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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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.
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GUILDFORD LOCOMOTIVE DEPOT (70C) - The 13-road semi-roundhouse at Guildford was opened by the London & South Western Railway in 1887, just to the south of the station. In May 1959, the allocation was 45 engines, mainly small tank engines and goods engines of Southern Railway origin. By the time the depot closed in July 1967, the allocation was almost entirely made up of BR Standard types. Seen here well before 1923 is Adams LSWR Class G6 0-6-0T No.264, probably on depot pilot duties, judging by the relaxed attitude of the crew!
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GUILDFORD LOCOMOTIVE DEPOT (70C) - The 13-road semi-roundhouse at Guildford was opened by the London & South Western Railway in 1887, just to the south of the station. In May 1959, the allocation was 45 engines, mainly small tank engines and goods engines of Southern Railway origin. By the time the depot closed in July 1967, the allocation was almost entirely made up of BR Standard types. Seen here well before 1923 is Adams LSWR Class G6 0-6-0T No.264, probably on depot pilot duties, judging by the relaxed attitude of the crew!

  • GRANTHAM LOCOMOTIVE DEPOT (35B/34F) - Built by the Great Northern Railway in 1855, Grantham steam depot was very large, this being a major location for engine change and eventually consisted of two 4-road sheds west of the mainline, one with 2 through roads. There were originally two turntables but fell into disuse and a large triangle was built west of the depot. The allocation in April 1959 was 41 locomotives, split pretty much into two types: 12 Class A3 and 3 Class A2 Pacific's for engines changes on express trains and 14 Class O2 2-8-0's for the iron ore traffic to Scunthorpe. The remainder was made up mainly of tank engines for local passenger services. The depot closed to steam in September 1963, diesel locomotives not requiring engine changes, but a stabling point was retained into the 1980's for Class 31 diesels which had taken over the iron ore traffic. Seen here is Class WD 2-8-0 No.90111 of Frodingham Depot 'on shed' with the station in the background.
  • GRANTHAM LOCOMOTIVE DEPOT (35B/34F) - Built by the Great Northern Railway in 1855, Grantham steam depot was very large, this being a major location for engine change and eventually consisted of two 4-road sheds west of the mainline, one with 2 through roads. There were originally two turntables but fell into disuse and a large triangle was built west of the depot. The allocation in April 1959 was 41 locomotives, split pretty much into two types: 12 Class A3 and 3 Class A2 Pacific's for engines changes on express trains and 14 Class O2 2-8-0's for the iron ore traffic to Scunthorpe. The remainder was made up mainly of tank engines for local passenger services. The depot closed to steam in September 1963, diesel locomotives not requiring engine changes, but a stabling point was retained into the 1980's for Class 31 diesels which had taken over the iron ore traffic. Seen here just after Nationalisation in Apple Green livery is Thompson LNER Class B1 4-6-0 No.E1299, withdrawn from 40E Colwick in June 1065.
  • GRANTHAM LOCOMOTIVE DEPOT (35B/34F) - Built by the Great Northern Railway in 1855, Grantham steam depot was very large, this being a major location for engine change and eventually consisted of two 4-road sheds west of the mainline, one with 2 through roads. There were originally two turntables but fell into disuse and a large triangle was built west of the depot. The allocation in April 1959 was 41 locomotives, split pretty much into two types: 12 Class A3 and 3 Class A2 Pacific's for engines changes on express trains and 14 Class O2 2-8-0's for the iron ore traffic to Scunthorpe. The remainder was made up mainly of tank engines for local passenger services. The depot closed to steam in September 1963, diesel locomotives not requiring engine changes, but a stabling point was retained into the 1980's for Class 31 diesels which had taken over the iron ore traffic. The locoshed seen from the top of the coaling tower sometime in 1950's. Numerous Pacific's on display including an A1 on the right. Several O1's on the left with a J52, probably depot pilot.
  • GRANTHAM LOCOMOTIVE DEPOT (35B/34F) - Built by the Great Northern Railway in 1855, Grantham steam depot was very large, this being a major location for engine change and eventually consisted of two 4-road sheds west of the mainline, one with 2 through roads. There were originally two turntables but fell into disuse and a large triangle was built west of the depot. The allocation in April 1959 was 41 locomotives, split pretty much into two types: 12 Class A3 and 3 Class A2 Pacific's for engines changes on express trains and 14 Class O2 2-8-0's for the iron ore traffic to Scunthorpe. The remainder was made up mainly of tank engines for local passenger services. The depot closed to steam in September 1963, diesel locomotives not requiring engine changes, but a stabling point was retained into the 1980's for Class 31 diesels which had taken over the iron ore traffic. The turning triangle behind the Depot at Grantham, surplus to requirements when the Depot closed to steam in September 1963. Note the allotments between the tracks.
  • GRANTHAM LOCOMOTIVE DEPOT (35B/34F) - Built by the Great Northern Railway in 1855, Grantham steam depot was very large, this being a major location for engine change and eventually consisted of two 4-road sheds west of the mainline, one with 2 through roads. There were originally two turntables but fell into disuse and a large triangle was built west of the depot. The allocation in April 1959 was 41 locomotives, split pretty much into two types: 12 Class A3 and 3 Class A2 Pacific's for engines changes on express trains and 14 Class O2 2-8-0's for the iron ore traffic to Scunthorpe. The remainder was made up mainly of tank engines for local passenger services. The depot closed to steam in September 1963, diesel locomotives not requiring engine changes, but a stabling point was retained into the 1980's for Class 31 diesels which had taken over the iron ore traffic. This was the main depot located to the west side of the mainline. Seen here in May 1962, just over a year before closure, it looks rather run down and neglected. There was very little steam traffic remaining in the area, these two Class O2's and the WD on the right probably engaged on the High Dyke ore trains.
  • GREENOCK PRINCESS PIER LOCOMOTIVE DEPOT - This depot was a sub-shed of Greenock Ladyburn (66D) and so had no fixed allocation. It was built in 1869 by the Greenock & Ayrshire Railway as a 3-road dead end shed just south of Princess Street Station. It closed in 1959 and may well be closed in this undated view. Despite being only a sub-shed, it sometimes played host to as many as 16 engines and after closure was used to store withdrawn engines until 1963.
  • GUILDFORD LOCOMOTIVE DEPOT (70C) - The 13-road semi-roundhouse at Guildford was opened by the London & South Western Railway in 1887, just to the south of the station. In May 1959, the allocation was 45 engines, mainly small tank engines and goods engines of Southern Railway origin. By the time the depot closed in July 1967, the allocation was almost entirely made up of BR Standard types. Seen here in 1962 is Class B4 0-4-0T No.30089 shunting ash wagons, no doubt part of her duties as depot pilot.
  • GUILDFORD LOCOMOTIVE DEPOT (70C) - The 13-road semi-roundhouse at Guildford was opened by the London & South Western Railway in 1887, just to the south of the station. In May 1959, the allocation was 45 engines, mainly small tank engines and goods engines of Southern Railway origin. By the time the depot closed in July 1967, the allocation was almost entirely made up of BR Standard types. Seen here well before 1923 is Adams LSWR Class G6 0-6-0T No.264, probably on depot pilot duties, judging by the relaxed attitude of the crew!
  • GUILDFORD LOCOMOTIVE DEPOT (70C) - The 13-road semi-roundhouse at Guildford was opened by the London & South Western Railway in 1887, just to the south of the station. In May 1959, the allocation was 45 engines, mainly small tank engines and goods engines of Southern Railway origin. By the time the depot closed in July 1967, the allocation was almost entirely made up of BR Standard types like Class 5MT 4-6-0 No.73089 MAID OF ASTOLAT seen here going 'on shed'.
  • HAMILTON LOCOMOTIVE DEPOT (66C) - The Caledonian Railway opened this depot in 1884, a timber-built 10-road dead-end building just north of Hamilton West Station. In 1960, the allocation was about 30 engines, about 8 tank engines for local passenger duties, 4 shunting tanks ad the remainder goods engines plus 4 new Class 06 diesel shunters. The depot closed to steam in October 1962 but continued in servcie as a diesel depot until 1980. Seen here in August 1960 is WD Class 8F 2-10-0 No.90770, withdrawn from nearby 66B Motherwell in December 1962.
  • HARTLEY MAIN COLLIERY LOCOMOTIVE WORKS - This was a group of collieries formed in 1929 and operated a sizeable fleet of steam locos, including several 0-6-0 tender engines. This view inside the Works shows o-6-0ST No.22 on the jacks, wheels out, and No.16, a 2-6-0 of MSWJR origin.
  • HASLAND MPD (18C/16H)) - The engine shed at Hasland in the Derbyshire countryside just north of Clay Cross Junction was opened by the Midland Railway in 1875. It sported a brick-built roundhouse and had a very large yard, a necessity for stabling its very large locos. In September 1950, it had an allocation of 49 engines, mostly associated with the transport of coal from the many local collieries and to the nearby Avenue Coking Plant. It hosted only 2 MR Class 2P 4-4-0's for passenger duties but no less than 17 0-6-0's and 10 Beyer-Garratt 2-6-6-2T's. By March 1959, the allocation was down to 39, the Beyer-Garratt's were all gone, replaced by 14 Class 8F 2-8-0's and there were 4 2-6-4T's for passenger duties. The depot closed in September 1964. Hasland seems an odd place to see a line of LTSR 4-4-2T's. The nearest, No.2095, was withdrawn from Hasland in June 1949 and looks as though it may be already in store in this shot. I don't know why they were transferred up here from Plaistow but probably to work Sheffield area local passenger services, only to be displaced by the new 2-6-2 and 2-6-4 tanks. Hasland was notable as the main base for the LMS 2-6-0+0-6-2 Garratt's, two of which can be seen over the top of 2095.
  • HASLAND MPD (18C/16H)) - The engine shed at Hasland in the Derbyshire countryside just north of Clay Cross Junction was opened by the Midland Railway in 1875. It sported a brick-built roundhouse and had a very large yard, a necessity for stabling its very large locos. In September 1950, it had an allocation of 49 engines, mostly associated with the transport of coal from the many local collieries and to the nearby Avenue Coking Plant. It hosted only 2 MR Class 2P 4-4-0's for passenger duties but no less than 17 0-6-0's and 10 Beyer-Garratt 2-6-6-2T's. By March 1959, the allocation was down to 39, the Beyer-Garratt's were all gone, replaced by 14 Class 8F 2-8-0's and there were 4 2-6-4T's for passenger duties. The depot closed in September 1964. Seen here is Beyer-Garratt Class 2-6-6-2T No.47969 in the shed yard.
  • HASLAND MPD (18C/16H)) - The engine shed at Hasland in the Derbyshire countryside just north of Clay Cross Junction was opened by the Midland Railway in 1875. It sported a brick-built roundhouse and had a very large yard, a necessity for stabling its very large locos. In September 1950, it had an allocation of 49 engines, mostly associated with the transport of coal from the many local collieries and to the nearby Avenue Coking Plant. It hosted only 2 MR Class 2P 4-4-0's for passenger duties but no less than 17 0-6-0's and 10 Beyer-Garratt 2-6-6-2T's. By March 1959, the allocation was down to 39, the Beyer-Garratt's were all gone, replaced by 14 Class 8F 2-8-0's and there were 4 2-6-4T's for passenger duties. The depot closed in September 1964. Seen here just one month before closure, grouped around the turntable, as Class 9F 2-10-0 No.92080 and Class 4F 0-6-0's Nos.44403 and 44235.
  • HAVERTON HILL LOCOMOTIVE DEPOT (51G) - Just one of a number of locomotive depots on Teesside, this one was built by the NER in 1899, a 4-road through shed, home in April 1959 to 21 engines, 5 Class B1's and the remainder goods locos. The depot was one of several in the area that closed in 1959, the allocation moved to the new depot at Thornaby. In this 1955 view, we see Class J27 0-6-0 No.65805, a 51G engine, and a sister engine on the right, with what look like two Class K1's between them.
  • HAWICK LOCOMOTIVE DEPOT (64G) - Hawick Shed opened with the North British Railway line from Edinburgh in 1849. It was a stone 2-road shed with one through road and a large water tank in the freight yard on the west side of Hawick Station. The shed was approached from the north east, originally via a turntable, relocated much further north east with the extension of the line. In 1955 the shed was re-roofed at the north east end entry was rebuilt with a girder replacing the double arches. In February 1959, it hosted an allocation of 16 engines, 8 0-6-0's of NBR/LNER origin, 3 tank engines for local passenger duties, Class 4MT 2-6-0 No.43141, 2 Class D34 4-4-0's and 2 Class 2MT 2-6-0's. The shed closed in January 1966 with a final allocation of just BR Class 2MT 2-6-0 No.78049 and BR Class 4MT 2-6-4T No.80113. Seen here in July 9th, 1961, are a pair of Thompson LNER/BR Class B1 4-6-0's Nos.61242 ALEXANDER REITH GRAY and 61290 having just worked in from Carlisle on 1X43, the 'Borders Rail Tour'. 61242 was withdrawn from 64C Dalry Road in July 1964 and 61290 from 68E Carlisle Canal in March 1962.
  • HAWICK LOCOMOTIVE DEPOT (64G) - The North British Railway built the engine shed at Hawick in 1849. It was a stone-built two road shed with one through road located in the goods yard on the west side of Hawick Station. In February 1959, it had an allocation of 16 engines, most of them small and most of North British origin. However, there was one LMS Class 4MT 2-6-0, No.43141, 2 Class V3 2-6-2T's, 2 BR 2MT 2-6-0's and, strangely, one GNR Class N2 0-6-2T, No.69510. It was also home in the 1950's to no less than eight of the wonderfully named Class D30 4-4-0's, No.62425 ELLANGOWAN, seen here in May 1958, being one of them. The shed closed in January 1966.
  • HAYMARKET LOCOMOTIVE DEPOT (64B/HA) - Opened in 1875 just to the west of Waverley Station, this was one of the largest steam depots in Scotland. After it closed to steam, it was redeveloped in 1963 as a diesel depot and remains open today. Here we see quite an illustrious line up in the 1930's: Class A1/A3 Pacific's Nos. 2596 MANNA, 2573 HARVESTER and 2563 TAGALIE and Raven NER Class A2 No.2402 CITY OF YORK. This loco was withdrawn in 1936, so dating the picture.
  • HAYMARKET LOCOMOTIVE DEPOT (64B/HA) - Opened in 1875 just to the west of Waverley Station, this was one of the largest steam depots in Scotland. After it closed to steam, it was redeveloped in 1963 as a diesel depot and remains open today. Seen here at Haymarket, brand new, in blue livery with no nameplates yet, is Peppercorn BR Class A1 4-6-2 No.60155 BORDERER, withdrawn in October 1965 10/65 from 50A York North.
  • HAYMARKET LOCOMOTIVE DEPOT (64B/HA) - Opened in 1875 just to the west of Waverley Station, this was one of the largest steam depots in Scotland. After it closed to steam, it was redeveloped in 1963 as a diesel depot and remains open today. Seen here in 1960 is Peppercorn Class A1 4-6-2 No.60160 AULD REEKIE, withdrawn in December 1963 from 64A St Margarets.
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