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  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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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.
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SALTLEY LOCOMOTIVE DEPOT (2E) - This depot was built by the Midland Railway in 1868 and eventually consisted of three brick-built roundhouses. Even in 1959, it had a huge allocation of 174 engines, most of them goods engines. It closed to steam in March 1967 and was demolished, replaced by a much smaller 3-road diesel depot. This too was closed and demolished in around 2000, leaving just a signing-on point and a single siding for locos. Here we see Johnson Class 3F 0-6-0 No.3273 in front of the shed in 1936.
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SALTLEY LOCOMOTIVE DEPOT (2E) - This depot was built by the Midland Railway in 1868 and eventually consisted of three brick-built roundhouses. Even in 1959, it had a huge allocation of 174 engines, most of them goods engines. It closed to steam in March 1967 and was demolished, replaced by a much smaller 3-road diesel depot. This too was closed and demolished in around 2000, leaving just a signing-on point and a single siding for locos. Here we see Johnson Class 3F 0-6-0 No.3273 in front of the shed in 1936.

  • 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.
  • SALISBURY LOCOMOTIVE DEPOT (72B/70E) - Salisbury Depot was opened by the London & South Western Railway in 1901 and consisted of a brick-built ten road dead-end shed to be found on the south side of the line, west of the station. The allocation of engines was 47 in March 1959, 9 of them Bulleid Pacific's, 6 King Arthur' 4-6-0's and another 13 4-6-0's of SR origin. The only BR presence was 5 Class 4MT 2-6-0's. The shed closed in July 1967 but there were 60 locomotives dumped there awaiting departure to Wales for scrapping, of which 5 were Class 'Merchant Navy' Pacific's and 18 WC/BB Class Pacific's. Seen here inside the shed are LSWR Class T9's 4-4-0 No.729 and 117, both withdrawn and scrapped during 1961.
  • SALTLEY LOCOMOTIVE DEPOT (2E) - This depot was built by the Midland Railway in 1868 and eventually consisted of three brick-built roundhouses. Even in 1959, it had a huge allocation of 174 engines, most of them goods engines. It closed to steam in March 1967 and was demolished, replaced by a much smaller 3-road diesel depot. This too was closed and demolished in around 2000, leaving just a signing-on point and a single siding for locos. Here we see Johnson Class 3F 0-6-0 No.3273 in front of the shed in 1936.
  • SALTLEY LOCOMOTIVE DEPOT (2E) - This depot was built by the Midland Railway in 1868 and eventually consisted of three brick-built roundhouses. Even in 1959, it had a huge allocation of 174 engines, most of them goods engines. It closed to steam in March 1967 and was demolished, replaced by a much smaller 3-road diesel depot. This too was closed and demolished in around 2000, leaving just a signing-on point and a single siding for locos. Seen here, in a poor quality but very old picture from 1906, is MR Class 700 0-6-0 No.939 undergoing fairly major repairs. This engine was built in 1871 and withdrawn in 1932 as LMS No.2736.
  • SALTLEY LOCOMOTIVE DEPOT (2E) - This depot was built by the Midland Railway in 1868 and eventually consisted of three brick-built roundhouses. Even in 1959, it had a huge allocation of 174 engines, most of them goods engines. It closed to steam in March 1967 and was demolished, replaced by a much smaller 3-road diesel depot. This too was closed and demolished in around 2000, leaving just a signing-on point and a single siding for locos. Seen here in June 1931 is a long line of stabled engines headed by Johnson MR Cass 3F 0-6-0 No.3529, which was withdrawn from Saltley in August 1961 as BR No.43529.
  • SALTLEY LOCOMOTIVE DEPOT (2E) - This depot was built by the Midland Railway in 1868 and eventually consisted of three brick-built roundhouses. Even in 1959, it had a huge allocation of 174 engines, most of them goods engines. It closed to steam in March 1967 and was demolished, replaced by a much smaller 3-road diesel depot. This too was closed and demolished in around 2000, leaving just a signing-on point and a single siding for locos. Seen here in October 1959 with locos from a number of LMS classes visible
  • SALTLEY LOCOMOTIVE DEPOT (2E) - This depot was built by the Midland Railway in 1868 and eventually consisted of three brick-built roundhouses. Even in 1959, it had a huge allocation of 174 engines, most of them goods engines. It closed to steam in March 1967 and was demolished, replaced by a much smaller 3-road diesel depot. This too was closed and demolished in around 2000, leaving just a signing-on point and a single siding for locos. Seen here parked outside Roundhouse No.3 is BR 7P 4-6-2 No.70047, the only member of the class never named, probably in 1965.
  • SCARBOROUGH LOCOMOTIVE DEPOT (50E) - Built in 1875 by the North Eastern Railway, the depot here consisted of a roundhouse and an 8-road dead-end shed. Although the allocation was not large, in the summer the shed would be packed out with visiting locos which had worked in on specials and excursions. In September 1950, the allocation was only 13 locomotives, 4 Class D49 'Hunt' Class 4-4-0's for trains to York and 5 Class A8 4-6-2T's for local passenger services plus 3 goods engines and a shunting tank. The depot closed to steam in May 1963 although it continued to work excursion traffic well after this date. Seen here in August 1931 with Diagram 96 Class Sentinel steam railcar No.2136 HOPE in the yard. It was built in December 1928 and was one of the last to be withdrawn in August 1948. Quite a number worked in the Scarborough/Whitby area in the 1930's and 1940's.
  • SCARBOROUGH LOCOMOTIVE DEPOT (50E) - Built in 1875 by the North Eastern Railway, the depot here consisted of a roundhouse and an 8-road dead-end shed. Although the allocation was not large, in the summer the shed would be packed out with visiting locos which had worked in on specials and excursions. In September 1950, the allocation was only 13 locomotives, 4 Class D49 'Hunt' Class 4-4-0's for trains to York and 5 Class A8 4-6-2T's for local passenger services plus 3 goods engines and a shunting tank. The depot closed to steam in May 1963 although it continued to work excursion traffic well after this date. Seen here in August 1952, three of the large tank engines associated with this depot are visible as is Class D49 No.62724 BEDFORDSHIRE on the far left.
  • SCARBOROUGH LOCOMOTIVE DEPOT (50E) - Built in 1875 by the North Eastern Railway, the depot here consisted of a roundhouse and an 8-road dead-end shed. Although the allocation was not large, in the summer the shed would be packed out with visiting locos which had worked in on specials and excursions. In September 1950, the allocation was only 13 locomotives, 4 Class D49 'Hunt' Class 4-4-0's for trains to York and 5 Class A8 4-6-2T's for local passenger services plus 3 goods engines and a shunting tank. The depot closed to steam in May 1963 although it continued to work excursion traffic well after this date. Seen here in the late 1930's is Raven NER Class A8 4-6-2T No.2143, rebuilt from a Class H1 4-4-4T in December 1933. It was a Middlesbrough engine and probably worked passenger trains along the steeply graded Esk Valley line. It was withdrawn as BR No.69850 from Sunderland in June 1960.
  • SCARBOROUGH LOCOMOTIVE DEPOT (50E) - Built in 1875 by the North Eastern Railway, the depot here consisted of a roundhouse and an 8-road dead-end shed. Although the allocation was not large, in the summer the shed would be packed out with visiting locos which had worked in on specials and excursions. In September 1950, the allocation was only 13 locomotives, 4 Class D49 'Hunt' Class 4-4-0's for trains to York and 5 Class A8 4-6-2T's for local passenger services plus 3 goods engines and a shunting tank. The depot closed to steam in May 1963 although it continued to work excursion traffic well after this date. Seen here on the turntable is Class 8F 2-8-0 No.48685 of Toton Depot. These goods engines would often work excursion trains.
  • SCARBOROUGH LOCOMOTIVE DEPOT (50E) - Built in 1875 by the North Eastern Railway, the depot here consisted of a roundhouse and an 8-road dead-end shed. Although the allocation was not large, in the summer the shed would be packed out with visiting locos which had worked in on specials and excursions. In September 1950, the allocation was only 13 locomotives, 4 Class D49 'Hunt' Class 4-4-0's for trains to York and 5 Class A8 4-6-2T's for local passenger services plus 3 goods engines and a shunting tank. The depot closed to steam in May 1963 although the continued to stable and fuel excursion traffic well after this date. Seen here on the turntable is Class B1 No.61224 of 56A Wakefield, no doubt recently arrived from thence with an excursion, in April 1965. Note that there is no track to the long closed shed.
  • SCARBOROUGH LOCOMOTIVE DEPOT (50E) - Built in 1875 by the North Eastern Railway, the depot here consisted of a roundhouse and an 8-road dead-end shed. Although the allocation was not large, in the summer the shed would be packed out with visiting locos which had worked in on specials and excursions. In September 1950, the allocation was only 13 locomotives, 4 Class D49 'Hunt' Class 4-4-0's for trains to York and 5 Class A8 4-6-2T's for local passenger services plus 3 goods engines and a shunting tank. The depot closed to steam in May 1963 although the yard continued to stable and refuel excursion traffic well after this date. Seen here in September 1959 looking particularly disused (perhaps being re-roofed) with Class B1 No.61185 and Class K3 No.61801 parked at the entrance.
  • SCOTTISH LOCOMOTIVE DEPOT - somewhere south and west of Glasgow I suspect, perhaps Ayr or Corkerhill, judged by the number of Class 26's on depot, seen here in about 1960.
  • SEAFIELD LOCOMOTIVE DEPOT - This depot was built by the Caledonian Railway in 1902. It was a sub-shed of 64A St Margarets in Edinburgh and lay near the end of the ex-LMS South Leith Dock branch. It had no fixed allocation but a healthy population of 0-6-0's in 1951. The shed closed in 1962
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