Barrow Hill Roundhouse.

Past, Present
& Future Ben Jones
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Welcome
…to the story of Britain’s only surviving
roundhouse engine shed.
There are very few places left in the UK
that retain the intoxicating atmosphere
and feel of a steam-age locomotive
depot. Barrow Hill Roundhouse, near
Chesterfield is one of them; not only
is it the country’s last surviving, intact
roundhouse depot, it is once again a
thriving centre for railway maintenance
and engineering. Its revival and
expansion was barely imaginable in 1996
when the building was a derelict shell,
and in 1991 had been just 48 hours from
demolition and redevelopment. However,
thanks to the tenacious efforts of a small
band of local volunteers, led by Mervyn
Allcock, its future was not only secured,
but the site has become one of the most
important centres in the country for the
railway heritage movement and, even
more impressively, for the main line
railway.
As you’ll see over the following pages,
the depot was built to serve the local coal
and iron industry, primarily the once-
vast Staveley Coal & Iron Co. works that
dominated the area. For more than a
century, it went about its work out of the
public eye, save for the odd BR open day
in the 1970s and 80s. But, by the time it
closed in 1991, it had become notable as
the only depot of its kind still used for its
original purpose – and therefore a unique
piece of Britain’s industrial heritage that
had to be saved.
Over the last 20 years Barrow Hill
has found a new purpose, serving the
Contents
004 Gallery
012 The Steam Era, 1870-1965
024 Barrow Hill Icon:
The ‘Half-Cab’
privatised rail industry in many different 027 The BR diesel era, 1965-91
ways, providing facilities for commercial 036 Classic BR Open Days
companies such as Harry Needle 040 Closure & Derellicttion, 1991-97
Railroad Co., GB Railfreight, Direct Rail 044 Rescue & Revival, 1997-2000 0
Services, Colas, TCL, Pindari and even 050 Mervyn Allcock Interview
the Belmond ‘British Pullman’ luxury 058 Branching Out:
train, as well as a home for groups The Springwell Colliery bran nch
preserving steam, diesel and electric 064 A New Home for Deltics
locomotives for future generations. 066 Barrow Hill Signalbox
Increasingly, it is also playing a large 068 Memorable Events:
part in the local community, bringing ‘Fab Four’ Gala
visitors to a part of Derbyshire that has 070 Rail Ale Festival
been badly affected by the closure of 072 National Treasures:
local heavy industries. Beer festivals, NRM @ BH
rock concerts, plays and other cultural 076 Gallery
events bring a new audience to the 082 Preserving Britain’s Diesel &
roundhouse and allow them to appreciate Electric Heritage
090 Memorable Events:
the unique atmosphere of this Midland
Pacific Power
Railway survivor.
094 Main Line Adventures
September 2017 sees the beginning of
098 Memorable Events:
the next chapter in the depot’s history, Rail Power
when it reopens after a £1.3-million 100 Babyy Deltic Projject
refit that will add new visitor facilities 104 Tornado at Barrow Hill
and even greater links with the local 106 Commercial Work
community. Having saved the building 114 Rockin’ the Roundhouse
in 1991, and again (just) in 1996, Mervyn 120 The Master List –
Allcock and the rest of the Barrow Hill every locomotive to visit
team are now working to secure its long- Barrow Hill 1997-2017
term future and ensure that the depot
continues to thrive over the next few
decades.
BELOW: Railfreight finale: Shortly before the depot
Ben Jones
was closed by BR, a trio of Class 58s – Nos. 58042,
58025 and 58030 rest in the roundhouse between
trips from local collieries to power stations.
Editor BHESS COLLECTION
Gallery

4 Barrow Hill
 Cathedral of Steam
As the only surviving roundhouse engine shed left in Britain,
Barrow Hill offers a unique piece of industrial heritage and a superb
location for photographers looking to re-create an authentic steam
era atmosphere. One of the depot’s early open days in July 1999
brought together four ex-LMS locomotives – ‘Jubilee’ No. 45593
Kolhapur (masquerading as No. 45562 Alberta), ‘1F’ 0-6-0T No.
41708, North London 0-6-0T No. 27505 and Hughes/Fowler ‘Crab’
No. 42700, plus ex-LNER ‘J52’ No. 68846. ROBERT FALCONER

Barrow Hill 5
Gallery

6 Barrow Hill
 Barrow Hill Blues
For many enthusiasts, Barrow Hill will forever be remembered
for its final years as a diesel depot in the 1970s and 1980s.
While the depot is now home to a much more diverse collection
of locomotives, echoes of the BR blue days can still be found
as various ex-BR locomotives undergo restoration in the
roundhouse. On the turntable on December 10, 2016 was the
depot’s trusty pilot No. 03066, with preserved Class 40 No.
40012 and a Class 33/1 in the background. ROBERT FALCONER

Barrow Hill 7
Gallery

8 Barrow Hill
Magnificent Midland
September 2015’s big open weekend marked the 50th
anniversary of the end of steam at the depot in October 1965.
An impressive collection of ex-LMS and London Midland Region
locomotives visited the depot, including ‘Duchess’ No. 46233
Duchess of Sutherland, ‘Black Five’ No. 45305, Ivatt 4MT No.
43106, Fowler 3F ‘Jocko’ No. 47406 and ‘Jubilee’ No. 45690
Leander. On bright morning, the stars of the show combine to
create an image straight out of the 1960s. ROBERT FALCONER

Barrow Hill 9
Gallery
Barrow Hill’s status as a busy depot for the modern railway, and a diesel
preservation site means that the locomotives on display are constantly changing.
However, the depot retains a strong connection with Class 20s, stretching back to
the late-1960s, and is currently home to a large number of the class owned and
operated by Harry Needle Railroad Co. ROBERT FALCONER
10 Barrow Hill
An exceptional event in the life of Barrow Hill came in February 2014 when Gresley
‘A4s’ No. 60008 Dwight D. Eisenhower and No. 4489 Dominion of Canada visited
during their all-too-brief return to the UK from North America. The immaculate
‘Streaks’ glow in the early morning sunlight, alongside sister locomotive No. 4464
Bittern, prior to the ‘Giants of Steam’ weekend. ROBERT FALCONER
Light & Shade: Barrow Hill’s roundhouse has been
the location for dozens of photographic charters
and countless memorable images, such as this
atmospheric view recalling the days when steam
crews often worked in dark, smoky sheds.
BRIAN HANSON

ABOVE: Although it is primarily a depot,

Barrow Hill’s volunteers have rebuilt
a section of the former Springwell
Colliery branch to provide a short
demonstration line and headshunt for
some of the longer trains visiting the
site. Industrial 0-4-0ST Vulcan puts on
a good show as it heads back towards
the shed yard with a goods train.
ROBERT FALCONER

LEFT: April 2012’s LNER Gala brought

together a remarkable guest list of
famous LNER locomotives, from ‘A4s’ to
Atlantics and smaller locomotives such
as the tiny NER ‘Y7’ 0-4-0T No. 1510.
From left to right: Manning Wardle
0-6-0ST Sir Berkeley, ‘J72’ No. 69023,
NER ‘Y7’ No. 1510, GNR ‘N2’ 0-6-2T No.
4744 and GNR Ivatt ‘C2’ 4-4-2 No. 251.
BEN JONES

Barrow Hill 11
Barrow Hill –
The Steam Years
Today, Barrow Hill Roundhouse is a unique
high-profile piece of Britain’s railway heritage,
but for most of its life it operated out of the
public gaze, serving Derbyshire’s heavy
industry. Before we look at the preservation
era, we delve into the roundhouse archives
to get a sense of how the shed operated,
the industries it served and the people who
worked there.
12 Barrow Hill
I
f you visit Barrow Hill Roundhouse
today it can be difficult to grasp how
the area looked when the railway
arrived in the 1840s. Although it was
much more rural than it is in 2017, the
Staveley area was already dotted with
collieries, and other industries were
starting to grow up around them.
George Stephenson’s North Midland
Railway reached Staveley in 1841 and
the original Barrow Hill station opened
on April 6 of that year. However, it was
short-lived and closed on November 15,
1888 when a replacement station opened
on the same day as Midland Railway’s
LEFT: Barrow Hill was best known in steam days for
its allocation of small tank locos, used to shunt at
nearby Staveley Works. No. 41528 was one of four
Deeley 0-4-0T dock tanks based at the Derbyshire
site for many years. This mid-1960s view inside the
roundhouse shows it alongside an ex-Western Region
‘WD’ 2-8-0. COLOUR-RAIL

Clowne and Mansfield branch, which left

the Chesterfield-Rotherham line – now
known locally as the ‘Old Road’ – at
Barrow Hill. The station was renamed
Barrow Hill & Staveley Works, reflecting
the growing importance of the industry
around the line.
An engine shed was built near the
station in 1865 with capacity for four
locomotives, but in 1866 the Midland
Railway (MR) signed an agreement with
Staveley Works whereby it purchased and
would operate the works’ internal private
railway for the next 100 years. This
unusual agreement would have a huge
influence on the MR and its successors
until the late-1960s – and led to the
construction of the roundhouse shed we
see today.
A massive increase in railborne freight
traffic from the works and local collieries
combined with the need to supply
shunting locomotives for the internal
railway system meant that the MR had
to allocate more locomotives to the area
and build a much larger depot.
Construction commenced in July 1869
and was completed in November 1870.
The Midland Railway contracted IE Hall
to build the depot and the final cost was
£16,445 4s 9d. It comprised 24 roads,
gathered around a central turntable, of
which the longest is 80ft and the shortest
Johnson ‘1F’ No. 41708 (now preserved at Barrow Hill) and ‘WD’ 2-8-0 No. 90509 peer over the fence between
duties on August 26, 1965. RAILWAY MAGAZINE COLLECTION
60ft. Although it is called a ‘roundhouse’,
the building is actually square. It was
built to a standard Midland Railway
design; similar buildings once existed
at various locations, including Barrow
Hill’s ‘twin’ shed at Hasland, south of
Chesterfield.
Officially known as Staveley by the
MR and LMS, after 1948 the shed was
renamed Barrow Hill to avoid confusion
with the ex-Great Central, ex-LNER shed
of the same name, situated nearby on the
GCR’s main line between Sheffield and
Nottingham.
HISTORICAL CONTEXT
At this point we hand over to Barrow
Hill Engine Shed Society’s archive team,
which has charted the development of
the area as part of its educational and
conservation activities.
On July 4, 1836, an Act of Parliament
was passed for building the North
Midland Railway from Leeds to Derby.
In August 1837, NMR shareholders
were informed that construction work
had begun on the new line and, by the
summer of 1838, a bird’s-eye view of the
BELOW: Stanier ‘8F’ 2-8-0s were the most powerful
locos in the Barrow Hill fleet and were used for the
heaviest duties, and those going further afield to
destinations such as Wellingborough. No. 48210 was
one of the shed’s longest residents, spending its
entire BR career there from 1948 until withdrawal in
April 1964. COLOUR-RAIL
Fowler ‘0F’ 0-4-0ST No. 47005 heads a train of BR open wagons into Staveley Works. In the background are the
twin chimneys of the brickworks near to the little tank’s home depot. Two of these locomotives were allocated
to these internal works duties in BR days. COLOUR-RAIL

course of the North Midland line would

have presented many scenes of interest.
George Stephenson realised the
possibilities of a railway route across an
undeveloped mining area and formed the
Clay Cross Company, in 1837, to exploit
the coal and iron resources of the region.
Other coal and iron masters along the
route of the proposed new line soon
followed his lead. George Hodgkinson
Barrow, the proprietor of the Staveley
Forge and collieries, began negotiations
with the Duke of Devonshire in 1838 for
a new lease at Staveley, during which
he suggested that his wealthy younger
brother, Richard Barrow, could be
persuaded to invest in the business, if the
terms were favourable.
An 1839 report on progress on the
new line stated that, “of contract No.12,
Staveley, the length of which is three
miles, about 160,000 cubic yards of A rare colour view of the shed’s ex-LNER breakdown train tool and riding van, taken on August 20, 1961.
excavation remain of 520,000; and of Converted from a Gresley teak brake coach, this pre-Nationalisation vehicle remained at Barrow Hill well into
the masonry two-thirds are executed.” the BR blue era. COLOUR-RAIL
That same year, the tithe map for the
area shows the route of the line passing
through what would later become the
village of Barrow Hill. Apart from the
Chesterfield Canal, the Staveley Forge
and the NMR the locality was mainly
agricultural and sparsely inhabited with
just a few dwellings, the smaller pits and
ironworks.
The section of line from Derby to
Rotherham (Masbrough) opened on
May 11, 1840 and the whole route, from
Derby to Leeds, opened on June 30,
1840. In addition to the stations at Derby
and Leeds, there were 13 intermediate
stations en route.
The Leeds lntelligencer newspaper
reported that “the railway passes in

RIGHT: Johnson ‘half-cab’ No. 41835 under repair

in the roundhouse. This locomotive arrived from
Canklow depot in Rotherham in January 1962 and
stayed until the end of steam at Barrow Hill in
October 1965. RAILWAY MAGAZINE COLLECTION
 None of the enormous LMS Beyer-Garratt 2-6-0+0-6-2Ts
were ever allocated to Barrow Hill, although some were at
nearby Hasland. However, they did visit on occasions and
in this mid-1950s view, No. 47973 is undergoing fitters’
attention in the shed yard. COLOUR-RAIL

its entire length over a rich coalfield,
and skirts the mountain limestone of
Derbyshire; and great quantities of these
valuable minerals will doubtless be
conveyed on the line, to the benefit alike
of the landowner, the farmer, and the
manufacturer.” This forecast soon proved
accurate with both passengers and goods
transported on the line.
The Staveley Forge was a small
concern, employing around 500 men
in the coal and iron mines, and at the
ironworks, when George Hodkinson
Barrow signed the new lease, in
June 1840, which gave him control
of all the mines and beds of coal and
ironstone in the manor of Staveley.
Although contemporary documents
describe George Barrow as the coal
and ironmaster in 1842, it is evident
that Richard Barrow was involved in
the management of the works for quite
some time before signing his own lease
on February 28, 1843 and taking total
control of the business.
In the early part of 1841 the NMR
directors were able to report that the
traffic on their line was increasing;
the quantity of minerals conveyed was
almost outstripping the accommodation
at the disposal of the company. It was
in anticipation of this greatly increased
traffic that Richard Barrow inaugurated
a major programme of expansion of the
business in the early 1840s; clearing
away most of the plant, erecting two new
furnaces and building the foundations
of what would later become the Staveley
Coal and Iron Company.
When Frances Thompson designed the
stations along the North Midland Route,
Barrow Hill as a village did not yet exist.
The nearest locality was the small town
of ‘Staveley’, the name that was given to
one of the 11 new local stations which
opened on April 6, 1841 with two trains
each way daily.
The 1841 census, taken in June of that
year, records neither a station nor any
residents in the area with railway-related
occupations. Describing the view from
the train at “Staveley Station” in 1842,
Allen notes that Staveley can be seen
upon the hill to the left (as it appears
facing towards Chesterfield) and Mr
Barrow’s iron-works can be seen in the
valley. He reports that the views from the
railway at this point were “extensive and
picturesque.”
Williams described the district in the
mid-1840s as a time “when many of its
largest and richest iron fields had been
untouched… when Staveley was only a

A rare view showing the original roundhouse roof before it was replaced in the
mid-1950s. Ex-Great Eastern Railway ‘J67s’ Nos. 68530 and 68623 were among
the few non-MR/LMS locos ever allocated to the depot, albeit briefly, in May 1958.
However, a number of their sisters were allocated to nearby Staveley (GC) depot in
the mid- to late-1950s. BHESS ARCHIVE
By the mid-1960s, the depot was being used to store numerous withdrawn steam
locomotives, including ‘Jubilee’ and ‘Royal Scot’ 4-6-0s that would have been rare
visitors otherwise. BHESS ARCHIVE

16 Barrow Hill

WHO DID WHAT?
With a complement of 120 drivers and
120 firemen, 60 ‘Passed cleaners’,
20 cleaners, shed and office staff
as well as artisans, Barrow Hill had
approximately 390 staff looking after
the 70 locomotives allocated to it
between 1955 and 1965 plus any
visiting locos on shed because of
failure or unbalanced workings. When
looking around the roundhouse, it can
be easy to overlook the impact the site
had on the surrounding community.
What follows is a list of people who
were needed to run the site in the
steam era, a workforce that would have
been typical of any shed at the time.
Records of some of their names exist
in the archives, but unfortunately many
were lost during the time when the site
was derelict between BR days and the
opening of the museum site in 1998.
1 SHED MASTER – his office with a
fireplace is now part of the archives.
5 OFFICE STAFF – the chief clerk and
his staff of four including a junior typist.
They dealt with wages, time cards and all
depot records.
3 RUNNING FOREMEN – allocated locos
and train crews to jobs, worked with the
control office, sorted out most problems,
their office was known as the Shant.
3 FOREMAN’S ASSISTANTS – worked
with the running foreman and saw to the
rostering of drivers, firemen and passed
cleaners.
3 TELEPHONE ATTENDANTS – also based
in the running foreman’s office, gave
out time cards and job cards to the loco
crews, answered the telephones and took
messages.
18 Barrow Hill
5 MOTOR DRIVERS – for the shed
minibus, used for ferrying train crews
around. They could often be found in
their cabin against the shed door.
3 CALLERS UP/ADVISERS – calling up or
‘knocking up’ finished in the early-1950s
but they were still used for taking advice
notes out to train crews for a change of
duty; for example a passed fireman for a
driving turn, passed cleaner for a firing
turn. They were supplied with a company
bicycle but would sometimes be taken
in the minibus. When money was
transported from the bank in the shed
minibus, he would ride shotgun!
3 STORE KEEPERS – looked after the
issuing of stores and keeping records.
Provided oil, lamps and tools for the
locos, as well as the cleaners’ and fitters’
requirements. All were issued through the
stores window over the counter.
1 SAND MAN – dried the sand in the sand
hole and riddled it; also stood in for the
charge hand cleaner if he was off.
1 CHARGE HAND CLEANER – delegated
work to the cleaning gang who, as well
as cleaning locos, did labouring work.
He had to keep a good record of who
did what as cleaners got higher pay
for labouring jobs. This was allocated
on strict seniority. He always carried a
large notebook and also distributed the
pay cheques to employees for wages
collection on pay day.
APPROXIMATELY 20 CLEANERS – they
cleaned locos sometimes but mostly did
labouring jobs, working one shift 7.55am
to 4.25pm.
APPROXIMATELY 60 PASSED CLEANERS
name... when neither South Yorkshire
nor Derbyshire had sent, except by sea,
a ton of coals to London; and when the
new North Midland Railway quietly ran
over 60 miles of almost undisturbed
coalfields.”
The coming of the railway ended the
region’s isolation and led to both its
importance as an iron-producing area
and to the building of Barrow Hill village.
In May 1844, the Midland Railway
was formed when the Midland Counties
LEFT: A Victorian rarity, No. 41518 was one of
only four Johnson ‘0F’ 0-4-0STs inherited by BR
in 1948 and was the final survivor when it was
retired in February 1958. It moved from Hasland to
Barrow Hill in May 1955, and on to Lower Darwen
shed in December 1957. It is standing in front of
the redundant, and now demolished, wartime oil
building. COLOUR-RAIL
– cleaners passed out for firing duties
worked three shifts starting at 6am, 2pm
and 10pm. Firing turns were covered in
strict seniority. If not firing, they would
be used on other duties – coal stage,
ash pit, telephone attendant and any
other job that needed doing. There were
about 20 on each shift. In the winter in
freezing conditions they would look after
frost fires and fire devils at the water
cranes.
120 LOCO DRIVERS AND 120 FIREMEN
– in Links of 12. There were four Main
Line Links = 48 drivers and 48 firemen;
two Branch Links = 24 drivers and 24
firemen; two Relief Links = 24 drivers
and 24 firemen; one Shunting Link = 12
drivers and 12 firemen; one Shed and
P&D Link = 12 drivers and 12 firemen.
There was also another Link of 12
drivers and 12 firemen out-stationed at
Sheepbridge. The 12 firemen in Shed
and P&D Link were passed firemen and
so could be used as drivers with their
job covered by a passed cleaner. The
24 Shunt Link Firemen were also usually
passed drivers.
1 MESS ROOM ATTENDANT – kept
mess room and toilets clean, usually
a medically restricted man. He also
supplied clothing issues to new starters.
3 STEAM RAISERS – looked after
locos in steam, lit fires in locos after
washout or repairs, cooled boilers down
before a washout: blew any steam out,
then coupled up a water pipe and ran
water through, cooling the boiler down
gradually ready for the boiler washers.
3 BAR SETTERS – replaced fire bars
in loco fireboxes when they had been
removed (usually about five) to facilitate
Railway, the Birmingham & Derby
Junction Railway and the North Midland
Railway amalgamated.
By 1849, the Barrows had built a few
dwellings for their employees near the
railway station. The land was described
as “of great value, for its’ abundant
produce of coal and ironstone, the former
of which is sent away in great quantities
by the Midland Railway, of which there
is a station, and the line passes through
the midst of the works of Richard
Barrow Esq., the extent of which may be
judged by there being near 2000 hands
employed.”
RAPID GROWTH
Richard Barrow’s business was
expanding and, by 1857, the Hollingwood,
Springwell and Victoria collieries were
producing superior coals, which were
fire cleaning. Used a long iron bar hook
to place them in position. Also helped
the steam raiser, especially on Sunday
afternoons when most locos would be
fired up ready for Monday morning.
3 ASH PIT MEN – kept the ash pit where
loco fires were cleaned clear of ash and
clinker. Operated the electric ash hoist
which tipped the waste into wagons,
making sure that it had been well
watered.
9 COAL STAGE MEN – three on each shift
for the four wagons on the coal stage
which filled the half-ton coal tubs for
tipping into loco tenders. There were
about 30 tubs in use. A loco would usually
need six tubs but a large tender could
take seven or eight. Passed cleaners
would be sent to help on the night shift,
the busiest time on shed at Barrow Hill.
1 SHED SWEEPER – went all round the
shed every day, starting in the signing-
on lobby, then going round the shed
anti-clockwise clearing up any sand and
spillage. You could tell the time by his
position in the shed!
1 WATER TREATMENT PLANT OPERATOR
– saw to the water treatment at the
two plants: one in the Down sidings at
Barrow Hill and the other at Chesterfield.
Cleaners would be sent to help him
unload the necessary chemicals that
came in bags in a 12-ton covered van.
1 PIT AND SUMP CLEANING OPERATOR –
in the shed, pits were swept out and the
sump emptied when there was no loco
over them.
6 GENERAL LABOURERS (LIGHT DUTIES)
– retired drivers who opted to stay on
Standing outside what was, until recently, the entrance to the shed and shop, a rusting ‘0F’ 0-4-0ST No. 41531
is on the old ‘pit road’ alongside the roundhouse. Note the bag over the chimney – a sign that the loco is stored
out of use. COLOUR-RAIL
helping out at the shed, known as the
‘Easy Six’. They assisted with cleaning
up, helping with clothing issue, in the
stores and generally keeping the place
tidy. They would gladly talk about their
days on the footplate and give advice.
1 FOREMAN FITTER.
9 FITTERS – There were always two
fitters and their mates on each shift,
adjusting brakes, making sanders work,
seeing to any running repairs. Lifting a
loco using the sheerlegs for attention to a
hot axlebox was very common on Derby
‘4Fs’, the largest locos Barrow Hill’s legs
could lift.
9 FITTERS’ MATES – worked with the
fitters.
2 FITTERS’ APPRENTICES – did a six-
year apprenticeship; a combination of
practical work with a fitter and going to
‘Tec’ (technical college).
1 BRAKE BLOCK MAN – changed the
brake blocks on locos.
1 MACHINE SHOP MAN – looked after
the machine shop. Also went to Derby
Works to fetch any urgent parts required
to get a loco back into traffic quickly. He
would take a cleaner with him to help
with the carrying. Non-urgent parts came
in the tariff van, a passenger train parcel
van, which came from Derby Works,
attached to a Derby to Leeds stopping
train. Arriving at Chesterfield Station at
around 7.30pm, two cleaners would be
sent by bus to meet it. When they found
the van they would check if there was
anything for Barrow Hill. If it was a large
object such as a steam pipe or even
an injector or ejector, the shed minibus
would be summoned to fetch it. In the
meantime, the cleaners would have a cup
of tea OCS (On Company’s Service) in the
refreshment room!
1 HANDYMAN JOINER – could be found
in what still is the joiner’s shop or pump
house under the big water tank. He did
many jobs around the shed and repaired
loco footboards. He also looked after
the shed’s breakdown van train (packing
vans), going out with it to incidents,
keeping the fitter volunteers who manned
it on an on-call basis supplied with hot
drinks and food if it was a long job.
6 BOILER WASHERS – washed out loco
boilers, usually two per shift.
1 FIREBOX MAN – rebuilt firebox brick
arches when the loco was cold after a
washout. He could always be recognised
because he would be covered in white
dust from the firebox. He was one of
the few people during this period to be
supplied with and wear a face mask.
He fetched his large firebricks from the
store against the shed wall, where the
Permanent Way (PW) parts are today,
using a flat barrow. He never had any help,
probably because only he knew which
bricks he wanted. The bricks had a pattern
number, each loco using different types.
The cleaners and passed cleaners were
a versatile part of the workforce, being
utilised for almost any job in the shed:
telephone attendant, steam raising, bar
setting, smokebox painting, coaling stage,
ash pit, tube sweeping or assisting a fitter.
They were always available for a firing
turn and anything else that cropped up at
Barrow Hill. Sometimes, they were sent
to other sheds such as Hasland or Toton
to help out if they were short staffed.
Barrow Hill 19

Rebuilt ‘Royal Scot’ No. 46131 The Royal Warwickshire Regiment makes a sad sight on the storage line. This
view is likely to be around 1962 when the loco was re-allocated to Canklow from Sheffield Millhouses. The ‘41C’
shedplate is visible. BHESS ARCHIVE
From the late-1950s, BR Standard ‘9F’ 2-10-0s were regular visitors to the area. Doncaster’s No. 92172 sits in
the shed yard awaiting its trip home. Note the coaling stage in the background. BHESS ARCHIVE
BARROW HILL STEAM 1948-65 * Asterisk denotes locomotive was a long-term resident at Barrow Hill.
Although the shed was designed to house
24 steam locomotives, the allocation
peaked at 90 engines it the 1920s. The
most powerful of these were Johnson ‘3F’
0-6-0s and Kirtley double-framed 0-6-0s,
of which a total of 26 were allocated. For a
time, Johnson 1P 0-4-4Ts were allocated
for working the branches to Mansfield via
Clowne and Doe Lea Valley.
The allocation settled down to around
75 locomotives throughout the 1940s and
1950s but had reduced to approximately
30 locomotives before closure to steam
on October 4, 1965.
Steam locomotives frequently moved
between depots to suit operational
requirements and Barrow Hill was no
exception. Although the fleet was largely
employed on internal duties at Staveley
Works or on local trips, and many stayed
for decades, some larger locomotives
were allocated to the depot for longer-
distance work, although their stays
tended to be shorter. The depot’s
allocation also included a few small
0-4-0T types used to shunt internally or
20 Barrow Hill
at Staveley Works plus, of course, the
famous Johnson 1F ‘Jocos’ (the nickname
used by local staff) which lasted until 1966.
Looking back at the allocation
records for 1948-65, Barrow Hill’s lowly
status among LMR sheds seems to
be confirmed by the fact that many
locomotives – especially ‘4F’ 0-6-0s and
Ivatt ‘4MT’ 2-6-0s – were transferred
in to eke out the last couple of years of
their life on local colliery trips. A number
of ‘WD’ 2-8-0s were also transferred in
by the Eastern Region from other local
depots such as Canklow, Mexborough,
Doncaster, Colwick and Staveley (GC)
from January 1964. For many it was their
final home before withdrawal.
A surprisingly large number of Stanier
‘8F’ 2-8-0s spent time at the depot,
although only a small number stayed for
more than a couple of years. Another
surprise is that 18D/41E never had an
allocation of the otherwise-universal
Stanier ‘Black Five’ 4-6-0s, although they
could be seen passing Barrow Hill on the
‘Old Road’ every day.
sent by railway to all parts of England,
as well as supplying the ironworks. It
was noted at the time that: “the Midland
railway passes on the east side of the
work, where there is a station, with lines
of rail running to the works.”
With branches to some of the
collieries, by 1864 there were some 60
miles of rails owned by the (Staveley)
company, seven steam locomotives and
innumerable wagons (see pages 14 and 17
for a graphic illustration of how the area
developed).
Richard Barrow was a close friend of
James Allport, the general manager of
the Midland Railway and, between 1847
and 1855, he had won contracts to supply
the Midland Railway with 80,000 tons
of coal and became one of its leading
suppliers. The expansion of the business
and the need for a larger workforce,
led Barrow to begin building his model
village of Barrow Hill in the 1850s and
early 1860s.
On December 19, 1863, Staveley
Works was incorporated as the Staveley
Coal and Iron Company, with Richard
Barrow as its first chairman and Charles
Markham as the new managing director
and chief engineer. Markham had been
the assistant locomotive superintendent
to the Midland Railway at Derby, where
he had won celebrity as an engineer
and inventor, and counted a number of
influential figures, many of them men
with similar railway backgrounds,
among his friends. These connections
would prove invaluable as the business
grew.
Shortly after Barrow’s death on
January 10, 1865, Markham negotiated
BARROW HILL
RESIDENTS 1948-65
MR Johnson 0-4-0ST: 41518
LMS/BR 0F 0-4-0ST: 47001/005
MR Deeley 0-4-0T: 41528*/529*/531*/533*
2F: 58146 (02/58-01/60)
MR Johnson 1F 0-6-0T: 41706/708*/710/7
11/734/739/747/749*/752*/753/763*/769/7
77, 41804*/835/875
MR Johnson/Fowler ‘Jinty’ 3F 0-6-0T:
47221/263*, 47426*/455*, 47506/545, 4761
9/620/625*/626*/627/628/630/637
3F: 43224*/234/242/252/294/297-299*,
43309/310/386*, 43515*/524*/546*/575*,
43605*/631, 43711, 43809/828
4F 43844/857/862/869/882/886*/889,
43900/914/920*/946/993*, 44006/01
0/036/066*/070*/071/088/089, 4410
Within Staveley Works, MR/LMS/BR locomotives worked alongside the company’s internal fleet of locos. No. 41533 sits by the works steam shed, where two industrial
0-4-0STs await their next duties. Note the large dumb buffers of the internal locos, used to avoid buffer-locking on tight curves. COLOUR-RAIL

both a renewal of the lease and the
famous agreement between the Staveley
Coal and Iron Company and the Midland
Railway whereby the railway company
would provide motive power to the
Staveley Ironworks for 100 years.
OUT OF THE LIMELIGHT
For the next century, the shed operated
out of the limelight, going about its daily
business of providing locomotives and
crews to haul coal trains from local
collieries, steel trains from Staveley
Ironworks and, increasingly, chemicals
from the nearby works.
In true Midland Railway fashion,
Barrow Hill’s fleet consisted mainly
of 0-6-0 goods locomotives, including
Kirtley double-framed Class ‘1’, Johnson
‘2Fs’ and ‘3Fs’, with the more powerful
Fowler ‘4Fs’ introduced from 1911 and
adopted as the standard LMS goods 0-6-0
after 1923. Shunting duties were handled
by Johnson ‘1F’ and Fowler ‘3F’ 0-6-0Ts,
plus a host of smaller types suited to
the tight curves of the Staveley Works’
internal system.
As well as resident machines, the
depot hosted many visitors from other
depots across the Midland, and later
LMS and BR London Midland Region
systems. These included the giant
articulated LMS Beyer-Garratt 2-6-0+0-

4*/111/122/128/129*/147*/154/174/18
2, 44205/212/249/265/267/287/299,
44371, 44404/426/437/475/482,
44518/535/568/573/590*

4MT 2-6-0: 43037/067/080/082/084/085/

087-090/092, 43108/109/111/127/143/144/
148/149/151/153/157/159/161

Stanier 8F 2-8-0: 48002/026/029/0

33/037/053/054/090, 48103/111/11
9/120/122/134/140/144/145/150/15
1/164/167/176/178/179/181/189//19
5/199, 48200/204/209/210/213/216,
48319/331/332/341*/346/354/39
1/396, 48407/441/460/493, 4850
8/515/523/533/537/539/545/546,
48604/609/618/640/642/663, 48765/772

WD 2-8-0: 90084/085, 90121/148/188-

190, 90220/225/227/258/266/295,
90306/340/346/367/368/383/384,
90410/419/421/474/491/496, 90509/519/
521/529/544/567/572/573/579/580/587,
90668/697, 90706/730
A pair of ‘WD’ 2-8-0s stand alongside the coaling stage in the mid-1960s. The fire iron tunnel on the running
Ex-LNER J67/J69: 68530, 68623 (May plate of No. 90544 shows that is a former Western Region locomotive. It was transferred north to the ER in
1958) December 1962 and finished its career between March and June 1964. BHESS ARCHIVE

Barrow Hill 21
COALING STAGE
Many people visiting Barrow Hill now
take advantage of the raised vantage
point looking over the shed yard without
realising what it is or why it is there.
Now a cinder footpath, the coaling
stage was probably the most important
steam-era building discarded once
diesel took over.
Built at the same time as the
roundhouse, it survived long enough
to have a new roof fitted but it became
redundant in 1965 and was eventually
demolished. There were several types
of coal used by locomotives, the
best being earmarked for passenger
expresses. Barrow Hill, with its
hardworking freight engines, used
basically anything that was available.
To help fill tenders at Barrow Hill, the
MR opted for a simple gravity system in
which coal wagons were pushed up a
ramp and the coal could be loaded into One steam locomotive that could be seen at Barrow Hill after October 1965 was a departmental Thompson ‘B1’
locos at tender height. 4-6-0 retained as a mobile steam heating boiler. No. 32 sits dumped outside the roundhouse with the telltale
Eleven loaded coal wagons were bag over the chimney in this late-1960s view. BHESS ARCHIVE
pushed up through the coaling stage
to the end of the ramp by the day shift
crew. Four were left inside for the start Withdrawn and stored ‘1Fs’ and ‘WD’ 2-8-0s
of the day’s activities. The side doors dumped outside the depot in the mid-1960s.
would be opened and coal shovelled BHESS ARCHIVE
into waiting ‘tubs’ carrying about half
a ton of coal each. These were pushed
out on to the loading ramps, which
would hinge down over the tender when
the truck moved on to it. The tub would
be tipped. This was made easier by the
arrangement of the wheels, the front
ones being only slightly in front of the
centre of gravity and acting as a pivot.
Once the wagons were empty, the
afternoon shift crew arranged for the
wagons to be drawn forwards until the
next four were inside. The last three
were pulled in as required, normally by
the night shift.
At the end of the night the 11 ‘empties’
would be pulled out to be replaced
by more loaded wagons. During this
process the coal which had spilt on the
line within the coaling stage (sometimes
called the ‘grip’) would be cleared up
and loaded into a waiting tub. One
wagon would be sent to the bottom of
the coaling stage to collect the spillage
which could be as much as three tons at
the end of a busy shift.

Midland ‘1F’ No. 41734 on the coaling stage shunt

duty, which involved pushing loaded coal wagons
up the ramp and removing empties later in the day. In the background, one of the new ‘Paxman’ Type 1 diesels is stabled outside the roundhouse as the old guard
BHESS ARCHIVE looks on. BHESS ARCHIVE

22 Barrow Hill
6-2Ts, some of which were based at
Hasland, south of Chesterfield, and the
BR Standard ‘9F’ 2-10-0s which replaced
them from the mid-1950s. Even the
changes of ownership in 1923, when the
pre-Grouping railways were merged into
the ‘Big Four’, and then nationalised as
British Railways in 1948, seem to have
changed little, although the older 0-6-0s
gradually disappeared and ‘4Fs’ became
more prevalent during BR days.
When the Midland Railway introduced
its system of shed codes in 1898,
Barrow Hill was given the code M24.
This changed to 18D under the London
Midland & Scottish Railway (LMS)
system in 1935. In February 1958 it
changed again, to 41E, when the area
was taken over by the Sheffield Division
of British Railways’ Eastern Region. Made redundant elsewhere by line closures and dieselisation, Ivatt ‘4MT’ 2-6-0s were transferred in to replace
On October 4, 1965 the depot closed its elderly ‘3F’ and ‘4F’ 0-6-0s in 1964-65. Standing on what is now one of the lines to the roundhouse platform,
doors to steam and was later given the ‘Mucky Duck’ No. 43108 is a former Midland & Great Northern loco and still has its tablet catcher equipment on
TOPS computer code BH, although by the tender. BHESS ARCHIVE
that stage no locomotives were officially
allocated to the depot, as it had become many cases this was only a ‘paper’ move October 1965 was an unusual ‘foreigner’
an outpost of Tinsley depot (TI) in as the locomotives never worked again transferred in from Rotherham’s
Sheffield. or, in the case of the ‘1Fs’, continued to Canklow depot in September 1966.
When Barrow Hill switched over to ply their trade at Staveley Works until Departmental No. 30, formerly Thompson
diesels in 1965, its remaining steam December 1966. ‘B1’ 4-6-0 No. 61050, was used as a mobile
allocation was transferred to Langwith One steam locomotive that could steam heating boiler at Barrow Hill until
Junction, near Shirebrook, although in be found in the roundhouse after withdrawal in April 1968.

THE TURNTABLE
One of the features that makes Barrow
Hill Roundhouse unique is the layout of
the tracks gathered around a central
turntable.
The turntable has been replaced twice
since the roundhouse was built. The
present structure is 54ft 8½in in diameter
and was constructed by Cowans Sheldon
in 1931. It was installed in 1962 by a
team from Gorton Locomotive Works in
Manchester.
Each road is numbered and some had
names for simple identification purposes
during the steam era. For example,
No. 3 was the ‘Boiler Washers Pit’,
backing onto the boiler washer cabin.
No. 9 was the ‘Sand Hole Pit’, backing
on to the sand-drying oven; No. 15 was
known as the ‘Stores Pit’; No. 18 was
called the ‘Short Pit’; No. 21 was called
the ‘Legs Pit’, straddled by the sheerlegs hand, or later connecting the vacuum
and No. 20 was termed the ‘Fitters brake system of steam locomotives to a
Corner Pit’. cylinder mechanism to drive the turntable.
Often the roads were referred to as This system was very effective and lasted
‘next to’, as in ‘next to the Legs Pit’ for into the days of diesel traction.
ease of identification. However, when the air-brake only Class
The road leading outside towards what 56s were introduced from 1976 onwards
is now the overflow car park was called they could not connect to the system
the ‘Garden Road’. This name harks back and it was replaced by an electric motor
to the days when a decorative rockery controlled from a panel on one end of the
was maintained by some of the staff at ‘table.
the rear of the shed. Some of the original devices needed to
With a locomotive balanced in the turn the table by hand are still present. vacuum system. The empty table was
centre of the turntable the combined This was necessary when a locomotive pushed into position by using a long
weight to turn is well in excess of 100 needed to be collected from one of the bar, normally seen today in the lowered
tons. Turning was originally achieved by roads and had no steam to charge its position.

Barrow Hill 23
The ‘Half Cab’:
A Barrow
Hill Icon

Perhaps more than

O
ne of the first locomotives to
return to the roundhouse in 1998
any other locomotive, was Midland Railway Johnson
‘half cab’ 0-6-0T No. 41708. A former
Midland ‘1F’ Barrow Hill resident, the ‘1F’ led a
No. 41708 is nomadic life in preservation before its
homecoming, but has spent the last 20
associated with years back where it belongs.
The lone survivor of a class of 185
Barrow Hill, its locomotives introduced in 1878 to a
Samuel Johnson design, No. 41708 is
roundhouse and privately owned but on long-term loan to
the nearby Staveley Barrow Hill. The Midland Railway ‘1377’
class was built for light shunting and
Works. station pilot work around the MR system,
with 165 built at Derby Works and the
final 20 at Vulcan Foundry.
Like many locomotives of the time,
most of the ‘1377s’ had just a rudimentary
‘half cab’ to protect the footplate crew
from the weather, but around 40 had full
cabs. No. 41708 has the option of both as
it has a removable rear cab section – but
to most people it is simply known as the
‘half cab’.
All 185 locomotives were built with
round-topped boilers, in common with
other Johnson design, but many later
received flat-topped Belpaire fireboxes.
Most of the fleet passed to the LMS in
1923, but withdrawals started in 1928 and
by the time of Nationalisation in 1948,

24 Barrow Hill

The ‘1F’ has now been out of steam for more than
a decade and there’s no indication yet as to when
it might be possible to overhaul it so that visitors
can once again see it in action. BEN JONES
only 87 were still in traffic. They received
the numbers 41660-895 (with gaps),
allocated by adding 40,000 to their LMS
numbers.
From the mid-1950s, hundreds of
diesel shunters were introduced by BR
to replace elderly steam locomotives
such as the ‘1Fs’, but 11 were still in
traffic in 1961. After decades performing
important, but unexciting work in unseen
corners of the railway, the ‘1Fs’ finally
got their moment in the limelight in the
1960s, when enthusiasts were drawn to
see these Victorian survivors shunting
at Staveley Works. This quirk of fate
was the result of the 100-year contract
No. 41708 returned to the roundhouse in July
1998, for one of the then fledgling museum’s
first steam events. ROBERT FALCONER
signed by the Midland Railway in 1866,
which committed it (and its successors)
to provide shunting locomotives for the
works until 1966.
MR No. 1418, renumbered No. 1708 in
1907 and 41708 by BR in 1948 was one
of the final ‘1Fs’ in service at Staveley,
having spent its entire BR career based
at Barrow Hill (shedcode 18D, later 41E).
When 41E closed to steam in October
1965, it and Nos. 41734/763, 41804/835
were officially transferred to Langwith
Junction, but in practice remained at
Staveley Works until replaced by diesels
in December 1966.
Snapped up by the fledgling
preservation movement, No. 41708 moved
to the Keighley & Worth Valley Railway
and subsequently spent time at the
Midland Railway Centre, Butterley before
a lengthy sojourn far from home at the
Swanage Railway. It returned to Barrow
Hill in 1998 and although ran for a few
years ‘back home’, it hasn’t steamed since
the mid-2000s.
Unfortunately, a dispute over its
ownership is currently preventing any
chance of a quick return to steam,
although many at Barrow Hill are
very keen to see it become part of the
museum’s collection and back working
on the Springwell Colliery branch.
Barrow Hill 25
No. D2400 was one of eight Andrew Barclay
0-6-0DMs drafted in to Barrow Hill to replace the
final few steam locomotives in 1965. In contrast
to the ‘1Fs’, the ‘Barclays’ reign around Staveley
was very short and all were withdrawn in 1967-68.
COLOUR-RAIL

The Diesels
Take Over 1965-91
D Like many steam depots in the 1960s, Barrow
ieselisation came fairly late to
this part of Derbyshire; it was not
until the mid-1960s that Barrow
Hill gained its first permanent allocation
of diesel locomotives. Until then, it had
struggled along with an ageing and
increasingly unkempt collection of ex-
LMS ‘4F’ 0-6-0s, followed by Ivatt ‘4MT’
2-6-0s and ‘WD’ 2-8-0s made redundant
elsewhere and sent to Barrow Hill to see
out their last few months in service.
With much of the depot’s work focused
on short trip workings to local collieries
and yards, it appears not to have been
a high priority for BR management
implementing what had started as
the famous 1955 Modernisation Plan.
However, the first hint of things to come
occurred in May 1955 when LMS/BR
Class 11 350hp 0-6-0DE No. 12073 spent
a month on loan from Toton (26.5.1955-
26.6.1955).
Hill was adapted to house the new machines
taking over from its traditional form of traction.
But, as was often the case with BR’s early
diesels, things didn’t go entirely to plan.
BR/English Electric 350hp 0-6-0DE as workloads declined and BR looked
shunters (later Class 08s) arrived in to standardise its locomotive fleets, the
the mid-1960s, gradually replacing the ‘Barclays’ were an early casualty and all
smaller members of Barrow Hill’s vintage were withdrawn in 1967-68 and scrapped
steam fleet. soon after.
As part of the drive to eliminate the Also in 1965 Barrow Hill finally
last remaining ‘1F’ 0-6-0Ts, a batch of received its first new diesels: 950hp
Andrew Barclay 204hp 0-6-0DMs was Type 1s built by the Clayton Equipment
drafted in from other Eastern Region Company of Hatton, near Derby. These
sheds during 1965. D2400-05/07/09 were low-powered locomotives were designed
from a small class of 10 locomotives specifically for the sort of local freight
closely related to the Scottish Region trains that provided Barrow Hill’s ‘bread
Class 06 0-4-0DMs (D2410-43). However, and butter’ work.

Barrow Hill 27
Class 20s were a familiar sight during the 1970s
and 1980s and dominated local coal trips in the East
Midlands for many years. A line-up consisting of
three pairs of hard-working EE Type 1s, led by
No. 20003, sits out the weekend break in this
undated 1970s view. COLOUR-RAIL

BR had ordered 117 of the class
straight off the drawing board, despite
the fact that Clayton (hence the
commonly used nickname for the class)
had no previous experience of building
main line locomotives. It was announced
to the railway press that they were to be
the new standard Type 1. Clayton built
D8500-D8587 between September 1962
and February 1965, while sub-contractor
Beyer, Peacock & Co of Manchester
delivered D8588-D8616 between March
1964 and April 1965. Barrow Hill’s small
allocation came from this later batch.
Initially based at Tinsley, D8604-16
arrived at 41E in April 1965.
This design was arguably the least
successful diesel locomotive ever
employed on British Railways after
the disastrous Metrovick Co-Bo. The
twin Paxman engines were unreliable,

Three of the depot’s allocation of 13 ‘Paxmans’, as the class was known at Barrow An early-1960s view of English Electric 350hp 0-6-0DE No. D3701 on the ‘pit road’
Hill, led by No. D8610 stand in the shed yard accompanied by a visiting BR/Sulzer alongside the roundhouse. This locomotive was delivered to Sheffield Darnall in
Type 2 (Class 25). The unreliable Type 1s lasted a little over a year in Derbyshire May 1959 and based at Shirebrook between December 1962 and October 1975, so
before being transferred to the Scottish Region. BHESS ARCHIVE is likely to have been outbased or on loan to Barrow Hill. BHESS ARCHIVE

28 Barrow Hill
 BARROW HILL PEOPLE

Dave Darwin
Barrow Hill
Loco Man

Barrow Hill volunteer,

Dave Darwin, has
been a loco man for
60 years. Born in
1939, he left school
at 15 in December 1954. He started
work as a cleaner at Barrow Hill on
January 10, 1955, was promoted
to passed cleaner a year later and
progressed to registered fireman in
1960.
He worked on his last steam
locomotive in 1968 and moved over
to working with diesels, passed for
driving in 1973. A year later he moved
to Worksop as a driver, joining in
December 1974.
He finally retired from EWS in
May 2003 after spending 49 years
in the footplate grades. He is now a
volunteer at Barrow Hill Roundhouse
and is responsible for many shunting
operations carried out on site. He can
often be found in the cab of No. 03066,
moving vehicles around the depot.

BELOW: Depot pilot No. 03129 became well known in

enthusiast circles for its use on passenger shuttles
during Barrow Hill open days (see page 37). Arriving
to replace the ‘Barclays’ in December 1968, it was
officially withdrawn in December 1981, but remained
on site for another 15 months before being scrapped
in March 1983. COLOUR-RAIL
DIESEL LOCOMOTIVES ALLOCATED TO BARROW HILL 1955-87
CLASS 08/11
350HP 0-6-0DE
12073 – 26.5.1955-26.6.1955 (loan)
08186 – 5.78 to withdrawal on 17.3.85
08208 – stored at BH 7.10.1984-9.9.1985.
Allocated to Tinsley but a regular at BH
08240 – stored at BH 8.77-9.77.
See above.
08267 – 12.10.68-26.9.69 and 8.4.72-
21.3.78
D3439 – 12.65 to withdrawal in 9.68
D3440 – 12.65 to withdrawal on 28.12.68
08436 – 4.8.85-18.1.87
08459 – 8.77-9.77
08492 – 12.77-5.78
08504 – 8.77-9.77
08508 – 1.66-30.11.68
30 Barrow Hill
08509 - 6.7.68-18.1.87 D2166 – 3.67-11.73
(longest diesel residence at BH) D2189/03189 – 7.68-10.81
08871 – Given the unofficial painted name
‘Barrow Hill’ by Tinsley depot fitters ANDREW BARCLAY
08877 – 1.66-8.4.72 204HP 0-6-0DM
08880 – 1.66-30.10.71 D2400 – 11.65 to withdrawal on 29.10.67
D4072 – 18.12.65-6.7.68 D2401 – 7.65 to withdrawal on 28.12.68
D4091 – 1.66-24.3.68 D2402 – 7.65 to withdrawal on 10.9.67
D4092 – 1.66-6.7.68 D2403 – 7.65 to withdrawal on 27.1.69
(now preserved at BH!) D2404 – 10.67 to withdrawal on 27.1.69
D2405 – 10.67 to withdrawal on 28.12.68
CLASS 03 D2407 – 7.65 to withdrawal on 11.1.69
204HP 0-6-0DM D2409 – 7.65 to withdrawal on 28.12.68
D2045/03045 - 12.68-1.74
D2062 – 12.69-10.70
D3088 – 12.68-12.70 ■ Thanks to David Jones for supplying
D2129/03129 - 12.68 to withdrawal in 12.81 this information
A view of the shed yard in the mid-1970s with Class 20s and Class 47s stabled for the weekend. To the right
is the main line connection. Note the MGR coal wagons in the siding where the DPS Deltic Depot now stands.
BHESS ARCHIVE

LEFT: Diesel superpower in the form of 3300hp Class 56s arrived from late-1976. Two of the Romanian-built
‘56s’ rest in the roundhouse with a pair of Class 08 shunters in this undated view. COLOUR-RAIL

being prone to camshaft and cylinder
head problems among others; overall
availability was only around 60%, even
after extensive modifications.
Forward visibility, essential for
shunting and trip operation, which had
dictated the design of the class, was
not as good as had been hoped, the long
noses meaning that the crew could not
see the area immediately in front of the
locomotive. Furthermore, they proved
inadequate for hauling unfitted coal
trains, lacking the weight and braking
force of the steam locomotives they
replaced.
No further examples were ordered
and BR decided to dispose of the type
quickly, replacing them with an order
for 100 of the already proven English
Electric Class 20s, delivered in 1966-67.
Not only was the Clayton design
flawed, so was the logic behind their
purchase. Throughout the 1960s BR
was haemorrhaging freight traffic and
many of the small collieries, freight
terminals and yards that the ‘Claytons’
had been designed to serve were closing
at an alarming rate. The story was no
different around Barrow Hill, where
smaller collieries were disappearing and
depots closing as traditional workloads
vanished.
Photographs in the museum’s archive
show failed ‘Claytons’ dumped alongside
the roundhouse, awaiting repair or
transfer.
In May 1966, 13 months after they’d
arrived, Barrow Hill’s ‘Claytons’ were
shipped out to join their Scottish Region
sisters, along with the rest of the ER
and North Eastern Region allocations.
Despite only being delivered in 1962-65,
withdrawals started in 1968 and all had
gone by December 1971.
However, one machine – No. D8568 –
survived in industrial use and was later
preserved. In October 2001 it visited
Barrow Hill to provide a reminder of
the type’s short, but eventful time at the
depot.

Barrow Hill 31
Barrow Hill was a popular weekend destination for
loco spotters in the diesel era, as it was usually
possible to see a good selection of freight machines,
from Class 20s to Class 47s, 56s and, later, 58s. With
the now-demolished brickworks chimneys towering
over the yard, No. 20167 leads a line of ‘20s’ in this
mid-1980s view. COLOUR-RAIL
KING COAL
Despite the decline of traditional
wagonload freight, there was still a great
deal of coal traffic on offer to BR in the
late-1960s and 1970s, and Barrow Hill
continued to play a major role in serving
the Derbyshire/North Nottinghamshire/
South Yorkshire coalfield.
With the ‘Claytons’ gone, English
Close to the end of BR operations and the roundhouse makes a sad sight with just No. 58037 stabled on the
Sheerlegs Road and No. 56025 on the exit road. Both are in Railfreight Coal sub-sector grey livery, dating this
shot to the late-1980s or early-1990s. BHESS ARCHIVE
32 Barrow Hill
Electric Type 1s (Class 20s) became the
dominant form of traction in the area,
a relationship that would continue until
closure in 1991. By now, the depot did
not have its own main line allocation, but
was used for stabling and as a signing-
on point for crews. A small stud of Class
08 shunters was retained for local work.
Locomotives were usually outbased from
Sheffield’s Tinsley depot, or Toton, near
Nottingham.
From the mid-1960s, BR gradually
modernised the way it handled coal
traffic, moving away from inefficient
small-capacity 16t mineral wagons
tripped from colliery to local yards
and marshalled into larger trains for
longer journeys. With the rise of Central
Electricity Generating Board (CEGB)
power stations as the biggest customer
for coal, point-to-point block trains were
seen as a much more efficient method of
handling this vital traffic.
From 1966, ‘merry-go-round’ operation
was introduced, employing new 45t
capacity HAA hopper wagons designed
to be loaded and unloaded while on
the move. Train lengths and weights
increased significantly, resulting in more
use of Class 20s in pairs, rather than
singly on short rakes of ‘16 tonners’. The
Eastern Region also used Brush Type 4
Co-Co diesels (Class 47s) on MGR coal
trains from the mid-1960s, with many
used around Barrow Hill until the arrival
of more powerful freight locomotives in
the late-1970s.
In the East Midlands and South
Yorkshire much of the traffic was
destined for local power stations such as
West Burton, Cottam and High Marnham
and went over to MGR operation in the
late 1960s and early 1970s. However, the
transition took almost two decades and
traditional unfitted coal trains lasted
well into the 1970s, with vacuum-fitted
16t mineral wagons being seen on coal
traffic until the early-1980s.
In the aftermath of the 1970s oil crisis,
the UK looked to rely even more heavily
on domestic coal for its energy needs.
At the same time, BR wanted to make
its MGR operations even more efficient
by increasing train weights. A new
generation of 3250hp Type 5 locomotives
was ordered from Brush Traction,
although construction of the first 30
was sub-contracted to Electroputere in
Romania and later batches were built by
British Rail Engineering Ltd (BREL) at
Doncaster (56031-115) and Crewe (56116-
135).
Barrow Hill played a significant role
in the introduction of the new Class 56s
and would maintain a strong connection
with the class until 1991. On August 4
1976, Nos. 56001 and 56002 were shipped
from Zeebrugge to Harwich and towed
to Tinsley three days later.
Initial trials were conducted on the
Settle-Carlisle line but subsequent
Romanian-built ‘56s’ went to Barrow
Hill for preparation and commissioning
on test trains, usually to Peterborough
West Yard. The test train consisted of a
rake of rail-carrying flat wagons, with
an ex-BR Mk.1 Metro-Cammell Pullman
car marshalled immediately behind the
locomotive.
The tests quickly revealed poor
construction standards on the
Electroputere locomotives and many
required extensive rebuilding before
they could enter revenue service.
The ‘56s’ were joined from 1984 by
another, quite different, design of Type
5 diesel-electric, this time designed and
built by BREL. With their full-width cabs
and narrow ‘hood’ type body, the Class
58s were designed to be modular and
appeal to an export market, as well as
BR. However, construction was limited
to the 50 locomotives built for BR
between 1983 and 1987. Unfortunately
many of the class were delivered during
the 1984-85 miners’ strike, during which
time very few coal trains were operated.
All 50 were based at Toton for coal
traffic originating in the East Midlands
and they quickly became a common
sight at Barrow Hill, and three ‘58s’ were
among the final locomotives to use the
depot on its last day.
In later years, coal traffic from the
East Midlands went further afield too,
with MGR trains running as far as
Didcot Power Station in Oxfordshire.
The allocation in 1983 was just five
diesel shunters. This had slipped to
three by 1987 and by 1988 there was
no allocation at all. The roundhouse
became a stabling and signing-on point
for locomotive crews on coal traffic
workings. This was how it was to
remain until its closure by British Rail in
February 1991.
THE FINAL DAY
With coal traffic reducing as the pits
closed, BR’s Railfreight sector was under
pressure to cut costs. An increasingly
tatty Barrow Hill had been under threat
for some years, especially given the
proximity of Shirebrook and Worksop
Coal sector depots and, to a lesser
extent, the major depot at Toton. By
this stage Barrow Hill’s previous parent
depot at Tinsley had become the main
Railfreight Distribution (RfD) sector
maintenance facility and lost its link with
its near neighbour.
Closure came on February 9, 1991.
The last shed foreman was Pete Hodges
and the last person to sign on at Barrow
Hill was Joe Denston for Up sidings
locomotive preparation.
The last locomotives to use the shed
on its final day were four regulars; Class
58 No. 58016 came on shed at 11.00,
followed by No. 58027 at 11.30, which
then coupled to No. 58016. Both Class 58s
left for Worksop at 11.40. Class 20s Nos.
20073 and 20197 then arrived at 12.00,
but when they left for Worksop at 12.10,
with driver Bob Hill ‘in the chair’, Barrow
Hill’s days as an operational loco depot
were over…
…or so we thought.
BELOW: In its final years, Class 58s became a
familiar sight in the roundhouse, replacing Class 20s
on local coal traffic. Four ‘58s’, including
Nos. 58017/044/045 and an unidentified sibling give
a modern look to this Victorian depot. COLOUR-RAIL
34 Barrow Hill
 Barrow Hill Roundhouse is looking forward to a bright future thanks to the Heritage Lottery Fund grant and
its burgeoning reputation as an engineering and maintenance centre for the modern railway. However, a big
part of its appeal for enthusiasts will still be the unique steam shed atmosphere that it can provide. Hopefully,
the near future will also see the depot’s most treasured resident – Midland ‘1F’ No. 41708 – return to steam.
ROBERT FALCONER

Barrow Hill 35
 One-off prototype HS4000 Kestrel made one of its
final public appearances in Britain at the Barrow Hill
open day in September 1971. In the background is
preserved LNER ‘A2’ No. 532 Blue Peter, long before
it became a roundhouse resident. BHESS ARCHIVE

36 Barrow Hill
 One of the most fondly remembered feature of
Barrow Hill open days was the shuttle train formed Photo Special
BR Open Days
of a Mk.1 Brake (in this case a BSO) powered by
one of the resident Class 03s. Officially withdrawn
in December 1981, No. 03129 was stored at the
depot, but still managed to work the shuttles at
the 1982 open day! COLOUR-RAIL
In the 1970s and early-1980s, Barrow Hill held
a succession of open days to raise money for
local charities. As well as a chance to get up
close to resident locos, these events brought
some illustrious visitors to the depot.
A
visit to a working depot or major
works has always been a rare treat
for enthusiasts and loco spotters,
and over the years many locations have
hosted memorable events. The real high
time for depot open days was probably
the 1970s and 1980s, when many BR
depots opened their doors and allowed
the public to (officially for once!) take a
look behind the scenes.
Barrow Hill was one of the more
regular locations for open days, hosting
them in 1971, 1972, 1974 and annually
BELOW: October 12, 1980 saw No. 55019 Royal
Highland Fusilier take a break from East Coast Main
Line duty to star at Barrow Hill’s open day. Withdrawn
the following year, ‘19’ was saved by the Deltic
Preservation Society and is now based at the DPS
Deltic Depot. BHESS ARCHIVE
from 1978 to 1982. As well as resident
locos, guests were brought in from other
depots and, occasionally, preserved
steam locos provided an added attraction.
The September 1971 open day saw
LNER ‘A2’ 4-6-2 No. 532 Blue Peter as the
star guest. Coincidentally, the popular
Peppercorn Pacific would later become
a long-term exhibit in the roundhouse,
staying from 2007 until 2014 when it was
sold and moved to Crewe for overhaul.
Also on display that day was Britain’s
most powerful diesel loco, Brush 4000hp
prototype HS4000 Kestrel, not long
before its withdrawal and sale to the
Soviet Union.
On September 22, 1974, world-famous
Gresley ‘A3’ No. 4472 Flying Scotsman
visited BH for the first time – and
43 years on it is set to return for the
Barrow Hill 37
 ABOVE: Open days gave the public
a chance to see in and around
various types of loco – in this
case ‘EM1’ electric No. 76035.
The Woodhead electric is flanked
by resident Class 08 No. 08871
and another rare visitor – Tinsley
‘master and slave’ hump-shunter
No. 13001. BHESS ARCHIVE

LEFT: A busy scene inside the

roundhouse as visitors examine a
representative selection of local
freight traction, including a Class
76 electric. Unlike today, there’s no
fence to prevent visitors falling into
the turntable pit. BHESS ARCHIVE

38 Barrow Hill
grand reopening of the roundhouse on
September 21-24, 2017.
Later open days focused more on
local traction, with a few visiting BR
diesels, but the attendance of ‘Deltics’
No. 55016 Gordon Highlander October
7, 1979 and No. 55019 Royal Highland
Fusilier on October 12, 1980 brought a
dash of ‘top link’ express glamour to the
roundhouse. Little did anyone know at
the time that both locos would survive
to visit again, and that Barrow Hill
would become the permanent home of
the Deltic Preservation Society and No.
55019.
Other interesting visitors included
Woodhead ‘EM1’ electrics No. 76041 in
October 1979 with No. 76035 and Tinsley
yard hump-shunter No. 13001 following
in October 1980.
By the 1990s, changes to the
management and operation of BR,
stricter Health & Safety rules and the
advent of privatisation from 1994 made
it ever more difficult to stage open days A new Class 56, recently delivered to the UK from Electroputere in Romania, is inspected by visitors, alongside
at working depots. Fortunately though, a somewhat older form of traction – Woodhead electric No. 76053. BHESS ARCHIVE
Ba r row Hill is now one of the few places
in the country where enthusiasts and the
public can visit a working depot to get ‘up
close and personal’ with modern main
line locomotives, preserved
steam, diesel and electric
locomotives.

No. 03129 again, this time paired with a Mk.1 Brake Second Corridor (BSK) for the open day shuttle. It’s unlikely that the 100mph capability of the BSK’s B4 bogies will be
required for this duty!

Barrow Hill 39
Closure &
Dereliction
After the final locomotives left in 1991, the
depot was abandoned, heavily vandalised and
faced demolition – but a small group of local
enthusiasts had other ideas.
40 Barrow Hill
A
lmost before BR had locked
the doors of the depot for the
final time in February 1991, the
vandals and metal thieves moved in,
smashing windows, doors and panels
and stripping the building of anything
with scrap value.
Equipment such as the turntable and
its operating mechanism were stripped
or smashed, rails were removed by
thieves, effectively disconnecting the
shed, and the roundhouse interior was
increasingly exposed to the elements
as the roof was dismantled. It was a
depressing period for local enthusiasts
and anyone who had visited the depot in
better days.
It was especially sad for local lad,
Mervyn Allcock, who had grown up
 The exterior of the roundhouse with many of the fine Midland Railway windows boarded up to prevent further
damage. MERVYN ALLCOCK

Inside the roundhouse, with evidence of

extensive vandalism and theft carried out while
the depot was empty between 1991 and 1996. ABOVE AND BELOW: Aerial views of the shed and yard, showing just how much damage was caused after
MERVYN ALLCOCK closure. BHESS ARCHIVE

watching the depot at work since

taking up trainspotting in 1977. After
hearing in 1989 that the depot was to
close, he started a campaign to save it,
lobbying Chesterfield Borough Council
to recognise its importance as the last
surviving roundhouse depot in the
country.
The campaign by Mervyn and a small
band of other concerned enthusiasts
eventually paid off and the building
was granted Grade II listed status
in February 1991. However, it was
almost too close for comfort as the
decision was made just 48 hours before
demolition was about to start. Talk
about cutting it fine!
Following lengthy negotiations with
the British Railways Property Board,
After the site was handed over to the BHESS, the mammoth task of clearing up and repairing years of neglect
could begin. BHESS ARCHIVE
Chesterfield Borough Council became the
new owner of the shed and nearby yard
on December 20, 1996. During that five-
year hiatus, the condition of the building
and its surroundings deteriorated even
further and it was clear that restoration
of the building would be a mammoth task
in its own right, let alone turning it back
into a working railway facility.
The council subsequently granted
a recurring maintenance lease to
the Barrow Hill Engine Shed Society
(BHESS), which set about securing the
site with new palisade fencing during
1997. Rebuilding work could then
commence and throughout 1997 and
the first half of 1998, BHESS volunteers
cleared the site and the interior of the
roundhouse of tons of debris,
replaced the roof, re-wired the electrics
and carried out many other essential
tasks.
Outside the shed, rails were relaid to
reconnect the roundhouse to the main
line connection, redundant and derelict
buildings were demolished and the site
Weed-strewn tracks leading to the bricked-up shed
entrance. MERVYN ALLCOCK
was prepared for its new life as a depot
and museum.
Funding for the work came from
public donations, aided by grants
from Chesterfield Borough Council,
Derbyshire County Council, the
Transport Trust, North Derbyshire
Training and Enterprise Council, the
European Union’s European Regional
Development Fund and the government’s
Single Regeneration Budget (SRB) fund.
The site reopened to the public in July
1998.
Once overgrown and neglected, this area is now the
site of the roundhouse platform and storage sidings.
MERVYN ALLCOCK
 CREDIT: BHESS ARCHIVE

BARROW HILL PEOPLE

Bill Allcock
Mervyn’s father/
canteen manager

Q How long have you been a member

and how did you first become
involved?
I’ve been involved since the very
first meeting, when the Engine Shed
Society was founded. We got drawn in
to support Mervyn and help him raise
the money and interest to save the
The sight that greeted volunteers when they took over the shed in 1997 – the vandalised turntable could still be roundhouse.
turned mechanically, but the electric motor had to be replaced. BHESS ARCHIVE

Q What attracted you to Barrow Hill

as a project?
It was all about supporting Mervyn
in his quest. It’s a part of our local
heritage too, so his mother and have
been happy to play a part in rescuing
and restoring the building.

Q What jobs have you done around

the roundhouse?
We run the canteen on busy
weekdays and during the major events,
keeping everyone supplied with tea
and coffee, making sandwiches and
hot meals.

Q How would you like to see the site

develop over the coming years?
I’d like to see the place continue to
prosper. The kitchen and canteen
that we’ve used for so many years
has now been demolished and will be
replaced by something much more
Mervyn Allcock’s parents, Bill and Ellen Allcock, stand in front of the demolished remains of the old canteen inviting for visitors. New facilities like
and kitchen, which are being replaced as part of the Lottery-funded refurbishment work. Bill and Ellen have that will help to attract new people
played an important role at Barrow Hill since the early-1990s, supporting Mervyn’s campaigning and providing and encourage our regulars to come
refreshments for staff, volunteers and visitors! BHESS ARCHIVE more often.

Barrow Hill 43
Rescue and
Revival 1997-2000

Soon after the roundhouse was reconnected, locos

started to arrive for restoration and special events.
Photographers were keen to exploit the potential
of the shed for atmospheric photo shoots, such as
this July 1999 line-up of ‘Jubilee’ 4-6-0 No. 45593
Kolhapur, ‘1F’ No. 41708, North London 0-6-0T
No. 58850 and ‘J52’ 0-6-0ST No. 68846.
ROBERT FALCONER

44 Barrow Hill
In 1989 Mervyn Allcock formed the Barrow Hill
Engine Shed Society with the intention of saving
the roundhouse from demolition but it was to be
another seven years before it was secured and
renovation work could start. The BHESS Archive
Team explains how the project developed.

Barrow Hill 45
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Breath of Spring.
LF175.
Brenner, Barbara,
MP26059.
The Bribe.
LP43962.
Brigham Young University, Provo, UT.
MP25655.
MP25715.
MP25734.
Brigham Young University, Provo, UT. Motion Picture Department.
MP25655.
MP25734.
Bright-Persky Associates. SEE Persky-Bright Associates.
Bring me the head of Alfredo Garcia.
LP43775.
Brink of extinction.
MP25768.
British Film Makers, Ltd.
LF186.
LF189.
LF199.
British Lion Films, Ltd.
LF184.
Broken image.
LP43643.
Brooklyn, U.S.A.
R584822.
Brophy, John.
LF192.
Browne, Gerald A.
LP43879.
Browne, Howarde.
LP43699.
Broyles, Allebaugh, and Davis, Inc. Motion Picture Division.
MP25616.
Bruner, Jerome.
MP25802.
Bruner, Jerome S.
MP25801.
Bruner series—cognitive development.
MP25801.
MP25802.
Brute force.
R585843.
Brut Productions, Inc.
LP43678.
Bryant and Stratton Business Institute, Inc.
LP43668 - LP43672.
Buckaroo from Powder River.
R591424.
Buddy, can you spare a life?
LP43706.
Buena Vista Distribution Company, Inc.
LP43637.
LP43742.
LP43779.
Buford, Gordon.
LP43637.
Building better paragraphs.
MP25731.
Bulldog Drummond strikes back.
R591419.
Bullet for el diablo.
 LP43820.
Bunion surgery—a new approach.
MP25719.
Bureau of Business Practice, Inc.
MP25586.
Bureau of National Affairs, Inc. BNA Communications, Inc.
MP25609.
MP25610.
MP25611.
Burke, Billy.
MP25719.
Busch Gardens West.
MP25726.
Bush Christmas.
R593270.
Bushmen of the Kalahari.
MP25584.
Butley.
LP43686.
Buy me.
MP25647.
 C
California split.
LP43930.
California. State Department of Education.
MP25531.
Call girl.
LP43649.
Calories: enough is enough.
MP25922.
Camaro ’75.
MP25822.
Camden County Vocational and Technical School.
MP25529.
MP25530.
Camouflage.
MP25869.
Canadian Film Development Corporation.
LP43739.
Canadians: their cities.
MP25894.
Canadians: their land.
MP25893.
Canawest Film Productions, Ltd.
MFO-50.
Canyonlands National Park.
MP25884.
Capacitance principles.
MP25519.
Capacity for growth.
MP25534.
CAPAD.
MP25641.
Cape of Good Hope.
R583810.
Captain Boycott.
R593273.
Captain Silver sails again.
R591422.
Captain Silver’s strategy.
R591430.
Caravan.
R586094.
Caravans of trade.
R593736.
Career decision making.
MP25967.
Careers: it’s all up to you.
MP25545.
Carnegie Hall.
R583578.
Carnival in Costa Rica.
R583796.
Carnival of sports.
R585011.
Carol’s problem.
LP43844.
Carry on camping.
LF196.
Carry on, doctor.
LF197.
Carry on, Henry.
LF198.
Carson, Sonny.
LP43761.
Casella, Alberto.
LP43721.
The Case of the missing chickcows (adding positive and negative
integers)
LP43754.
Case Western Reserve University.
MP26016.
MP26017.
Casler, Christopher G.
MU9077.
Cassidy (Hopalong) Productions, Inc.
R583571.
Cassius Clay versus Ernie Terrell for the heavyweight championship
of the world, February 6, 1967, Houston, Texas.
MP25933.
Cassius Clay versus Henry Cooper boxing contest, June 18, 1963,
London, England.
MP25934.
Cass Timberlane.
R591703.
The Castaway cowboy.
LP43742.
Castle (William) Productions, Inc.
LP43796.
Casualty.
LP43646.
Cathedral Films, Inc.
LP43666.