Railway Goods Sheds and Warehouses Introductions to Heritage Assets Summary
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Railway Goods Sheds and Warehouses Introductions to Heritage Assets Summary Historic England’s Introductions to Heritage Assets (IHAs) are accessible, authoritative, illustrated summaries of what we know about specific types of archaeological site, building, landscape or marine asset. Typically they deal with subjects which lack such a summary. This can either be where the literature is dauntingly voluminous, or alternatively where little has been written. Most often it is the latter, and many IHAs bring understanding of site or building types which are neglected or little understood. Goods sheds and warehouses played a significant role in the economic life of England until the 1970s. This document gives an overview of the building type from its origins in the late 1820s until the final examples were constructed in the 1960s. It considers the function and development of goods sheds, discusses elements of their design, and gives some examples of how individual railway companies developed their own distinctive styles. This guidance note has been written by John Minnis and edited by Paul Stamper. It is one is of several guidance documents that can be accessed HistoricEngland.org.uk/listing/selection-criteria/listing-selection/ihas-buildings/ First published by Historic England March 2016. All images © Historic England unless otherwise stated. HistoricEngland.org.uk/advice/ Front cover Wellingborough, Northamptonshire (listed Grade II), of a typical small goods shed. In the foreground is is exceptional in retaining both its platform and a pair the indent in the platform for carts to back into and, of 30 hundredweight timber jib cranes. Built by the MR like many sheds, the interior is whitewashed to give in 1857, it gives a good indication of the appearance more light. Contents Introduction .........................................1 1 Historical Background .................2 1.1 Function ........................................................2 1.2 Goods warehouses.......................................3 1.3 Design ...........................................................5 2 The Development of Goods Sheds ................................7 2.1 Company designs and standardisation......9 3 Change and the Future ..............14 4 Further Reading .........................16 4.1 Abbreviations .............................................17 5 Acknowledgements ...................18 Introduction For over 100 years, railway companies derived more income from goods traffic than passengers. Goods sheds formed the conduit through which wholesale and retail distribution flowed throughout the country – the equivalent of the big shed warehouses found at motorway junctions today. They have not been used for their original function for 40-50 years but lend themselves to re-use for a variety of purposes. Many have fallen victim to development pressure, especially in the south-east and in major towns and cities, but there are still well over 600 in existence. Ninety-five are currently listed and one is a Scheduled Monument. The terms ‘goods shed’ and ‘warehouse’ Historic England’s listing selection guide were often used indiscriminately by railway on Infrastructure:Transport sets out the companies when describing the buildings current designation thresholds of the they put up. In practice, the large multi-storey building type, to which this introduction acts structures were always called ‘warehouses’ as supplementary factual information. while the smaller structures were most frequently referred to as ‘goods sheds’ and will be called that in this account. In the text, standard abbreviations are used for railway companies’ names, other than those absorbed pre-1850. These are expanded in a list at the end of the document. < < Contents 1 1 Historical Background Goods sheds are almost as old as the railways themselves. The first recorded example was built at Darlington, County Durham, for the Stockton & Darlington Railway in 1827 (demolished 1864); a substantial warehouse was erected at the Manchester Liverpool Road terminus of the Liverpool & Manchester Railway in 1829 (listed Grade 1); and there are four other survivors from the 1830s. Many early goods sheds were of timber, with 1.1 Function the intention that more substantial masonry buildings could be constructed to replace them When a goods train called at a small goods yard, if traffic developed. All these timber goods sheds possibly two or three wagons would be set down. have disappeared, due to later replacement and The local goods staff would examine invoices, decay. Substantial numbers of goods sheds were either dropped off by the guard or delivered by constructed from the 1840s onwards; a number passenger train, and notify the customer that the survive from this period as do many more from goods had arrived, either by post or, from the the 1850s and 1860s. 1930s, by telephone. In the meantime the goods, if they were part loads – known as ‘smalls’ (less Although goods sheds continued to be built in than a wagonload) – or were perishable or fragile, some numbers until 1914, either for new lines would have been unloaded on to the platform or as replacements for earlier buildings, the of the goods shed to await collection, using a 1920s and 30s saw a great reduction in new 30-hundredweight jib crane if they were heavy. The construction. Most comprised large open-sided customer would then arrive with a cart (or, from sheds, steel-framed and clad in corrugated the 1920s, a lorry or van), deal with the paperwork iron, materials also favoured for the few smaller in the office, and draw up to the platform, often sheds that went up in this period. After 1945 reversing into the indented bay, and load up. The effort was directed more towards patching up procedure was reversed with goods being sent bomb-damaged premises than erecting new from the yard to other destinations. buildings, other than small prefabricated concrete warehouses for feed merchants at many rural At major urban depots the basic process was the stations. The relatively few larger new buildings same, but on a very much larger scale. Employees consisted of single-storey sheds built when the could number into the hundreds and clerical work of smaller depots was concentrated in fewer staff were usually housed in a separate building large ones in the late 1950s and early 1960s. These to the sheds and warehouses. Collection and were steel or concrete-framed, with brick or metal delivery services were in place as an alternative sheet as cladding. to customers using their own vehicles. More 1 < < Contents 2 advanced methods of mechanical handling were the functions of a goods shed, dispatching used, such as conveyors and belts. One further and receiving goods. Such structures were difference was that, as well as inwards and generally of at least three storeys, sometimes outwards traffic, there was also tranship traffic four, with five being the tallest recorded. where part loads that had come in by train from a variety of different locations were combined (or As with goods sheds, goods were offloaded onto transhipped) to ensure that trains went to their internal platforms. They would then be transported destinations fully loaded. by hoist to the upper warehousing floors. These hoists were operated by hydraulic power which was also used to move wagons within the warehouse 1.2 Goods warehouses through the use of capstans. Ropes would be attached to wagons and to the cylindrical iron The dividing line between goods sheds and capstans which would then rotate and pull the warehouses was not always clearly defined: many wagons along. Engine houses and accumulator larger goods sheds had some space devoted towers with tanks for the water used to provide to warehousing customers’ goods, while the the hydraulic power were frequently to be found large multi-storey warehouses would generally adjacent to large railway warehouses. From the have the ground floor of the building fulfilling end of the 19th century, new installations used Figure 1 Goods handling in a major goods station: Forth Goods, goods by hand, with a crane for heavier consignments, Newcastle, in 1895. Although the scale is vast, the basic and the apparent chaos of assorted packages stacked elements are common to all goods sheds: moving the up on the platform. < < Contents 3 electric power, but hydraulic power remained in use in the late 19th and early 20th centuries with in many case until the depots closed in the 1960s. extensive use of structural steelwork as at Another feature much in evidence in the vicinity of Deansgate, Manchester (1898, listed Grade II*) and warehouses, both within them and outside, were of concrete framing: the first use of concrete for a wagon turntables, used to transfer wagons from one railway warehouse was at Brentford Dock, in the track to another, again often operated by hydraulic London Borough of Hounslow (1899, demolished). power. While almost all of these have gone for Reinforced concrete was used for pre-1914 buildings scrap, evidence in the form of filled-in circular by just two companies, the GWR and the NER, and depressions in the surface of the yard or rounded only Canon’s Marsh, Bristol (GWR, 1906; listed indentations in internal platforms may survive. Grade II) and part of Forth Goods, Newcastle (NER, 1906; listed Grade II; Fig 1) survive. The GWR was an The largest railway warehouses owe much to innovator here with reinforced concrete depots canal and dock warehouses for their basic design. with moving cranes and roller shutters for doors, first Despite a number of fires, railway companies were seen at South Lambeth, London (1913, demolished). slow to embrace fully fireproof construction, and All its inter-wars depots and warehouses of this timber floors and roof trusses remained common scale have been demolished save for a goods shed well into the 1860s and beyond. The largest of of 1933 at Swindon, Wiltshire, and a warehouse of these structures reached a peak of development 1931 at Bordesley, Birmingham. Figure 2 Carts, both railway-owned and belonging to customers, GNR goods shed in the Cambridge area about 1900.