to be balanced quite precisely on the turntable and it could then be literally pushed around. Some turntables could be powered by fixing the vacuum brake of the engine to the turntable and using that to turn the engine. Later turntables were electrically operated. Many diesel locomotives in the UK have a cab at each end removing the need for the turntables. However, in Australia and America, there are a number of single ended locomotives and turntables are still in use. Repairs Engine sheds would carry out basic maintenance and the bigger sheds would carry out more complex repairs. Locomotives that required further repair were sent to the company’s locomotive works. Withdrawn locomotives could often be found at some depots before their final trips to the scrapyard. Sub-shed In the UK, the general practice is that one shed would have a number of smaller sub-sheds where there were fewer facilities. When engines allocated to sub-sheds required repairs, they were often exchanged for a similar engine or perhaps just visiting the main depot on a Sunday when traffic levels were considerably lower. In terms of locomotive allocation, it seems to have been the practice that for some railways locomotives were all allocated to the main shed but in others each shed had its specific allocation of locomotives. A list of the British sub-sheds can be found here. Staff The drivers and fireman were the visible face of the engine shed and, as such, certain sheds had reputations for clean locomotives thanks to the dedication of those men. Many companies allocated a specific main line locomotive to a crew and they would usually take a personal interest in the cleanliness of their engine; some companies offered a prize to the crew of the best kept engine. Many drivers would spend their own time on improving their knowledge and sharing best practice with younger drivers. The footplate staff (as drivers and fireman were known) were unionised from the 19th century and in the UK were generally in the ASLEF whilst other shed staff tended to be in the Amalgamated Society of Railway Servants (later National Union of Railwaymen). Many engine shed workers put up with very poor conditions for many years. In the 1950s and 1960s, the rise of manufacturing industry saw many staff leaving the railway for better working conditions (and pay) and many railways started to modernise as a result. Engine