Two of the one-time three great Anglo-Scottish main lines pass through Cumbria. Built at an interval of 30 years, both faced very different political and geographical problems in the promotion and construction.
Both take advantage of the favourable topography of the Vale of Eden in the east of the county between the mountains of the Lake District and the Northern Pennines, but have to tackle the upland barrier to the south in very different ways.
Both are outstanding examples of Victorian engineering skills.
The Lancaster and Carlisle Railway was opened through to Carlisle on 15th December 1846, 72 miles of railway having been completed in just over two years in the biggest railway construction contract yet awarded. Initially the line was operated by the London & North Western Railway (LNWR) but relations with its big partner to the south became more and more strained until the working agreement was terminated in 1855. Hurriedly gathering its own fleet of locomotives and rolling stock, the L&C successfully worked its own section of the West Coast route until 1859 when it was leased to the LNWR.
The route of the L&CR provided immense operating difficulties from the opening of the line until very recent years, with its steep climbs to Grayrigg and Shap summits. From only a few feet above sea level at Hest Bank, near Carnforth, the line climbs to nearly 500 feet at Grayrigg, the last two miles being at a gradient of 1 in 106. In steam days many heavy trains would take assistance from Oxenholme. After a level stretch through the Lune gorge to the junction and banking station of Tebay climbing begins in earnest up the four and a half miles at 1 in 75 to Shap Summit, 916 feet. The descent then includes seven miles of 1 in 125 to Penrith and four miles of 1 in131 down to Carlisle, a formidable test for a steam locomotive and its crew setting off from cold for the south.
Faced with such operating difficulties the line has always been real challenge to locomotive engineers, their response culminating in the Princess Coronation Pacific locomotives designed by Sir William Stanier in the mid-1930s. They worked most of the principal trains over the line until displaced by diesels from 1960. With the end of steam the need for banking assistance became less necessary and engine sheds at Tebay and Oxenholme closed.
Electrification of the West Coast Main Line was completed through to Glasgow in May 1974, transforming operation of the route, even after several years of diesel double-heading on the top express trains. Start to stop times between Preston and Carlisle (90 miles) have been reduced from the fastest steam time of 101 minutes in 1939 to 94 in 1972 with diesel haulage and 72 minutes in 1979 with the then new Class 87 electric locos. Currently (late 2008) timings of 58 minutes are being achieved by Virgin’s Pendolino tilting trains.
Line | Opened | Closed |
---|---|---|
Lancaster to Kendal Junction (Oxenholme) | 22 September 1846 | Open |
Kendal Junction to Carlisle London Road | 17 December 1846 | Open |
Station ( South to North ) | Opened | Closed |
---|---|---|
Lancaster Castle | 22 September 1846 | Open |
Hest Bank | 22 September 1846 | 3 February 1969 |
Bolton-le-Sands | 22 September 1846 | 3 February 1969 |
Carnforth - main line platforms | 22 September 1846 | 4th May 1970 |
Burton & Holme | 22 September 1846 | 27 March 1950 |
Milnthorpe | 22 September 1846 | 1 July 1968 |
Oxenholme | 22 September 1846 | Open |
Grayrigg | 22 September 1846 | 1 February 1954 |
Low Gill | 22 September 1846 | 7 March 1960 |
Tebay | 22 September 1846 | 1 July 1968 |
Shap | 22 September 1846 | 1 July 1968 |
Clifton & Lowther | 22 September 1846 | 4 July1938 |
Penrith | 22 September 1846 | Open |
Plumpton | 22 September 1846 | 31 May 1948 |
Calthwaite | 22 September 1846 | 7 April 1952 |
Southwaite | 22 September 1846 | 7 April 1952 |
Wreay | 22 September 1846 | 16 August 1943 |
Brisco | 22 September 1846 | December 1852 |
Carlisle Citadel | 22 September 1846 | Open |
Line | Opened | Closed |
---|---|---|
Kendal Junction (Oxenholme) to Kendal | 22 September 1846 | Open |
Kendal to Windermere | 21 April 1847 | Open |
Station | Opened | Closed |
---|---|---|
Kendal | 22 September 1846 | Open |
Burneside | 21 April 1847 | Open |
Staveley | 21 April 1847 | Open |
Windermere | 21 April 1847 | Open |
Line | Opened | Closed |
---|---|---|
Low Gill to Clapham | 16 September 1861 | 26 July 1966 |
Station | Opened | Closed |
---|---|---|
Low Gill (see L & C) | 22 September 1846 | 7 March 1960 |
Sedbergh | 16 September 1861 | 1 February 1954 |
Middleton-on-Lune | 16 September 1861 | 30 April 1931 |
Barbon | 16 September 1861 | 1 February 1954 |
Kirkby Lonsdale | 16 September 1861 | 1 February 1954 |
Ingleton (L&NWR) | 16 September 1861 | 1 January 1917 |
Ingleton (Midland) | 1 October 1861 | 1 February 1954 |
Clapham | 30 July 1849 | Open |
From Settle Junction, where the new line left the existing North Western line, the Settle and Carlisle climbs up Ribblesdale for 15 miles at a gradient of 1 in 100. Blea Moor Tunnel takes the line under the shoulder of Whernside into Dentdale with an easy high level section through Rise Hill Tunnel into Garsdale and the summit of the line at Ais Gill, 1169 feet above sea level. Thence the line follows the valley of the River Eden down to Carlisle, the first 15 miles down again being predominantly at 1 in 100.
Over this route the Midland Railway pioneered a high standard of passenger comfort and service, in conjunction with its Scottish partners, the Glasgow & South Western Railway (GSWR) and the North British (NBR). However, from 1923, when both the LNWR and Midland were merged into the London Midland & Scottish Railway (LMS), the route over Shap has had priority for new investment. The Settle and Carlisle lost its Anglo-Scottish expresses in 1982 and the line was put up for closure. After an epic battle of people versus the establishment the line was granted a reprieve in 1989 and has since become a key route for rapidly growing freight traffic between England and Scotland, and probably carrying more passengers than even before!
Line | Opened | Closed |
---|---|---|
Settle Junction to Carlisle | 1 May 1876 | Open |
Station | Opened | Closed |
---|---|---|
Settle Junction | 1 May 1876 | 1 November 1877 |
Settle | 1 May 1876 | Open |
Horton-in-Ribblesdale | 1 May 1876 | 4 May 1970 |
reopened | 14 July 1986 | Open |
Ribblehead | 1 May 1876 | 4 May 1970 |
reopened | 14 July 1986 up platform only | Open |
reopened | 28 April 1993 new down platform | Open |
Dent | 1 May 1876 | 4 May 1970 |
reopened | 14 July 1986 | Open |
Garsdale | 1 May 1876 | 4 May 1970 |
reopened | 14 July 1986 | Open |
Kirkby Stephen | 1 May 1876 | 4 May 1970 |
reopened | 14 July 1986 | Open |
Crosby Garrett | 1 May 1876 | 6 October 1952 |
Ormside | 1 May 1876 | 2 June 1952 |
Appleby | 1 May 1876 | Open |
Long Marton | 1 May 1876 | 4 May 1970 |
Newbiggin | 1 May 1876 | 4 May 1970 |
Culgaith | 1 May 1876 | 4 May 1970 |
Langwathby | 1 May 1876 | 4 May 1970 |
reopened | 14 July 1986 | Open |
Little Salkeld | 1 May 1876 | 4 May 1970 |
Lazonby & Kirkoswald | 1 May 1876 | 4 May 1970 |
reopened | 14 July 1986 | Open |
Armathwaite | 1 May 1876 | 4 May 1970 |
reopened | 14 July 1986 | Open |
Cotehill | 1 May 1876 | 7 April 1952 |
Cumwhinton | 1 May 1876 | 5 November 1956 |
Scotby | 1 May 1876 | 1 February 1942 |
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