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Photographs in this gallery are of locomotive depots, both steam and diesel, locomotive works, stabling points and withdrawn locomotives but not those being scrapped.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.
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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 Passenger services were withdrawn in September 1952 and the locoshed closed, the line closing completely in November 1963.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.
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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 Passenger services were withdrawn in September 1952 and the locoshed closed, the line closing completely in November 1963.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.

  • RIPPLE LANE TRACTION MAINTENANCE DEPOT (RL) - This depot code was located to the south of Castle Green, London. It was about 9 miles east of Fenchurch Street station near the marshalling yard between Dagenham Dock and Barking stations. The actual depot was situated between the running lines with the up line to the south of the depot and the down line to the north. In the 1970's and 1980's Ripple Lane was considered a sub-shed of Stratford (SF). At that time the depot had four roads each with an inspection pit. The building itself was of concrete and glass being long enough for a single Class 47 locomotive and without doors of any kind. In 1981 there were three Class 08 shunters outstationed at Ripple Lane for duties in the yard and at the nearby Ford factory. In addition to these shunters, in excess of 15 locomotives could be expected to stable overnight. The depot closed in 1993 although at least part of the yard remains open. Seen here fairly packed with locomotives including 47016 with its 'Stratford Roof' in 1980
  • RIPPLE LANE TRACTION MAINTENANCE DEPOT (RL) - This depot code was located to the south of Castle Green, London. It was about 9 miles east of Fenchurch Street station near the marshalling yard between Dagenham Dock and Barking stations. The actual depot was situated between the running lines with the up line to the south of the depot and the down line to the north. In the 1970's and 1980's Ripple Lane was considered a sub-shed of Stratford (SF). At that time the depot had four roads each with an inspection pit. The building itself was of concrete and glass being long enough for a single Class 47 locomotive and without doors of any kind. In 1981 there were three Class 08 shunters outstationed at Ripple Lane for duties in the yard and at the nearby Ford factory. In addition to these shunters, in excess of 15 locomotives could be expected to stable overnight. The depot closed in 1993 although at least part of the yard remains open. Seen here in 1993 is 37893 in company with a Class 47, another Class 37 and a couple of Class 08's on the other side of the shed.
  • RIPPLE LANE TRACTION MAINTENANCE DEPOT (RL) - This depot code was located to the south of Castle Green, London. It was about 9 miles east of Fenchurch Street station near the marshalling yard between Dagenham Dock and Barking stations. The actual depot was situated between the running lines with the up line to the south of the depot and the down line to the north. In the 1970's and 1980's Ripple Lane was considered a sub-shed of Stratford (SF). At that time the depot had four roads each with an inspection pit. The building itself was of concrete and glass being long enough for a single Class 47 locomotive and without doors of any kind. In 1981 there were three Class 08 shunters outstationed at Ripple Lane for duties in the yard and at the nearby Ford factory. In addition to these shunters, in excess of 15 locomotives could be expected to stable overnight. The depot closed in 1993 although at least part of the yard remains open. Seen here in June 1970 are D6963 and D1756. If I remember right, there was a small group of Class 37's from D6962 to D6968 that retained their steam heating boilers after the others were isolated and were based in East Anglia to work passenger trains to Norwich, Lynn and on the GN/GE Joint, between about 1967 and 1980. All of the rest were packed off to Wales.
  • RIPPLE LANE TRACTION MAINTENANCE DEPOT (RL) - This depot code was located to the south of Castle Green, London. It was about 9 miles east of Fenchurch Street station near the marshalling yard between Dagenham Dock and Barking stations. The actual depot was situated between the running lines with the up line to the south of the depot and the down line to the north. In the 1970's and 1980's Ripple Lane was considered a sub-shed of Stratford (SF). At that time the depot had four roads each with an inspection pit. The building itself was of concrete and glass being long enough for a single Class 47 locomotive and without doors of any kind. In 1981 there were three Class 08 shunters outstationed at Ripple Lane for duties in the yard and at the nearby Ford factory. In addition to these shunters, in excess of 15 locomotives could be expected to stable overnight. The depot closed in 1993 although at least part of the yard remains open. Seen here in the 1960's is Class 37 D6708 with two Class 31's.
  • ROLVENDEN LOCOMOTIVE DEPOT, Kent & East Sussex Light Railway - Not all locomotive depots were huge and Rolvenden certainly wasn't, even though it was the nerve centre of the K&ESR locomotive department! The railway opened in 1900 and was part of Colonel Stephens' ramshackle empire. At any one time, the railway had only a handful of locos operational and here, in 1935, we see No.3 BODIAM, an ex-LBSCR 'Terrier' 0-6-0T, bought in 1901 and noe preserved there, and No.8 HERSPERUS, a Manning Wardle 0-6-0ST built in 1876 and withdrawn in 1939.
  • 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. Seen here in July 1962 is Class 4F 0-6-0 No.43906, a Royston-based loco from 1952 until withdrawal in October 1965.
  • 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.
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