Carlisle’s LNER engine sheds: West
Roger Griffiths and John Hooper cover the evolution of the Newcastle & Carlisle Railway, Port Carlisle Dock & Railway, Carlisle & Silloth Bay Railway & Dock and North British Railway locomotive facilities west of Citadel station, culminating in the provision of Canal shed.
The authors’ first intention was to cover the history of the North British Railway’s Carlisle Canal shed, but following the grouping it became obvious that this depot and the former North Eastern Railway shed in the city, at London Road, were closely interlinked through locomotive workings and stabling etc, so it was decided to provide as much information as possible for both of these engine sheds, as well as their sub-sheds (NBR) and outstations (NER). So we now provide a multi-part work that covers the London & North Eastern Railway sheds of Carlisle and its immediate area, including those of the early railway companies that by the early 1860s were operated by the NBR or NER, and their history, be it continued use, rebuilding or replacement.
Origins – Carlisle Canal area
Railways in the Canal Basin area of Carlisle had their genesis in the Carlisle Canal, a waterway that opened from Fisher’s Cross (later Port Carlisle) to Canal Basin, Carlisle, on 12 March 1823. The first rails to reach the area were, however, those of the Newcastle & Carlisle Railway’s Canal branch from London Road, which came into use on 9 March 1837. Locomotives working in the Canal Basin goods yard were out-stationed from London Road engine shed to a small, one-road depot that was converted from an earlier building and provided with a turntable outside the entrance.
The arrival of the Maryport & Carlisle Railway (M&CR) into the border city, on 10 May 1843, caused a problem for the Carlisle Canal company, with goods from and to the city then finding a faster and easier route to the sea. Accordingly, Acts were obtained in 1852 and 1853 for the canal to be abandoned, filledin, and a railway built on its course – the Port Carlisle Dock & Railway Company (PCD&R). However, only a year later a further Act enabled a line to diverge from the PCD&R at Drumburgh, running to Silloth, with formation of the Carlisle & Silloth Bay Railway & Dock Company (C&SBR&D). The Port Carlisle line opened on 22 June 1854, with that to Silloth following on 22 August 1856. Initially, Newcastle & Carlisle Railway locomotives were used for the few months until the company’s own machines arrived, which then operated from engine sheds at Canal Basin, Port Carlisle and Silloth. In 1862 the North British Railway leased the C&SBR&D, with absorption 18 years later.
Canal Basin engine shed (PCD&R)
On the filled-in basin of the canal, a station and goods yard were laid out, together with a two-road dead-end engine shed of unknown construction and measuring about 48ft x 25ft, which was built adjoining a cattle dock. A coal stage stood just to the north of the depot on the left, but no information is available about water supplies and it seems that no turntable was installed. It is unlikely that the building remained in use for long after the July 1862 leasing of the C&SBR&D by the NBR and the opening of Carlisle Canal shed; thus it fades from history, to be removed at an unknown date. Today the entire site of Canal Basin Goods has been heavily built over.
Port Carlisle engine sheds
This terminus had an involved history somewhat out of proportion with its size and the traffic dealt with, resulting in the existence of two locomotive sheds. Firstly, a 32ft x 14ft one-road dead-end building, in brick with a tiled, pitched roof and having a central smoke vent, was erected to the east of Port Carlisle station. It stood at right angles to the station and could only be entered off a 24ft turntable accessed by an approach spur; a water tank stood near the depot but it is not known what facilities were available for coal.
Passenger traffic over the railway was such that after only two years, in 1856 a horsedrawn tram substituted for locomotive-hauled trains – it was later to be renowned as the ‘Port Carlisle Dandy’. The sparse goods traffic was also horse-powered until 1 January 1899, when the line appears to have been closed to allow it to be upgraded for locomotive use, which took four months, albeit the resumed passenger service remained horse-drawn.
Roger Griffiths and John Hooper cover the creation and evolution of the Newcastle & Carlisle Railway, Port Carlisle Dock & Railway, Carlisle & Silloth Bay Railway & Dock, and North British Railway locomotive servicing facilities west of Citadel station, culminating in the provision of Canal shed with the route to Hawick and its continued use through to June 1963.
There seems to have been little or no freight to and from Port Carlisle after the line to Silloth opened in August 1856 and Port Carlisle’s usefulness as an outlet to the sea was negated. So we can conjecture, perhaps, that any freight that ran after 1 May 1899 may have been locomotive-hauled. The engine shed remained in situ – assumedly it was utilised for stabling the horses and possibly also to shelter the small tramcars, but that needs confirmation.
Things changed though, so eventually flesh-and-blood haulage completely gave way to steam power. That was on 6 April 1914 when an inaugural passenger train was run from Port Carlisle to the city of Carlisle, a distance of 12 miles, behind a North British Railway Drummond ‘165’ class 0-6-0T, No 22, that engine having been taken off its previous regular duty on the Langholm branch to run the passenger service from Port Carlisle. However, less than three years after the upgrade of Port Carlisle passenger services World War I brought an economy measure whereby the branch closed to all traffic from 1 January 1917 and until reopened from 1 February 1919.
It is thought that Port Carlisle’s second engine shed was built not long after locomotive-hauled passenger trains re-commenced, in 1914, or it may have appeared with the post-war reopening. It was a single road through building in wood on dwarf brick walls and with a pitched tiled roof, scaling 34ft x 16ft. It was positioned over the approach spur south of the turntable, which then, or earlier, had been reduced in size to 16ft diameter. Being of such modest dimensions it was realistically of little use anyway so it probably did not matter that engines had to pass through the shed to access the ‘table. In an effort at reducing costs, Sentinel steam railcars Nos 2133 (later No 35) Nettle and No 31 Flower of Yarrow were introduced from 9 July 1928, although a locomotive and coaches were occasionally required still, usually on Saturdays. Even so, passenger and goods carryings did not maintain an economic level so all traffic was withdrawn on 1 June 1932 and the Port Carlisle branch line shut down. Effectively the engine shed probably had closed when the railcars were introduced, but it stood for some time after 1932 until being removed at an unknown date. Today the site of both depots is a grassed area that is partly covered by a football pitch.
Silloth engine shed
As far as can be ascertained Silloth engine shed saw few changes between its opening in 1856 and its closure for stabling steam locomotives 97 years later and some subsequent rationalisation. The two-road brick-built depot measured 55ft x 30ft, was dead-end and had arched entrances under a pitched, tiled roof with a central vent. A 15,000 gallon water tank on a brick support stood on the north side of the shed approach road, near the shed entrance, along with a lean-to office and workshop. Opposite these was a 45ft turntable that had two radiating roads off its far side; at first a coal platform was positioned by the northernmost of these roads but by the 1900 Ordnance Survey that spur had been removed, with locomotives henceforth being hand-coaled from wagons.
On 23 October 1950 the 1.15pm passenger train from Carlisle to Silloth became completely derailed as it was travelling between Drumburgh Junction and Kirkbride at about 45mph. The engine, Gresley ‘J39’ class 0-6-0 No 64880, overturned, and tragically driver Jackson and fireman Pearson of Carlisle Canal shed were killed. Aboard the train were 24 passengers and, mercifully, just three suffered slight injury or shock. The official enquiry, by Colonel McMullen, found the cause to be the high speed limit in place over track which was defective due to inadequate maintenance, inadequate communication and inadequate inspection – damning indeed! The immediate response was to impose a 30mph speed restriction throughout the line, something that would not be lifted until February 1952, and then it was only raised to 40mph.
Silloth engine shed was formally closed on 3 July 1953. All services thereafter operated from Carlisle, including the Silloth station pilot, which worked down on an early train and returned in the evening. However, the depot remained as a stabling and servicing point for steam locomotives working the passenger trains until they were reputedly the second service in Britain to be turned over to diesel railcars, on 29 November 1954. Goods traffic was reducing around this time as one of the previous staples, coal to Ireland, was no longer routed via Silloth docks. However, the remaining goods and the occasional heavier passenger train, especially excursions, continued to bring steam locomotives to Silloth on a regular basis. For example, during the summers some weekday and all Saturday and Sunday trains were formed of steam-hauled stock, although a late Canal practice of using a Haymarket-allocated Birmingham Railway Carriage & Wagon Co (BRCW) built type ‘2’ Bo-Bo was continued by Kingmoor shed. After Canal closed such work was shared between Kingmoor and Upperby
sheds, although for some reason one turn involved an Upperby engine manned by Kingmoor men!
Some Silloth line passenger traffic observations over a period of almost 12 years:
(a) 16 September 1951: Silloth shed housed ‘J36’ No 65321 and ‘J39s’ Nos 64912 and 64948, of which No 64912 worked the 10.30am and 1.10pm trains to Carlisle.
(b) 28 June 1952: a mixed trio of 0-6-0s – ‘J35’ No 64511, ‘J36’ No 65321 and ‘J39’ No 64727 – were working passenger trains. The ‘J35s’ were not frequent visitors, but No 64511 was newly ex-works and hauled the 7.23pm Silloth to Carlisle service, which consisted of nine ex-LMS non-corridor coaches.
(c) Canal had a power shortage over the Whitsun 1957 period, with several of its ‘J39s’ in works. Accordingly, on 8 June class ‘2P’ 4-4-0 No 40582, on loan from Upperby shed, worked the 1.14pm Silloth-Carlisle service, while ‘J35’ No 64478 hauled the 2.15pm service to Carlisle, formed of ten non-corridor coaches; both duties were normally the preserve of ‘J39s’. That same Whitsun weekend saw Upperby-allocated ‘2P’ No 40629 also loaned for helping with the heavy holiday traffic.
(d) June 1961: newly-arrived Fairburn ‘4MT’ 2-6-4Ts Nos 42081 and 42210 gave added impetus for the eventual ousting of the ‘J39s’ from the line.
(e) 13 July 1963: these engines were working to and from Silloth – Nos 43004, 46455 and 46489, all of Upperby, and No 43103 of Carlisle (Kingmoor).
(f ) August 1963: the following ‘4F’ 0-6-0s were noted as working the branch – No 43981 (Upperby), No 44439 (Barrow) and, bizarrely, No 44448 was snaffled by Kingmoor shed while it was in the process of being reallocated from Grangemouth to Bescot!
Such random variety continued until the line became a victim of the infamous ‘Beeching cuts’, closing completely on 7 September 1964. Very fittingly, the former Carlisle Canal ‘pet’ locomotive, Ivatt ‘4MT’ 2-6-0 No 43139 ‘Jezebel’, by then allocated to Kingmoor shed, hauled the last train. Exactly when Silloth engine shed was removed is not known but its site is today covered by a rugby pitch.
Locomotives that worked the C&SBR&D lines
Three engines were ordered by the C&SBR&D companies, the first in 1854 from R & W Hawthorn & Co Ltd, a 2-4-0T – it was named Solway in its early days and was acquired by the NBR in 1859, when a working agreement was reached with the two lines, receiving the NBR No 100. Two years later a further two engines, both 2-4-0 tender types, had been ordered, one each from R & W Hawthorn and Robert Stephenson & Co, these being delivered in 1856 and 1857 respectively. Initially Silloth (later Barrock) and Dixon, they were taken over by the NBR in 1859 as Nos 101 and 102. The working arrangement for the Silloth and Port Carlisle lines became a lease in 1862, with all rolling stock then transferred to the NBR. The trio worked the C&SBR&D line until they were withdrawn, respectively in 1877, 1881 (after a rebuild in 1868) and 1872. R & W Hawthorn-built 0-6-0s took over, these being succeeded by Wheatley 2-4-0s built at Cowlairs Works in 1874, while the Port Carlisle section was handled by a Drummond class ‘165’ (later LNER ‘J82’) 0-6-0T.
Table One (overleaf ) is a pared down account of the Carlisle, Drumburgh, Port Carlisle and Silloth passenger workings from Bradshaw’s Guide for 1910. At this time the passenger service between Port Carlisle and Drumburgh was still operated by a horsedrawn tram, so its times were given only for
the five-mile round trip, and strangely just for departure and arrival at Port Carlisle, and with the fourth and final train omitted from the down table. Also, observe that the tram was not timetabled to meet the Thursdays and Saturdays only (ThSO) up train, nor the 7.50pm down train. Another point of interest is that the first train of the day from Silloth ran only on Saturdays, with no passenger balancing turn, other than perhaps the Thursdays and Saturdays only (SO) unbalanced 11.45am service from Carlisle. Was this possibly a means of changing over a resident engine?
Table Two shows the position after June 1914, when the provision of a steam locomotive had cut the Port Carlisle branch journey time to nine minutes, and there is an improvement on the number of trains available on both routes (although the qualifying small print shows limited improvement on some days). Between Carlisle and Silloth there are four trains on Mondays, Wednesdays and Fridays (as before), five on Tuesdays, and eight on Saturdays, including the through train from Newcastle. In the down direction, most weekdays saw six passenger trains, with one extra on a Thursday and eight on Saturdays, including the 1.04pm departure to Newcastle. Sundays now saw three trains each way, but why was the Sundays-only 4.55pm down train the only weekend service to stop at Drumburgh when there was no Port Carlisle working to connect with?
In the 1920s came LNER ex-NBR Wheatley ‘E7’ 2-4-0, former Great Northern Railway ‘D1’
and ex-NBR Holmes ‘D31’ 4-4-0 classes, the final survivor of the latter 1884 type seeing out its days on the Silloth branch until the end of 1952. Later motive power came in the guise of Reid ‘J35’, Holmes ‘J36’ and Gresley ‘J39’ 0-6-0s, the last named being the final type outstationed at Silloth, while at the end, ex-LMS 2-6-4 tank engines and Moguls were regular fare on the remaining steam workings.
Carlisle Canal engine shed
Nearly three years on from the Silloth line opening, the NBR obtained its Border Union Railway Act (BUR) on 21 June 1859, enabling construction of a line from Hawick to Carlisle – the southern section of what would become the famed ‘Waverley Route’ between Edinburgh and Carlisle. The BUR opened throughout on 1 July 1862 but its passenger trains did not run into Carlisle Citadel station until the next month, using, at first, Canal station. It was in the same year that the NBR leased the C&SBR&D, but Silloth trains continued to terminate at Canal station until 1 July 1864 when they too were diverted to Citadel.
An essential part of the BUR project was construction of a locomotive depot at Carlisle, where a suitable area of land was found in the ‘V’ of the Border Union Railway and the Silloth branch. The northern boundary of the site was formed by the river Eden. During construction, second century artifacts of a gold necklace and Roman coins were discovered, and indeed the first edition Ordnance Survey (OS) map shows the outline of the erstwhile Hadrian’s Wall passing east-west through the middle of the site; by the 1940 edition of the OS the legend said ‘Probable Course of Hadrian’s Wall’. The Carlisle Journal of 28 December 1860 reports the find of coins (the OS states 1861), which the British Museum Register of Hoards records as 200 items from the first and second centuries. Nowadays, such a discovery on a building site would see construction halted while archaeologists went about their business, but whether this occurred at the Canal shed site is not known; if there was indeed a pause, Carlisle Canal locomotive depot was nevertheless opened in time for the first BUR services. Even so, the first duty performed by the new engine shed complex was as a venue to celebrate the BUR’s opening, with a banquet for no fewer than 700 guests.
As built, the depot comprised a roundhouse of contemporary rectangular design, constructed in stone and beneath three pitched, tiled roofs. It measured 150ft x 175ft, and on its north side an adjoining three-road wagon shop was erected, also in stone with arched entrances and its own pitched, tiled roof – it scaled 55ft x 230ft. The roundhouse was accessed by one track that entered the building from the east, through an arched entrance, crossed a 42ft turntable (with 18 radiating roads) and exited through another archway to the rear of the shed, forming a siding with buffer stop. A ramped coaling stage was provided on the south side of the shed yard, while water came from the river Eden, which was not tidal at that point, via a pumping station built on the river bank, below the engine depot. The pumped water was stored in a 21,000 gallon tank at the rear of the roundhouse.
As with virtually all engine sheds, there were later changes at Canal. The 1906 introduction of W P Reid’s Atlantics brought much needed power to the Waverley route but also caused problems for the NBR in that they were too long for Canal shed’s turntable, even though at around the same time it had been enlarged to 50ft diameter! Accordingly, while going to or from Citadel station, the 4-4-2s were turned either on the turntable at the Glasgow & South Western Railway’s Currock shed, or by using the Maryport & Carlisle Railway triangle west of Bog Junction, but still they had to stand in the open at Canal shed, which was particularly less than ideal when the engines required to be worked upon. So in 1910, to eradicate such difficulties, two changes were made. Firstly, the roundhouse wall north of the entrance was pierced by a steel-linteled portal through which two tracks entered and ran the length of the building – that indeed allowed shelter for Reid’s Atlantics but it effectively reduced six of the roundhouse’s radiating roads to mere stubs. Second, was the addition of a 65ft turntable, which was installed on the south side of the yard, to the east of the coal stage. The ‘table had been ordered from the local firm of Cowans, Sheldon & Co in 1906, although why it took four years for it to be brought into use and allow Canal to turn its Atlantics is a mystery.
The next alterations were carried out as part of ongoing London & North Eastern Railway rationalisation. The company had two large engine sheds in Carlisle – the ex-NBR site at Canal and the former North Eastern Railway double roundhouse at London Road, and from 1 June 1925 the latter was transferred from the LNER’s North East Area to the Southern Scottish Area, thereby coming under the management of Carlisle Canal.
Class ‘A1’/‘A3’ Pacifics were introduced on the Waverley Route in 1928/29, bringing even longer engines to Carlisle Canal shed – they found covered accommodation on the 1910 straight roads with the Atlantics. However, from 1925 ex-London Road engines started to move to Canal for routine attention, a situation destined to become more pressing for space with a second change, in 1933, when London Road would formally be closed. This meant more locomotives moving across the city to be accommodated at Canal shed, so the three-road wagon shop was converted to locomotive use, the building losing its arched entrances in the process. Because the LNER wished to retain a wagon repair shop in the city, the former NER depot’s roundhouses were turned over to such purpose, but by using the yard turntable etc, that shed’s locomotive turning, watering and coaling facilities were retained. This allowed engines working in from, and out to, Newcastle over the former Newcastle & Carlisle Railway route to be attended to without the need to transit Carlisle, to Canal shed – unless for maintenance purposes.
This rationalisation was followed by modernisation at Canal to better deal with the increased workload. A project, started in 1935, revised the yard layout to facilitate provision of (1) a 200-ton capacity mechanical coaler with skip hoist; (2) a new wheel drop pit in its own corrugated iron building at the rear of the roundhouse; (3) a 135ft additional engine pit with narrow gauge tipping skips to carry away the ash; (4) a new sand drying
‘… the first duty performed by the new engine shed complex was as a venue to celebrate the BUR’s opening, with a banquet for no fewer than 700 guests’
house; (5) new mess rooms for footplate staff and cleaners. Finally, although the project made no mention about the turntable it was at some time around the end of the 1930s, equipped with a vacuum tractor. While all the above work was in progress, going into 1936, locomotives were sent to London Road for coaling (as they were during May 1957 when Canal shed’s coaler was under repair).
That was the final major change made at Canal shed, which saw out the war years and then passed to British Railways, with its low investment policy in view of the forthcoming dieselisation programme.
By 1961 the roof above the turntable in the roundhouse had lost its glazing, and within another year the front half of the roof of the former wagon shop had gone as
increasing deterioration of the depot buildings set in throughout. Diesels first replaced steam on the Silloth branch and then gradually took over services on the Waverley Route and on the Newcastle line, with the final straw being the opening of Kingmoor yard – all of this finally contributed to the closure of Carlisle Canal shed on 17 June 1963. The site was cleared by the end of the next year and it was later used to accommodate some industrial buildings, but today it is a heavily wooded area with a few footpaths running through it.
Shed codes
Un-coded by the North British Railway, Carlisle Canal shed became CAR under the LNER, and into the British Railways era, while the new nationalised entity made up its mind about a boundary between its London Midland and Scottish regions. Once that dilemma was resolved, from 10 June 1950 Carlisle Canal became London Midland Region shed code 12B, under the former London & North Western Railway/LMS shed of 12A Carlisle (Upperby), but not for long, as
7 October 1951 saw Canal shed’s designation changed to Scottish Region 68E, subordinate to the ex-Caledonian Railway/LMS depot of 68A Carlisle (Kingmoor).
Then from the beginning of 1958 there was a big reorganisation, parts of which affected Canal. In brief detail, it started on 25 January when Carlisle (Upperby) was recoded 12A to 12B. Next, on 23 February came the following changes: Carlisle (Kingmoor) 68A to 12A; Carlisle Canal 68E to 12D; Kirkby Stephen 51H to 12E. A final rearrangement took place on 20 April: Workington 12C to 11B; Carlisle Canal 12D to 12C; Kirkby Stephen 12E to 12D. Therefore Canal was coded 12D for exactly eight weeks, but it is doubtful if any allocated engine carried a 12D plate; certainly the authors have seen no photographic evidence. Thereafter, Canal retained 12C until closure.
Train services
Initially, Carlisle Canal shed’s primary purpose was straightforward – to provide motive power for the Waverley Route, plus branch line services to Silloth, Port Carlisle, Langholm and Gretna, as well as locomotives for shunting and trip work in and between Carlisle’s goods yards. At the outset the main line route was not busy; only after the Midland Railway reached Carlisle in 1875 and arranged for the NBR to work its heavy trains forward to Edinburgh did Canal shed’s workload become much more substantial.
Table Three shows passenger services on the Carlisle-Edinburgh line in April 1910, with just those services that probably employed Canal-based locomotives being detailed. Some of the surprisingly few and sometimes oddly balanced workings, almost certainly were performed by engines from Edinburgh, and possibly Hawick; it has not been possible to identify which they may have been.
A nice story comes from one of our contributors in regard to Carlisle’s only commuter ‘workers’ train’, which ran unadvertised between Citadel and Parkhouse
Halt. The halt, which was not open to the public and did not have nameboards, was situated on the Waverley line about ½ mile north of the NBR’s crossing of the Caledonian Railway main line near Kingmoor. It was opened by the LNER on 7 July 1941 to serve workers at the adjacent RAF Kingstown, later known as 14 Maintenance Unit (MU). Our informant said that the train left Carlisle each morning (time not recalled), unloaded its passengers and then proceeded the short distance to Harker station, where it crossedover, the stock was left in an up siding and the engine then returned light to Canal shed. In the evening, the return duty saw a light engine set out from Canal shed, cross over again at Harker, pick up the stock and return from Parkhouse Halt at 5pm. The commuter train ran until March 1966, with Parkhouse Halt not officially closed until the Waverley Route itself was shut, on 6 January 1969.
Goods workings
A considerable amount of freight traffic was transported in both directions between Carlisle and the docks at Silloth, and between the various companies’ yards in and around Carlisle, especially across to London Road. Goods over the Waverley route could not at first be described as heavy, tending to be through services between Carlisle and Edinburgh, supplemented by pick-up freights running through the sparsely populated countryside to Riccarton Junction and Hawick, and over the local branch lines. Again the Midland Railway’s influence was felt when it wanted goods services taken to the Scottish capital, at which point the line saw much increased traffic, something that pertained until the 1960s.
Allocations and observations
In due course we will offer an overview of Canal shed’s pre-1923 locomotive allocation and a fuller account across the LNER era (1923-47) and in British Railways days, but for now we deliver a series of reports – some allocations and others ‘seen on shed’ data – to provide an insight of the changing scene at Canal shed, the latter reports, of course, including visiting engines; where known, all engines listed are based at Carlisle Canal shed unless indicated otherwise. It is worth noting that following the grouping, Carlisle Canalbased engines took part in working passenger and goods services that originated in Carlisle and worked over the Newcastle & Carlisle route to Tyneside – more on this subject will be covered within our Carlisle (London Road) shed appraisal.
Saturday, 31 December 1922 (last day of the NBR but later LNER classifications given)
Carlisle Canal allocation:
‘C10’ 4-4-2: 905 Buccleuch, 906 Teribus
‘C11’ 4-4-2: 878 Hazeldean, 879 Abbotsford, 880 Tweeddale, 881 Borderer
‘D29’ 4-4-0: 360 Guy Mannering
‘D30’ 4-4-0: 412, 427
‘D31’ 4-4-0: 36, 216, 218
‘G7’ 0-4-4T: 93
‘J31’ 0-6-0: 1132, 1221, 1224
‘J32’ 0-6-0: 1311
‘J33’ 0-6-0: 570, 573
‘J34’ 0-6-0: 1430
‘J35’ 0-6-0: 186, 189, 220, 226, 367
‘J36’ 0-6-0: 607, 625, 691
‘J37’ 0-6-0: 101, 222, 436, 454, 455, 458, 459
‘J82’ 0-6-0T: 1348, 1349
‘J83’ 0-6-0T: 802, 810
Total: 39
Saturday, 31 December 1927
Carlisle Canal allocation:
‘C11’ 4-4-2: 9876 Waverley, 9879 Abbotsford, 9880 Tweeddale, 9881 Borderer, 9901 St Johnstoun, 9904, Holyrood, 9905 Buccleuch, 9906 Teribus ‘C15’ 4-4-2T: 9122
‘D1’ 4-4-0: 3056, 3057, 3059
‘D29’ 4-4-0: 9360 Guy Mannering, 9898 Sir Walter Scott
‘D30’ 4-4-0: 9412, 9419, 9499
‘D31’ 4-4-0: 9036, 9218, 9577
‘G7’ 0-4-4T: 9092
‘J33’ 0-6-0: 9570
‘J35’ 0-6-0: 9226, 9367
‘J36’ 0-6-0: 9607, 9625, 9691, 9763
‘J37’ 0-6-0: 9088, 9101, 9263, 9297, 9436, 9455, 9458, 9459, 9488
‘J83’ 0-6-0T: 9802, 9810
‘K3’ 2-6-0: 32, 184, 188, 191, 195
‘N15’ 0-6-2T: 9061, 9079
Total: 46
Saturday, 31 December 1932
Carlisle Canal allocation:
‘A3’ 4-6-2: 2745 Captain Cuttle, 2748 Colorado, 2749 Flamingo
‘C11’ 4-4-2: 9876 Waverley, 9879 Abbotsford, 9880 Tweeddale, 9881 Borderer, 9905 Buccleuch
‘D1’ 4-4-0: 3057, 3058
‘D29’ 4-4-0: 9360 Guy Mannering, 9361
Vich Ian Vohr, 9898 Sir Walter Scott
‘D30’ 4-4-0: 9426 Norna, 9499 Wandering Willie ‘D31’ 4-4-0: 9036, 9577, 9633
‘J35’ 0-6-0: 9226, 9367, 9381
‘J36’ 0-6-0: 9607, 9722, 9763
‘J37’ 0-6-0: 9088, 9263, 9436, 9455, 9458, 9459 ‘J39’ 0-6-0: 2739
‘J83’ 0-6-0T: 9802, 9810
‘K3’ 2-6-0: 32, 184, 188, 191, 195, 200, 2767, 2768 ‘N2’ 0-6-2T: 4724
‘N15’ 0-6-2T: 9061, 9079, 9219
Total: 45
Sunday, 13 June 1937
‘A3’ 4-6-2: 2748 Colorado
‘C10’ 4-4-2: 9905 Buccleuch
‘C11’ 4-4-2: 9875 Midlothian
‘C15’ 4-4-2T: 9135, 9309
‘D1’ 4-4-0: 3058
‘D17’ 4-4-0: 1901, 1924
‘D29’ 4-4-0: 9360 Guy Mannering, 9361 Vich Ian Vohr, 9898 Sir Walter Scott
‘D31’ 4-4-0: 9213, 9633
‘D49’ 4-4-0: 232 The Badsworth, 2755 Berkshire, 2756 Selkirkshire
‘J21’ 0-6-0: 511
‘J24’ 0-6-0: 1841, 1944
‘J26’ 4-4-0: 342
‘J27’ 0-6-0: 790, 839, 1067
‘J35’ 0-6-0: 9381
‘J36’ 0-6-0: 9763
‘J37’ 0-6-0: 9088, 9263, 9431, 9436, 9473
‘J39’ 0-6-0: 1425, 2740
‘J83’ 0-6-0T: 9802, 9810
‘K3’ 2-6-0: 32, 184, 200, 2767, 2768, 2939
‘N2’ 0-6-2T: 4724
‘N15’ 0-6-2T: 9069, 9219
‘Q6’ 0-8-0: 2254, 2257, 2259
Sentinel railcar 39 Protector
Total: 47 (23 classes)
Sunday, 8 April 1945
‘A3’ 4-6-2: 2502 Hyperion, 2748 Colorado
‘C6’ 4-4-2: 704
‘C15’ 4-4-2T: 9133, 9309
‘D29’ 4-4-0: 9360 Guy Mannering, 9361 Vich Ian Vohr, 9898 Sir Walter Scott
‘D30’ 4-4-0: 9423 Quentin Durward
‘D31’ 4-4-0: 9215, 9635
‘D34’ 4-4-0: 9504 Glen Aladale
‘D49’ 4-4-0: 361 The Garth, 2754 Rutlandshire, 2755 Berkshire, 2757 Dumfries-shire
‘J35’ 0-6-0: 9191, 9226, 9335, 9367
‘J36’ 0-6-0: 9628, 9746
‘J37’ 0-6-0: 9301, 9313, 9462, 9491
‘J39’ 0-6-0: 1862, 1875, 1894, 2731, 2740, 2977 ‘J69’ 0-6-0T: 7337, 7348
‘K3’ 2-6-0: 170, 186, 191, 200, 1133, 188, 3832 ‘N15’ 0-6-2T: 9079, 9219, 9393, 9520
‘Q6’ 0-8-0: 1335
Sentinel steamcar: 31073 Quicksilver
LMS ‘8F’ 2-8-0: 8546
Total: 48
Wednesday, 31 December 1947 (last day of LNER) Carlisle Canal allocation:
‘A3’ 4-6-2: 68 Sir Visto ,91 Captain Cuttle, 93 Coronach, 95 Flamingo
‘B1’ 4-6-0: 1217, 1219, 1222
‘C15’ 4-4-2T: 7458, 7474, 7481
‘D31’ 4-4-0: 2059, 2060
‘D49’ 4-4-0: 2730 Berkshire, 2731 Selkirkshire, 2732 Dumfries-shire, 2734 Cumberland, 2735 Westmorland
‘J35’ 0-6-0: 4478, 4499, 4511, 4526
‘J36’ 0-6-0: 5216, 5293, 5304, 5312, 5321
‘J39’ 0-6-0: 4875, 4877, 4880, 4884, 4888, 4892, 4895, 4899, 4912, 4930, 4932, 4946, 4948, 4963, 4964, 4986
‘J69’ 0-6-0T: 8499
‘K3’ 2-6-0: 1851, 1854, 1858, 1882, 1898, 1936, 1937
‘N15’ 0-6-2T: 9139, 9155, 9174, 9185, 9197, 9215, 9218
Total: 57
Sunday, 11 April 1948
‘A3’ 4-6-2: 68 Sir Visto ,95 Flamingo
‘B1’ 4-6-0: 1217, 1222
‘C15’ 4-4-2T: 7458, 7474, 7481
‘D31’ 4-4-0: 2059, 2060
‘D49’ 4-4-0: 2730 Berkshire, 2734 Cumberland, 2735 Westmorland
‘J35’ 0-6-0: 4499, 4511, 4526
‘J36’ 0-6-0: 5216 Byng, 5293, 5304, 5321
‘J39’ 0-6-0: 4705, 4846, 4863 (all BLA) 4875, 4884, 4892, 4895, 4912, 4923 (BLA), 4930, 4934, 4949 (both BLA), 4964, 64888
‘J69’ 0-6-0T: 8499
‘K3’ 2-6-0: 1854, 1882, 1898, 1900 (STM), 1936, 1990 (STM)
‘N15’ 0-6-2T: 9139, 9155, 9174, 9197, 9215, 9218 WD 2-8-0: 3054 (NPT), 3147 (STM), 77044, 77312 (both STM)
Total: 50
BLA Blaydon, NPT Newport (Yorks), STM St Margarets
Sunday, 26 June 1949
‘A3’ 4-6-2: 60093 Coronach, 60095 Flamingo
‘B1’ 4-6-0: 61217
‘C15’ 4-4-2T: 67458, 67474, 67481
‘D31’ 4-4-0: 62282
‘D49’ 4-4-0: 67232 Dumfries-shire
‘J35’ 0-6-0: 64478, 64511, 64526
‘J36’ 0-6-0: 65216 Byng, 65293, 65304, 65312, 65321
‘J39’ 0-6-0: 4816, 64701, 64844, 64849, 64853 (all BLA), 64877, 64880, 64884, 64888, 64899, 64912, 64930, 64932, 64949, 64964, 64982
‘K3’ 2-6-0: 61854, 61936, 61937
‘N15’ 0-6-2T: 69139, 69155, 69174, 69185, 69197, 69215, 69218
‘V2’ 2-6-2: 60810, 60883 (both GHD)
WD 2-8-0: 3180 63063, 63126 (all STM)
Total: 47
GHD Gateshead
Note: Five class ‘J39’ 0-6-0s from Blaydon shed lying over for the weekend. According to the reminiscences of a 90-year-old ex-footplateman at Blaydon, there were 15-18 goods trains a day run from Blaydon Sidings along the ‘West Road’, as it was termed, to Carlisle London Road or Durran Hill, usually hauled by the ‘J39’ class, later joined by ‘K1’ Moguls. Normally such out-and-back visitors were turned and serviced at what remained of London Road engine shed, but those engines arriving on Saturdays went instead to Canal shed for stabling in readiness for Monday’s return to work.
Sunday, 13 August 1950 (shed now coded 12B)
‘A3’ 4-6-2: 60079 Bayardo, 60093 Coronach, 60095 Flamingo
‘B1’ 4-6-0: 61014 Oribi (52A), 61217, 61219, 61222, 61359
‘C15’ 4-4-2T: 67474, 67481
‘D31’ 4-4-0: 62281
‘J35’ 0-6-0: 64478, 64494 (64G), 64499, 64511
‘J36’ 0-6-0: 65216 Byng, 65293, 65304, 65312
‘J38’ 0-6-0: 65914 (64A)
‘J39’ 0-6-0: 64875, 64877, 64880, 64884, 64888, 64892, 64895, 64930, 64932, 64948
‘J69’ 0-6-0T: 68499
‘K1’ 2-6-0: 62025 (52C)
‘K3’ 2-6-0: 61898, 61906 (52B), 61936/7, 61968 (64A)
‘N15’ 0-6-2T: 69139, 69155, 69174, 69185, 69197, 69215, 69218
‘V2’ 2-6-2: 60836, 60848 (both 64A)
LMS ‘2P’ 4-4-0: 40673 (12A)
LMS ‘5MT’ 4-6-0: 45096
WD 2-8-0: 90447, 90493 (both 64A), 90501 (51B), 90704 (52D)
Total: 52
12A Carlisle Kingmoor, 51B Newport (Yorks),
52A Gateshead, 52B Heaton, 52C Blaydon, 52D Tweedmouth, 64A St Margarets, 64G Hawick
Monday, 1 January 1951
Carlisle Canal allocation:
‘A3’ 4-6-2: 60068 Sir Visto, 60079 Bayardo, 60093 Coronach, 60095 Flamingo
‘B1’ 4-6-0: 61217, 61219, 61222
‘C15’ 4-4-2T: 67458, 67474, 67481
‘D31’ 4-4-0: 62281
‘J35’ 0-6-0: 64478, 64499, 64511, 64526
‘J36’ 0-6-0: 65216 Byng, 65293, 65304, 65312, 65321
‘J39’ 0-6-0: 64727, 64733, 64875, 64877, 64880, 64884, 64888, 64892, 64895, 64899, 64912, 64930, 64932, 64948, 64964
‘J69’ 0-6-0T: 68499
‘K3’ 2-6-0: 61851, 61854, 61858, 61882, 61898, 61936, 61937
‘N15’ 0-6-2T: 69139, 69155, 69174, 69185, 69197, 69215, 69218
LMS ‘5MT’ 4-6-0: 45096, 45454
LMS ‘8F’ 2-8-0: 48074, 48323, 48544
Total: 55
Of the above, all were transferred to the Scottish Region in October 1951 with the exception of the two Stanier ‘5MT’ ‘Black Five’ 4-6-0s and three Stanier ‘8F’ 2-8-0s, which left in May 1951. However, three new arrivals in that month were ‘8Fs’ Nos 48708, 48756 and 48758, which did move to the Scottish Region.
Sunday, 24 June 1951
‘A3’ 4-6-2: 60057 Ormonde, (64B), 60068 Sir Visto, 60079 Bayardo, 60095 Flamingo
‘B1’ 4-6-0: 61217, 61322 (52D)
‘C15’ 4-4-2T: 67458, 67474, 67481
‘D31’ 4-4-0: 62281
‘J35’ 0-6-0: 64478, 64499, 64526, 64539 (64G)
‘J36’ 0-6-0: 65216 Byng, 65293, 65304, 65312
‘J39’ 0-6-0: 64875, 64877, 64880, 64888, 64892, 64895, 64899, 64912, 64932, 64964
‘K3’ 2-6-0: 61854, 61884 (52B), 61898, 61936 ‘N15’ 0-6-2T: 69139, 69155, 69174, 69185, 69197, 69215, 69218
LMS ‘5MT’ 4-6-0: 45141
LMS ‘8F’ 2-8-0: 48544, 48708, 48756, 48758 0-6-0DE: 12086
Total: 45
64B Haymarket
Saturday, 24 May 1952 (shed now coded 68E) ‘A2’ 4-6-2: 60537 Bachelor’s Button (64B)
‘A3’ 4-6-2: 60068 Sir Visto, 60101 Cicero (64B) ‘B1’ 4-6-0: 61217, 61356 (64A)
‘C15’ 4-4-2T: 67458, 67474
‘D30’ 4-4-0: 62425 Ellangowan (64G)
‘D31’ 4-4-0: 62281
‘D49’ 4-4-0: 62734 Cumberland
‘J35’ 0-6-0: 64471, 64494
‘J36’ 0-6-0: 65293, 65304, 65312, 65321
‘J39’ 0-6-0: 64733, 64875, 64877, 64888, 64912, 64930, 64932, 64948, 64964
‘K3’ 2-6-0: 61854, 61916, 61968 (64A)
‘N15’ 0-6-2T: 69155, 69215
‘V2’ 2-6-2: 60823, 60882, 60892 (all 64A) ‘5MT’ 2-6-0: 42875 (68A)
WD 2-8-0: 90386 (66B)
Total: 35
66B Motherwell
During May 1952 Kingmoor’s ‘Black Five’ class 4-6-0 No 44725 was loaned to Canal shed and it was frequently used on passenger trains to Waverley.
Saturday, 26 September 1953
‘A2’ 4-6-2: 60534 Irish Elegance (64B)
‘A3’ 4-6-2: 60093 Coronach, 60096 Papyrus (64B) ‘B1’ 4-6-0: 61219, 61222, 61333 (64A)
‘C15’ 4-4-2T: 67458, 67474, 67481
‘D30’ 4-4-0: 62435 Norna (64G)
‘D49’ 4-4-0: 62734 Cumberland
‘J35’ 0-6-0: 64471, 64478
‘J36’ 0-6-0: 65216 Byng, 65321
‘J39’ 0-6-0: 64727, 64884, 64888, 64892, 64930, 64948
‘K3’ 2-6-0: 61854, 61898, 61936
‘N15’ 0-6-2T: 69139, 69155
‘V2’ 2-6-2: 60933 (64A)
LMS ‘4MT’ 2-6-0: 43139
LMS ‘5MT’ 4-6-0: 45487 (64A)
LMS ‘8F’ 2-8-0: 48536 (68A)
WD 2-8-0: 90547 (64A) 0-6-0DE: 12086
Total: 32
Sunday, 15 August 1954
‘A3’ 4-6-2: 60037 Hyperion (64B), 60068 Sir Visto, 60093 Coronach
‘B1’ 4-6-0: 61199 (52A), 61217, 61219, 61239, 61395
‘C15’ 4-4-2T: 67458, 67474, 67481
‘D49’ 4-4-0: 62732 Dumfries-shire
‘J35’ 0-6-0: 64471, 64499, 64511, 64526
‘J36’ 0-6-0: 65216 Byng, 65293, 65304, 65312, 65321
‘J39’ 0-6-0: 64733, 64877, 64880, 64884, 64888, 64898, 64912, 64930, 64932, 64948, 64964
‘K3’ 2-6-0: 61854, 61855 (64A), 61858, 61882, 61898, 61936, 61937
‘N15’ 0-6-2T: 69155, 69174, 69215
‘V2’ 2-6-2: 60840 (64A), 60919 (61B), 60933 (64A)
LMS ‘4MT’ 2-6-0: 43139
WD 2-8-0: 90539 (62A)
0-6-0DE: 12084, 12086
Total: 49
61B Aberdeen, Ferryhill, 62A Thornton Junction
Sunday, 2 October 1955
‘A2/1’ 4-6-2: 60510 Robert the Bruce (64B)
‘A3’ 4-6-2: 60068 Sir Visto, 60098 Spion Kop (64B), 60100 Spearmint (64B)
‘B1’ 4-6-0: 61184 (64A), 61217, 61219, 61239, 61290, 61395
‘C15’ 4-4-2T: 67458, 67481
‘D49’ 4-4-0: 62705 Lanarkshire (64B), 62734 Cumberland
‘J35’ 0-6-0: 64478, 64499, 64526
‘J36’ 0-6-0: 65216 Byng, 65293, 65312, 65321
‘J39’ 0-6-0: 64733, 64877, 64880, 64884, 64888, 64892, 64895, 64899, 64912, 64930, 64964
‘K3’ 2-6-0: 61857 (64A), 61858, 61897 (64A), 61916, 61924, 61990 (both 64A)
‘N15’ 0-6-2T: 69139, 69155, 69174, 69215
‘V2’ 2-6-2: 60882 (64A)
LMS ‘4MT’ 2-6-0: 43139
0-6-0DE: 12084, 12085
Total: 47
Sunday, 1 January 1956
Carlisle Canal allocation:
‘A3’ 4-6-2: 60068 Sir Visto, 60079 Bayardo, 60093 Coronach, 60095 Flamingo
‘B1’ 4-6-0: 61064, 61217, 61219, 61222, 61239, 61290, 61395
‘C15’ 4-4-2T: 67458, 67481
‘D49’ 4-4-0: 62732 Dumfries-shire, 62734 Cumberland
‘J35’ 0-6-0: 64478, 64499, 64526
‘J36’ 0-6-0: 65216 Byng, 65293, 65304, 65312, 65321 ‘J39’ 0-6-0: 64727, 64733, 64875, 64877, 64880, 64884, 64888, 64892, 64885, 64889, 64912, 64930, 64932, 64948, 64964
‘K3’ 2-6-0: 61851, 61855, 61858, 61882, 61898, 61916, 61936, 61937
‘N15’ 0-6-2T: 69139, 69155, 69174, 69215
LMS ‘4MT’ 2-6-0: 43139
Total: 51
Sunday, 7 July 1957
‘A3’ 4-6-2: 60041 Salmon Trout (64B), 60088 Book Law (52B), 60097 Humorist (64B)
‘B1’ 4-6-0: 61219, 61395, 61398 (64A)
‘D49’ 4-6-0: 62732 Dumfries-shire, 62734 Cumberland
‘J35’ 0-6-0: 64478, 64526
‘J36’ 0-6-0: 65293, 65312, 65321
‘J39’ 0-6-0: 64727, 64875, 64880, 64895, 64932
‘K3’ 2-6-0: 61851, 61858, 61882, 61898, 61916, 61924 (64A), 61936, 61937
‘N15’ 0-6-2T: 69139, 69155, 69174, 69215
‘V2’ 2-6-2: 60840, 60873 Coldstreamer (both 64A), 60951, 60959 (both 64B), 60980 (64A)
LMS ‘4MT’ 2-6-0: 43139
BR ‘5MT’ 4-6-0: 73162 (50A)
0-6-0DE: 12084, 12085, 12086
Total: 40
50A York
Observation:
In October 1957 British Railways class ‘6MT’ or ‘Clan’ Pacifics Nos 72002 Clan Campbell, 72005 Clan Macgregor, 72006 Clan Mackenzie all commenced a six month tour of duty from Haymarket shed. Accordingly they were much used over the Waverley route and were routinely serviced at Canal.
Sunday, 23 February 1958 – transferred to London Midland Region stock
Carlisle Canal allocation:
‘A3’ 4-6-2: 60068 Sir Visto, 60079 Bayardo, 60093 Coronach, 60095 Flamingo
‘B1’ 4-6-0: 61064, 61217, 61222, 61239, 61290, 61395 ‘D49’ 4-6-0: 62732 Dumfries-shire, 62734 Cumberland
‘J35’ 0-6-0: 64478, 64499, 64526
‘J36’ 0-6-0: 65293, 65312, 65321
‘J39’ 0-6-0: 64727, 64733, 64875, 64877, 64880, 64884, 64888, 64892, 64895, 64899, 64912, 64930, 64932, 64948, 64964
‘K3’ 2-6-0: 61851, 61858, 61882, 61898, 61916, 61936, 61937
‘N15’ 0-6-2T: 69139, 69155, 69174, 69215
‘N2’ 0-6-2T: 69564
LMS ‘4MT’ 2-6-0: 43139
0-6-0DE: 12084, 12085, 12086
Total: 49
Sunday, 15 June 1958 (shed code now 12C)
‘A3’ 4-6-2: 60093 Coronach, 60094 Colorado (64B) ‘B1’ 4-6-0: 61064, 61108 (64A), 61222, 61256 (52A), 61290, 61395, 61398 (64A)
‘D49’ 4-4-0: 62709 Berwickshire, 62732 Dumfries-shire, 62734 Cumberland
‘J35’ 0-6-0: 64478, 64499
‘J36’ 0-6-0: 65293, 65312, 65321
‘J39’ 0-6-0: 64727, 64875, 64877, 64880, 64884, 64888, 64895, 64899, 64932, 64948
‘K1’ 2-6-0: 62024 (52C)
‘K3’ 2-6-0: 61823 (64A), 61851, 61858, 61927 (52C), 61937, 61983 (64A)
‘N2’ 0-6-2T: 69564
‘N15’ 0-6-2T: 69155, 69174, 69215
‘V2’ 2-6-2: 60818, 60922, 60953 (all 64A)
LMS ‘4MT’ 2-6-0: 43139
0-6-0DE 12085, 12086
Total: 44
Tuesday, 25 August 1959
‘A2/1’ 4-6-2: 60507 Highland Chieftain (64B)
‘A3’ 4-6-2: 60068 Sir Visto, 60079 Bayardo, 60093 Coronach, 60095 Flamingo
‘B1’ 4-6-0: 61064, 61217, 61307, 61397 (both 64A) ‘D49’ 4-4-0: 62734 Cumberland, 62747 The Percy ‘J35’ 0-6-0: 64463 (64G), 64478
‘J36’ 0-6-0: 65237, 65293, 65312, 65321
‘J39’ 0-6-0: 64733, 64888, 64892, 64895, 64899, 64912, 64964
‘K3’ 2-6-0: 61858, 61916, 61936, 61990 (64A) ‘N15’ 0-6-2T: 69155, 69215
LMS ‘4MT’ 2-6-0: 43139
LMS ‘2MT’ 2-6-0: 46449 (12B)
Total: 32
Sunday, 15 May 1960
‘A2/1’ 4-6-2: 60510 Robert the Bruce (64B)
‘A2’ 4-6-2: 60534 Irish Elegance (64B
‘A3’ 4-6-2: 60041 Salmon Trout (64B), 60079 Bayardo, 60095 Flamingo, 60100 Spearmint (64B) ‘B1’ 4-6-0: 61064, 61217, 61290, 61395
‘D49’ 4-4-0: 62734 Cumberland, 62747 The Percy ‘J35’ 0-6-0: 64478, 64499
‘J36’ 0-6-0: 65237, 65293, 65312, 65321
‘J37’ 0-6-0: 64572 (64A)
‘J39’ 0-6-0: 64733, 64877, 64880, 64888, 64892, 64895, 64899, 64932, 64964
‘K3’ 2-6-0: 61851, 61858, 61916, 61936, 61968, 61990 (both 64A)
‘N2’ 0-6-2T: 69564
‘N15’ 0-6-2T: 69155
‘V2’ 2-6-2: 60840, 60965 (both 64A)
LMS ‘4MT’ 2-6-0: 43139
Total: 39
Sunday, 1 January 1961
Carlisle Canal allocation:
‘A3’ 4-6-2: 60068 Sir Visto, 60079 Bayardo, 60093 Coronach, 60095 Flamingo
‘B1’ 4-6-0: 61064, 61217, 61222, 61239, 61290, 61395
‘D49’ 4-4-0: 62734 Cumberland, 62747 The Percy ‘J35’ 0-6-0: 64499
‘J36’ 0-6-0: 65237, 65293, 65312, 65321
‘J39’ 0-6-0: 64733, 64877, 64884, 64888, 64892, 64895, 64899, 64932, 64964
‘K3’ 2-6-0: 61858, 61936
‘N2’ 0-6-2T: 69564
‘N15’ 0-6-2T: 69155
LMS ‘4MT’ 2-6-0: 43139
LMS ‘4F’ 0-6-0: 44157
Total: 32
Friday, 30 June 1961
‘A3’ 4-6-2: 60068 Sir Visto, 60079 Bayardo, 60089 Felstead (64B), 60094 Colorado (64B)
‘B1’ 4-6-0: 61222, 61242 Alexander Reith Gray, 61306, 61368 (both 64A), 61395
‘J35’ 0-6-0: 64499
‘J36’ 0-6-0: 65237, 65293, 65321
‘J39’ 0-6-0: 64733, 64871 (52B), 64884, 64895, 64899, 64932
‘K1’ 2-6-0: 62006 (52C)
‘K3’ 2-6-0: 61936
‘N2’ 0-6-2T: 69564
‘N15’ 0-6-2T: 69155
‘V2’ 2-6-2: 60818 (64A), 60835 The Green Howard, Alexandra, The Princess of Wales’s Own Yorkshire Regiment (52B), 60883 (64A), 60934 (52A), 60937 (64A), 60949 (52A), 60978 (52A) Fairburn ‘4MT’ 2-6-4T: 42081, 42210
Fowler ‘4MT’ 2-6-4T: 42317
Stanier ‘4MT’ 2-6-4T: 42440, 42449
Total: 35
Note: Seven, class ‘V2s’ were visiting, including No 60835, which was blessed with, at 59 letters, the longest name in British steam locomotive history!
Observation from Saturday, 6 October 1962, courtesy of the ‘Railway Observer’ journal
Only two large ex-LNER engines were present among numerous ex-LMS types – Haymarket-allocated Gresley ‘A4’ Pacific No 60004 William Whitelaw under repair, and Thompson ‘B1’ class 4-6-0 No 61064, dead in the yard and just nine days away from withdrawal. The reporter goes on to observe that the largest engine at the depot that was ready for service was newly-arrived Stanier ‘Black Five’ No 45100, which was said to be in ‘splendid condition.’ The locomotive was booked to head next day’s 12.07am newspaper train from Citadel to Edinburgh, a former Canal ‘A3’ class turn.
Observation from Saturday, 13 October 1962, courtesy of the ‘Railway Observer’ journal
Stanier ‘Black Five’ No 45100 was in the news again when called upon to replace ailing ‘Peak’ class diesel No D23 heading ‘The Waverley’ express and work the train through to Edinburgh.
Sunday, 11 November 1962
‘B1’ 4-6-0: 61064 W
‘J35’ 0-6-0: 64499 W
‘J36’ 0-6-0: 65237, 65293, 65312, 65321 (all S) ‘J39’ 0-6-0: 64877, 64888, 64895, 64899 (all W) ‘N15’ 0-6-2T: 69155 W
‘V2’ 2-6-2: 60813, 60900 (both 64A)
Fairburn ‘4MT’ 2-6-4T: 42067, 42081, 42095, 42098, 42210
Stanier ‘4MT’ 2-6-4T: 42440, 42449
LMS ‘5MT’ 2-6-0: 42720, 42752, 42835, 42836 (all S) LMS ‘4MT’ 2-6-0: 43000, 43011, 43045, 43139 ‘Jubilee’ ‘6P’ 4-6-0: 45602 British Honduras (26A) Fowler ‘3F’ 0-6-0T: 47383, 47388, 47520
BR ‘Type 2’ Bo-Bo: D5111
BRCW ‘Type 2’ Bo-Bo: D5301, D5305, D5306, D5311, D5315
0-6-0DE: D3084, 12080, 12084
Total: 41
S – Stored; W – Withdrawn; 26A Newton Heath
Saturday, 8 June 1963
‘A2/3’ 4-6-2: 60522 Straight Deal (64A)
‘A3’ 4-6-2: 60041 Hyperion, 60043 Brown Jack, 60098 Spion Kop (all 64A)
‘V2’ 2-6-2: 60824, 60846 (both 64A), 60913 (52A), 60969 (64A)
Fairburn ‘4MT’ 2-6-4T: 42210, 42238, 42278 Stanier ‘4MT’ 2-6-4T: 42447
Hughes/Fowler ‘5MT’ 2-6-0: 42720, 42752, 42835, 42836 (all W)
Ivatt ‘4MT’ 2-6-0: 43011, 43028, 43141 (66A) Stanier ‘5MT’ 4-6-0: 44884, 45105, 45158 Glasgow Yeomanry (65B)
Fowler ‘3F’ 0-6-0T: 47383, 47520
BR ‘Britannia’ 4-6-2: 70004 William Shakespeare WD 2-8-0: 90380 (56A), 90643 (27B)
English Electric ‘Type 3’ Co-Co: D6790
0-6-0DE: 12080
Total: 29
27B Aintree, 56A Wakefield, 65B St Rollox, 66A Polmadie
Closure
Carlisle Canal shed closed on Monday, 17 June 1963. Late on the previous afternoon only three locomotives remained: Nos 42187 and 45195, both dead, and 43011, which was in steam and booked to haul the other two to Upperby shed at 10pm. With that came the end of almost 101 years of locomotive history. Carlisle (Kingmoor) shed then assumed responsibility for Carlisle’s Waverley route freight and trip working and hosted the steadily decreasing number of steam locomotives working North British line freights into Carlisle.