2. RAILWAYS
  3. BRITISH RAILWAY LOCOMOTIVE DEPOTS, WORKS AND STABLING POINTS.

BRITISH RAILWAY LOCOMOTIVE DEPOTS, WORKS AND STABLING POINTS.

Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped. Some of these pictures were taken by me, some passed on by friends and others have been bought and are part of my collection. These pictures are published for pleasure/information/research purposes only and are not for sale or copy under any circumstances. Information in captions has been researched as thoroughly as possible but its accuracy cannot be guaranteed.
PLEASE NOTE : IMPORTANT MESSAGE : Please be aware that I do not sell copies of ANY of my pictures, DO NOT email copies to viewers or allow re-posting on other sites. Neither do I wish to enter into correspondence with any individual or group regarding my pictures or their captions. All comments reflect my personal opinions and I am not prepared to discuss these with anyone or to spend the rest of my life answering inane questions. I apologise for this disclaimer but I'm afraid it has been forced upon me. I have no wish to offend anyone and I hope you will continue to enjoy my pictures at your leisure.
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ROSE GROVE LOCOMOTIVE DEPOT (24B/10F) - Built in 1899 by the Lancashire & Yorkshire Railway, Rose Grove was a 6-road dead-end shed. Situated in the heart of an industrial area, the allocation was almost entirely made up of goods engines. In March 1959, only 9 engines out of an allocation of 46 were tank engines for local passenger services. It was one of the last three steam sheds to remain open and closed on August 5th, 1968, along with Lostock Hall and Carnforth. A visit just after closure found 29 withdrawn engines dumped there. It is seen here in the 1970's, completely stranded, trackless and derelict as a Class 105 DMU passes.
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ROSE GROVE LOCOMOTIVE DEPOT (24B/10F) - Built in 1899 by the Lancashire & Yorkshire Railway, Rose Grove was a 6-road dead-end shed. Situated in the heart of an industrial area, the allocation was almost entirely made up of goods engines. In March 1959, only 9 engines out of an allocation of 46 were tank engines for local passenger services. It was one of the last three steam sheds to remain open and closed on August 5th, 1968, along with Lostock Hall and Carnforth. A visit just after closure found 29 withdrawn engines dumped there. It is seen here in the 1970's, completely stranded, trackless and derelict as a Class 105 DMU passes.

  • ROLVENDEN LOCOMOTIVE DEPOT, Kent & East Sussex Light Railway - The small 2-road dead end shed, built in 1900, that served the Kent & East Sussex Light Railway. As there was usually only one engine in steam on the railway, a larger running shed was not required. Seen here is SER Class O1 0-6-0 No.31048 is seen being prepared for the 3.20pm mixed to Headcorn in April 1952.
  • ROLVENDEN LOCOMOTIVE DEPOT - The little depot at Rolvenden was adjacent to the station and is seen here with 'Terrier' No.3 BODIAM and 0-6-0ST No.8 HESPERUS peeking out in 1935.
  • ROSE GROVE LOCOMOTIVE DEPOT (24B/10F) - Built in 1899 by the Lancashire & Yorkshire Railway, Rose Grove was a 6-road dead-end shed. Situated in the heart of an industrial area, the allocation was almost entirely made up of goods engines. In March 1959, only 9 engines out of an allocation of 46 were tank engines for local passenger services. It was one of the last three steam sheds to remain open and closed on August 5th, 1968, along with Lostock Hall and Carnforth. A visit just after closure found 29 withdrawn engines dumped there. It is seen here in the 1970's, completely stranded, trackless and derelict as a Class 105 DMU passes.
  • ROSE GROVE LOCOMOTIVE DEPOT (24B/10F) - Built in 1899 by the Lancashire & Yorkshire Railway, Rose Grove was a 6-road dead-end shed. Situated in the heart of an industrial area, the allocation was almost entirely made up of goods engines. In March 1959, only 9 engines out of an allocation of 46 were tank engines for local passenger services. It was one of the last three steam sheds to remain open and closed on August 5th, 1968, along with Lostock Hall and Carnforth. A visit just after closure found 29 withdrawn engines dumped there. Seen here in August 1968, the last month of steam operations on BR, as Class 8F 2-8-0's Nos.48773 and 48400, both bulled up to work specials. A few days later, and 48400 would be dumped here withdrawn.
  • ROSE GROVE LOCOMOTIVE DEPOT (24B/10F) - Built in 1899 by the Lancashire & Yorkshire Railway, Rose Grove was a 6-road dead-end shed. Situated in the heart of an industrial area, the allocation was almost entirely made up of goods engines. In March 1959, only 9 engines out of an allocation of 46 were tank engines for local passenger services. It was one of the last three steam sheds to remain open and closed on August 5th, 1968, along with Lostock Hall and Carnforth. A visit just after closure found 29 withdrawn engines dumped there. Seen here in September 1966 is Stanier LMS Class 5MT 4-6-0 No.44932, a Rose Grove engine and one of the last to go, withdrawn in August 1968 from this shed.
  • ROTHBURY LOCOMOTIVE DEPOT (52F) - Rothbury was the terminus of a North British Railway branch line from Morpeth, originally intended to continue to Reedsmouth Junction but foreshortened due to financial difficulties. The turntable in the foreground of the picture is the end of the line. The tiny engine shed here was a sub-shed of North Blyth and in August 1950 was home to Class J21 0-6-0 No.65035. Passenger services were withdrawn in September 1952 and the locoshed closed, the line closing completely in November 1963. In this shot we see Ivatt Class 4MT No.43129 of Darlington on the Scotsgap - Rothbury - Scotsgap - Morpeth leg of the RCTS/SLS 'Wansbeck Wanderer' Rail Tour on November 9th, 1963, the last passenger train to use the line.
  • ROWSLEY LOCOMOTIVE DEPOT (17c) - This depot in the mineral-rich Peak District was built in 1924 by the Midland Railway with accommodation for 24 engines, replacing an earlier depot on another site. Rowsley’s initial allocation consisted of 23 tender and 13 tank engines, including those used on the Cromford & High Peak line at Cromford, Sheep Pasture and Middleton. By 1946, there were 60 locomotives based here but by the early 1960's things were in decline and when the goods sidings closed in April 1964, the allocation was reduced to just 4 engines to cover local duties. January 1965 saw the depot dieselised and it closed completely in October 1966. It was subsequently demolished but is now the base for the Peak Rail Preservation Society who are gradually restoring some of the site. In this 1949 view, we Class 8F 2-8-0 No.48748 and two Johnson MR Class 2F 0-6-0's Nos. 3043 and 3113.
  • ROYSTON LOCOMOTIVE DEPOT (55D) - The depot here, just north of Cudworth, was built by the LMS in 1935, replacing one built by the MR in 1985. It was a brick-built 10 road dead end shed with a turning triangle instead of a turntable. It had been transferred from the Midland Region to the Eastern Region in 1957 but still mainly operated ex-LMS engines. Seen here in 1960, it had in 1959, an allocation of 55 engines, mostly goods locos. This view is of scrap road, all of these engines having been withdrawn or placed in store. Johnson Class 2P No.40581 had been withdrawn in October 1960 but had probably been dumped here for some time. The depot closed in November 1967.
  • ROYSTON LOCOMOTIVE DEPOT (55D) - The depot here, just north of Cudworth, was built by the LMS in 1935, replacing one built by the MR in 1985. It was a brick-built 10 road dead end shed with a turning triangle instead of a turntable. It had been transferred from the Midland Region to the North Eastern Region in 1957 but still mainly operated ex-LMS engines. It is seen here just 5 months before closure, in June 1967, still with a number of engines on steam, all seeming to be ex-LMS types.
  • ROYSTON LOCOMOTIVE DEPOT (55D) - The depot here, just north of Cudworth, was built by the LMS in 1935, replacing one built by the MR in 1985. It was a brick-built 10 road dead end shed with a turning triangle instead of a turntable. It had been transferred from the Midland Region to the North Eastern Region in 1957 but still mainly operated ex-LMS engines. The depot closed in November 1967. It is een here in the early 1960's, still full of ex-LMS locos but also home to at least two diesel shunters.
  • ROYSTON LOCOMOTIVE DEPOT (55D) - The depot here, just north of Cudworth, was built by the LMS in 1935, replacing one built by the MR in 1985. It was a brick-built 10 road dead end shed with a turning triangle instead of a turntable. It had been transferred from the Midland Region to the North Eastern Region in 1957 but still mainly operated ex-LMS engines. The depot closed in November 1967. It is seen here in 1954, ex-LMS Class 4F 0-6-0's seeming to be the most popular class, of which it could boast an allocation of around 7 locos at this time.
  • ROYSTON LOCOMOTIVE DEPOT (55D) - The depot here, just north of Cudworth, was built by the LMS in 1935, replacing one built by the MR in 1985. It was a brick-built 10 road dead end shed with a turning triangle instead of a turntable. It had been transferred from the Midland Region to the North Eastern Region in 1957 but still mainly operated ex-LMS engines. The depot closed in November 1967. Seen here is Johnson MR 1532 Class 1P 0-4-4T No.58066, allocated to Royston and withdrawn from here in October 1958,
  • RUGBY LOCOMOTIVE DEPOT (2A/1F) - Rugby was a major junction and the main engine changing point between Euston and Crewe for nearly 100 years. By 1853, there were already two sheds at Rugby with over 100 engines allocated. In 1875 it was decided that new sheds were required and by 1886 two large straight sheds, identical in size and appearance, had been erected at the north side of the station. Both had a north light pattern style of roof with the usual type of large LNWR coal stage and water tank above. Two 40ft turntables were provided in the yard. A three road repair shop was established on a site to the north and by 1909 the shed boasted an allocation of 160 engines. The number of men employed totalled nearly 900 and the six sub-sheds, at Warwick, Coventry, Peterborough, Stamford, Seaton and Market Harborough, made Rugby one of the largest and most important sheds on the system. The abandonment of engine changing on many expresses had left Rugby mainly as a home for freight locos. However, its position on a critical junction ensured it remained one of the primary depots of the LMS and it received a large share of the new Stanier locos when they were built. Some forty 'Black Fives' were allocated in 1954 with ten '8F' 2-8-0s. The LMS paid no attention, however, to the roofs at Rugby and by the end of the Second World War these were becoming ruinous. In 1955, 'No. 1' shed was largely demolished and a new higher roof. in steel with corrugated sheeting, was provided, the building being drastically shortened at the same time. The ‘No. 2' was destined for the same treatment but in the event was left untouched and was finally demolished in 1960 to make way for a car park. In March 1959, the allocation had dropped to 59 engines, mainly goods locos and tank engines for local passenger services. From 1960, a number of express engines of the 'Jubilee', 'Royal Scot' and 'Patriot' Classes were added to the allcation as they were made redundant elsewhere by the ever encroaching electrification of the WCML. A repair shop was built during 1958-9 between the two sheds for the thirteen diesel shunters by then stationed at Rugby but advancing electrification finally killed off the depot and it closed in April 1965. A map from 1939 showing Sheds 1 and 2 and the repair shop.
  • RUGBY LOCOMOTIVE DEPOT (2A/1F) - Rugby was a major junction and the main engine changing point between Euston and Crewe for nearly 100 years. By 1853, there were already two sheds at Rugby with over 100 engines allocated. In 1875 it was decided that new sheds were required and by 1886 two large straight sheds, identical in size and appearance, had been erected at the north side of the station. Both had a north light pattern style of roof with the usual type of large LNWR coal stage and water tank above. Two 40ft turntables were provided in the yard. A three road repair shop was established on a site to the north and by 1909 the shed boasted an allocation of 160 engines. The number of men employed totalled nearly 900 and the six sub-sheds, at Warwick, Coventry, Peterborough, Stamford, Seaton and Market Harborough, made Rugby one of the largest and most important sheds on the system. The abandonment of engine changing on many expresses had left Rugby mainly as a home for freight locos. However, its position on a critical junction ensured it remained one of the primary depots of the LMS and it received a large share of the new Stanier locos when they were built. Some forty 'Black Fives' were allocated in 1954 with ten '8F' 2-8-0s. The LMS paid no attention, however, to the roofs at Rugby and by the end of the Second World War these were becoming ruinous. In 1955, 'No. 1' shed was largely demolished and a new higher roof. in steel with corrugated sheeting, was provided, the building being drastically shortened at the same time. The ‘No. 2' was destined for the same treatment but in the event was left untouched and was finally demolished in 1960 to make way for a car park. In March 1959, the allocation had dropped to 59 engines, mainly goods locos and tank engines for local passenger services. From 1960, a number of express engines of the 'Jubilee', 'Royal Scot' and 'Patriot' Classes were added to the allcation as they were made redundant elsewhere by the ever encroaching electrification of the WCML. A repair shop was built during 1958-9 between the two sheds for the thirteen diesel shunters by then stationed at Rugby but advancing electrification finally killed off the depot and it closed in April 1965. Looking south with No.1 Shed on the right and No.2 on the left.
  • RUGBY LOCOMOTIVE DEPOT (2A/1F) - Rugby was a major junction and the main engine changing point between Euston and Crewe for nearly 100 years. By 1853, there were already two sheds at Rugby with over 100 engines allocated. In 1875 it was decided that new sheds were required and by 1886 two large straight sheds, identical in size and appearance, had been erected at the north side of the station. Both had a north light pattern style of roof with the usual type of large LNWR coal stage and water tank above. Two 40ft turntables were provided in the yard. A three road repair shop was established on a site to the north and by 1909 the shed boasted an allocation of 160 engines. The number of men employed totalled nearly 900 and the six sub-sheds, at Warwick, Coventry, Peterborough, Stamford, Seaton and Market Harborough, made Rugby one of the largest and most important sheds on the system. The abandonment of engine changing on many expresses had left Rugby mainly as a home for freight locos. However, its position on a critical junction ensured it remained one of the primary depots of the LMS and it received a large share of the new Stanier locos when they were built. Some forty 'Black Fives' were allocated in 1954 with ten '8F' 2-8-0s. The LMS paid no attention, however, to the roofs at Rugby and by the end of the Second World War these were becoming ruinous. In 1955, 'No. 1' shed was largely demolished and a new higher roof. in steel with corrugated sheeting, was provided, the building being drastically shortened at the same time. The ‘No. 2' was destined for the same treatment but in the event was left untouched and was finally demolished in 1960 to make way for a car park. In March 1959, the allocation had dropped to 59 engines, mainly goods locos and tank engines for local passenger services. From 1960, a number of express engines of the 'Jubilee', 'Royal Scot' and 'Patriot' Classes were added to the allcation as they were made redundant elsewhere by the ever encroaching electrification of the WCML. A repair shop was built during 1958-9 between the two sheds for the thirteen diesel shunters by then stationed at Rugby but advancing electrification finally killed off the depot and it closed in April 1965. Seen here inside No.1 Shed are a number of Class 5MT's and Cass 8F's including No.44945.
  • RUGBY LOCOMOTIVE DEPOT (2A/1F) - Rugby was a major junction and the main engine changing point between Euston and Crewe for nearly 100 years. By 1853, there were already two sheds at Rugby with over 100 engines allocated. In 1875 it was decided that new sheds were required and by 1886 two large straight sheds, identical in size and appearance, had been erected at the north side of the station. Both had a north light pattern style of roof with the usual type of large LNWR coal stage and water tank above. Two 40ft turntables were provided in the yard. A three road repair shop was established on a site to the north and by 1909 the shed boasted an allocation of 160 engines. The number of men employed totalled nearly 900 and the six sub-sheds, at Warwick, Coventry, Peterborough, Stamford, Seaton and Market Harborough, made Rugby one of the largest and most important sheds on the system. The abandonment of engine changing on many expresses had left Rugby mainly as a home for freight locos. However, its position on a critical junction ensured it remained one of the primary depots of the LMS and it received a large share of the new Stanier locos when they were built. Some forty 'Black Fives' were allocated in 1954 with ten '8F' 2-8-0s. The LMS paid no attention, however, to the roofs at Rugby and by the end of the Second World War these were becoming ruinous. In 1955, 'No. 1' shed was largely demolished and a new higher roof. in steel with corrugated sheeting, was provided, the building being drastically shortened at the same time. The ‘No. 2' was destined for the same treatment but in the event was left untouched and was finally demolished in 1960 to make way for a car park. In March 1959, the allocation had dropped to 59 engines, mainly goods locos and tank engines for local passenger services. From 1960, a number of express engines of the 'Jubilee', 'Royal Scot' and 'Patriot' Classes were added to the allcation as they were made redundant elsewhere by the ever encroaching electrification of the WCML. A repair shop was built during 1958-9 between the two sheds for the thirteen diesel shunters by then stationed at Rugby but advancing electrification finally killed off the depot and it closed in April 1965. Seen here is Class 4P 2-6-4T No.42430 standing before No.1 Shed after re-roofing.
  • RUGBY LOCOMOTIVE DEPOT (2A/1F) - Rugby was a major junction and the main engine changing point between Euston and Crewe for nearly 100 years. By 1853, there were already two sheds at Rugby with over 100 engines allocated. In 1875 it was decided that new sheds were required and by 1886 two large straight sheds, identical in size and appearance, had been erected at the north side of the station. Both had a north light pattern style of roof with the usual type of large LNWR coal stage and water tank above. Two 40ft turntables were provided in the yard. A three road repair shop was established on a site to the north and by 1909 the shed boasted an allocation of 160 engines. The number of men employed totalled nearly 900 and the six sub-sheds, at Warwick, Coventry, Peterborough, Stamford, Seaton and Market Harborough, made Rugby one of the largest and most important sheds on the system. The abandonment of engine changing on many expresses had left Rugby mainly as a home for freight locos. However, its position on a critical junction ensured it remained one of the primary depots of the LMS and it received a large share of the new Stanier locos when they were built. Some forty 'Black Fives' were allocated in 1954 with ten '8F' 2-8-0s. The LMS paid no attention, however, to the roofs at Rugby and by the end of the Second World War these were becoming ruinous. In 1955, 'No. 1' shed was largely demolished and a new higher roof. in steel with corrugated sheeting, was provided, the building being drastically shortened at the same time. The ‘No. 2' was destined for the same treatment but in the event was left untouched and was finally demolished in 1960 to make way for a car park. In March 1959, the allocation had dropped to 59 engines, mainly goods locos and tank engines for local passenger services. From 1960, a number of express engines of the 'Jubilee', 'Royal Scot' and 'Patriot' Classes were added to the allcation as they were made redundant elsewhere by the ever encroaching electrification of the WCML. A repair shop was built during 1958-9 between the two sheds for the thirteen diesel shunters by then stationed at Rugby but advancing electrification finally killed off the depot and it closed in April 1965. Seen here is Class D3/1 shunter D2913 shunting fuel tanks just one month before the depot closed. The loco was withdrawn less than 2 years later.
  • RUGBY LOCOMOTIVE DEPOT (2A/1F) - Rugby was a major junction and the main engine changing point between Euston and Crewe for nearly 100 years. By 1853, there were already two sheds at Rugby with over 100 engines allocated. In 1875 it was decided that new sheds were required and by 1886 two large straight sheds, identical in size and appearance, had been erected at the north side of the station. Both had a north light pattern style of roof with the usual type of large LNWR coal stage and water tank above. Two 40ft turntables were provided in the yard. A three road repair shop was established on a site to the north and by 1909 the shed boasted an allocation of 160 engines. The number of men employed totalled nearly 900 and the six sub-sheds, at Warwick, Coventry, Peterborough, Stamford, Seaton and Market Harborough, made Rugby one of the largest and most important sheds on the system. The abandonment of engine changing on many expresses had left Rugby mainly as a home for freight locos. However, its position on a critical junction ensured it remained one of the primary depots of the LMS and it received a large share of the new Stanier locos when they were built. Some forty 'Black Fives' were allocated in 1954 with ten '8F' 2-8-0s. The LMS paid no attention, however, to the roofs at Rugby and by the end of the Second World War these were becoming ruinous. In 1955, 'No. 1' shed was largely demolished and a new higher roof. in steel with corrugated sheeting, was provided, the building being drastically shortened at the same time. The ‘No. 2' was destined for the same treatment but in the event was left untouched and was finally demolished in 1960 to make way for a car park. In March 1959, the allocation had dropped to 59 engines, mainly goods locos and tank engines for local passenger services. From 1960, a number of express engines of the 'Jubilee', 'Royal Scot' and 'Patriot' Classes were added to the allcation as they were made redundant elsewhere by the ever encroaching electrification of the WCML. A repair shop was built during 1958-9 between the two sheds for the thirteen diesel shunters by then stationed at Rugby but advancing electrification finally killed off the depot and it closed in April 1965. Seen here is the coaling tower and the Test Plant, with the GCR viaduct in the background. The loco depot is behind the camera to the left.
  • RUGBY LOCOMOTIVE DEPOT (2A/1F) - Rugby was a major junction and the main engine changing point between Euston and Crewe for nearly 100 years. By 1853, there were already two sheds at Rugby with over 100 engines allocated. In 1875 it was decided that new sheds were required and by 1886 two large straight sheds, identical in size and appearance, had been erected at the north side of the station. Both had a north light pattern style of roof with the usual type of large LNWR coal stage and water tank above. Two 40ft turntables were provided in the yard. A three road repair shop was established on a site to the north and by 1909 the shed boasted an allocation of 160 engines. The number of men employed totalled nearly 900 and the six sub-sheds, at Warwick, Coventry, Peterborough, Stamford, Seaton and Market Harborough, made Rugby one of the largest and most important sheds on the system. The abandonment of engine changing on many expresses had left Rugby mainly as a home for freight locos. However, its position on a critical junction ensured it remained one of the primary depots of the LMS and it received a large share of the new Stanier locos when they were built. Some forty 'Black Fives' were allocated in 1954 with ten '8F' 2-8-0s. The LMS paid no attention, however, to the roofs at Rugby and by the end of the Second World War these were becoming ruinous. In 1955, 'No. 1' shed was largely demolished and a new higher roof. in steel with corrugated sheeting, was provided, the building being drastically shortened at the same time. The ‘No. 2' was destined for the same treatment but in the event was left untouched and was finally demolished in 1960 to make way for a car park. In March 1959, the allocation had dropped to 59 engines, mainly goods locos and tank engines for local passenger services. From 1960, a number of express engines of the 'Jubilee', 'Royal Scot' and 'Patriot' Classes were added to the allcation as they were made redundant elsewhere by the ever encroaching electrification of the WCML. A repair shop was built during 1958-9 between the two sheds for the thirteen diesel shunters by then stationed at Rugby but advancing electrification finally killed off the depot and it closed in April 1965. Seen here is the re-roofed No.1 Shed in 1965 just before closure, mainly inhabited by diesels of various classes.
  • RUGBY LOCOMOTIVE DEPOT (2A/1F) - Rugby was a major junction and the main engine changing point between Euston and Crewe for nearly 100 years. By 1853, there were already two sheds at Rugby with over 100 engines allocated. In 1875 it was decided that new sheds were required and by 1886 two large straight sheds, identical in size and appearance, had been erected at the north side of the station. Both had a north light pattern style of roof with the usual type of large LNWR coal stage and water tank above. Two 40ft turntables were provided in the yard. A three road repair shop was established on a site to the north and by 1909 the shed boasted an allocation of 160 engines. The number of men employed totalled nearly 900 and the six sub-sheds, at Warwick, Coventry, Peterborough, Stamford, Seaton and Market Harborough, made Rugby one of the largest and most important sheds on the system. The abandonment of engine changing on many expresses had left Rugby mainly as a home for freight locos. However, its position on a critical junction ensured it remained one of the primary depots of the LMS and it received a large share of the new Stanier locos when they were built. Some forty 'Black Fives' were allocated in 1954 with ten '8F' 2-8-0s. The LMS paid no attention, however, to the roofs at Rugby and by the end of the Second World War these were becoming ruinous. In 1955, 'No. 1' shed was largely demolished and a new higher roof. in steel with corrugated sheeting, was provided, the building being drastically shortened at the same time. The ‘No. 2' was destined for the same treatment but in the event was left untouched and was finally demolished in 1960 to make way for a car park. In March 1959, the allocation had dropped to 59 engines, mainly goods locos and tank engines for local passenger services. From 1960, a number of express engines of the 'Jubilee', 'Royal Scot' and 'Patriot' Classes were added to the allcation as they were made redundant elsewhere by the ever encroaching electrification of the WCML. A repair shop was built during 1958-9 between the two sheds for the thirteen diesel shunters by then stationed at Rugby but advancing electrification finally killed off the depot and it closed in April 1965. Seen in this view is the left side of No.2 Shed in LNWR days.
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