Southern Railway (UK)
The Southern Railway, sometimes shortened to'Southern', was a British railway company established in the 1923 Grouping. It linked London with South West England, South coast resorts and Kent; the railway was formed by the amalgamation of several smaller railway companies, the largest of which were the London & South Western Railway, the London and South Coast Railway and the South Eastern and Chatham Railway. The construction of what was to become the Southern Railway began in 1838 with the opening of the London and Southampton Railway, renamed the London & South Western Railway; the railway was noted for its astute use of public relations and a coherent management structure headed by Sir Herbert Walker. At 2,186 miles, the Southern Railway was the smallest of the Big Four railway companies and, unlike the others, the majority of its revenue came from passenger traffic rather than freight, it created what was at that time the world's largest electrified main line railway system and the first electrified InterCity route.
There were two Chief Mechanical Engineers. The Southern Railway played a vital role in the Second World War, embarking the British Expeditionary Force, during the Dunkirk operations, supplying Operation Overlord in 1944; the Southern Railway operated a number of famous named trains, including the Brighton Belle, the Bournemouth Belle, the Golden Arrow and the Night Ferry. The West Country services were dominated by lucrative summer holiday traffic and included named trains such as the Atlantic Coast Express and the Devon Belle; the company's best-known livery was distinctive: locomotives and carriages were painted in a bright Malachite green above plain black frames, with bold, bright yellow lettering. The Southern Railway was nationalised in 1948. Four important railway companies operated along the south coast of England prior to 1923 – the London & South Western Railway, the London and South Coast Railway, the South Eastern Railway and the London Chatham and Dover Railway; these companies were amalgamated, together with several small independently operated lines and non-working companies, to form the Southern Railway in 1923, which operated 2186 route miles of railway.
The new railway partly owned several joint lines: notably the East London Railway, the West London Extension Joint Railway, the Somerset and Dorset Joint Railway and the Weymouth and Portland Railway. The first main line railway in southern England was the London and Southampton Railway, which completed its line in May 1840, it was followed by the London and Brighton Railway, the South Eastern Railway in February 1844. The LSWR branched out to destinations including Portsmouth and Exeter and Plymouth, it grew to be the largest of the four constituent companies. The LBSCR was a smaller railway than its LSWR neighbour, serving the port of Newhaven and several popular holiday resorts on the south coast and operating much of the south London suburban network, it had been bankrupt in 1867, but during the last twenty-five years of its existence it had been well-managed and profitable. It had begun to electrify routes around London from 1909 to compete with the new electric trams that were taking away some of its traffic.
The SECR had been created after years of wasteful and damaging competition between the two companies involved, with duplication of routes and services. Both companies had been unpopular with the travelling public and operated poorly maintained vehicles and infrastructure. Real progress had been made in rectifying this during the period 1899–1922; the formation of the Southern Railway was rooted in the outbreak of the First World War, when all British railway companies were taken into government control. Many members of staff joined the armed forces and it was not possible to build and maintain equipment at peacetime levels. After the war the government considered permanent nationalisation but instead decided on a compulsory amalgamation of the railways into four large groups through the 1921 Railways Act, known as the Grouping; the resultant amalgamation of the four south coast railways to form the Southern Railway meant that several duplicate routes and management structures were inherited.
The LSWR had most influence on the new company, although genuine attempts were made to integrate the services and staff after 1923. The rationalisation of the system led to the downgrading of some routes in favour of more direct lines to the channel ports, the creation of a coordinated, but not centralised form of management based at the former LSWR headquarters in Waterloo station. In addition to its railway operations, the Southern Railway inherited several important port and harbour facilities along the south coast, including Southampton and Folkestone, it ran services to the harbours at Portsmouth and Plymouth. These had come into being for handling ocean-going and cross-channel passenger traffic and the size of the railway-owned installations reflected the prosperity that the industry generated; this source of traffic, together with the density of population served in the
Southern Region of British Railways
The Southern Region was a region of British Railways from 1948 until 1992 when railways were re-privatised. The region ceased to be an operating unit in its own right in the 1980s; the region covered south London, southern England and the south coast, including the busy commuter belt areas of Kent and Surrey. The region was based upon the former Southern Railway area; the Southern Railway was still comparatively profit-making despite World War II, thanks to its extensive third rail DC electrification and the intensive service patterns this allowed for. However, large-scale investment was required in the infrastructure of all of the "Big 4" companies, including the Southern; the Transport Act 1947 provided for the nationalisation of all heavy rail systems in the UK to allow for this investment and, in theory, to improve the rights of railway workers. The railway companies were amalgamated into British Railways, part of the British Transport Commission, six geographic and administrative regions were created out of the previous four companies.
The Southern Railway, being self-contained and operated by electric traction, was incorporated intact as the new Southern Region. The acting General Manager of the Southern Railway, John Elliot became the first Chief Regional Officer of the Southern Region; the Southern Region inherited some independent light railways, namely the East Kent Light Railway, the Kent and East Sussex Railway and the North Devon and Cornwall Junction Light Railway. The Southern Region served southern London, Surrey, Hampshire, the Isle of Wight, some areas of Dorset and Berkshire. There was an unelectrified service to parts of Devon and Cornwall, deep in what was Western Region territory, known colloquially as "The Withered Arm". There were three operating divisions: Eastern and Western which correspond to the three current franchise areas; the Region's chief stations in Central London were: Waterloo, the largest terminal in London Victoria station Charing Cross Blackfriars Cannon Street Holborn Viaduct London Bridge Other major stations in London includes: Clapham Junction, which has long claimed to be Britain's busiest railway station and one of the busiest in Europe Wimbledon and Richmond in south west London Balham and New Cross Gate in the south east East Croydon in the southern area Outside Greater London the main stations were: Brighton, Three Bridges, Haywards Heath and Lewes in Sussex Dartford, Ramsgate, Folkestone and Dover in Kent Southampton, Portsmouth and Basingstoke in Hampshire Guildford, Effingham Junction and Redhill in Surrey Salisbury in Wiltshire Reading and Windsor and Eton Riverside in BerkshireSouthern and Western Regions had important interchanges at Reading and Exeter St Davids.
Many Isle of Wight routes closed in the 1950s. The Bluebell Railway between East Grinstead railway station and Lewes railway station closed between 1955 and 1958; the lines in Devon and Cornwall were reclassified to Western Region and most Southern Region services west of Exeter, including the Atlantic Coast Express, ceased in the 1960s. Many underused stations like Wilton North in Wiltshire, Sheffield Park in Sussex and Kemp Town near Brighton closed; the Beeching Axe cut the route mileage of most regions but the Southern escaped major losses in the London area due to high passenger numbers on its frequent suburban services. The Axe did, close some country branch lines such as the Tunbridge Wells Central to Three Bridges line, the Cuckoo Line, Cranleigh Line, the New Romney branch line, the Bexhill West branch, the Steyning Line, plus many goods yards including Deptford Wharf and Falcon Lane, amongst others; the Snow Hill tunnel between Blackfriars and Farringdon closed in the 1960s reopening as part of the earliest proposals of the Thameslink Programme.
At the same time, Holborn Viaduct in central London closed in 1990, replaced with City Thameslink occupying the same site at an underground level. As a contrast, Waterloo station had been extensively refurbished and expanded to allow development of the Eurostar's Waterloo International railway station terminal; these platforms were closed after international services have moved to St Pancras International in 2007. These platforms were reopened in 2017 and 2018 to increase capacity for suburban services; the 1973 plan to build a tunnel under the English Channel included plans to upgrade the infrastructure of the Southern Region between London and the Kent coast. The plan assumed. To that end, rolling stock on the London to Dover via Ashford services was refurbished and heavier rails were laid to allow for longer trains and increased freight; the 1973 tunnel plan was cancelled in 1975. The 1986 tunnel plan, approved and built, used the same assumptions as the 1973 plan and Ashford Kent became Ashford International.
By this time the Southern Region had been abolished. Until 1980 the Southern Region operated the Night Ferry sleeper train from London Victoria to Paris and Brussels; the Southern Railway and its predecessor companies have had little competition from London Transport south of the River Thames, where the subsoil was unsuitable for tunnelling and the mainline railways had extensive networks in place before the underground railways were developed. London Underground's services were advanced over Southern Region tracks, either through dual-running or by ceding BR tracks to LUL; the LUL service to Wimbledon for instance r
The Swanage Railway is a railway branch line from near Wareham, Dorset to Swanage, England, opened in 1885 and now operated as a heritage railway. The independent company which built it was amalgamated with the larger London and South Western Railway in 1886; the passenger service was withdrawn in 1972, leaving a residual freight service over part of the line handling mineral traffic. After the passenger closure, a heritage railway group revived part of the line; the Isle of Purbeck had extensive ball clay activities before Victorian times. Movement of heavy minerals was chiefly by coastal shipping, in some cases simple tramways were built for movement within the quarries and to the various loading points situated within the natural Poole Harbour; the Southampton and Dorchester Railway opened its main line through Wareham in 1847. The new line gave the area a through railway connection to London, but it did not come close enough to influence the mineral traffic, which for the time being was conveyed by coastal shipping, as before.
The building of the main line railway through Wareham encouraged several schemes to connect Swanage or the mineral workings in Purbeck, but they failed to gain the support they needed. Stone was exported from Swanage by coastal shipping as before, having been quarried on, or mined in, the Isle of Purbeck; the actual loading of the vessels was primitive, Captain Moorsom, chief engineer of the Southampton and Dorchester line, encouraged local promoters to found the Swanage Pier and Tramway Company, which obtained an authorising Act of Parliament on 8 August 1859. John Mowlem was prominent in generating local support; the scheme involved about 4 miles of line, running on to the pier at Swanage, from which coastal vessels would be loaded directly. In fact, only a short section was built, from the pier to an area on the sea front called The Bankers where stone blocks were prepared for transit. Horse traction only was used. A second jetty, forming a fork, was added to the pier in 1896, to cater for the growing pleasure steamer passenger business, the truncated tramway was re-gauged in about 1900 to the track gauge of 2 ft 6 in.
It was used for bunkering the pleasure steamers. A scheme for a branch line was successful: the Swanage Railway obtained an authorising Act of Parliament on 18 July 1881, with share capital of £90,000 and permitted debenture borrowings of £30,000; the line was opened on 20 May 1885 and was operated from the start by the LSWR. The branch diverged from the main line over one mile west of Wareham station. An extension from Swanage station to the pier tramway had been authorised by the Act, would be built "if required by the LSWR", but the larger company did not activate this requirement and the pier line was not proceeded with; the branch intersected the pre-existing Furzebrook Railway, a narrow gauge industrial tramway concerned with conveying ball clay to a river wharf, the Middlebere Plateway which conveyed the mineral to Poole Harbour. There was one intermediate station, at Corfe Castle. Gradients were undulating, with a ruling gradient of 1 in 76 or 1 in 80, falling for one mile from Worgret Junction and rising to a summit at Furzebrook.
The first train service consisted of a daily goods train. The Swanage Railway was amalgamated with the LSWR by Act of Parliament of 25 June 1886; this formalised the de facto position, as the LSWR had taken over Swanage Railway liabilities of £2,914 in 1881 and was its paymaster from then. The existing small Wareham station east of the level crossing was superseded by a larger station west of it, capable of acting as the junction interchange point; the new station was opened on 4 April 1887. In the first decade of the twentieth century, taking holidays at seaside resorts became a major pastime, through trains from London were instituted in this period; the train service was augmented. The ball clay and other mineral workings on the Isle of Purbeck had not been connected to the branch at first, but by this time rail connections were made and the minerals were transported away by rail; the railways of Great Britain were subject to the Railways Act 1922 by which most of them were "grouped", the LSWR became a constituent of the new Southern Railway.
The Transport Act 1947 imposed further reorganisation, taking the railways into national ownership under British Railways in 1948. In the period after 1945, the local trains on the branch were operated as pull trains. Through carriages from Weymouth trains were conveyed by some branch trains and if the branch engine was propelling the branch coaches, the attached main line coaches would be behind the locomotive, sandwiched. In the 1960s, usage of rural branch lines declined as road transport for both goods and passengers improved. However, t
South Eastern and Chatham Railway
The South Eastern and Chatham Railway Companies Joint Management Committee, known as the South Eastern and Chatham Railway, was a working union of two neighbouring rival railways, the South Eastern Railway and London and Dover Railway, which operated between London and south-east England. Between 1899 and 1923, the SE&CR had a monopoly of railway services in Kent and to the main Channel ports for ferries to France and Belgium; the companies had competed extensively, with some of the bitterest conflicts between British railway companies. Competing routes to the same destinations were built, so several towns in Kent had been served with a similar frequency service by both companies. In places open, unfettered competition allowed two services to multiple London termini. By the end of the 19th century, the SER and LC&DR had fought over a small and not lucrative territory for 40 years. Both were notorious for the poor punctuality of their services and the decrepitude of their rolling stock, the struggles had driven both companies to the verge of bankruptcy.
It became inevitable that they must succumb. The SE&CR was formed on 1 January 1899, when the SER and LC&DR formed a "management committee" comprising the directors of both companies; this merged the two companies' operations, although they remained separate, with receipts split 59% to SER and 41% LC&DR until the Grouping, to avoid the costs and risks of a formal merger. The SE&CR began connecting the two networks and new services were introduced, reaping the benefits of joint working. A significant step was the construction of a junction in 1902-4 between the SER and LC&DR main lines where they crossed near Bickley and St Mary Cray, east of Bromley; the overlapping networks on the Isle of Thanet were rationalised by the Southern Railway. Service cuts under BR saw. After the formation of the SE&CR, three minor lines were built before the formation of the Southern Railway in 1923, they were: Tattenham Corner branch - Kingswood to Tattenham Corner, in 1901. The Sheppey Light Railway - branch off the Sheerness branch, in 1901.
Bexhill branch - Crowhurst, on the Hastings Line, to Bexhill West, in 1902. On 21 March 1898, a passenger train hauled by F class No. 205 was in a rear-end collision with a passenger train at St Johns, London due to a signalman's error. Three people were killed and twenty were injured. In March 1904, a passenger train hauled by C class No. 294 was derailed at Surrey. On 6 December 1905, the roof of Charing Cross station collapsed. Six people were killed and eight were injured. On 5 March 1909, an express passenger train overran signals and was in collision with a mail train at Tonbridge Junction, Kent. Two people were killed and eleven were injured. On 11 March 1913, a passenger train failed to stop at Ramsgate Town station and crashed into a van, pushed through the buffers; the accident was caused by the failure to connect the brake pipe between the locomotive and its train. Ten people were injured. On 5 May 1919, a freight train overran signals and was in collision with a freight train, being shunted at Paddock Wood, Kent.
One person was killed. The LC&DR's works at Longhedge, Battersea closed in 1911 and production was concentrated at Ashford. Harry Wainwright was replaced by Richard Maunsell as Locomotive Superintendent in 1913. List of locomotives With the development and implementation of electrification by the L&SWR, the LB&SCR, the "Tube" companies and tram operators in the early twentieth century, the SECR planned to start electrifying its lines; the proposed method was 1500 V DC using two additional rails - i.e. four rails like London Underground and the L&NWR. This high voltage for rail track level systems was used in Britain only on the L&YR's 1200 V DC side-contact third-rail line from Manchester Victoria to Bury. Grouping in 1923 led to the Southern Railway adopting the L&SWR's standard of 660 V DC third rail on the SECR's network. Harry Wainwright, Chief Mechanical Engineer 1899-1913 Richard Maunsell, Chief Mechanical Engineer 1913-1923 Alfred Weeks Szlumper, Engineering Assistant 1880-1882; the SE&CR operated ships on cross-channel services.
Ex SER ships. Ex LC&DR ships. Ships built for the SE&CR. Other ships operated by the SE&CR Christopher. Encyclopaedia of British Railway Companies. Sparkford: Patrick Stephens Ltd. ISBN 1-8526-0049-7. OCLC 19514063. CN 8983. Dendy Marshall, C. F.. History of the Southern Railway. Ian Allan. ISBN 0-7110-0059-X. Jowett, Alan. Jowett's Railway Atlas of Great Britain and Ireland: From Pre-Grouping to the Present Day. Sparkford: Patrick Stephens Ltd. ISBN 978-1-85260-086-0. OCLC 22311137. Jowett, Alan. Jowett's Nationalised Railway Atlas. Penryn, Cornwall: Atlantic Transport Publishers. ISBN 978-0-906899-99-1. OCLC 228266687. A potted history of the SECR The South Eastern & Chatham Railway Society
Reading is a large minster town in Berkshire, England, of which it is now the county town. It is in the Thames Valley at the confluence of the River Thames and River Kennet, on both the Great Western Main Line railway and the M4 motorway. Reading is 70 miles east of Bristol, 24 miles south of Oxford, 40 miles west of London, 14 miles north of Basingstoke, 12 miles south-west of Maidenhead and 15 miles east of Newbury as the crow flies; the first evidence for Reading as a settlement dates from the 8th century. It was an important trading and ecclesiastical centre in the medieval period, as the site of Reading Abbey, one of the richest monasteries of medieval England with strong royal connections, of which the 12th century abbey gateway and significant ruins remain. By 1525, Reading was the largest town in Berkshire, tax returns show that Reading was the 10th largest town in England when measured by taxable wealth; the town was affected by the English Civil War, with a major siege and loss of trade, played a pivotal role in the Revolution of 1688, with that revolution's only significant military action fought on the streets of the town.
The 18th century saw the beginning of a major iron works in the town and the growth of the brewing trade for which Reading was to become famous. The 19th century saw the coming of the Great Western Railway and the development of the town's brewing and seed growing businesses. During that period, the town grew as a manufacturing centre. Today, Reading is a major commercial centre, with involvement in information technology and insurance, despite its proximity to London, has a net inward commuter flow, it is ranked the UK's top economic area for economic success and wellbeing, according to factors such as employment, health and skills. Reading is a major regional retail centre serving a large area of the Thames Valley, is home to the University of Reading; every year it hosts one of England's biggest music festivals. Sporting teams based in Reading include Reading Football Club and the London Irish rugby union team, over 15,000 runners annually compete in the Reading Half Marathon. In the 2011 census, the urban area around Reading had an estimated population of 318,014, making it one of the largest towns in the UK without city status.
The Borough of Reading has a population of 163,100. It is represented in Parliament by two members, has been continuously represented there since 1295. For ceremonial purposes the town is in the county of Berkshire and has served as its county town since 1867 sharing this status with Abingdon-on-Thames. Reading may date back to the Roman occupation of Britain as a trading port for Calleva Atrebatum. However, the first clear evidence for Reading as a settlement dates from the 8th century, when the town came to be known as Readingum; the name comes from the Readingas, an Anglo-Saxon tribe whose name means Reada's People in Old English, or less the Celtic Rhydd-Inge, meaning Ford over the River. In late 870, an army of Danes set up camp at Reading. On 4 January 871, in the first Battle of Reading, King Ethelred and his brother Alfred the Great attempted unsuccessfully to breach the Danes' defences; the battle is described in the Anglo-Saxon Chronicle, that account provides the earliest known written record of the existence of Reading.
The Danes remained in Reading until late in 871, when they retreated to their winter quarters in London. After the Battle of Hastings and the Norman conquest of England, William the Conqueror gave land in and around Reading to his foundation of Battle Abbey. In its 1086 Domesday Book listing, the town was explicitly described as a borough; the presence of six mills is recorded: four on land belonging to the king and two on the land given to Battle Abbey. Reading Abbey was founded in 1121 by Henry I, buried within the Abbey grounds; as part of his endowments, he gave the abbey his lands in Reading, along with land at Cholsey. It is not known how badly Reading was affected by the Black Death that swept through England in the 14th century, but it is known that the abbot of Reading Abbey, Henry of Appleford, was one of its victims in 1361, that nearby Henley lost 60% of its population; the Abbey was destroyed in 1538 during Henry VIII's dissolution of the monasteries. The last abbot, Hugh Cook Faringdon, was subsequently tried and convicted of high treason and hanged and quartered in front of the Abbey Church.
By 1525, Reading was the largest town in Berkshire, tax returns show that Reading was the 10th largest town in England when measured by taxable wealth. By 1611, it had a population of over 5000 and had grown rich on its trade in cloth, as instanced by the fortune made by local merchant John Kendrick. Reading played an important role during the English Civil War. Despite its fortifications, it had a Royalist garrison imposed on it in 1642; the subsequent Siege of Reading by Parliamentary forces succeeded in April 1643. The town's cloth trade was badly damaged, the town's economy did not recover until the 20th century. Reading played a significant role during the Revolution of 1688: the second Battle of Reading was the only substantial military action of the campaign; the 18th century saw the beginning of a major iron works in the town and the growth of the brewing trade for which Reading was to become famous. Reading's trade benefited from better designed turnpike roads which helped it establish its location on the major coaching routes from London to Oxford and the West Country.
In 1723, despite considerable local opposition, the Kennet Navigation opened the River Kennet to boats as far as Newbury. O
Eastleigh Works is a locomotive and wagon building and repair facility in the town of Eastleigh, in the county of Hampshire in England. The London and South Western Railway opened a carriage and wagon works at Eastleigh in 1891. In 1903, the Chief Mechanical Engineer, Dugald Drummond, oversaw the construction of a large motive power depot in the town. In January 1910, locomotive building was transferred to the new workshops at Eastleigh from Nine Elms in London. Among the locomotives produced by the LSWR under Drummond at Eastleigh, were the S14 0-4-0 and M7 0-4-4 tank engines, the P14 and T14 4-6-0, D15 4-4-0, classes. Following the appointment of Robert Urie as Chief Mechanical Engineer in 1912, the works were responsible for the construction of the H15, S15, N15 4-6-0 classes, the G16 4-8-0, H16 4-6-0 tank engines. Following the merger of the LSWR and other railways in southern England to form the Southern Railway, as part of the Railways Act grouping of 1923, Eastleigh was to become the principal works for the new railway.
The new Chief Mechanical Engineer, Richard Maunsell re-organised the works and directed the design and construction of various new classes. Like most of the railway works, Eastleigh was involved in the war effort, producing, in 1938, sets of parts to convert Blenheim bombers so that they could be used as fighters; the works was part of a joint venture with other workshops and private, to produce Horsa gliders for the D-Day airborne assault. With Lancing works, it turned out 200 tail units, it produced 1,500 anti-tank gun barrels and, with Brighton railway works, 240 multiple rocket launchers, plus landing craft, fuel tenders and harbour launches. Under the Southern Railway, the works were responsible for building the Maunsell SR Lord Nelson Class 4-6-0, the Schools 4-4-0, U1 2-6-0, W class 2-6-4 tanks, Q class 0-6-0 locomotives. Under the regime of Oliver Bulleid, after 1937, Eastleigh works constructed all thirty of the SR Merchant Navy Class and six of the West Country 4-6-2. During the Second World War, Eastleigh works built 23 examples of the London Midland and Scottish Railway designed 8F 2-8-0s.
By the end of 1947, the works had built 304 locomotives with a further 16 before steam locomotive building ceased in 1950. In 1945, the carriage works began constructing both electric and steam hauled, it pioneered the use of plastics and glass fibre reinforced resin for doors and roof sections. In 1950, following the nationalisation of the Southern Railway to form the Southern Region of British Railways new steam locomotive building ceased at Eastleigh; however the works were kept occupied between 1956 and 1961 in rebuilding over 90 of the Bulleid 4-6-2 classes. Thereafter the works changed over to steam and diesel repairs. In 1962, the works was again reorganised with the carriage works site being sold, carriage and electric multiple unit repairs transferred to the main locomotive works. In 1962, Eastleigh Works built the first six electro-diesel locomotives of British Rail Class 73 but the remainder of the class were built at the Vulcan Foundry; as part of the privatisation of British Rail, the plant was acquired from British Rail Engineering Limited through a management buyout in June 1995 and rebranded Wessex Traincare.
In 1998 it was renamed Alstom Wessex Traincare. The site was used for carriage and multiple unit repairs. In 2004, Alstom announced the works were to close the works due to lack of work, which took effect in March 2006 after the completion of a contract to refurbish Class 455s for Southern; the 42-acre site has been managed since 2002 by St. Modwen Properties; as of 2010, the site's facilities include overhead cranes, third rail electricity supply, paint facility, refuelling facility. Additionally Siemens undertook maintenance of its South West Trains Class 444 and Class 450s on site, Network Rail MPVs were stored on site. In January 2018 KPI Property Investments who are jointly owned by St Modwen Properties and Salhia Real Estate sold the works to the corporate pension fund clients of Savills in a £20 million deal. In 2007 Knights Rail Services began operations on site, using it to store off lease rolling stock, as well as undertake repairs and refurbishments, it removed asbestos from A62 and 1967 stock.
In January 2012, KRS signed an extended lease on the site to 2016. In September 2012, KRS was purchased by co-tenant Arlington Rail Services. Arlington Fleet Group is based at the site with and is composed of Arlington Rail Services providing storage facilities, Arlington Fleet Services providing repair and maintenance of railway rolling stock and Arlington Fleet Workshops providing paint shop facilities, it started in 2004 when Arlington Fleet Services Ltd was established by a group of railway engineering professionals to perform perform rail vehicle maintenance including heavy repair. In September 2012 Arlington took control of the work and various activities from KRS becoming the dominant site tenant. By 2014 the works was again nearly occupied and Arlington extended its lease of the works until 2019. Adjacent to the locomotive works was a large 15-road engine shed, opened in 1903 and closed in 1967; this depot was one of the largest on the SR: in 1946 its allocation was 131 engines of extraordinary variety in age and origin:- 17 4-6-0, 31 4-4-0, 7 2-6-0, 19 0-6-0, 15 0-4-2, 1 0-8-0T, 13 0-6-0T, 23 0-4-4T and 5 0-4-0T.
Although closed as a TMD, the site was used for scrapping engines as late as 2003. Aves, W. A. T.'The locom