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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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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SOUTH BLYTH LOCOMOTIVE DEPOT (52F) - This depot was opened by the North Eastern Railway in 1880 to service the local coalfields. It was a brick 6-road dead-end shed to the west of Blyth Station. It did not boast a large or glamorous allocation. In April 1959, it was just 14 engines, 1 shunting tank and all of the others Class J25 or J27 0-6-0 goods engines. These old engines soldiered on right up until the end of steam and were still based here when the shed closed in May 1967. Seen here in October 1958 is Worsdell NER Class G5 0-4-4T No.67281, withdrawn just two months later from neighbouring North Blyth.
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SOUTH BLYTH LOCOMOTIVE DEPOT (52F) - This depot was opened by the North Eastern Railway in 1880 to service the local coalfields. It was a brick 6-road dead-end shed to the west of Blyth Station. It did not boast a large or glamorous allocation. In April 1959, it was just 14 engines, 1 shunting tank and all of the others Class J25 or J27 0-6-0 goods engines. These old engines soldiered on right up until the end of steam and were still based here when the shed closed in May 1967. Seen here in October 1958 is Worsdell NER Class G5 0-4-4T No.67281, withdrawn just two months later from neighbouring North Blyth.

  • SHIREBROOK TRACTION MAINTENANCE DEPOT (SB) - Shirebrook Diesel Depot officially opened in June 1965 as a new-build ‘running shed’ resulting from the BR’s Modernisation Plans. It was ideally placed to service the diesel locomotive fleet that worked the huge amount of local colliery traffic generated by the North Nottinghamshire coalfield. Prior to building the depot, new diesels were allocated to nearby Langwith Junction steam shed (41J), which proved to be completely unsuitable for the task. It was decided to convert the redundant Midland Railway goods shed and yard at Shirebrook West station, on the line from Mansfield to Worksop, into a temporary servicing and refuelling point. A number of diesel shunters and Type 2 locomotives were transferred here from Langwith Junction, but the single-road goods shed was very limited in capacity and only one loco could be accommodated in the shed at a time. Both a servicing pit and high-level staging were needed to facilitate access by fitters. By the end of 1963, Type 2 locos were supplemented by the much more powerful Type 4 (Class 47) locos. Though they were allocated to Tinsley, they were out-stationed at Shirebrook West to handle the heavier MGR coal traffic. It became clear to BR a purpose-built servicing and refuelling facility was urgently needed at Shirebrook. During 1962/3, the Brush/BR Prototype No. D0280 FALCON spent time working coal trains while stationed at Shirebrook West – clocking up more than 30,000 miles on these duties. Another resident of note for a while was HS4000 KESTREL. In more recent years, it was frequented by Classes 20, 56 and 58 and had an allocation of Class 08's until 1988. The depot closed in 1995 with the closure of most of the collieries in this area. Seen here in August 1981 is BR/EE Class 08 0-6-0DE Shunter No.08429 in front of the depot with classmates with 08266, 08285 and 08263. It was withdrawn from Shirebrook in September 1983.
  • SHIREBROOK TRACTION MAINTENANCE DEPOT (SB) - Shirebrook Diesel Depot officially opened in June 1965 as a new-build ‘running shed’ resulting from the BR’s Modernisation Plans. It was ideally placed to service the diesel locomotive fleet that worked the huge amount of local colliery traffic generated by the North Nottinghamshire coalfield. Prior to building the depot, new diesels were allocated to nearby Langwith Junction steam shed (41J), which proved to be completely unsuitable for the task. It was decided to convert the redundant Midland Railway goods shed and yard at Shirebrook West station, on the line from Mansfield to Worksop, into a temporary servicing and refuelling point. A number of diesel shunters and Type 2 locomotives were transferred here from Langwith Junction, but the single-road goods shed was very limited in capacity and only one loco could be accommodated in the shed at a time. Both a servicing pit and high-level staging were needed to facilitate access by fitters. By the end of 1963, Type 2 locos were supplemented by the much more powerful Type 4 (Class 47) locos. Though they were allocated to Tinsley, they were out-stationed at Shirebrook West to handle the heavier MGR coal traffic. It became clear to BR a purpose-built servicing and refuelling facility was urgently needed at Shirebrook. During 1962/3, the Brush/BR Prototype No. D0280 FALCON spent time working coal trains while stationed at Shirebrook West – clocking up more than 30,000 miles on these duties. Another resident of note for a while was HS4000 KESTREL. In more recent years, it was frequented by Classes 20, 56 and 58 and had an allocation of Class 08's until 1988. The depot closed in 1995 with the closure of most of the collieries in this area. The Depot plays host to (l-r) 56 005, 58 033 and 20 134 on 24/09/88. I haven't been there since this picture but I suspect that nothing but the slag heaps remain.
  • SHIREBROOK TRACTION MAINTENANCE DEPOT (SB) - Shirebrook Diesel Depot officially opened in June 1965 as a new-build ‘running shed’ resulting from the BR’s Modernisation Plans. It was ideally placed to service the diesel locomotive fleet that worked the huge amount of local colliery traffic generated by the North Nottinghamshire coalfield. Prior to building the depot, new diesels were allocated to nearby Langwith Junction steam shed (41J), which proved to be completely unsuitable for the task. It was decided to convert the redundant Midland Railway goods shed and yard at Shirebrook West station, on the line from Mansfield to Worksop, into a temporary servicing and refuelling point. A number of diesel shunters and Type 2 locomotives were transferred here from Langwith Junction, but the single-road goods shed was very limited in capacity and only one loco could be accommodated in the shed at a time. Both a servicing pit and high-level staging were needed to facilitate access by fitters. By the end of 1963, Type 2 locos were supplemented by the much more powerful Type 4 (Class 47) locos. Though they were allocated to Tinsley, they were out-stationed at Shirebrook West to handle the heavier MGR coal traffic. It became clear to BR a purpose-built servicing and refuelling facility was urgently needed at Shirebrook. During 1962/3, the Brush/BR Prototype No. D0280 FALCON spent time working coal trains while stationed at Shirebrook West – clocking up more than 30,000 miles on these duties. Another resident of note for a while was HS4000 KESTREL. In more recent years, it was frequented by Classes 20, 56 and 58 and had an allocation of Class 08's until 1988. The depot closed in 1995 with the closure of most of the collieries in this area. The view from the late 1980's shows engines of Classes 08, 20, 37, 56 and 58.
  • SHOEBURYNESS LOCOMOTIVE DEPOT (13D/33C) - The London, Tilbury and Southend Railway opened this depot in 1884 as a sub-shed of Plaistow. It was a 4-road brick-built dead-end shed adjacent to the station, as may be seen. In 1950, it was transferred form the Midland Region to the Eastern but this made little difference to the allocation of engines which in April 1959 was 48 engines, all of them 2-6-4T's of LMS origin. However, when this picture was taken in July 1960, their BR equivalent had started to arrive as in No.80074 on the left. The depot closed in June 1962 and was used to store withdrawn engines for some time, displaced by the electrification of the lines it served.
  • SHOEBURYNESS LOCOMOTIVE DEPOT (13D/33C) - The London, Tilbury and Southend Railway opened this depot in 1884 as a sub-shed of Plaistow. It was a 4-road brick-built dead-end shed adjacent to the station, as may be seen. In 1950, it was transferred form the Midland Region to the Eastern but this made little difference to the allocation of engines which in April 1959 was 48 engines, all of them 2-6-4T's of LMS origin. Seen here is Whitelegg LTSR/LMS Class 79 4-4-2T No.41978, withdrawn from 33A Plaistow in February 1959, less than 30 years old.
  • SHREWSBURY LOCOMOTIVE DEPOT (84G/89A/6D/SB) - The Great Western Railway built a locomotive depot at Shrewsbury in 1883 on the east side of Hereford line, south of the station. This joined another shed previously erected by the London & North Western Railway in 1877. The two sheds operated as a joint establishment and consisted of a roundhouse and an 8-road dead-end shed (GWR) and a 9-road dead-end shed (LNWR). Note that for the purposes of this exercise, I am only interested in the ex-LMS allocation as I know absolutely nothing about the GWR (and am not upset about it either!) In March 1964, the sheds were transferred to the Midland Region as 6D but they continued to operate as a joint shed right up until closure to steam in November 1967. In March 1959, there were 105 engines based here, of which 47 were either of LMS or BR origin, including 21 Class 5MT 4-6-0's ans 17 Class 8F 2-8-0's. Diesels then continued to be stabled on the site for some years and in 2008, at Sutton Bridge Junction, just north of the signal box there, a small new depot was opened as part of the ERTMS project on the Cambrian Line. The depot became the base for Network Rail 97/3s (former Class 37 locomotives) for ERTMS testing on the Cambrian Line. The new maintenance depot consists of a single-road inspection shed with an additional siding to one side to run round locomotives/store additional locomotives. Seen here in February 1971 is Class 08 BR/EE 0-6-0DE Shunter No.D3111, actually allocated to Bescot at this time. This loco was withdrawn in August 1980 from Haymarket TMD.
  • SHREWSBURY LOCOMOTIVE DEPOT (84G/89A/6D/SB) - The Great Western Railway built a locomotive depot at Shrewsbury in 1883 on the east side of Hereford line, south of the station. This joined another shed previously erected by the London & North Western Railway in 1877. The two sheds operated as a joint establishment and consisted of a roundhouse and an 8-road dead-end shed (GWR) and a 9-road dead-end shed (LNWR). Note that for the purposes of this exercise, I am only interested in the ex-LMS allocation as I know absolutely nothing about the GWR (and am not upset about it either!) In March 1964, the sheds were transferred to the Midland Region as 6D but they continued to operate as a joint shed right up until closure to steam in November 1967. In March 1959, there were 105 engines based here, of which 47 were either of LMS or BR origin, including 21 Class 5MT 4-6-0's ans 17 Class 8F 2-8-0's. Diesels then continued to be stabled on the site for some years and in 2008, at Sutton Bridge Junction, just north of the signal box there, a small new depot was opened as part of the ERTMS project on the Cambrian Line. The depot became the base for Network Rail 97/3s (former Class 37 locomotives) for ERTMS testing on the Cambrian Line. The new maintenance depot consists of a single-road inspection shed with an additional siding to one side to run round locomotives/store additional locomotives. Seen here is Fowler LMS Class 6P Royal Scot 4-6-0 No.46142 THE YORK AND LANCASTER REGIMENT, withdrawn from 9A Longsight in January 1964.
  • SHREWSBURY LOCOMOTIVE DEPOT (84G/89A/6D/SB) - The Great Western Railway built a locomotive depot at Shrewsbury in 1883 on the east side of Hereford line, south of the station. This joined another shed previously erected by the London & North Western Railway in 1877. The two sheds operated as a joint establishment and consisted of a roundhouse and an 8-road dead-end shed (GWR) and a 9-road dead-end shed (LNWR). Note that for the purposes of this exercise, I am only interested in the ex-LMS allocation as I know absolutely nothing about the GWR (and am not upset about it either!) In March 1964, the sheds were transferred to the Midland Region as 6D but they continued to operate as a joint shed right up until closure to steam in November 1967. In March 1959, there were 105 engines based here, of which 47 were either of LMS or BR origin, including 21 Class 5MT 4-6-0's ans 17 Class 8F 2-8-0's. Diesels then continued to be stabled on the site for some years and in 2008, at Sutton Bridge Junction, just north of the signal box there, a small new depot was opened as part of the ERTMS project on the Cambrian Line. The depot became the base for Network Rail 97/3s (former Class 37 locomotives) for ERTMS testing on the Cambrian Line. The new maintenance depot consists of a single-road inspection shed with an additional siding to one side to run round locomotives/store additional locomotives. Seen here is LNWR Class G2a 0-8-0 No.49066 going off the turntable. Built in 1901, this loco was rebuilt no less than three times and was withdrawn in November 1957. To trainspotters, these engines were known as 'Duck 8's' because of the way they waddled.
  • SHREWSBURY LOCOMOTIVE DEPOT (84G/89A/6D/SB) - The Great Western Railway built a locomotive depot at Shrewsbury in 1883 on the east side of Hereford line, south of the station. This joined another shed previously erected by the London & North Western Railway in 1877. The two sheds operated as a joint establishment and consisted of a roundhouse and an 8-road dead-end shed (GWR) and a 9-road dead-end shed (LNWR). Note that for the purposes of this exercise, I am only interested in the ex-LMS allocation as I know absolutely nothing about the GWR (and am not upset about it either!) In March 1964, the sheds were transferred to the Midland Region as 6D but they continued to operate as a joint shed right up until closure to steam in November 1967. In March 1959, there were 105 engines based here, of which 47 were either of LMS or BR origin, including 21 Class 5MT 4-6-0's ans 17 Class 8F 2-8-0's. Diesels then continued to be stabled on the site for some years and in 2008, at Sutton Bridge Junction, just north of the signal box there, a small new depot was opened as part of the ERTMS project on the Cambrian Line. The depot became the base for Network Rail 97/3s (former Class 37 locomotives) for ERTMS testing on the Cambrian Line. The new maintenance depot consists of a single-road inspection shed with an additional siding to one side to run round locomotives/store additional locomotives. Seen here is Stanier LMS Jubilee Class 4-6-0 No.45613 KENYA, withdrawn from 12A Carlisle Kingmoor in September 1964.
  • SOUTHAMPTON DOCKS LOCOMOTIVE DEPOT (70I) - The LSWR had a depot within Southampton Docks from 1875, famously home to the Class B4 0-4-0T's. These were replaced from the the early 1960;s by Class 07 shunters with a very short wheelbase to <br /> cope with the very tight curves. In this picture, taken before TOPS renumbering, the two we can see are wearing the number discs that denote which part of the docks they are working in.
  • SOUTH BLYTH LOCOMOTIVE DEPOT (52F) - This depot was opened by the North Eastern Railway in 1880 to service the local coalfields. It was a brick 6-road dead-end shed to the west of Blyth Station. It did not boast a large or glamorous allocation. In April 1959, it was just 14 engines, 1 shunting tank and all of the others Class J25 or J27 0-6-0 goods engines. These old engines soldiered on right up until the end of steam and were still based here when the shed closed in May 1967. Class J27 No.65842, seen here inside the shed, moved to South Blyth in March 1965 and was withdrawn from here in January 1967.
  • SOUTH BLYTH LOCOMOTIVE DEPOT (52F) - This depot was opened by the North Eastern Railway in 1880 to service the local coalfields. It was a brick 6-road dead-end shed to the west of Blyth Station. It did not boast a large or glamorous allocation. In April 1959, it was just 14 engines, 1 shunting tank and all of the others Class J25 or J27 0-6-0 goods engines. These old engines soldiered on right up until the end of steam and were still based here when the shed closed in May 1967. Seen here in 1963 with no less than three Class J27 0-6-0's in the yard.
  • SOUTH BLYTH LOCOMOTIVE DEPOT (52F) - This depot was opened by the North Eastern Railway in 1880 to service the local coalfields. It was a brick 6-road dead-end shed to the west of Blyth Station. It did not boast a large or glamorous allocation. In April 1959, it was just 14 engines, 1 shunting tank and all of the others Class J25 or J27 0-6-0 goods engines. These old engines soldiered on right up until the end of steam and were still based here when the shed closed in May 1967. Seen here in October 1958 is Worsdell NER Class G5 0-4-4T No.67281, withdrawn just two months later from neighbouring North Blyth.
  • SOUTH BLYTH LOCOMOTIVE DEPOT (52F) - This depot was opened by the North Eastern Railway in 1880 to service the local coalfields. It was a brick 6-road dead-end shed to the west of Blyth Station. It did not boast a large or glamorous allocation. In April 1959, it was just 14 engines, 1 shunting tank and all of the others Class J25 or J27 0-6-0 goods engines. These old engines soldiered on right up until the end of steam and were still based here when the shed closed in May 1967. Seen here with a Class J27 0-6-0 in the doorway in the 1950's.
  • SOUTH LYNN LOCOMOTIVE DEPOT (31D) - seen here in October 1953 with Ivatt 4MT's much in evidence - they had by this time virtually taken over all services - 43143 sits on the road on the far right whilst Class J69 No.68542 sits in the doorway on the left.
  • SOUTH LYNN LOCOMOTIVE DEPOT (31D) - Seen here looking from the front in the 1910's with, from the left, locos Nos.80, 89 and 83 on view.
  • SOUTH LYNN LOCOMOTIVE DEPOT (31D) - South Lynn, after Melton Constable, was the most important locomotive depot in the M&GN system: very few trains passed here without a loco change. Although the shed itself was not large, it boasted a healthy allocation, 31 locos in August 1953, including 17 of the new Ivatt 4MT 2-6-0's, 4 of which are visible here.
  • SOUTH LYNN LOCOMOTIVE DEPOT (31D) - South Lynn, after Melton Constable, was the most important locomotive depot in the M&GN system: very few trains passed here without a loco change. Although the shed itself was not large, it boasted a healthy allocation, 31 locos in August 1953, including 17 of the new Ivatt 4MT 2-6-0's. Seen here in M&GN days is Johnson Class D 0-6-0 No.71, rebuilt in 1921 with a Type G7 boiler. It was withdrawn in 1943 as LNER No.071.
  • SOUTH LYNN LOCOMOTIVE DEPOT (31D) - South Lynn, after Melton Constable, was the most important locomotive depot in the M&GN system: very few trains passed here without a loco change. Although the shed itself was not large, it boasted a healthy allocation, 31 locos in August 1953, including 17 of the new Ivatt 4MT 2-6-0's. Seen here is Class C 4-4-0 No.51, withdrawn in May 1943 as LNER No.051.
  • SOUTH LYNN LOCOMOTIVE DEPOT (31D) - South Lynn, after Melton Constable, was the most important locomotive depot in the M&GN system: very few trains passed here without a loco change. Although the shed itself was not large, it boasted a healthy allocation, 35 locos when seen here in the summer of 1952, including 15 of the new Ivatt 4MT 2-6-0's that eventually virtually took over the system.
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