Activity

The main activities carried out in the sheds were the following:

The locomotives were generally powered by coal. Initially, the work of loading the coal bunker or tender was done by hand, and many warehouses had large piles of coal inside, carefully arranged as enclosures built with large blocks of coal in the style of a dry stone wall, with the smaller pieces inside. The sheds were not clean places to work. The large east London depot in Stratford had a dormitory for the machinists and staff working there, who "would wake up with a layer of coal dust covering them and their beds".[1]

Another key requirement of the steam engine was the supply of water to be carried in the tenders or tanks of the engines. In Australia, water was also transported in a tank mounted on a wagon, due to longer distances traveled and scarcer water resources. In reservoirs where the lime content of the water was high (known in some areas as "hard water"), water softening plants were introduced. At the Norwich engine shed in the United Kingdom, the sludge settled in the tanks was accumulated in vats and emptied every three years or so, dumping it into the sea at Lowestoft.[1]​.

Locomotives with tenders had to be turned in the correct direction before their next service. In the early days, these types of machines used to measure around 45 feet (13.7 m) long. As technology improved and machines became longer, rotary tables "Rotary Table (Railway)") became larger. To turn a locomotive, the machine had to be balanced quite precisely on the plate, which could be turned simply by an operator pushing it.

Some turntables may operate by coupling the locomotive's vacuum brake system to the turntable to actuate the turntable.

The later tables were electrically operated. Many diesel locomotives in the UK have a cab at each end, eliminating the need for turntables. However, locomotives with a single driver's cab are still used in many countries, so turntables are still used.

Local garages carried out basic maintenance, while larger central garages carried out more complex repairs. Locomotives requiring more extensive repairs were sent to the company's locomotive factory or to its supplier when they had been purchased from an outside manufacturer. Retired locomotives could often be found in some yards before their final trips to the scrapyard.

Auxiliary sheds

In the UK, the general practice was for a carport to have several smaller auxiliary sheds with fewer facilities. When locomotives allocated to secondary sheds required repairs, they were often swapped for a similar machine or simply visited the main depot on a Sunday, when traffic levels were considerably lower.

Staff

The engineers and stokers were the visible face of the depots, and some of them were famous for the cleanliness of their locomotives thanks to the dedication of these men. Many companies assigned a specific mainline locomotive to a crew and usually took a personal interest in its cleanliness. In fact, some companies offered a prize to the crew of the best-maintained locomotive.

Many machinists dedicated their time to improving their knowledge and sharing best practices with their younger colleagues. Driving staff (as engine drivers and stokers were known) had been unionized since the 19th century, and in the United Kingdom were generally affiliated to ASLEF, while the rest of the depot staff usually belonged to the Amalgamated Society of Railway Servants, later known as the National Union of Railway Servants.

Garage workers endured difficult working conditions for many years. In the 1950s and 1960s, the rise of manufacturing caused many employees to leave the railroad in search of better working conditions (and wages), and as a result, many railroads began to modernize.[1]​.

Design

Each railway company had its own engine shed architectural design, but there were three basic designs:.

Turntables for straight and cul-de-sac sheds were generally located outside. Roundabouts could be inside, like York in the United Kingdom, or outside, like the East Broad Top Coal and Railroad Company in Rockhill, Pennsylvania, USA.

Activity

The main activities carried out in the sheds were the following:

The locomotives were generally powered by coal. Initially, the work of loading the coal bunker or tender was done by hand, and many warehouses had large piles of coal inside, carefully arranged as enclosures built with large blocks of coal in the style of a dry stone wall, with the smaller pieces inside. The sheds were not clean places to work. The large east London depot in Stratford had a dormitory for the machinists and staff working there, who "would wake up with a layer of coal dust covering them and their beds".[1]

Another key requirement of the steam engine was the supply of water to be carried in the tenders or tanks of the engines. In Australia, water was also transported in a tank mounted on a wagon, due to longer distances traveled and scarcer water resources. In reservoirs where the lime content of the water was high (known in some areas as "hard water"), water softening plants were introduced. At the Norwich engine shed in the United Kingdom, the sludge settled in the tanks was accumulated in vats and emptied every three years or so, dumping it into the sea at Lowestoft.[1]​.

Locomotives with tenders had to be turned in the correct direction before their next service. In the early days, these types of machines used to measure around 45 feet (13.7 m) long. As technology improved and machines became longer, rotary tables "Rotary Table (Railway)") became larger. To turn a locomotive, the machine had to be balanced quite precisely on the plate, which could be turned simply by an operator pushing it.

Some turntables may operate by coupling the locomotive's vacuum brake system to the turntable to actuate the turntable.

The later tables were electrically operated. Many diesel locomotives in the UK have a cab at each end, eliminating the need for turntables. However, locomotives with a single driver's cab are still used in many countries, so turntables are still used.

Local garages carried out basic maintenance, while larger central garages carried out more complex repairs. Locomotives requiring more extensive repairs were sent to the company's locomotive factory or to its supplier when they had been purchased from an outside manufacturer. Retired locomotives could often be found in some yards before their final trips to the scrapyard.

Auxiliary sheds

In the UK, the general practice was for a carport to have several smaller auxiliary sheds with fewer facilities. When locomotives allocated to secondary sheds required repairs, they were often swapped for a similar machine or simply visited the main depot on a Sunday, when traffic levels were considerably lower.

Staff

The engineers and stokers were the visible face of the depots, and some of them were famous for the cleanliness of their locomotives thanks to the dedication of these men. Many companies assigned a specific mainline locomotive to a crew and usually took a personal interest in its cleanliness. In fact, some companies offered a prize to the crew of the best-maintained locomotive.

Many machinists dedicated their time to improving their knowledge and sharing best practices with their younger colleagues. Driving staff (as engine drivers and stokers were known) had been unionized since the 19th century, and in the United Kingdom were generally affiliated to ASLEF, while the rest of the depot staff usually belonged to the Amalgamated Society of Railway Servants, later known as the National Union of Railway Servants.

Garage workers endured difficult working conditions for many years. In the 1950s and 1960s, the rise of manufacturing caused many employees to leave the railroad in search of better working conditions (and wages), and as a result, many railroads began to modernize.[1]​.