Davyhulme, further extension was blocked by the Manchester Ship Canal, and so a treatment works was built there. The works used precipitation tanks, and a 3 foot gauge tramway was built to facilitate the movement of materials around the site. The first steam locomotive was acquired in 1897, and a further fourteen steam and two diesel locomotives operated on the system before its closure in 1958. This two-road brick engine shed was built in 1915.
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DAVYHULME SEWAGE WORKS, Manchester - With the growth of population in the late nineteenth century, and the proliferation of water closets, the rivers around Manchester were becoming grossly polluted, and the City of Manchester decided to build two deep level sewers to intercept existing sewers. When the first one reached Davyhulme, further extension was blocked by the Manchester Ship Canal, and so a treatment works was built there. The works used precipitation tanks, and a 3 foot gauge tramway was built to facilitate the movement of materials around the site. The first steam locomotive was acquired in 1897, and a further fourteen steam and two diesel locomotives operated on the system before its closure in 1958. This two-road brick engine shed was built in 1915.

  • DARLINGTON WORKS - The first new locomotive was built at the Works in 1864 by the North Eastern Railway, although iniatially these engines to Stockton & Darlington designs. In 1877 the first North Eastern designs appeared. Additionally works (paint and boilershop) were constructed west of the S&DR railway in the Stooperdale area of Darlington. Grandiose offices for the NER were also constructed in the Stooperdale area in 1911, to the design of William Bell. The offices were used by NER chief mechanical engineer Vincent Raven until 1917. In 1914 a class of NER Bo-Bo electric locomotives was built at the works to run between Shildon and Newport. Ten of these 1500 volt direct current locomotives were completed. Sir Vincent Raven designed the NER Class T2 0-8-0 freight locomotive in 1913, and by 1921 the works had built 120 of the engines, which were later designated Q6 by the LNER. The heavier and more powerful Raven NER Class T3 0-8-0 (LNER Q7) followed in 1919, 15 engines being completed by 1924. Under the LNER it continued to play a major role, producing a new engine each week, with Gresley's K3 class 2-6-0 appearing in 1924. Both the class V2 and A1 express locomotives were also built. By 1927 the works was the town's largest employer.<br /> Darlington Works built six LNER Class K4 2-6-0 locomotives in 1937/38 for operation on the West Highland Line. After Nationalisation, Darlington built both steam and diesel locomotives. In 1954 during the modernisation of British Railways the works was enlarged and had grown to cover over 238,000 square feet but in 1962 the BR Workshops Division was formed and, with rationalisation, the works was run down and closed in 1966. The site since about 1979/80, is occupied by the Morrisons supermarket, and the adjacent Bowls Hall, with the original clock which was restored onto the east wall of the supermarket overhanging North Road. Seen here in 1955 is Class D2/1 NBL 0-4-0 DM Shunter No.11700, which became D2700 in 1957. It was withdrawn in November 1963, only 10 years old, from Goole, where it was no doubt used on the docks. Note the coupling rod on the running board. They were removed if a small shunter was to be towed on the mainline in case the wheels slipped.
  • DARLINGTON WORKS - The first new locomotive was built at the Works in 1864 by the North Eastern Railway, although iniatially these engines to Stockton & Darlington designs. In 1877 the first North Eastern designs appeared. Additionally works (paint and boilershop) were constructed west of the S&DR railway in the Stooperdale area of Darlington. Grandiose offices for the NER were also constructed in the Stooperdale area in 1911, to the design of William Bell. The offices were used by NER chief mechanical engineer Vincent Raven until 1917. In 1914 a class of NER Bo-Bo electric locomotives was built at the works to run between Shildon and Newport. Ten of these 1500 volt direct current locomotives were completed. Sir Vincent Raven designed the NER Class T2 0-8-0 freight locomotive in 1913, and by 1921 the works had built 120 of the engines, which were later designated Q6 by the LNER. The heavier and more powerful Raven NER Class T3 0-8-0 (LNER Q7) followed in 1919, 15 engines being completed by 1924. Under the LNER it continued to play a major role, producing a new engine each week, with Gresley's K3 class 2-6-0 appearing in 1924. Both the class V2 and A1 express locomotives were also built. By 1927 the works was the town's largest employer.<br /> Darlington Works built six LNER Class K4 2-6-0 locomotives in 1937/38 for operation on the West Highland Line. After Nationalisation, Darlington built both steam and diesel locomotives. In 1954 during the modernisation of British Railways the works was enlarged and had grown to cover over 238,000 square feet but in 1962 the BR Workshops Division was formed and, with rationalisation, the works was run down and closed in 1966. The site since about 1979/80, is occupied by the Morrisons supermarket, and the adjacent Bowls Hall, with the original clock which was restored onto the east wall of the supermarket overhanging North Road. Seen here in April 1962 on the Works scrapline is Class L1 2-6-4T No.67750, withdrawn in December 1961 from 9G Gorton.
  • DARLINGTON WORKS - The first new locomotive was built at the Works in 1864 by the North Eastern Railway, although iniatially these engines to Stockton & Darlington designs. In 1877 the first North Eastern designs appeared. Additionally works (paint and boilershop) were constructed west of the S&DR railway in the Stooperdale area of Darlington. Grandiose offices for the NER were also constructed in the Stooperdale area in 1911, to the design of William Bell. The offices were used by NER chief mechanical engineer Vincent Raven until 1917. In 1914 a class of NER Bo-Bo electric locomotives was built at the works to run between Shildon and Newport. Ten of these 1500 volt direct current locomotives were completed. Sir Vincent Raven designed the NER Class T2 0-8-0 freight locomotive in 1913, and by 1921 the works had built 120 of the engines, which were later designated Q6 by the LNER. The heavier and more powerful Raven NER Class T3 0-8-0 (LNER Q7) followed in 1919, 15 engines being completed by 1924. Under the LNER it continued to play a major role, producing a new engine each week, with Gresley's K3 class 2-6-0 appearing in 1924. Both the class V2 and A1 express locomotives were also built. By 1927 the works was the town's largest employer.<br /> Darlington Works built six LNER Class K4 2-6-0 locomotives in 1937/38 for operation on the West Highland Line. After Nationalisation, Darlington built both steam and diesel locomotives. In 1954 during the modernisation of British Railways the works was enlarged and had grown to cover over 238,000 square feet but in 1962 the BR Workshops Division was formed and, with rationalisation, the works was run down and closed in 1966. The site since about 1979/80, is occupied by the Morrisons supermarket, and the adjacent Bowls Hall, with the original clock which was restored onto the east wall of the supermarket overhanging North Road. Seen here in the Works receiving attention is Class 05 Hunslet 0-6-0DM Shunter No.2586, withdrawn in April 1967 from 51C West Hartlepool.
  • DARLINGTON WORKS - The first new locomotive was built at the Works in 1864 by the North Eastern Railway, although iniatially these engines to Stockton & Darlington designs. In 1877 the first North Eastern designs appeared. Additionally works (paint and boilershop) were constructed west of the S&DR railway in the Stooperdale area of Darlington. Grandiose offices for the NER were also constructed in the Stooperdale area in 1911, to the design of William Bell. The offices were used by NER chief mechanical engineer Vincent Raven until 1917. In 1914 a class of NER Bo-Bo electric locomotives was built at the works to run between Shildon and Newport. Ten of these 1500 volt direct current locomotives were completed. Sir Vincent Raven designed the NER Class T2 0-8-0 freight locomotive in 1913, and by 1921 the works had built 120 of the engines, which were later designated Q6 by the LNER. The heavier and more powerful Raven NER Class T3 0-8-0 (LNER Q7) followed in 1919, 15 engines being completed by 1924. Under the LNER it continued to play a major role, producing a new engine each week, with Gresley's K3 class 2-6-0 appearing in 1924. Both the class V2 and A1 express locomotives were also built. By 1927 the works was the town's largest employer.<br /> Darlington Works built six LNER Class K4 2-6-0 locomotives in 1937/38 for operation on the West Highland Line. After Nationalisation, Darlington built both steam and diesel locomotives. In 1954 during the modernisation of British Railways the works was enlarged and had grown to cover over 238,000 square feet but in 1962 the BR Workshops Division was formed and, with rationalisation, the works was run down and closed in 1966. The site since about 1979/80, is occupied by the Morrisons supermarket, and the adjacent Bowls Hall, with the original clock which was restored onto the east wall of the supermarket overhanging North Road. Seen here in Works for overhaul is Departmental Shunter No.87, built in 1961 by Ruston & Hornsby and withdrawn 1970.
  • DARLINGTON WORKS - The first new locomotive was built at the Works in 1864 by the North Eastern Railway, although iniatially these engines to Stockton & Darlington designs. In 1877 the first North Eastern designs appeared. Additionally works (paint and boilershop) were constructed west of the S&DR railway in the Stooperdale area of Darlington. Grandiose offices for the NER were also constructed in the Stooperdale area in 1911, to the design of William Bell. The offices were used by NER chief mechanical engineer Vincent Raven until 1917. In 1914 a class of NER Bo-Bo electric locomotives was built at the works to run between Shildon and Newport. Ten of these 1500 volt direct current locomotives were completed. Sir Vincent Raven designed the NER Class T2 0-8-0 freight locomotive in 1913, and by 1921 the works had built 120 of the engines, which were later designated Q6 by the LNER. The heavier and more powerful Raven NER Class T3 0-8-0 (LNER Q7) followed in 1919, 15 engines being completed by 1924. Under the LNER it continued to play a major role, producing a new engine each week, with Gresley's K3 class 2-6-0 appearing in 1924. Both the class V2 and A1 express locomotives were also built. By 1927 the works was the town's largest employer.<br /> Darlington Works built six LNER Class K4 2-6-0 locomotives in 1937/38 for operation on the West Highland Line. After Nationalisation, Darlington built both steam and diesel locomotives. In 1954 during the modernisation of British Railways the works was enlarged and had grown to cover over 238,000 square feet but in 1962 the BR Workshops Division was formed and, with rationalisation, the works was run down and closed in 1966. The site since about 1979/80, is occupied by the Morrisons supermarket, and the adjacent Bowls Hall, with the original clock which was restored onto the east wall of the supermarket overhanging North Road. Seen here is Class V2 2-6-2 No.4788 in Works Paint Shop on October 1937, one month before entering traffic. Note Sentinel railcar behind.
  • DAVYHULME SEWAGE WORKS, Manchester - With the growth of population in the late nineteenth century, and the proliferation of water closets, the rivers around Manchester were becoming grossly polluted, and the City of Manchester decided to build two deep level sewers to intercept existing sewers. When the first one reached Davyhulme, further extension was blocked by the Manchester Ship Canal, and so a treatment works was built there. The works used precipitation tanks, and a 3 foot gauge tramway was built to facilitate the movement of materials around the site. The first steam locomotive was acquired in 1897, and a further fourteen steam and two diesel locomotives operated on the system before its closure in 1958. This two-road brick engine shed was built in 1915.
  • DAWSHOLM LOCOMOTIVE DEPOT (65D) - This shed was located on the east side of the Dawsholm to Bellshaugh Junction line of the Glasgow Central Railway. The shed was a 6-track single ended building with a 2-track repair shed opened in 1896 by the Caledonian Railway. The shed provided motive power for the Glasgow Central Railway system, the lines through Glasgow Central Low Level, as a consequence of which, in March 1959, the allocation of 49 engines was composed largely of small passenger tank engines , shunting engines and about 15 goods locos. Closure came in October 1964. In this shot from 1958, we can see 3 Class WD 8F 2-8-0's, the nearest being No.90547, a 62C Dunfermline engine.
  • 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 around the turntable in April 1950 as Class 6P 'Jubilee' Class 4-6-0 No.45664 NELSON and Class 5MT 4-6-0's Nos.44853 and 44819.
  • 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 at a public open day is Riddles BR Class 7 Britannia 4-6-2 No.70043 LORD KITCHENER, built by Crewe Works in June 1953. It has been with twin Westinghouse brake pumps, no nameplates and no smoke deflectors. The brake pumps were used in tests for comparing air brake and vacuum brake. They mainly worked on lengthy mineral trains between Toton and Brent. This was part of an exercise to decide on the type of brake for future use. It was withdrawn from 5B Crewe South in August 1965.
  • 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 id LMS Class 8F 2-8-0 No.48314, a Toton loco, on the running shed.
  • 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 inside the shed is Class 3F 'Jinty' 0-6-0T No.47236, surrounded by Class 03 diesel shunters. 47236 was a Derby loco between 1960 and 1964.
  • 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 BR Standard Class 5MT 4-6-0 No.73043 in September 1958, when it was allocated to 41B Sheffield Grimethorpe. The loco was withdrawn in July 1967 from 70A Nine Elms.
  • 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 LMS Class 0F 0-4-0T No.41537, a 22B Gloucester Barnwood engine, no doubt at Derby for maintenance. Note the coal briquettes stacked on the tank tops. These locos had very little bunker capacity and so carried it where they could.
  • 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.
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