Derby station, 4 Shed, the Research Center
and the line to Spondon

45066 arrives from the north with another express bound for Birmingham and the south west, in the early afternoon of October 20, 1979. For a larger view of this picture click here.

This machine was delivered as D114 to Derby during September 1961 and would spend the next twenty five years criss-crossing the country. Initially destined to replace steam on the expresses out of St Pancras to Derby, Nottingham, Sheffield and Leeds, the Peaks also found themselves in charge of the Leeds - Glasgow and Leeds - Edinburgh services. Then followed the North East/South West route between Bristol & York, eventually extending to Edinburgh and Penzance. When new a number were sent for crew training at a variety of Scottish depots with frequent use on Dundee services, and occasionally to Ayr.

As if that was not enough Cricklewood machines were diagrammed for the inter-regional Newcastle - Newhaven service, taking the Peak's (and occasional EE Type 4's) deep into the Southern Region's Central Division. Ironically towards the end of their career with the institution of a Manchester - Brighton service via Reading it was only a matter of time before a Peak made the journey throughout. I forget the date now, 1985 I think, with 45130 (?).

Certainly not BR's best buy initially, definately a little overweight, but who cared, when they wanted to they would run with the best of them, just when you thought they were maxed out, they'd be off with a second wind.

For all those miles we ran, for all the good times, especially 45125 out of St Pancras on that stormy Sunday afternoon, and the un-identified Peak that provided a monster run north east from Birmingham one Saturday afternoon......thanks.

Gone, yes, but not forgotten.

And for more views scattered about the station (now in chronological order) please see below....


Beginning April 14th DMU's commenced operation on a variety of services including the Derby - Birmingham route using Cravens triple sets (Class 105).

Late in July Derby works released D5000, the first of the BR/Sulzer Type 2's, the type would become very familiar to the rail enthusiasts at Derby. And at the same time Metro-Vick D5700 was tested on the nearby Churnet Valley line, and from October 1st would be regular performers on the St Pancras - Manchester services. The newly delivered BRCW Type 2's from Smethwick worked through Derby en-route to Doncaster for acceptance, delivery was generally every other Friday, passing through Derby about 10am.

From September the Derby Type 2's started passenger work on a Derby - Manchester - Liverpool and return diagram. Newly delivered Type 2's were tested between Derby & Millers Dale and Chaddesden to Liverpool with a variety of coaching stock. Also returning to the St Pancras - Manchester route were 10201/02.

Fell locomotive 10100 ended its working days on services through Derby when it suffered a fire at Manchester Central whilst waiting to work the 12.25pm to Derby.


Taken in 1959 is Derby allocated 4-4-0 41157 waiting to leave Derby with a local service. At the other end of Platform 3 & 4 are the diesel railcars that will soon send 41157 and its collection of coaches to the scrapyard.
Photographer unknown at this time.
A St Pancras - Manchester Central service during May 1959 features 5704 & 5708 arriving on Platform 1 at Derby. For a short while these locomotives were regular performers on the St Pancras - Manchester services, until their increasing unreliability and the greater availability of the Peaks sent them elsewhere.
Photographer unknown at this time.


A wonderful view from the north end of the station with one year old D5005 awaiting departure with an unidentified working on July 25th 1960. It is possibly the diagram which covered the 9.38 Derby - Manchester, 12.30pm Manchester - Liverpool Central, returning with the 2.30 Liverpool Central - Derby, requiring a run round at Manchester.
Photograph courtesy Dave Stubbs collection.


The presence of the Works alongside the station meant that from time to time locomotives arriving for repair or scrapping could be observed from the station platforms. Likewise locomotives recently outshopped, resplendent in fresh paint were frequently observed. In this view 7581 has a couple of shunters in tow on April 1st 1965.
Photograph courtesy Bill Wright


D5268 waits at platform 3 as a steam hauled service arrives on platform 4. The date for the photograph is not known though presumably this is in the warmer months of the year since D5268 has no steam heating equipment.
Photographer not known.


On June 6th a steam hauled passenger special headed north through Derby headed by prserved Brittannia 70013 'Oliver Cromwell'.

Locomotive allocated to Derby (16C) at year's end were 2130, 2211/31/58, 2302/81/82, 3056/59, 3180, 3246, 3351, 3568/69/70/71/87, 3792, 3864.


Services through Derby, particularly in the afternoon hours were severely disrupted by a strong snowstorm on February 7th.

A reshuffle of the DMU's working out of Etches Park saw the BR Swindon sets (Class 120/179) become dominant on the Lincoln - Crewe services. The three car Cravens units previously based at Etches Park were moved away to Lancashire.

By early June the former steam depot was just a pile of rubble.

The culmination of a major project occurred over the weekend of July 12th - July 14th when the new Derby power signal box was brought into production. The closure of the station saw NE/SW services diverted via Nottingham & Castle Donnington with Derby passengers bussed to Burton. Crewe services started from Pear Tree with bus connections to Nottingham. As might be expected with such a large & complex installation there were teething troubles once the station re-opened. But over the following week these glitches were smoothed out. One operational change was the use of Platform 5 for Crewe services.

Locomotive allocated to Derby (16C) at year's end were 2130, 2211/58, 2381/82/86/87, 3180, 3246, 3351, 3569/70/71/77, 3792. The Derby allocated shunters did not roam far from Derby. Jobs covered included St Mary's & Chaddesden yards, Etches Park, the Locomotive Works & the Carriage Works and the station pilot duties. The Class 03's were frequently the Locomotive Works pilots.


Mk II stock was gradually introduced to the Midland mainline services during the winter of 1970/71, by March 1971 there were enough Mk II coaches to make up entire sets.

During March the last of the Midland based BRCW Type 2's (Class 27's) were transfered away to Scotland, taking away a Class of locomotive that had been a familiar sight at Derby since they were delivered. They would of course from time to time still be received at the Locomotive Works for repair.

An unusual Western Region visitor on August 14th with an unidentified relief was maroon liveried 844 Spartan. After running round its train it left at 17.30 with a relief to Bristol.

Locomotive allocated to Derby (16C) at year's end were 2130, 2381/82/83/86/87/88, 3090, 3180/86, 3246, 3351, 3403/26, 3569/70/71/77, 3792. Etches Park had the responsibility of maintaining 90 DMU's, all three-car sets, eight BRCW sets (Class 104/169) and 22 BR Swindon sets (Class 120/179), which for anyone who spent any time spotting at Derby would become very, very familiar. The other DMU sets that were very familiar were the BR Derby (Class 114/148) two-car sets based at Lincoln.


The start of the summer timetable saw the introduction of BR's longest passenger service not serving London, the 521.5 mile 07.10 Paignton - Edinburgh using the NE/SW via York and Newcastle. The northbound service (1S27) passed through Derby about 12.30pm, on the first day (May 3rd) it was worked by 58. The southbound working, the 09.40 (1V87) ex-Edinburgh was in the hands of 152.

Also at this time the remaining Class 46's allocated to the Nottingham Division were transferred to Bristol, so their use in the Derby area would see them transitioning from freights and Midland mainline workings to the NE/SW workings.

More importantly for the Midland rail enthusiast was the availability of the new Midland Rail Tourer ticket - a week's travel during the summer months in the Midlands for the princely sum of GBP2.50, or half price for children. For your webmaster this ticket provided a gateway to some memorable journeys at a time when BR still had a great variety of motive power and services. Happy Memories!

Apologies for the grainy picture but it was all I could manage! And it of course would have to be a dull day to make matters worse. But here is the summer Saturdays only 1M52 09.40 Bristol - Derby return working waiting to leave from Platform 4. The inbound working arrived on Platform 4, the locomotive then ran round and waited for departure time which was 13.30 1V88 to Paignton. The Class 52 Westerns were occasional visitors on this turn, WR Class 47's were much more common. This one is 1060, another Saturday had produced 1036. It was always with anticipation that we waited for the train to appear through the arches of the London Road bridge as it approached Derby!

On July 24th when 1036 showed up I had just enough pocket money to get a return ticket to Burton on Trent. The departure was quite lively, definately a change from the more usual Peaks & Brush Type 4's. By Peartree & Normanton the crew had the train running nicely as yours truly revelled in this unusual exotic local haulage. It is believed a Gloucester crew were manning the locomotive. After detraining at Burton the departing Western definately presented an interesting sight.


After a year dumped at Derby withdrawn 2383 moved during February to Thomas Ward's Beighton for eventual scrapping. 2383 had been withdrawn from service during April 1971.

A Saturday's only Scarborough - Nottingham service falls victim to the the Instamatic 100, sometime in the summer of 1972, capturing a Class 37 on the working. The south end of Platform Four usually had some nicely placed Post Office barrows to rest one's weary feet. With the Lincoln - Crewe bog missing from Platform Five there will not be much energy expended in taking this snap shot!
The St Pancras services, normally the province of the Peaks during the 1970's frequently found Brush Type 4's filling in. Here during April 1972 a green liveried 1619, later 47038 waits for the departure whistle. The shadows from the lamp post suggest a mid-afternoon working. At this time 1619 was allocated to the Nottingham Division (D16).

During 1972 Etches Park were the proud owner of possibly the last rake of maroon liveried passenger coaches on British Rail. The set featured on quite a few of the summer extras and other charter/excursion workings. These included the obvious trips from the East Midlands to the likes of Skegness & Yarmouth. The make-up of the rake varied as coaches were swapped out, but Etches Park always managed to keep a solid maroon set.


Change was in the air during January when Derby was host to the newly delivered HST power cars 41001 & 41002. They visited the Research Center and initially tested with Mk III coaches between Derby, Nottingham & Wigston. Another stranger at Derby, again for the Research Center was the arrival of 832 Onslaught on January 10th.

Withdrawn 2387 left Derby sometime during April 1973, consigned to CF Booth's Rotherham, where it would be quickly cut up. 2387 had been withdrawn at Derby during December 1972.

The proximity to the Research Dept and its assortment of strange vehicles led to the MetroVick and the Baby Deltic being frequent visitors to the station. Unfortunately their familiarity in the Derby scene led to them being shunned by yours truly as photographic subjects. This very poor view of 5901 is now the only record of this machine that I have in service, taken sometime in 1973 from Platform 6.
4472 'Flying Scotsman' is viewed from Platform 6 following its trans-Atlantic voyage from the USA, seen here in February 1973. In an unusual gesture of goodwill and in celebration of 4472's return after financial issues clouded the future of this famous locomotive the public were later invited one Saturday morning to the Works to view the recently returned locomotive.

April saw further change with the presence of the first renumbered diesels under the TOPS scheme, Derby was now busy turning out the ETH equipped Class 45/1's, renumbered of course!

The Etches Park maroon set returned in 1973 for more excursion and summer dated passenger traffic. It was more difficult to maintain a solid maroon during 1973, in particular the catering vehicles were generally blue, and other blue liveried vehicles joined the rake from time to time. Specials worked during 1973 ran from the East Midlands to St Pancras, Bangor, York and the regular Skegness run.

At the end of the year the Class 03's ceased their duties at the Carriage & Wagon Works, 2397/99 were then placed in store.


August 7th 1974 finds 45019 (recently renumbered from 33) on a test working from Derby on one of the Derby - St Pancras services, with 45019 on test as far as Leicester. Although the nose has a bright yellow coat of paint, the remainder of the body seems to be suffering a bad case of chicken pox. (Photographer unknown at this time)
Not quite sure of the date or the locomotive number, but here is a familiar sight at the north end of Platform 1. The Class 25 already has the green light to continue its journey northwards. Prior to the rebuilding of the station entrance area, a train such as this would fill the entrance with the noise of the locomotive and the clanking of the wagons as they rolled by, especially if the goods train had a clear run up or down Platform 1 or 2. Happy memories!! (Photographer unknown)

A document presented during summer by the County Council proposed extending the Matlock service to Sinfin, where a new station would be built, along with the reopening of Pear Tree & Normanton station. The extension to Sinfin would provide rail access to a number of large industrial employers.


An interesting view of Derby station from the BREL office building, with Army crane 62003 in the foreground. Photograph believed to be dated about 1975.
Photograph courtesy British Rail

Changes to the timetables at the end of the summer season created a shortage of DMU's at Etches Park leading to the Derby - Matlock services being occasionally operated by locomotives and hauled coaching stock. Additionally more Norwich based units were noted working through to Crewe.


The summer season brought the return of the Derby - Skegness 'Jolly Fisherman' workings. The round trip fare was GBP1.80. Departure from Derby was at 09.20, leaving Skegness at 19.25. Such was the demand for this service that a relief ran at 09.05 from Derby, and on occasion the relief required a relief. Motive power for the 09.20 was paired Class 25's, the relief was paired Class 20's or Class 47/3's from time to time. Passengers from Crewe could take advantage of a GBP 2.00 fare to Skegness using the regular Derby - Crewe service to connect with the Jolly Fishermen workings, not a bad ride for 20p for the Crewe - Derby round trip portion!

Loadings on the Jolly Fisherman workings could be heavy, the twelve coach sets carrying upto 600 - 700 travellers, no doubt some with their buckets & spades.

25303 July 28th 1976.
Photograph courtesy Tony Sayer.
25212 July 30th 1976.
Photograph courtesy Tony Sayer.
It's July 31st 1976 and green liveried 47256 heads north through Derby with a summer Saturday working. Yours truly was this day at Birmingham New Street and saw this rather faded machine start out on this northbound working. Behind Platform 1 stand some of the victorian structures from the old Derby station.
Photograph courtesy Tony Sayer.

The Derby - Sinfin service commenced operations on October 4th, weekdays only. Consideration was given for a Saturday service to Pear Tree when Derby County were playing at home.

Locomotives allocated to Derby at the end of 1976 were 03397/399, 08067, 08178, 08303/333, 08454/455/456/462, 08573/598, 08605/612/622/625, 08842/899.


Class 55's were always rare visitors to Derby, on February 3rd 55016 'Gordon Highlander' arrived from Gateshead with a failed Class 45/46 in tow.

Outshopped Type 4's continued to be tested over the Derby - Leicester route, the 14.07 to St Pancras being a favourite. This was normally a Class 45/1 working, with Derby outshopping Class 40's at this time some interesting combinations could occur.

The Derby - Yarmouth summer Saturdays service 1E83/1M37 08.10 departure remained a solid pair of Class 25's although several Class 47's were noted on the working.

Locomotives allocated to Derby at the end of 1977 were 08067, 08142/178, 08216, 08303/333, 08454/455/456/462, 08573/598, 08605/612/622/625, 08842/899.


Early in the year the County Council supported Derby - Sinfin service suffered serious cutbacks when the service was reduced to two trains each weekday morning & evening. Reasons given for the service reduction was poor patronage and the non-collection of fares.

Its July 15th 1978 and the Saturday's only Nottingham - Llandudno is today in the hands of 25127. Normally the locomotive will run round, but occaisionally Control would provide a replacement locomotive forward from Derby. 25127 was one of the original Type 2's allocated to Trafford Park in June 1964 to take over the ICI limestone services between Peak Forest and Northwich.

The Nottingham - Llandudno service 1D30/1D17 07.30 off Nottingham was again worked solidly by a Class 25 for the summer season, although on occasion the westbound working into Derby would see a different Class 25 take the train on to Llandudno. This was the case in the view abouve when 25127 was replaced by 25301 at Derby.

A damp Sunday morning, August 1st, 1978 finds 45105 running down Platform 3 whilst running round a St Pancras - Sheffield service, the line north of Derby being blocked by engineering works. This was the start of a weeklong use of an East Midlands Ranger ticket, quite what train I was waiting for is now lost in time.
Platform 4 was normally selected to handle the westbound NE/SW services, for so long the forte of the Classes 45/46. Here on a damp August 3rd 1978 stands 46020 with just such a service. The photographer has attracted the attention of two travellers, apparently the considerable racket from the Type 4 was no deterrent to these two visitors to the end of Platform 4. 46020 was no spring chicken either with about thirty months left in service.
46044 waits to leave with a service bound for the Southern Region, May 27th, 1978. Not too many services departed southbound from Platform 1, this Saturdays only summer extra started from Derby, providing holidaymakers with easy access to the train, not having to struggle with their bags across the footbridge.
20008 & 20030 ease out of Platform 3 on August 2, 1978 with another trainload of day trippers/enthusiasts bound for the scenic & gastronomic delights of Skegness. The somewhat overcast day reveals that all is well with this English summer's day. A look at my notes reveal that these two machines were on this service on July 31st as well.

The Derby - Skegness summer Saturdays service 1E85/1M35 09.20 departure was a solid pair of Class 20's throughtout the summer apart from August 5th 1978 when 25193 & 25178 worked the diagram. Several pairs of Class 20's worked this trip multiple times during this summer season.

On August 3, 1978 20006 & 20176 back down onto Platform 3 to take out the morning departure to Skegness as evidenced by the 'Jolly Fisherman' headboard.

Locomotive and hauled stock substitutions for DMU shortages were a frequent happening in the East Midlands. On December 16th Etches Park outdid themselves by putting a rake of nine Mk 1 coaches and a Class 25 on the Matlock pay-train service. It naturally lost time due to having to run round at Matlock.

Locomotives allocated to Derby at the end of 1978 were 08142/178, 08216, 08303/333, 08454/455/456/462, 08536/573/598, 08605/612/622/625, 08842/899.


A frosty March 24th, 1979 finds 45123 running round its train on a clear cold morning. The view north is clearly revealed, now marred by the road bridge to Pride Park.
31324 races up Platform 1 at Derby on March 30th, 1979. Because this platform was heavily used by passenger services most freights that were routed this way tended to run straight through without stopping usually creating an incredible din, especially in the old station, there were no doors between the platforms and the station concourse/ticketing area.
An early morning siesta for 40145 as it lays over in the parcels bay at the north end of Platform 1 on May 5th 1979. It was a common event around this time to see a Class 40 laying over here, though the diagram for this now eludes me.
Green liveried 20158 waits for the road in Platform 3 with a westbound freight on June 15th 1979. This was one of the last Class 20's to carry green livery, by the summer of 1980 Glasgow Works had repainted the last green Class 20, 20141 into blue.
As all the through platforms at Derby were reversible train & light engine movements could be unpredictable. Seen here at the south end of Platform 3 is 25136 heading southwards. This is one of the Class 25's that had its boiler room grille sheeted over.
Photograph courtesy Graham Turner.

Photograph courtesy A Healey

Photographer not known at this time
Two views looking south-east from the footbridge at the south end of the station. 37128 on March 7th 1979 and 25 years earlier a view of '4 Shed', although much has changed over the years some of the original parts of the brick steam shed remain, in 1979 as a signing on point and a canteen. Cars are now parked where lawns once were and where locomotives used to enter the shed.


45101 drifts down from the north on a bright and sunny afternoon, April 5th, 1980
For handling the station shunting duties generally two Class 08's were used during the 1970's. Here on March 16 1980 08899 idles away the hours between turns as the 'north' pilot. By this time an air-braked shunter was necessary since this job often required visiting Etches Park carriage sidings to marshall coaching sets, especially for those London bound services that start from Derby. This 08 has also received the simplified classification lights on the cab front.
An enthusiast charter special 'The Mid West Highlander' returns from its weekend adventure in Scotland. Its Sunday morning, May 30th 1980, and 47419 has been with the train since the previous evening after taking over the special at Cowlairs.

The trip had begun two evenings ago with 47105 starting the excursion at Birmingham New Street, running via Derby, Sheffield & Leeds to York where 47419 took over for the run north along the ECML to Edinburgh and on to Cowlairs, here 27001 & 27009 were waiting for the run to Fort William. 27106 & 27111 took over for the journey to Mallaig. The west coast greeted us with some fine Scottish weather...rain!! Also discovered was the inability of the two 27/1's to work in multiple so they were driven independently on the return to Fort William. The original pair of 27's took us back to Cowlairs where a refuelled 47419 made the run down to Ayr, a short break provided for sustenance of various kinds. 47419 then proceeded to drag us across most of the northern half of the country, the GSW line to Carlisle, across the Pennines to Newcastle, presumably down the ECML/Midland route to Chesterfield. At Clay Cross the Nottingham line was taken, then onto Leicester, back to Derby, where the train again reversed for Birmingham. One hopes the staff at Eastfield had given the 47 a full fuel tank to support its meanderings on this fine Saturday night/Sunday morning!

The arrival of the summer season found the Class 25's still in command of the Nottingham - Llandudno 1D30/1D17 (07.35 off Nottingham) working. Again on several occasions the Class 25's were changed over at Derby on the westbound working.

Likewise the Sundays only Derby - Skegness service 1E28/1M83 continued with pairs of Class 20's, although on at least one occasion a Class 47 worked the turn. The Saturdays only Derby - Skegness 1E85/1M35 09.22 off Derby remained principally in the hands of paired Class 20's, although a Class 31 and a Class 47 were also noted.

A close up of 25123 & 25129 standing at Platform 3 on July 19th 1980, ready to work the 1E83 08.35 Derby - Yarmouth summer dated working, the locomotives would take the train as far as Norwich. The photograph shows opposite cab ends, that of 25123 (with its old number 5273 showing through the paintwork) has had the boiler grille sheeted over.
Photograph courtesy Graham Turner.


Class 55's were never very common at Derby, but another member of the Class, 55009 Alycidon, did pass through Derby on June 6th whilst working a special from Kings Cross via Grantham & Nottingham to Crewe for the annual Works Open Day. The return journey was via Nuneaton & Peterborough.

The Saturdays only Nottingham - Llandudno 1D30/1D17 (07.35 off Nottingham) again produced Class 25's, with several being swapped at Derby on the westbound working. Two Class 47's were also noted on this diagram. The Saturdays only Derby - Yarmouth 1E83/1M37, 08.35 off Derby, operated with a season of solid, paired Class 25's, with 25032 working three consecutive Saturdays, albeit with different locomotives!

The Derby - Skegness Saturdays only 1E85/1M35 09.23 off Derby was again worked by pairs of Class 20's.

During the summer months crew training with HST's took place between Derby & Gloucester using the Camp Hill avoiding line. These were run to allow the training of Saltley and Sheffield crews, the HST formations varied greatly in length.


The introduction of the summer timetable (May 17th) saw changes affecting the services through Derby. On the St Pancras route remaining Mk1 stock was replaced by air-conditioned MkII sets. Fifteen trains each way between St Pancras & Sheffield remained in the hands of Class 45/1's or Class 47/4's (16 on Saturdays, 10 on Sundays). The daily Leeds service and the Sundays only to Manchester ceased with the new timetable, the last workings were 45121 on the 17.00 to Leeds, 47503 on the 18.22 to Manchester, whilst southbound were 45101 on the 10.40 ex Leeds and 45149 with the 18.55 ex-Manchester.

On the NE/SW route Laira based HST sets would for the first time take over some locomotive hauled workings. Due to an initial shortage of HST sets other WR & ER sets filled in until Laira had received its full complement. These workings included the 06.37 Bradford - Paignton, the 06.55 Bradford - Penzance and the 09.22 Bristol - Newcastle. On the last day of full diesel service (May 15th) these respective services with headboards were hauled by 46029 'Farewell to the Class 45 & 46', 45105 'Cornishman Farewell' & 46033 'Farewell the End'.

Other services on this last day displaying some sort of indication of the finale were 47482 on the 07.28 Swansea - Leeds, 47136 on the 13.44 Newcastle - Swansea, 45033 on the 14.25 Paignton - Leeds as far as Gloucester with 45101 taking over here. 45054 took over at New Street on the 11.40 Poole - Leeds and 45048 handled the 17.25 Taunton - Derby.

The Saturdays only Nottingham - Llandudno service, 1D30/1D17 (07.35 off Nottingham) was worked entirely by Class 47's with MkII stock, apart from two Saturdays in July when industrial action saw the services cancelled. The Saturdays only Derby - Yarmouth 1E83/1M37, 08.33 off Derby, also did not fare well for the expected Class 25 haulage. Class 31's & Class 47's handled the service until the rail strike in July, when the strike was over paired class 25's did return, but some workings were handled by Classes 20/31/37's - not a good omen.

The 1E85/1M47 mid-week Derby - Skegness, 09.25 off Derby continued with its solid paired Class 20 haulage. On Mondays & Thursday the services originated from Burton, also utilizing paired Class 20's. The Saturdays only Derby - Skegness 1E85/1M35, 09.22 off Derby continued to be worked by paired Class 20's, but also assisted intermittently by Classes 25/31/47's.

June ended badly for the railways when the unions went on strike, firstly the NUR then ASLEF. For Derby the NUR caused the most aggravation with few services operating, during the ASLEF strike more local and mainline services were able to operate. Also seriously affected were the summer dated services & excursions and a multitude of freight workings. For London bound passengers on July 3rd were diverted into Euston as the final phase of the West Hampstead power signal box occurred with St Pancras seriously affected.

The start of the winter timetable (October 4th) saw just over half of the Midland mainline services taken over by HST sets. New services included the use of five HST sets, two originating from both Neville Hill & Bounds Green and one from Derby. This would also allow for an acceleration in the services. A through daily service from Leeds to St Pancras was reinstated.


A chilly, snowy January 14th 1983 finds 56073 assisting 43119 into Platform 3.
Photograph courtesy Adrian Healey
A fine view of 47278 and its train of empty merry-go-round wagons on April 15th 1983 as they head north up Platform 1.
Photograph courtesy Russell Saxton

The Saturdays only Derby - Skegness 1E85/1M35, 09.22 off Derby, did not use paired Class 20's this year, Class 45/1's predominated along with a couple of Class 47/4's. However the Sundays only 1E28/1M83 service, 08.56 off Derby was predominantly worked by paired Class 20's, as was the Sundays only unadvertised 1E29/1M06, 08.31 off Derby. The midweek Derby - Skegness 1E85/1M47, 09.29 off Derby did maintain its predominance for paired Class 20's, inlcuding those services starting from Burton. Class 31's and Class 45's also showed up on these workings.

The Nottingham - Llandudno service was worked by multiple units this year.


On June 1st 1984 the 1Z96 18.08 York - Birmingham New Street relief was worked throughout by 25145. It is seen here in the fading evening light southbound using Platform 1. 25145 would handle more passenger workings before its withdrawal in January 1986, but none however would be longer than the 125 miles for this working.
Photograph courtesy R Riley

As the year wore on the reliability of the Etches Park based Class 120 BR Swindon Cross-Country sets on the Crewe - Lincoln services caused quite a few of the sets to require locomotive assistance, and/or the substitution of locomotive hauled scratch coaching sets. Pretty much anything that was available was used to assist the dmu's including Classes 25/31/40/45/47. Although many different turns were affected the 15.25 Derby - Crewe and 17.20 return were most often reported as needing assistance.


The Saturdays only Derby - Skegness 1E89/1M35, 09.29 off Derby was consistently worked by paired Class 20's, with occasional turns worked by Classes 31 & 45. The Sunday working, 1E28/1M83, 08.48 off Derby saw about half the turns worked by paired Class 20's, Classes 25/31/45/47 handled the others. The weekday turns, the 1E85/1M47, 09.40 off Derby were principally worked by paired Class 20's, including those services starting from Burton. Class 25/31/45 filled in the other turns.


BR's decision to have a sunset date for Class 25 hauled railtours found 25249 & 25313 reaching Derby with the 'Mersey Ratcatcher' on September 28th 1986. Although no more railtours would be diagrammed for Class 25's they would still continue to be utilised on passenger workings on an emergency basis due to failures or DMU shortages.
Photograph courtesy Ian Hammond


1987 would see the final demise of the Class 25's, they would continue to visit Derby almost until the end and there are at least two recorded Class 25 workings to/from Derby in those final months. On January 5th (?) 25058 worked the 22.07 Derby - Crewe service throughout following the failure of the booked multiple unit. And on January 21st 25059 came to the rescue of the 1P03 00.05 St. Pancras - Derby which had failed at Cricklewood behind 31423. The distance worked here by 25059 was 123 miles, the longest passenger journey believed made by a Class 25 in 1987.


A misty day in December 1988 at the north end of Platform One finds 47245 and a Class 58 awaiting for authorisation to head north.


On March 13th 1989 a Derby - Crewe service finds itself composed of three coaches and 31453. The increasing non-availability of the aging DMU's that worked through Derby frequently found loco hauled stock substituting on services to Matlock, Crewe & Nottingham.


Normally a DMU service, the Derby - Matlock run featured quite a number of diesel substitutions during the 1990's. Seen here on July 20th 1990 is 47976 with four MkII coaches working a late afternoon service.
Photograph courtesy Adrian Healey.


A Derby - Crewe service stands in Platform 2 composed of a hybrid 53060 & 53321, August 25th 1992. The lead unit was a very familiar sight in the Derby area, for many years they were a mainstay on the Lincoln service.
Much has changed in the backdrop at Derby Station as 47851 accelerates away from Platform 1, August 30, 1992. Gone are all the towering vintage brick buildings, the station replaced by something more modern and less grandiose. Even the train itself is an anachronism, amidst the HST's and the growing fleet of second generation DMU's.
A train load of coal from the washing plant at Denby drifts down Platform 3 behind 56008, August 25, 1992.


47351 July 1997


During November plans were announced by Network Rail to spend GBP18 million on rebuilding Derby station, with the project estimated to take eighteen months. Included in the plan will be the replacement of the platform canopies which were condemned in 2005 after faults in the concrete were discovered. Passenger improvements would include new cafes, waiting rooms and toilet facilities. New lifts would be installed to provide better access between platforms. The facilities at the entrance to the station would remain unchanged.

An air raid on January 15th 1941 damaged a substantial section of the overall station roof and to Platform 6. The location above seems to be close to the position of the bomb strike. Regrettably four passengers & two railwaymen were killed, but within a couple of days Platforms 4 - 6 were useable again.
Enthusiasts young and old admire 34005 northbound at Platform 1 during the 1948 locomotive exchanges.
Photographer not known
Almost ten years on from the above view 47851 stands in Platform Five on January 15th 2002 having been recently reliveried in the very familiar two tone green from the 1960's. Platform Five was normally associated with the three car Birmingham & Swindon DMU's working the Lincoln - Crewe service.
Photograph courtesy Adrian Healey
25019 passes the south end of Derby station, date unknown. Presumably this view was taken whilst the locomotive was allocated to Tinsley. Photograph courtesy Ian Mawson

The Research Center
For many years the land between the running lines to Spondon and London Road was occupied partly by the Midland Railway Way & Works Stores and the Oil Stores - a ramshackle collection of sidings and small buildings. During 1964 a development was completed that would become the home of the Railway Technical Centre, most prominently identified by the five story black & white tower block building. Three years later further development brought together the design staff of the Locomotive Drawing Office and the C&W Works. Over time other sections of the BR hierarchy would be housed here.

Whether travelling down London Road or passing by on a train, it was always fascinating to catch a glimpse of what rolling stock and locomotives were on the premises.

At the beginning of 1968 visitors to the Research Dept included E3066, E3163, E3200, D1961, D6700, D7055 & D7559 - the latter four locomotives being present on the same day - January 21st. At this time thr RCD was testing freightliner vehicles - testing was carried out between Cardiff & Immingham, but one service ran from the RCD to Longsight via Matlock. Other tests at this time included the riding of oil tank & cemflo wagons over the Midland mainline and the Nottingham - Melton line.

D6967 & D6968 were loaned tothe RCD & were tested with airbraked empty stock between Derby & Kettering on March 13th & 14th followed by trials from Derby to Disley via Matlock for the following two weeks. Views of this train later featured in the railway press advertising Westinghouse equipment, the most frequently used view was taken in the cutting south of Ambergate.

Early in 1969 the Metrovick was renumbered from D5705 to S15705.

On June 27th ex-works 36 was noted haulung the No. 3 Mobile Test Unit & No. 3 Dynamometer car with ex-works E3173 between Leicester & Derby, believed to be testing the prototype Flexicoil bogies. Also present in the Research Yard this day was 6570 & S15705.

During February 1970 E3033 was loaned to the Research Dept.

BR Publicity Photograph.

BR Publicity Photograph.
The prototype APT-P (370001) sits in the yard, presumably sometime during 1978. Only one half of the train is seen here (although one coach is missing).
BR Publicity Photograph.
Prototype HST power car 41001 sits in front of the familiar Research Center tower block, possibly sometime in 1972.
BR Publicity Photograph.
An undated view of one of the two prototypes sitting by the running lines as a fine Derbyshire mist envelopes everything. The usual eclectic mix of vehicles fills out the photograph.
Photograph courtesy Simon Bell.
A grainy view of 47601, January 14th 1976.

The Line to Spondon

Looking east from the Raynesway bridge reveals the reason how trains arriving at Derby station from the east could approach the station from either direction (north or south). 43368 and Loom's Yard, October 14th 1958
Photographer unknown.
Looking the other way, towards the scenic gas works and locomotive works, a Class 47 cranks it up, presumably on a London bound service, late in 1974 or January 1975.
Photograph courtesy L H Hills.
About as far south-east as you can go in Derbyshire - Sheet Stores Jct, a short distance north of the boundary along the River Trent. D5225 works a Derby - Nottingham service with an interesting collection of rolling stock - date unknown. 5225 was the last Class 25 to be renumbered into the TOPS system.
Photographer not known.

Page added September 2nd 2004
Page updated December 8th 2008

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