York engine sheds and locomotive works

York North was opened by the North Eastern Railway in 1878 the year after the current York station was opened. With the re-location of the station outside of the city walls, it made operational sense to have an engine shed at the north end of the station as many trains changed locomotives at York. It also had good access to the freight yards and the carriage sheds located at Clifton.

On opening, the shed consisted of three roundhouses each with a 45-foot turntable linked to a coaling stage.[1]

In 1891 the original 45-foot turntable in no 2 roundhouse was replaced by a 50-foot turntable. A new water tank was provided in 1909. In 1911 a fourth roundhouse was built and the two existing 45-foot turntables were replaced with electrically operated turntables. All these improvements were complete by 1915.

In 1923 operation of the shed became the responsibility of the London and North Eastern Railway.

In 1932 further modernisation took place with the fitting of a 70-foot Mundt type turntable built by Ipswich firm Ransomes & Rapier and the installation of a mechanical coaling plant. Prior to this the coaling would have been done by hand.

The North shed eventually contained four roundhouses. Locomotives were stabled around these under cover and would move off the shed onto their next duty. Normal procedure was that arriving locomotives would have their ash cleared out from the firebox before being coaled and watered in anticipation of the next duty. If a locomotive required repair, the coaling and watering was sometimes done after the repair had been effected.

As the organisational structure of the railways changed in 1923 with The Grouping and with nationalisation in 1948 so the importance of York North shed rose and York South shed fell.

In April 1942 the shed was hit by a bomb during an air raid during the Baedeker Blitz and a number of locomotives were destroyed.[1]

The British Railways depot code allotted in 1949 was 50A.[2] These codes are allocated to locomotives to show the depot responsible for the maintenance of the locomotive.

Rebuilding of the shed followed in 1954 with roundhouses 1 and 2 being demolished and replaced by a straight shed. Roundhouses 3 and 4 were re-roofed and the 70-foot turntable in roundhouse 4 was renewed.

• 
  In this 1961 view prominent locomotives are V2 2-6-2 No. 60858, A1 4-6-2 No. 60129 'Guy Mannering' and K1 2-6-0 No. 62005. Note the mechanised Coaling Plant.
• 
  A3 Pacific No. 60056 'Centenary' is on the line to the 70-foot turntable at the end of the Yard. Beyond is the main ECML coming away from the north end of York Station alongside the Clifton Carriage Sidings. In the left background can be seen an ex-North Eastern A8 4-6-2T.11 April 1960

The roundhouses were closed to steam traction in 1967[2] and the straight shed became York diesel depot (see below). In March 1970 an attempt was made to demolish the mechanical coaling plant, but the explosives used left the structure leaning over. Attempts were made to pull it over with hawsers attached to locomotives, but they proved fruitless and it was only in May that a crane equipped with a wrecking ball finished the job.

Following renovation of the roundhouses, the premises were occupied by the National Railway Museum which opened in 1975.[3] When the diesel depot closed in 1983 this was also taken over by the museum and part of this area is still used to overhaul preserved locomotives and rolling stock.

The original engine sheds at York were built on the York South site and designed to service the original station which was a dead end terminus within the city walls (although there was a temporary station outside the city walls prior to this). As the railways developed it became apparent that this terminus was inadequate in terms of size and operational practicability; southbound trains had to reverse in from the main line necessitating additional journey time. In the 1870s the decision was taken to move to a new site outside the city walls and the new station (still in use in 2019) was opened.

The oldest shed on site was a three-road straight shed, probably built for the Great North of England Railway in 1840/1 which remained in use until it was demolished in 1963. This was an originally but with a single track serving a 12-foot diameter turntable. Dimensions 153 feet x 54 feet.

The York and North Midland Railway built a shed in this area, but this was demolished when the new station was built in 1877. Another four engine sheds were built in this area. The first two were roundhouses completed in 1849/50 and 1851/2 each with 16 stalls and 42-foot turntables. These were designed by the YNMR engineer in chief Thomas Cabry.[6] One of the roundhouses was out of use by 1923 and used for wagon sheet repairs. Later a NER petrol engined saloon was kept there. The earlier roundhouse building was destroyed by fire in October 1921. The second roundhouse remained in use until 1961 although largely for stabling purposes. The two roundhouses were conjoined.

A third larger roundhouse was built in 1863 with a 45-foot turntable and space for 18 locomotives. this was an 18 sided octadecagon and was 172 feet in diameter. It was designed by NER architect Thomas Prosser (who also built York station).[6] This was closed in May 1961 and demolished in November 1963.

Little is known about the other straight shed, although it was in use as a signal fitting shop before being demolished in 1937 when new platforms were built at York station (the current platforms 11 and 12).

• 
  Inspection pit at one of the former York South roundhouses. April 2012.

Once York North shed was opened in 1878, York South went into decline with the NER largely decamping to the North shed. That said, NER locomotives did continue to be stabled at York South. Visiting locomotives were for a period hosted at York South before using the Queen Street site from 1909 (after the south end of York station was re-modelled) and then returning to York South in 1925.

After demolition of the buildings took place in 1963, the site was largely unused. A turning triangle has occupied the site (used for the turning of steam locomotives) and a couple of short sidings used to stable diesel locomotives are adjacent to the station.

In the mid 2000s, the site was considered as a possible location for York City Football Club.

In 2012 the turntable pits and ground level remains of the sheds were excavated prior to the building of a new Network Rail signalling centre.[7] At the end of October 2012, the remains were being covered over in anticipation of work starting on the new signalling centre.

After the last roundhouses (Numbers 3 and 4) were closed in 1967 and steam locomotives ceased to be allocated to York, the remaining allocation of diesel locomotives were maintained in the straight shed which had been built to replace roundhouses no 1 and 2 in 1954.

The following classes of diesel locomotive were allocated to York during this time.

• British Rail Class 03
• British Rail Class 04
• British Rail Class 05
• British Rail Class 20
• British Rail Class 24
• British Rail Class 25
• British Rail Class 31
• British Rail Class 37
• British Rail Class 40
• British Rail Class 47
• British Rail Class 55

The depot was home to the Class 55 Deltic locomotives from May 1979 up until their withdrawal in 1982.[1] At this time they had been displaced from the express workings on the East Coast Main Line and were operating secondary stopping services on that route as well as cross-Pennine services to Liverpool Lime Street.

The depot was closed in January 1982, but stabling was undertaken in the sidings to the north of the site for at least another 18 months. This is the site of the 2005 depot built for Trans-Pennine Express DMUs. The table below shows the final allocation of locomotives (all British Railways designs).[1]

There was a small locomotive shed on the independent Derwent Valley Light Railway at York (Layerthorpe) railway station. This was a single tracked shed at the end of the platform at Layerthorpe. The first shed on the site was of wooden construction but this was replaced at some point with a corrugated iron shed.[8]

The railway had a number of railcars in the 1920s but freight was worked by NER/LNER or BR locomotives. The table below lists the stock owned by the company in the 1920s.

Between 1929 and 1969 the line was worked by main line locomotives.

In 1969 the DVLR decided to buy two ex-British Rail Class 04 shunters to operate services rather than hiring in British Rail Class 03 locomotives.[9] The table below lists the locomotives owned by the DVLR

Joem was purchased to run short lived steam train passenger operation.[10]

The line closed on 27 September 1981.

There are no remains of the shed (or the station) on the site, although the track bed is now a cycle path.

The Leeman Road railway depot in York was built for Siemens between 2005-2007 for maintenance of the new Class 185 diesel multiple units acquired at the same time for use on the new Transpennine franchise operated by First TransPennine Express.

A shunt turn is the term for a duty covered by a shunting locomotive. Some shunt turns would have included trips between yards (known as transfer freights). Turns would have varied through the years with some being 24-hour and others only for certain hours of the day. This section is being researched, but this is an indicative list of the locations around the York area where shunting locomotives would have worked. In 2012 York has no allocation of mainline shunting locomotives – any shunting is generally done by the train locomotive. The National Railway Museum does possess a Class 08 shunting locomotive and has used Class 02 and Class 03 locomotives for this duty in the past.

• York Station Pilots
• York Old Station Carriage Sidings
• York North Depot Pilot
• York South Depot Pilot
• Clifton Carriage Sheds
• York freight yards
• Dringhouses Up and Down Sidings
• Layerthorpe Goods Yards
• Rowntrees Trip
• Skelton Yard
• Carriage Works
• Wagon Works
• Branches yard
• Holgate Down Sidings

In steam days York men worked no further north than Newcastle and typically south to Peterborough or Grantham on the ECML. The acceleration of services in the diesel era saw workings to London King's Cross begin as this could be achieved in a typical 8-hour shift.

On passenger workings York drivers covered many of the local lines including those to Bridlington, Hull (via Beverley), Scarborough and Whitby. They usually worked as far west as Leeds.

Goods workings took drivers a bit further and included Grimsby, Frodingham (Scunthorpe), Leicester, Colwick (near Nottingham), Manchester and Burton-on-Trent.

One of York's other famous industries is the production of chocolate and the Rowntrees factory in York had a connection off the Foss Islands Branch Line. The factory also had a platform which was served by a train service up until closure on 8 July 1988. The site had an extensive rail network and had a number of steam and then diesel locomotives were employed. The factory, which still produces chocolate today as part of the Nestle group, opened in 1909 having relocated from a site in the city centre. At one point the factory had seven miles of track as well as a short 18-inch narrow gauge line.

The 1955 plan of the site shows the engine shed near the Haxby Road roundabout (East) side of the works, and according to the plan was a single track affair. A new shed was built at the northern end of the site in 1964. This had two tracks, was of brick construction and had remotely operated doors and ventilator shutters.[8]

The following locomotives are known to have worked on the site (although this list might be incomplete).

Study of aerial photographs and observation from public roads suggest that neither engine shed have survived.