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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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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KEADBY LOCOMOTIVE DEPOT - The Manchester, Sheffield & Lincolnshire Railway built the depot here in September 1859 and it closed in June 1932. On closure, the allocation consisted of 13 Class Q4 0-8-0's and 14 Class O4 2-8-0's. Seen here just before closure is Class Q4 No.5356 of Keadby Depot with a Classmate behind and a Class J50 0-6-0T behind that.
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KEADBY LOCOMOTIVE DEPOT - The Manchester, Sheffield & Lincolnshire Railway built the depot here in September 1859 and it closed in June 1932. On closure, the allocation consisted of 13 Class Q4 0-8-0's and 14 Class O4 2-8-0's. Seen here just before closure is Class Q4 No.5356 of Keadby Depot with a Classmate behind and a Class J50 0-6-0T behind that.

  • IMMINGHAM TRACTION MAINTENANCE DEPOT (40B/IM) - The engine shed was built by the Humber Commercial Dock and Railway Company, a subsidiary of the GCR, in the southeastern corner of the Immingham Dock estate in 1912 and operated by the Great Central Railway, As initially built the engine shed was a twelve road, brick through shed providing facilities for 60 locomotives. During the 1930's a concrete automatic coaling stage was added to the facilities. Sub-sheds were at New Holland and Grimsby. At its peak the shed had an allocation of over 120 locomotives, with 12 stabling roads. In April 1959, the allocation was 94 locomotives, nearly all of them heavy goods engines, shunting being in the hands of diesels. Part of the building was demolished in the 1950's and a diesel depot constructed in 1966 south east of the steam shed, which was converted to a wagon repair shop. In 1966 it had an allacation of 135 diesel locomotives. The last steam locomotive worked from the shed was Class B1 No.61058 on February 7th, 1966, which hauled a train of empty wagons to Markham Colliery, after which the depot closed to steam. Following the splitting up of the former BR Trainload business into three companies in 1994, the depot came briefly under the control of Loadhaul Trains and merged into English Welsh & Scottish in 1995. Both DB Schenker and Freightliner still have loco stabling facilities at Immingham. Many withdrawn locos were stored at Immingham, some for quite long periods. Seen here in September 1954 is Gresley GNR Class K2 2-6-0 No.61745, withdrawn from 40B Immingham in November 1960.
  • IMMINGHAM TRACTION MAINTENANCE DEPOT (40B/IM) - The engine shed was built by the Humber Commercial Dock and Railway Company, a subsidiary of the GCR, in the southeastern corner of the Immingham Dock estate in 1912 and operated by the Great Central Railway, As initially built the engine shed was a twelve road, brick through shed providing facilities for 60 locomotives. During the 1930's a concrete automatic coaling stage was added to the facilities. Sub-sheds were at New Holland and Grimsby. At its peak the shed had an allocation of over 120 locomotives, with 12 stabling roads. In April 1959, the allocation was 94 locomotives, nearly all of them heavy goods engines, shunting being in the hands of diesels. Part of the building was demolished in the 1950's and a diesel depot constructed in 1966 south east of the steam shed, which was converted to a wagon repair shop. In 1966 it had an allacation of 135 diesel locomotives. The last steam locomotive worked from the shed was Class B1 No.61058 on February 7th, 1966, which hauled a train of empty wagons to Markham Colliery, after which the depot closed to steam. Following the splitting up of the former BR Trainload business into three companies in 1994, the depot came briefly under the control of Loadhaul Trains and merged into English Welsh & Scottish in 1995. Both DB Schenker and Freightliner still have loco stabling facilities at Immingham. Seen here in 1990 with 31203 heading the line on the left and 56074 on the right.
  • IMMINGHAM TRACTION MAINTENANCE DEPOT (40B/IM) - The engine shed was built by the Humber Commercial Dock and Railway Company, a subsidiary of the GCR, in the southeastern corner of the Immingham Dock estate in 1912 and operated by the Great Central Railway, As initially built the engine shed was a twelve road, brick through shed providing facilities for 60 locomotives. During the 1930's a concrete automatic coaling stage was added to the facilities. Sub-sheds were at New Holland and Grimsby. At its peak the shed had an allocation of over 120 locomotives, with 12 stabling roads. In April 1959, the allocation was 94 locomotives, nearly all of them heavy goods engines, shunting being in the hands of diesels. Part of the building was demolished in the 1950's and a diesel depot constructed in 1966 south east of the steam shed, which was converted to a wagon repair shop. In 1966 it had an allacation of 135 diesel locomotives. The last steam locomotive worked from the shed was Class B1 No.61058 on February 7th, 1966, which hauled a train of empty wagons to Markham Colliery, after which the depot closed to steam. Following the splitting up of the former BR Trainload business into three companies in 1994, the depot came briefly under the control of Loadhaul Trains and merged into English Welsh & Scottish in 1995. Both DB Schenker and Freightliner still have loco stabling facilities at Immingham. Seen here is the diesel depot in 2007 with 3 Class 60's in residence. This class is concentrated here to work the heavy aviation fuel trains from the oil refineries within the docks.
  • INVERNESS LOCOMOTIVE DEPOT (60A) - Located adjacent to the station, the stone-built shed was a 34-road roundhouse, entry being through a triumphal archway. The shed opened in 1863 and was extended in 1875 into a three-quarters circle. In 1935 the London, Midland and Scottish Railway erected a coaling plant over the southern of the approach sidings to the turntable. The shed was closed and demolished in 1962, there being a drive to reduce steam haulage in the Highlands due to the high costs of hauling coal to depots. Locomotives were then based at the Lochgorm Works. After closure the site became a supermarket. In September 1950, it had an allocation of 60 engines, mostly small and of Caledonian Railway origin, and by April 1962 it was almost entirely dieselised with only the odd steam loco making an appearance. Seen here in 1928 is HR Class C 'Small Ben' 4-4-0 No.14402 BEN ARMIN, built as HR No.6 in 1899 and withdrawn by the LMS in December 1939.
  • INVERNESS LOCOMOTIVE DEPOT (60A) - Located adjacent to the station, the stone-built shed was a 34-road roundhouse, entry being through a triumphal archway. The shed opened in 1863 and was extended in 1875 into a three-quarters circle. In 1935 the London, Midland and Scottish Railway erected a coaling plant over the southern of the approach sidings to the turntable. The shed was closed and demolished in 1962, there being a drive to reduce steam haulage in the Highlands due to the high costs of hauling coal to depots. Locomotives were then based at the Lochgorm Works. After closure the site became a supermarket. In September 1950, it had an allocation of 60 engines, mostly small and of Caledonian Railway origin, and by April 1962 it was almost entirely dieselised with only the odd steam loco making an appearance. Seen here in 1956 is Drummond HR Class W 0P 0-4-4T No.55053, an Inverness loco, withdrawn from there in January 1957. It was usually out-based at Helmsdale.
  • INVERNESS LOCOMOTIVE DEPOT (60A) - Located adjacent to the station, the stone-built shed was a 34-road roundhouse, entry being through a triumphal archway. The shed opened in 1863 and was extended in 1875 into a three-quarters circle. In 1935 the London, Midland and Scottish Railway erected a coaling plant over the southern of the approach sidings to the turntable. The shed was closed and demolished in 1962, there being a drive to reduce steam haulage in the Highlands due to the high costs of hauling coal to depots. Locomotives were then based at the Lochgorm Works. After closure the site became a supermarket. In September 1950, it had an allocation of 60 engines, mostly small and of Caledonian Railway origin, and by April 1962 it was almost entirely dieselised with only the odd steam loco making an appearance. Seen here in HR days is the turntable and the triumphal arch and, on the extreme left, is HR Class F 4-4-0 No.62, built in 1874 by Dubs & Co. Note the long row of tenders in the background.
  • INVERNESS LOCOMOTIVE DEPOT (60A) - Located adjacent to the station, the stone-built shed was a 34-road roundhouse, entry being through a triumphal archway. The shed opened in 1863 and was extended in 1875 into a three-quarters circle. In 1935 the London, Midland and Scottish Railway erected a coaling plant over the southern of the approach sidings to the turntable. The shed was closed and demolished in 1962, there being a drive to reduce steam haulage in the Highlands due to the high costs of hauling coal to depots. Locomotives were then based at the Lochgorm Works. After closure the site became a supermarket. In September 1950, it had an allocation of 60 engines, mostly small and of Caledonian Railway origin, and by April 1962 it was almost entirely dieselised with only the odd steam loco making an appearance. Seen here in LMS days is HR Class R 0-6-0T No.16119, withdrawn in 1932.
  • INVERNESS LOCOMOTIVE DEPOT (60A) - Located adjacent to the station, the stone-built shed was a 34-road roundhouse, entry being through a triumphal archway. The shed opened in 1863 and was extended in 1875 into a three-quarters circle. In 1935 the London, Midland and Scottish Railway erected a coaling plant over the southern of the approach sidings to the turntable. The shed was closed and demolished in 1962, there being a drive to reduce steam haulage in the Highlands due to the high costs of hauling coal to depots. Locomotives were then based at the Lochgorm Works. After closure the site became a supermarket. In September 1950, it had an allocation of 60 engines, mostly small and of Caledonian Railway origin, and by April 1962 it was almost entirely dieselised with only the odd steam loco making an appearance. Seen here on the turntable in about 1863 is Belladrum Class 2-2-2 No.12 BELLADRUM, built by Hawthorns Ltd. in 1862. In 1871 it was rebuilt as a 2-2-2T and survived as such until 1898.
  • IPSWICH ENGINE SIDINGS - 90 143 FREIGHTLINER COATBRIDGE, 86 631 and 56 069 THORNABY TMD line up in the yard at Ipswich, 15/08/96.
  • IPSWICH ENGINE SIDINGS - 56069 THORNABY TMD takes a rest from Felixstowe Branch duties to take fuel at Ipswich, 15/08/96. This loco was withdrawn 01/07. At this time, the Felixstowe branch was worked on a trip system. $ Class 56's, provided by Thornaby TMD, were kept at Ipswich and rotated every second Saturday. As most freightliner trains had to reverse at Ipswich, the train loco would come off and a Class 56 would then trip it to Felixstowe and vice versa. If Thornaby was short of Class 56's, then it would send a pair of Class 37's as a substitute.
  • IPSWICH ENGINE SIDINGS - Freightliner line-up, left to right, 86 639, 47 370, 66 534, 57 005 and 57 006, 15/02/05.
  • IPSWICH ENGINE SIDINGS - seen here in the early morning of 04/09/98, left to right, 86 623, 86 628/86 637, 47 079, 57 001/47 212.
  • IPSWICH ENGINE SIDINGS - The extensive Freightliner-operated engine sidings at Ipswich are home to (left to right): a pair of 86/6's, 66502, 47367/234. 57006 and 57002/47303/08868. August 12th, 1999.
  • IPSWICH FREIGHTLINER STABLING POINT - Five Freightliner Class 66's bask in the late summer heat on August 29th, 2019.
  • IPSWICH LOCOMOTIVE DEPOT (32B/IP) - In June 1846 by the Eastern Union Railway built the first locoshed at Ipswich. This was south of the current station, before Belstead Tunnel was built in 1860, when a new station was opened on the current site. The locoshed, a 4-road building on the old station site, was always cramped and poorly equipped with every day servicing of engines taking place in the open. At the end of 1922 the shed at Ipswich had an allocation of 131 locomotives being the third biggest shed on the Great Eastern behind Stratford (555) and Cambridge (178) sheds. After the Grouping, whilst Great Eastern types provided the majority of the types allocated to Ipswich shed, newer LNE types and engines from other LNER constituent companies were allocated. The shed was completely rebuilt in 1954 into a concrete 6-track straight through road shed. In 1959 Ipswich received its first allocation of mainline diesels and in that June, Class J19 0-6-0 No.64641 was the last steam locomotive to be repaired at the depot. Dieselisation came early to East Anglia and on March 5th, 1960, Class J15 0-6-0 No.65389 worked the last steam goods train from Ipswich shed to Snape. However a pair of Class B1 4-6-0's (61059 numbered Departmental No.17 and 61252 numbered No.22) were retained as a carriage heating units until November 1963. In 1963, 55 diesel locomotives were allocated to Ipswich, 12 shunting loco's, 9 Class 15's, 12 Class 24's and 22 Class 31's. The depot closed in May 1968 and fuelling and light repair facilities were moved to the station yard. During the early 1980's the site was used as the electrification depot for the extension of the overhead wiring from Colchester to Harwich, Ipswich and Norwich. After closure of the depot the Carriage and Wagon Works continued for many years closing in 1994. The site today is occupied by a housing estate. The stock sidings west of the station are still open, operated by Freightliner and also used to store some of the EMU's on used on local services. A new depot is under construction in 2022 in the old goods yard to house the new fleet of Class 720 EMU's currently entering service. Seen here are the stabling sidings in July 1977 with 03158 on the fuellers and a hybrid DMU stabled in the sidings. This end of the DMU is Class 100 but I think the other end might be a Class 105.
  • IPSWICH LOCOMOTIVE DEPOT (32B/IP) - In June 1846 by the Eastern Union Railway built the first locoshed at Ipswich. This was south of the current station, before Belstead Tunnel was built in 1860, when a new station was opened on the current site. The locoshed, a 4-road building on the old station site, was always cramped and poorly equipped with every day servicing of engines taking place in the open. At the end of 1922 the shed at Ipswich had an allocation of 131 locomotives being the third biggest shed on the Great Eastern behind Stratford (555) and Cambridge (178) sheds. After the Grouping, whilst Great Eastern types provided the majority of the types allocated to Ipswich shed, newer LNE types and engines from other LNER constituent companies were allocated. The shed was completely rebuilt in 1954 into a concrete 6-track straight through road shed. In 1959 Ipswich received its first allocation of mainline diesels and in that June, Class J19 0-6-0 No.64641 was the last steam locomotive to be repaired at the depot. Dieselisation came early to East Anglia and on March 5th, 1960, Class J15 0-6-0 No.65389 worked the last steam goods train from Ipswich shed to Snape. However a pair of Class B1 4-6-0's (61059 numbered Departmental No.17 and 61252 numbered No.22) were retained as a carriage heating units until November 1963. In 1963, 55 diesel locomotives were allocated to Ipswich, 12 shunting loco's, 9 Class 15's, 12 Class 24's and 22 Class 31's. The depot closed in May 1968 and fuelling and light repair facilities were moved to the station yard. During the early 1980's the site was used as the electrification depot for the extension of the overhead wiring from Colchester to Harwich, Ipswich and Norwich. After closure of the depot the Carriage and Wagon Works continued for many years closing in 1994. The site today is occupied by a housing estate. The stock sidings west of the station are still open, operated by Freightliner and also used to store some of the EMU's on used on local services. A new depot is under construction in 2022 in the old goods yard to house the new fleet of Class 720 EMU's currently entering service. Seen here is Gresley Class B17 4-6-0 No.61625 RABY CASTLE, an Ipswich engine, withdrawn from 31A Cambridge in December 1959.
  • IPSWICH LOCOMOTIVE DEPOT (32B/IP) - In June 1846 by the Eastern Union Railway built the first locoshed at Ipswich. This was south of the current station, before Belstead Tunnel was built in 1860, when a new station was opened on the current site. The locoshed, a 4-road building on the old station site, was always cramped and poorly equipped with every day servicing of engines taking place in the open. At the end of 1922 the shed at Ipswich had an allocation of 131 locomotives being the third biggest shed on the Great Eastern behind Stratford (555) and Cambridge (178) sheds. After the Grouping, whilst Great Eastern types provided the majority of the types allocated to Ipswich shed, newer LNE types and engines from other LNER constituent companies were allocated. The shed was completely rebuilt in 1954 into a concrete 6-track straight through road shed. In 1959 Ipswich received its first allocation of mainline diesels and in that June, Class J19 0-6-0 No.64641 was the last steam locomotive to be repaired at the depot. Dieselisation came early to East Anglia and on March 5th, 1960, Class J15 0-6-0 No.65389 worked the last steam goods train from Ipswich shed to Snape. However a pair of Class B1 4-6-0's (61059 numbered Departmental No.17 and 61252 numbered No.22) were retained as a carriage heating units until November 1963. In 1963, 55 diesel locomotives were allocated to Ipswich, 12 shunting loco's, 9 Class 15's, 12 Class 24's and 22 Class 31's. The depot closed in May 1968 and fuelling and light repair facilities were moved to the station yard. During the early 1980's the site was used as the electrification depot for the extension of the overhead wiring from Colchester to Harwich, Ipswich and Norwich. After closure of the depot the Carriage and Wagon Works continued for many years closing in 1994. The site today is occupied by a housing estate. The stock sidings west of the station are still open, operated by Freightliner and also used to store some of the EMU's on used on local services. A new depot is under construction in 2022 in the old goods yard to house the new fleet of Class 720 EMU's currently entering service. Seen here is Thompson LNER/BR Class L1 2-6-4T No.67705, an Ipswich loco, withdrawn from 30A Stratford in December 1960.
  • KEADBY LOCOMOTIVE DEPOT - The Manchester, Sheffield & Lincolnshire Railway built the depot here in September 1859 and it closed in June 1932. On closure, the allocation consisted of 13 Class Q4 0-8-0's and 14 Class O4 2-8-0's. Seen here just before closure is Class Q4 No.5356 of Keadby Depot with a Classmate behind and a Class J50 0-6-0T behind that.
  • KEITH HIGHLAND RAILWAY LOCOMOTIVE DEPOT - The Highland Railway engine shed in Keith was built to the west of the station and was a 3 road, stone built shed, with 2 roads at its northern end. It is seen here under demolition in 1951 as CR Class 72 4-4-0 No.54482 passes on a train.
  • KEITH JUNCTION LOCOMOTIVE DEPOT (61C) - The first loco depot was opened here in 1856 by the Great North of Scotland Railway. It was a 4-track, stone-built dead-end shed with, in 1950, an allocation of 25 engines. It is seen here in 1937 when it was host to a number of ex-GNSR locos including Johnson Class D41 4-4-0 No.6878. The shed closed to steam in June 1961 and completely in August 1966.
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