Steam Days

Carlisle’s LNER engine sheds: West

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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.

 ?? V R Webster/Kiddermins­ter Railway Museum ?? Contrastin­g motive power is seen at home outside the Carlisle Canal roundhouse on 6 August 1933 – Sentinel railcar No 39 Protector and Reid ‘J37’ class No 9455. A standard North British Railway goods 0-6-0 of its era, the freight locomotive was one of seven of its type to arrive brand new at Canal shed between April 1915 and June 1921, in this case during September 1918 as ‘88’ class No 455. It would serve from Canal shed until June 1937, when reallocate­d to Thornton Junction. Likewise, the railcar, Protector, was Carlisle-based for some time, having arrived from St Margarets shed in mid-August 1931 in a direct swap for Nettle. It initially worked the Port Carlisle branch but, after that line’s closure from 1 June 1932, then saw regular long-term use on the Langholm branch until withdrawal in early June 1944 as the last of the shed’s steam railcars. To the left of Protector is the original entrance to the roundhouse, originally 18 roads, while to its right is that knocked through in 1910; the ‘J37’ and a Gresley ‘K3’ Mogul stand outside on the two long straight roads created at that time. Also of note, on the right, is a six-wheeled van marked ‘LNER Tool Van, Loco Dept Carlisle’.
V R Webster/Kiddermins­ter Railway Museum Contrastin­g motive power is seen at home outside the Carlisle Canal roundhouse on 6 August 1933 – Sentinel railcar No 39 Protector and Reid ‘J37’ class No 9455. A standard North British Railway goods 0-6-0 of its era, the freight locomotive was one of seven of its type to arrive brand new at Canal shed between April 1915 and June 1921, in this case during September 1918 as ‘88’ class No 455. It would serve from Canal shed until June 1937, when reallocate­d to Thornton Junction. Likewise, the railcar, Protector, was Carlisle-based for some time, having arrived from St Margarets shed in mid-August 1931 in a direct swap for Nettle. It initially worked the Port Carlisle branch but, after that line’s closure from 1 June 1932, then saw regular long-term use on the Langholm branch until withdrawal in early June 1944 as the last of the shed’s steam railcars. To the left of Protector is the original entrance to the roundhouse, originally 18 roads, while to its right is that knocked through in 1910; the ‘J37’ and a Gresley ‘K3’ Mogul stand outside on the two long straight roads created at that time. Also of note, on the right, is a six-wheeled van marked ‘LNER Tool Van, Loco Dept Carlisle’.
 ?? Crown Copyright ?? An extract from the 1874 (1865 survey) 25 inch Ordnance Survey of Carlisle Canal Basin goods yard shows two engine sheds on the western edge of Carlisle. Adjoining the cattle stages is the north-facing Port Carlisle Dock & Railway two-road facility, and adjoining the custom house is the Newcastle & Carlisle Railway’s south-facing single-road engine shed and its turntable, and then south-east of that, the smaller of the two, two-road buildings was the PCD&R line passenger station from 1854 to 1864. The line to the west of the custom house is the through route from the N&CR at London Road to what had become NBR territory, while unseen some way to the east is the joint Carlisle (Citadel) station, which saw Newcastle & Carlitle line trains from 17 July 1862, after the company amalgamate­d with the North Eastern Railway; thus by then L&NWR, Caledonian Railway, NBR, M&CR and NER trains had use of the same station. The NBR route from Citadel station is just in view to the top left, the line from London Road and Canal Basin meeting this at Canal Junction, just out of view to the left, with the route to Port Carlisle and Silloth heading west from the neighbouri­ng Port Carlisle Junction, and that to Hawick and Edinburgh curving north.
Crown Copyright An extract from the 1874 (1865 survey) 25 inch Ordnance Survey of Carlisle Canal Basin goods yard shows two engine sheds on the western edge of Carlisle. Adjoining the cattle stages is the north-facing Port Carlisle Dock & Railway two-road facility, and adjoining the custom house is the Newcastle & Carlisle Railway’s south-facing single-road engine shed and its turntable, and then south-east of that, the smaller of the two, two-road buildings was the PCD&R line passenger station from 1854 to 1864. The line to the west of the custom house is the through route from the N&CR at London Road to what had become NBR territory, while unseen some way to the east is the joint Carlisle (Citadel) station, which saw Newcastle & Carlitle line trains from 17 July 1862, after the company amalgamate­d with the North Eastern Railway; thus by then L&NWR, Caledonian Railway, NBR, M&CR and NER trains had use of the same station. The NBR route from Citadel station is just in view to the top left, the line from London Road and Canal Basin meeting this at Canal Junction, just out of view to the left, with the route to Port Carlisle and Silloth heading west from the neighbouri­ng Port Carlisle Junction, and that to Hawick and Edinburgh curving north.
 ?? Author’s Collection ?? A circa 1900 postcard depicts the singleplat­form Port Carlisle station and the ‘Dandy’ horse-drawn tram waiting to depart for Drumburgh, where there was an island platform, a single siding on the branch and another at the station. Hand-tinted postcards of this era are notorious for their artist’s license in relation to colours used, but, remarkably, NBR car No 1 has been saved as part of the National Collection and it is now restored in a deep red livery, with ‘Port’ and ‘Carlisle’ painted just below roof level either side of the central door, ‘N. B. R.’ and ‘No. 1.’ on the correspond­ing lower panels, and ‘For 1st & 2nd class passengers only’ on the door itself. Four of these ‘Dandy’ vehicles were built by the NBR at its St Margarets Works, and clearly they owe much to stagecoach design, including the provision of luggage space on the roof. Officially the NBR livery for coaching stock was ‘crimson lake’ but it has a few alternativ­e descriptio­ns, including a reference that a brown undercoat was given an alizarin crimson topcoat.
Author’s Collection A circa 1900 postcard depicts the singleplat­form Port Carlisle station and the ‘Dandy’ horse-drawn tram waiting to depart for Drumburgh, where there was an island platform, a single siding on the branch and another at the station. Hand-tinted postcards of this era are notorious for their artist’s license in relation to colours used, but, remarkably, NBR car No 1 has been saved as part of the National Collection and it is now restored in a deep red livery, with ‘Port’ and ‘Carlisle’ painted just below roof level either side of the central door, ‘N. B. R.’ and ‘No. 1.’ on the correspond­ing lower panels, and ‘For 1st & 2nd class passengers only’ on the door itself. Four of these ‘Dandy’ vehicles were built by the NBR at its St Margarets Works, and clearly they owe much to stagecoach design, including the provision of luggage space on the roof. Officially the NBR livery for coaching stock was ‘crimson lake’ but it has a few alternativ­e descriptio­ns, including a reference that a brown undercoat was given an alizarin crimson topcoat.
 ?? Crown Copyright ?? The 1900 (1899 revision) 25 inch OS map shows Port Carlisle (Fisher’s Cross) railway station and its adjacent (first) engine shed and turntable. Sited where the river Eden, to its east, meets the river Esk, with the waters continuing as the Bowness Wath out to the Solway Firth, the community of Fisher’s Cross gained its port facility in 1819, its canal establishe­d four years later and in due course, about 35 years, being adopted to build the railway.
Crown Copyright The 1900 (1899 revision) 25 inch OS map shows Port Carlisle (Fisher’s Cross) railway station and its adjacent (first) engine shed and turntable. Sited where the river Eden, to its east, meets the river Esk, with the waters continuing as the Bowness Wath out to the Solway Firth, the community of Fisher’s Cross gained its port facility in 1819, its canal establishe­d four years later and in due course, about 35 years, being adopted to build the railway.
 ?? Bernard Matthews Collection ?? Sunday, 6 April 1914 saw the restarting of locomotive-hauled passenger trains between Carlisle and Port Carlisle – they previously existed from the opening of the line in June 1854 until horse-power was introduced as a shorter branch line operation in 1856. This photograph shows the re-opening special at Port Carlisle station behind NBR Drummond ‘165’ class 0-6-0T No 22, but a most valuable sight is also in the background, the partly seen first engine shed, with, just to its left, a water tank. The tank engine was drafted in from the Langholm branch, and it had even been named Langholm in its earliest years. Post-grouping, it was classified ‘J82’ and remained on the books at Carlisle Canal shed through to being condemned on
November 1925 as No 1349 on the duplicate list.
Bernard Matthews Collection Sunday, 6 April 1914 saw the restarting of locomotive-hauled passenger trains between Carlisle and Port Carlisle – they previously existed from the opening of the line in June 1854 until horse-power was introduced as a shorter branch line operation in 1856. This photograph shows the re-opening special at Port Carlisle station behind NBR Drummond ‘165’ class 0-6-0T No 22, but a most valuable sight is also in the background, the partly seen first engine shed, with, just to its left, a water tank. The tank engine was drafted in from the Langholm branch, and it had even been named Langholm in its earliest years. Post-grouping, it was classified ‘J82’ and remained on the books at Carlisle Canal shed through to being condemned on November 1925 as No 1349 on the duplicate list.
 ?? A G Ellis ?? Another inaugurati­on for the Port Carlisle branch, this time in an effort at keeping down costs – on Monday, 9 July 1928 Sentinel steam railcar No 2133 Nettle has just arrived with the very first railcar service to replace locomotive­hauled trains. The railcar was virtually brandnew, having been delivered in May 1928, and it came to Carlisle Canal shed via Starbeck on 28 June 1928. In the next month it would be renumbered 35, and ultimately it would leave Carlisle Canal shed (CAR) for Edinburgh’s St Margarets shed in August 1931.
A G Ellis Another inaugurati­on for the Port Carlisle branch, this time in an effort at keeping down costs – on Monday, 9 July 1928 Sentinel steam railcar No 2133 Nettle has just arrived with the very first railcar service to replace locomotive­hauled trains. The railcar was virtually brandnew, having been delivered in May 1928, and it came to Carlisle Canal shed via Starbeck on 28 June 1928. In the next month it would be renumbered 35, and ultimately it would leave Carlisle Canal shed (CAR) for Edinburgh’s St Margarets shed in August 1931.
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An extract from the 1925 (1924 survey) 25 inch OS map shows the siting of Port Carlisle’s second engine shed and its turntable. Surprising­ly, the point previously shown immediatel­y south of that to the engine shed, to create a run-round loop for the station, is not now shown.
Crown Copyright 24 An extract from the 1925 (1924 survey) 25 inch OS map shows the siting of Port Carlisle’s second engine shed and its turntable. Surprising­ly, the point previously shown immediatel­y south of that to the engine shed, to create a run-round loop for the station, is not now shown.
 ?? Crown Copyright ?? An extract from an 1866 Ordnance Survey includes Silloth engine shed and turntable. The single platform station deemed sufficient for a passenger terminus is north of the shed, and rails west of this serve both the north and south sides of Marshall Dock, with those to the south continuing to a jetty, and also south-west to Leesbank Salt Works. Note the ‘Red Light’ at the inland end of the dock. Much would change between 1882 and 1885 with the creation of New Dock immediatel­y east of Marshall Dock, and thus expansion of the rail network, albeit with limited change at the engine shed – the alignment of the new line to the south side of New Dock curtailed the former coal depot road, and the 1900 OS map also reveals that the south side of the engine shed, and thus its coaling platform, was by then served off the main depot roads rather than via the turntable, which by then only had the (extended) central road across it, the southern spur also having been removed.
Crown Copyright An extract from an 1866 Ordnance Survey includes Silloth engine shed and turntable. The single platform station deemed sufficient for a passenger terminus is north of the shed, and rails west of this serve both the north and south sides of Marshall Dock, with those to the south continuing to a jetty, and also south-west to Leesbank Salt Works. Note the ‘Red Light’ at the inland end of the dock. Much would change between 1882 and 1885 with the creation of New Dock immediatel­y east of Marshall Dock, and thus expansion of the rail network, albeit with limited change at the engine shed – the alignment of the new line to the south side of New Dock curtailed the former coal depot road, and the 1900 OS map also reveals that the south side of the engine shed, and thus its coaling platform, was by then served off the main depot roads rather than via the turntable, which by then only had the (extended) central road across it, the southern spur also having been removed.
 ?? W A Camwell/SLS Collection ?? Port Carlisle’s second engine shed is seen in this south-facing view recorded on Sunday, 4 July 1937, five years after closure of the line; the tracks have been lifted but the building appears to be in some sort of use. How long such activity continued before the shed was removed has yet to be determined, and the station building already appears to be just a memory.
W A Camwell/SLS Collection Port Carlisle’s second engine shed is seen in this south-facing view recorded on Sunday, 4 July 1937, five years after closure of the line; the tracks have been lifted but the building appears to be in some sort of use. How long such activity continued before the shed was removed has yet to be determined, and the station building already appears to be just a memory.
 ?? Walter Dendy ?? Another 1951 scene offers something of the magnitude of Silloth’s railway infrastruc­ture. The engine shed is just out of view to the left and the curving lines on the left shortened the coal depot road when the south side of the New Dock was accessed. Meanwhile, ‘J35’ No 64478 prepares to leave the station with what appears to be a lengthy train, the 2.20pm to Carlisle – note the extraordin­ary length of the platform. The distant Carr’s flour mill on the north side of New Dock towers above the train, the two clear lines to the left of the locomotive running either side of the distant building, while empty coaches are in dead-end sidings. Completed at Cowlairs in December 1908, the 0-6-0 in view was a Carlisle Canal engine from March 1939 but in later years spent time in store at the shed before a February 1961 transfer to Thornton Junction. It did some work in Fifeshire before being transferre­d back to Canal in August 1962, only to be withdrawn on the 20th of that month for scrapping at Inverurie at the end of that year. So, did the 0-6-0 actually travel from Thornton Junction to Carlisle, but go immediatel­y back north to Inverurie? If any reader has the answer, please let us know, via the editor.
Walter Dendy Another 1951 scene offers something of the magnitude of Silloth’s railway infrastruc­ture. The engine shed is just out of view to the left and the curving lines on the left shortened the coal depot road when the south side of the New Dock was accessed. Meanwhile, ‘J35’ No 64478 prepares to leave the station with what appears to be a lengthy train, the 2.20pm to Carlisle – note the extraordin­ary length of the platform. The distant Carr’s flour mill on the north side of New Dock towers above the train, the two clear lines to the left of the locomotive running either side of the distant building, while empty coaches are in dead-end sidings. Completed at Cowlairs in December 1908, the 0-6-0 in view was a Carlisle Canal engine from March 1939 but in later years spent time in store at the shed before a February 1961 transfer to Thornton Junction. It did some work in Fifeshire before being transferre­d back to Canal in August 1962, only to be withdrawn on the 20th of that month for scrapping at Inverurie at the end of that year. So, did the 0-6-0 actually travel from Thornton Junction to Carlisle, but go immediatel­y back north to Inverurie? If any reader has the answer, please let us know, via the editor.
 ?? W A Camwell/SLS Collection ?? A damp and gloomy Sunday, 4 July 1937 finds photograph­er and Stephenson Locomotive Society luminary Bill Camwell at Silloth, where Holmes ‘D31’ 4-4-0 No 9213 gently simmers outside the shed, beside the water tower, while ‘J36’ class 0-6-0 No 9763 slumbers inside. The 4-4-0 emerged from Cowlairs Works as NBR class ‘633’ No 213 in June 1895, and it proved to be a Carlisle Canal resident from August 1935 until withdrawn in March 1939, going to Cowlairs for disposal. The ‘J36’ was another Canal stalwart, latterly as British Railways No 65321. The line in the foreground is to the turntable, and note the ever-present heaps of ash and clinker. The siting of the wagon of loco coal outside the shed suggests that some hand coaling is now performed at this point, although the coaling dock is still extant on the south side of the shed.
W A Camwell/SLS Collection A damp and gloomy Sunday, 4 July 1937 finds photograph­er and Stephenson Locomotive Society luminary Bill Camwell at Silloth, where Holmes ‘D31’ 4-4-0 No 9213 gently simmers outside the shed, beside the water tower, while ‘J36’ class 0-6-0 No 9763 slumbers inside. The 4-4-0 emerged from Cowlairs Works as NBR class ‘633’ No 213 in June 1895, and it proved to be a Carlisle Canal resident from August 1935 until withdrawn in March 1939, going to Cowlairs for disposal. The ‘J36’ was another Canal stalwart, latterly as British Railways No 65321. The line in the foreground is to the turntable, and note the ever-present heaps of ash and clinker. The siting of the wagon of loco coal outside the shed suggests that some hand coaling is now performed at this point, although the coaling dock is still extant on the south side of the shed.
 ?? Allan Sommerfiel­d Collection, courtesy The Engine Shed Society ?? A rather grubby Gresley ‘J39’, No 64932, is outstation­ed at Silloth on Sunday, 26 August 1951. Completed at Gorton Works in May 1937, this 0-6-0 spent a month there running-in, before being allocated to Carlisle Canal shed, from where it would spend its entire service life of just over 24 years. Its withdrawal came on 3 July 1961, after which it was sent to Cowlairs for cutting up. Note that since 1937 the depot roof has lost the ridge vent, and there is seemingly no sign of the former coaling point, but the shed is still open at this time. The distant buildings to the right are on the north side of New Dock, which had by now seen its heyday pass as many modern ships were too large to visit Silloth.
Allan Sommerfiel­d Collection, courtesy The Engine Shed Society A rather grubby Gresley ‘J39’, No 64932, is outstation­ed at Silloth on Sunday, 26 August 1951. Completed at Gorton Works in May 1937, this 0-6-0 spent a month there running-in, before being allocated to Carlisle Canal shed, from where it would spend its entire service life of just over 24 years. Its withdrawal came on 3 July 1961, after which it was sent to Cowlairs for cutting up. Note that since 1937 the depot roof has lost the ridge vent, and there is seemingly no sign of the former coaling point, but the shed is still open at this time. The distant buildings to the right are on the north side of New Dock, which had by now seen its heyday pass as many modern ships were too large to visit Silloth.
 ?? J Alsop Collection ?? Having departed Carlisle (Citadel) station, with Carlisle castle as a backdrop and the last three of its train of 11 six-wheeled coaches yet to cross the river Caldew, NBR ‘633’ class 4-4-0 No 218 leaves the Caledonian Railway main line at Port Carlisle Branch Junction with a train for Silloth, circa 1905. Completed at Cowlairs in July 1895, No 218 went new to Carlisle Canal shed, which it will pass in about ½ mile. Seen in its original condition, as LNER ‘D31’ No 9218 the pictured locomotive would be reallocate­d to Hawick shed by 1933.
J Alsop Collection Having departed Carlisle (Citadel) station, with Carlisle castle as a backdrop and the last three of its train of 11 six-wheeled coaches yet to cross the river Caldew, NBR ‘633’ class 4-4-0 No 218 leaves the Caledonian Railway main line at Port Carlisle Branch Junction with a train for Silloth, circa 1905. Completed at Cowlairs in July 1895, No 218 went new to Carlisle Canal shed, which it will pass in about ½ mile. Seen in its original condition, as LNER ‘D31’ No 9218 the pictured locomotive would be reallocate­d to Hawick shed by 1933.
 ?? W T Stubbs ?? The end is nigh on Sunday, 29 July 1962. Silloth shed is by now completely isolated from the tracks, the smoke vent and coal wagon have gone and an interloper in the form of Stanier 2-6-4T No 42449 (Derby Works, June 1936) rests beside the water tank between turns of duty. Given that ordinary passenger services over the Silloth branch were by now in the care of dieselmult­iple-units we can only assume that the locomotive had brought a weekend, seaside special to the town and is just stabled out of the way. No 42449 spent its first years in the Midlands, before transferri­ng to Carlisle (Kingmoor) shed in March 1958, the year the Scottish Region lost both Kingmoor and Canal to the London Midland Region, with No 42449 then moving on to Canal in May 1961 for a stay of two years before it left for Carnforth. Withdrawn from there on 14 November 1964, the pictured tank engine went to Crewe Works for destructio­n.
W T Stubbs The end is nigh on Sunday, 29 July 1962. Silloth shed is by now completely isolated from the tracks, the smoke vent and coal wagon have gone and an interloper in the form of Stanier 2-6-4T No 42449 (Derby Works, June 1936) rests beside the water tank between turns of duty. Given that ordinary passenger services over the Silloth branch were by now in the care of dieselmult­iple-units we can only assume that the locomotive had brought a weekend, seaside special to the town and is just stabled out of the way. No 42449 spent its first years in the Midlands, before transferri­ng to Carlisle (Kingmoor) shed in March 1958, the year the Scottish Region lost both Kingmoor and Canal to the London Midland Region, with No 42449 then moving on to Canal in May 1961 for a stay of two years before it left for Carnforth. Withdrawn from there on 14 November 1964, the pictured tank engine went to Crewe Works for destructio­n.
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 ?? Author’s Collection ?? There was a plethora of junctions in the Canal area of Carlisle! In October 1961, Fowler 2-6-4T No 42317 (Derby, March 1928) crosses Canal Junction with a train from Silloth, heading for Port Carlisle Branch Junction, and crossing Willowholm­e Junction in the process. The rear of the train is crossing Port Carlisle Junction, its massive signal box sited in the ‘V’ of the Silloth branch and the Waverley main line, with access to Canal depot being as a facing connection for locomotive­s heading north towards Hawick. The tank engine spent six months at Carlisle Canal shed, arriving in May 1961 from Springs Branch, and then moving on in the November to Tebay. It was withdrawn from Huddersfie­ld shed on 23 August 1965, thereafter being sold to Cashmore’s of Great Bridge, for scrapping.
Author’s Collection There was a plethora of junctions in the Canal area of Carlisle! In October 1961, Fowler 2-6-4T No 42317 (Derby, March 1928) crosses Canal Junction with a train from Silloth, heading for Port Carlisle Branch Junction, and crossing Willowholm­e Junction in the process. The rear of the train is crossing Port Carlisle Junction, its massive signal box sited in the ‘V’ of the Silloth branch and the Waverley main line, with access to Canal depot being as a facing connection for locomotive­s heading north towards Hawick. The tank engine spent six months at Carlisle Canal shed, arriving in May 1961 from Springs Branch, and then moving on in the November to Tebay. It was withdrawn from Huddersfie­ld shed on 23 August 1965, thereafter being sold to Cashmore’s of Great Bridge, for scrapping.
 ?? (Both) Crown Copyright ?? An extract from the 1874 (1865 survey) 25 inch Ordnance Survey of Carlisle Canal shed (above) shows the prominent coal stage near the building entrance, the single road into the roundhouse, and the three-road wagon shop on its north side. Note also the pumping engine on the bank of the river Eden, the marked site of the find of Roman coins and, at that time, there is access to the depot yard from the Silloth branch, which was in its original double-track formation. The dotted line running east-west was the estimated course of Hadrian’s Wall. In contrast,the 1940 (1937/38 survey) 25 inch OS map of Canal shed below shows a mechanical coaling plant, yard turntable, three roads entering the roundhouse, and a lifting shop at the rear of the building, while a remarkable addition to the map is marked on the roundhouse itself – detail of the find of a gold necklace – and another suggestion for the course of Hadrian’s Wall sees it slightly nearer to the Eden than previously thought. Immediatel­y to the south of the shed, the Silloth branch is now single and the access spur from it to the shed yard has been removed, possibly to allow constructi­on of the coaling tower and its wagon road, so all incoming locomotive­s now entered the shed from the Waverley route just north-west of Port Carlisle Junction.
(Both) Crown Copyright An extract from the 1874 (1865 survey) 25 inch Ordnance Survey of Carlisle Canal shed (above) shows the prominent coal stage near the building entrance, the single road into the roundhouse, and the three-road wagon shop on its north side. Note also the pumping engine on the bank of the river Eden, the marked site of the find of Roman coins and, at that time, there is access to the depot yard from the Silloth branch, which was in its original double-track formation. The dotted line running east-west was the estimated course of Hadrian’s Wall. In contrast,the 1940 (1937/38 survey) 25 inch OS map of Canal shed below shows a mechanical coaling plant, yard turntable, three roads entering the roundhouse, and a lifting shop at the rear of the building, while a remarkable addition to the map is marked on the roundhouse itself – detail of the find of a gold necklace – and another suggestion for the course of Hadrian’s Wall sees it slightly nearer to the Eden than previously thought. Immediatel­y to the south of the shed, the Silloth branch is now single and the access spur from it to the shed yard has been removed, possibly to allow constructi­on of the coaling tower and its wagon road, so all incoming locomotive­s now entered the shed from the Waverley route just north-west of Port Carlisle Junction.
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 ??  ?? A postcard view that is valuable because it shows the rarely seen arched entrances to Carlisle Canal’s wagon shop. Nearly new NBR Reid class ‘329’ 0-6-0 No 330 is not long out of Cowlairs Works, where it was completed in July 1906. The first two members of this class, Nos 329 and 330, had shorter fireboxes (6ft instead of 6ft 4in), a different tube arrangemen­t and with it a greater heating surface than the subsequent 12 engines (and collective­ly all 74 other 0-6-0s of types ‘848’, ‘329’, ‘197’ and ‘38’ that went on to become ‘J35’ post-grouping), these oddities becoming known as ‘J35/2’ until given standard boilers in March 1924 and January 1926 respective­ly, thereupon becoming ‘J35/1’. The pictured engine would become LNER No 9330 and then No 4471 (September 1946), and finally British Railways No 64471 (May 1948), by which time it was based at Stirling. Moved to Canal shed in October 1951, it departed three years later, for Polmadie, Glasgow, where it would leave service on 9 June 1961, moving north to Inverurie for scrapping.
A postcard view that is valuable because it shows the rarely seen arched entrances to Carlisle Canal’s wagon shop. Nearly new NBR Reid class ‘329’ 0-6-0 No 330 is not long out of Cowlairs Works, where it was completed in July 1906. The first two members of this class, Nos 329 and 330, had shorter fireboxes (6ft instead of 6ft 4in), a different tube arrangemen­t and with it a greater heating surface than the subsequent 12 engines (and collective­ly all 74 other 0-6-0s of types ‘848’, ‘329’, ‘197’ and ‘38’ that went on to become ‘J35’ post-grouping), these oddities becoming known as ‘J35/2’ until given standard boilers in March 1924 and January 1926 respective­ly, thereupon becoming ‘J35/1’. The pictured engine would become LNER No 9330 and then No 4471 (September 1946), and finally British Railways No 64471 (May 1948), by which time it was based at Stirling. Moved to Canal shed in October 1951, it departed three years later, for Polmadie, Glasgow, where it would leave service on 9 June 1961, moving north to Inverurie for scrapping.
 ?? D Dunn Collection ?? A picture from the Canal shed coaling tower in 1955 shows the close proximity of the river Eden. In the shed yard are a Gresley ‘J39’, Thomson ‘B1’, Reid ‘J35’ and Gresley ‘A3’, as well as Reid ‘C15’ 4-4-2T No 67458. The latter was completed in June 1912 by the Yorkshire Engine Co (Works No 1071) as NBR No 131, and it was Canal-allocated from March 1945. The Atlantic tank would be withdrawn on 16 March 1956, moving to Kilmarnock Works for dismantlin­g. Of interest are the pits outside the roundhouse, complete with a portable wooden workbench temporaril­y abandoned by a fitter, and the ‘J39’ is being oiled up, while to the right, judging by the ferocity of steam escaping from its safety valves, another locomotive is raring to depart. It is outside the three-road shed that started life as a wagon shop, its roofline differing from that of the roundhouse. After the mid-1930s re-evaluation of facilities at Canal and London Road, the option to adopt the wagon shop at Canal for locomotive use in effect saw six locomotive roads access the buildings on their east side, with these complement­ed by two dead-end roads outside the building and other lines south of the coaling plant.
D Dunn Collection A picture from the Canal shed coaling tower in 1955 shows the close proximity of the river Eden. In the shed yard are a Gresley ‘J39’, Thomson ‘B1’, Reid ‘J35’ and Gresley ‘A3’, as well as Reid ‘C15’ 4-4-2T No 67458. The latter was completed in June 1912 by the Yorkshire Engine Co (Works No 1071) as NBR No 131, and it was Canal-allocated from March 1945. The Atlantic tank would be withdrawn on 16 March 1956, moving to Kilmarnock Works for dismantlin­g. Of interest are the pits outside the roundhouse, complete with a portable wooden workbench temporaril­y abandoned by a fitter, and the ‘J39’ is being oiled up, while to the right, judging by the ferocity of steam escaping from its safety valves, another locomotive is raring to depart. It is outside the three-road shed that started life as a wagon shop, its roofline differing from that of the roundhouse. After the mid-1930s re-evaluation of facilities at Canal and London Road, the option to adopt the wagon shop at Canal for locomotive use in effect saw six locomotive roads access the buildings on their east side, with these complement­ed by two dead-end roads outside the building and other lines south of the coaling plant.
 ?? Steven Armitage Collection ?? Fitted with a ‘Carlisle’ destinatio­n board over its smokebox door, Holmes ‘633’ No 218 rests outside the roundhouse at Canal shed in about 1912. A Reid Atlantic is glimpsed behind, as is the then newly-created depot entrance provided for accommodat­ing the 4-4-2s. An enlarged version of the ‘574’ 4-4-0s, the ‘633’ boasted 6ft 6in driving wheels, a 4ft 81 8in x 10ft 3½in boiler and 18in x 26in cylinders, being introduced in 1890 to work traffic over the newly-opened Forth Bridge, with Nos 213 to 218 new in 1895 and primarily intended to work through expresses from the Midland Railway, being fitted from new with dual train braking systems – Westinghou­se and vacuum – as well as Westinghou­se brakes on the engine; the others had vacuum ejectors fitted later, and steam heating was added to the class by 1908. Rated class ‘M’ in Reid’s power classifica­tion system of September 1913, along with other 4-4-0s, 0-4-4Ts and 4-4-2Ts, the Reid/Chalmers era saw the smokebox wingplates removed, and rebuilding aligned the ‘633s’ with the ‘574’ and ‘729’ classes collective­ly becaming ‘D31’. No 218 would be so treated in February 1921, from then it boasted a side-window cab, Reid chimney and screw reverse.
Steven Armitage Collection Fitted with a ‘Carlisle’ destinatio­n board over its smokebox door, Holmes ‘633’ No 218 rests outside the roundhouse at Canal shed in about 1912. A Reid Atlantic is glimpsed behind, as is the then newly-created depot entrance provided for accommodat­ing the 4-4-2s. An enlarged version of the ‘574’ 4-4-0s, the ‘633’ boasted 6ft 6in driving wheels, a 4ft 81 8in x 10ft 3½in boiler and 18in x 26in cylinders, being introduced in 1890 to work traffic over the newly-opened Forth Bridge, with Nos 213 to 218 new in 1895 and primarily intended to work through expresses from the Midland Railway, being fitted from new with dual train braking systems – Westinghou­se and vacuum – as well as Westinghou­se brakes on the engine; the others had vacuum ejectors fitted later, and steam heating was added to the class by 1908. Rated class ‘M’ in Reid’s power classifica­tion system of September 1913, along with other 4-4-0s, 0-4-4Ts and 4-4-2Ts, the Reid/Chalmers era saw the smokebox wingplates removed, and rebuilding aligned the ‘633s’ with the ‘574’ and ‘729’ classes collective­ly becaming ‘D31’. No 218 would be so treated in February 1921, from then it boasted a side-window cab, Reid chimney and screw reverse.
 ?? Author’s Collection ?? The late afternoon sun of Saturday, 30 September 1961 nicely illuminate­s the ash clearing area, with its 135ft long pit and narrow gauge tippers, and a pair of visitors to Carlisle Canal. Furthest away is ‘D34’ No 62484 Glen Lyon making another appearance from Hawick, along with Haymarket-allocated ‘A3’ Pacific No 60094 Colorado. New from Doncaster Works in December 1928 as LNER No 2748, the horse Colorado was especially active in 1925-27, winning the 2000 Guineas and Eclipse Stakes, so the LNER was quick to recognise the achievemen­t. Colorado, the locomotive, was actually based at Canal shed between April 1929 and December 1947, when it moved to Haymarket. Note that the ‘A3’ is fitted with a double chimney, received during a general overhaul of July/August 1959, and it would be equipped with ‘German’ smoke deflectors during its next (and last) general overhaul in July/August 1961.Three months after this picture was taken, the 4-6-2 would move east across Edinburgh to St Margarets shed, while August 1962 saw it go to the ex-Caledonian depot of St Rollox, Glasgow, where it left service on 24 February 1964; it was scrapped at Henderson’s yard, Airdrie.
Author’s Collection The late afternoon sun of Saturday, 30 September 1961 nicely illuminate­s the ash clearing area, with its 135ft long pit and narrow gauge tippers, and a pair of visitors to Carlisle Canal. Furthest away is ‘D34’ No 62484 Glen Lyon making another appearance from Hawick, along with Haymarket-allocated ‘A3’ Pacific No 60094 Colorado. New from Doncaster Works in December 1928 as LNER No 2748, the horse Colorado was especially active in 1925-27, winning the 2000 Guineas and Eclipse Stakes, so the LNER was quick to recognise the achievemen­t. Colorado, the locomotive, was actually based at Canal shed between April 1929 and December 1947, when it moved to Haymarket. Note that the ‘A3’ is fitted with a double chimney, received during a general overhaul of July/August 1959, and it would be equipped with ‘German’ smoke deflectors during its next (and last) general overhaul in July/August 1961.Three months after this picture was taken, the 4-6-2 would move east across Edinburgh to St Margarets shed, while August 1962 saw it go to the ex-Caledonian depot of St Rollox, Glasgow, where it left service on 24 February 1964; it was scrapped at Henderson’s yard, Airdrie.
 ?? C J B Sanderson/ARPT ?? The interior of Canal’s roundhouse is strangely quiet on Monday, 5 May 1958, with just Gresley ‘K3’ Mogul No 61936 and Reid ‘N15’ 0-6-2T No 69215 receiving attention. The way in which the building had been modified to accommodat­e the two straight tracks is plainly seen, with the resulting two short roads off the turntable and, just visible, the rail ends of the six roads that were sacrificed. The 2-6-0 had been delivered new to Carlisle Canal shed as LNER No 2938 (Robert Stephenson & Co Ltd Works No 4082 of January 1935) and it would spend its entire career serving the depot until withdrawn on 22 November 1961, being scrapped at Cowlairs. No 69215 was completed at Cowlairs Works in December 1923 as LNER No 76, moving from Kipps to Canal shed in March 1945 as No 9076, where it saw out its time until condemned on 28 November 1959, the penultimat­e of its class at the shed, and also going to Cowlairs for demolition.
C J B Sanderson/ARPT The interior of Canal’s roundhouse is strangely quiet on Monday, 5 May 1958, with just Gresley ‘K3’ Mogul No 61936 and Reid ‘N15’ 0-6-2T No 69215 receiving attention. The way in which the building had been modified to accommodat­e the two straight tracks is plainly seen, with the resulting two short roads off the turntable and, just visible, the rail ends of the six roads that were sacrificed. The 2-6-0 had been delivered new to Carlisle Canal shed as LNER No 2938 (Robert Stephenson & Co Ltd Works No 4082 of January 1935) and it would spend its entire career serving the depot until withdrawn on 22 November 1961, being scrapped at Cowlairs. No 69215 was completed at Cowlairs Works in December 1923 as LNER No 76, moving from Kipps to Canal shed in March 1945 as No 9076, where it saw out its time until condemned on 28 November 1959, the penultimat­e of its class at the shed, and also going to Cowlairs for demolition.
 ?? D Dunn Collection ?? Reid ‘D34’ or ‘Glen’ class 4-4-0 No 62484 Glen Lyon – new from Cowlairs Works in April 1919 as NBR ‘149’ class No 278 – is seen at Canal shed on Saturday, 29 July 1961, in company with a ‘J39’ as they reside over the ash pit installed in the 1935/36 improvemen­ts. The 4-4-0 has worked down from its base at Hawick (note that no shed plate is carried), where it had been resident since November 1960; it would be withdrawn on the following 6 November to enter a long period in store before being moved to the scrap yard of Arnott, Young of Old Kilpatrick in May 1963. The ‘D34s’ had no post-grouping allocation to Canal shed but appearance­s were common, albeit just six of the class were in regular traffic by the start of 1961. Just ahead of the ‘D34’ to the left are narrow gauge skips used by the ash plant, a nearby lighting post and its ladder appears to have offered a convenient place for a fireman to prop up his tools, and the shed’s 65ft turntable is beyond.
D Dunn Collection Reid ‘D34’ or ‘Glen’ class 4-4-0 No 62484 Glen Lyon – new from Cowlairs Works in April 1919 as NBR ‘149’ class No 278 – is seen at Canal shed on Saturday, 29 July 1961, in company with a ‘J39’ as they reside over the ash pit installed in the 1935/36 improvemen­ts. The 4-4-0 has worked down from its base at Hawick (note that no shed plate is carried), where it had been resident since November 1960; it would be withdrawn on the following 6 November to enter a long period in store before being moved to the scrap yard of Arnott, Young of Old Kilpatrick in May 1963. The ‘D34s’ had no post-grouping allocation to Canal shed but appearance­s were common, albeit just six of the class were in regular traffic by the start of 1961. Just ahead of the ‘D34’ to the left are narrow gauge skips used by the ash plant, a nearby lighting post and its ladder appears to have offered a convenient place for a fireman to prop up his tools, and the shed’s 65ft turntable is beyond.
 ?? H Milburn H C Casserley ?? Carlisle Canal shed on 31 May 1951 with the locomotive­s giving the depot a totally ‘LNER’ atmosphere. Prominent is ‘J35’ No 64499 – NBL Works No 18960, December 1909 – doing some shunting of wagons to feed the mechanical coaling plant. Like the coaler, the gantry to the right of the 0-6-0 was put up in the 1935/36 improvemen­ts. It utilised narrow gauge tippers (see the special track beyond the shovel stuck in a pile of ash) to move ash from the lengthy pit area – where the ‘N15’ and ‘V2’ are parked – these being hooked onto the gantry and then lifted over the coaling road for emptying into wagons. Effective, but still labour-intensive! The ‘J35’, which carries the short-lived 12B Canal shedplate, came to Canal in April 1947 and was withdrawn on 22 October 1962, after which it was stored for some months before moving to Inverurie for disposal.
H Milburn H C Casserley Carlisle Canal shed on 31 May 1951 with the locomotive­s giving the depot a totally ‘LNER’ atmosphere. Prominent is ‘J35’ No 64499 – NBL Works No 18960, December 1909 – doing some shunting of wagons to feed the mechanical coaling plant. Like the coaler, the gantry to the right of the 0-6-0 was put up in the 1935/36 improvemen­ts. It utilised narrow gauge tippers (see the special track beyond the shovel stuck in a pile of ash) to move ash from the lengthy pit area – where the ‘N15’ and ‘V2’ are parked – these being hooked onto the gantry and then lifted over the coaling road for emptying into wagons. Effective, but still labour-intensive! The ‘J35’, which carries the short-lived 12B Canal shedplate, came to Canal in April 1947 and was withdrawn on 22 October 1962, after which it was stored for some months before moving to Inverurie for disposal.
 ?? D Forsyth/Colour-Rail.com/g24707 ?? With a portion of the roundhouse now open to the elements, this 14 July 1962 scene records Stanier ‘4MT’ No 42440 half on and half off the 50ft turntable at the heart of the building, the 2-6-4T being on the through road that both served the ‘table and its 12 active roads, and passed across and onwards through the west wall. The tradition of NBR and LNER types on the books at Canal shed was on a downward trajectory after regional boundary changes saw the depot swallowed up by the London Midland Region from 10 June 1950, although an infiltrati­on of Fairburn, Fowler and Stanier 2-6-4Ts didn’t begin until May 1961 when
Nos 42440 and 42449 arrived from Upperby shed, the pictured locomotive subsequent­ly making for Wigan’s ex-Lancashire & Yorkshire shed, Wigan Central, in May 1963.
D Forsyth/Colour-Rail.com/g24707 With a portion of the roundhouse now open to the elements, this 14 July 1962 scene records Stanier ‘4MT’ No 42440 half on and half off the 50ft turntable at the heart of the building, the 2-6-4T being on the through road that both served the ‘table and its 12 active roads, and passed across and onwards through the west wall. The tradition of NBR and LNER types on the books at Canal shed was on a downward trajectory after regional boundary changes saw the depot swallowed up by the London Midland Region from 10 June 1950, although an infiltrati­on of Fairburn, Fowler and Stanier 2-6-4Ts didn’t begin until May 1961 when Nos 42440 and 42449 arrived from Upperby shed, the pictured locomotive subsequent­ly making for Wigan’s ex-Lancashire & Yorkshire shed, Wigan Central, in May 1963.
 ??  ?? At a time when covered accommodat­ion was most appreciate­d, in the terrible winter of 1962/63 we find that the roof of the former wagon shop has been radically cut-back, although a Birmingham Railway Carriage & Wagon Company type ‘2’ Bo-Bo seems to have found some shelter. At this time the railway deployed numerous snowplough­s as it struggled to keep lines open, and Canal depot was no exception, this scene recording Carlisle (Upperby)-allocated Fowler ‘4F’ 0-6-0 No 44081, and seemingly a British Railways Standard ‘4MT’ Mogul, equipped with Canal shed’s somewhat battered plough. Note that the 0-6-0 is equipped with a tender cab, and judging by their snow covering it appears that the two engines have just returned from active duty, very likely coupled tender-to-tender.
At a time when covered accommodat­ion was most appreciate­d, in the terrible winter of 1962/63 we find that the roof of the former wagon shop has been radically cut-back, although a Birmingham Railway Carriage & Wagon Company type ‘2’ Bo-Bo seems to have found some shelter. At this time the railway deployed numerous snowplough­s as it struggled to keep lines open, and Canal depot was no exception, this scene recording Carlisle (Upperby)-allocated Fowler ‘4F’ 0-6-0 No 44081, and seemingly a British Railways Standard ‘4MT’ Mogul, equipped with Canal shed’s somewhat battered plough. Note that the 0-6-0 is equipped with a tender cab, and judging by their snow covering it appears that the two engines have just returned from active duty, very likely coupled tender-to-tender.
 ??  ??
 ??  ?? With a clerestory-roofed Midland Railway carriage at the head of its stock, NBR Reid Atlantic No 901 St Johnstoun heads an Edinburgh to Carlisle express. Completed by Robert Stephenson & Co Ltd as the first of the ‘901’ series engines (Works No 3428), the need for another six locomotive­s followed on from the 14 Reid ‘868’ series Atlantics of 1906 built by the North British Locomotive Co Ltd. The earlier locomotive­s had narrow cabs, and steam reverse (until superheati­ng was added between 1915 and 1920), whereas St Johnstoun, seen in its early days, was the first of a new breed, with a larger dome, modified frames, a wider cab and lever reverse. Although Canal shed had an allocation of Atlantics – the pictured locomotive was at least based there when running as LNER ‘C11’ No 9901 after 19 March 1927 and until February 1929, and again from January 1930 through to August 1932 – their use on the best Waverley line trains resulted in the daily servicing of Edinburgh-based engines too. When photograph­ed,
St Johnstoun has not long since passed Canal shed and is seen on the four-track section that started at Willowholm­e Junction and reached the West Coast route at Port Carlisle Junction for continuati­on into Carlisle (Citadel) station.
With a clerestory-roofed Midland Railway carriage at the head of its stock, NBR Reid Atlantic No 901 St Johnstoun heads an Edinburgh to Carlisle express. Completed by Robert Stephenson & Co Ltd as the first of the ‘901’ series engines (Works No 3428), the need for another six locomotive­s followed on from the 14 Reid ‘868’ series Atlantics of 1906 built by the North British Locomotive Co Ltd. The earlier locomotive­s had narrow cabs, and steam reverse (until superheati­ng was added between 1915 and 1920), whereas St Johnstoun, seen in its early days, was the first of a new breed, with a larger dome, modified frames, a wider cab and lever reverse. Although Canal shed had an allocation of Atlantics – the pictured locomotive was at least based there when running as LNER ‘C11’ No 9901 after 19 March 1927 and until February 1929, and again from January 1930 through to August 1932 – their use on the best Waverley line trains resulted in the daily servicing of Edinburgh-based engines too. When photograph­ed, St Johnstoun has not long since passed Canal shed and is seen on the four-track section that started at Willowholm­e Junction and reached the West Coast route at Port Carlisle Junction for continuati­on into Carlisle (Citadel) station.
 ?? Author’s Collection ?? Carrying a target for Carlisle Canal pilot turn No 76, Holmes ‘J36’ No 65321 brings its 20-plus wagon transfer freight across the river Caldew bridge north of Citadel station on Tuesday, 24 April 1962. In a few yards the train will diverge from the West Coast main line, turning west at Port Carlisle Branch Junction and eventually end its journey in Canal Basin goods yard. Completed at Cowlairs Works in May 1899 as NBR ‘717 series No 763, when photograph­ed this ‘J36’ had worked from Canal shed for the preceding 35½ years. However, it would soon be placed in store and withdrawn from that state on 5 November 1962. It was later dismantled at Inverurie Works.
Author’s Collection Carrying a target for Carlisle Canal pilot turn No 76, Holmes ‘J36’ No 65321 brings its 20-plus wagon transfer freight across the river Caldew bridge north of Citadel station on Tuesday, 24 April 1962. In a few yards the train will diverge from the West Coast main line, turning west at Port Carlisle Branch Junction and eventually end its journey in Canal Basin goods yard. Completed at Cowlairs Works in May 1899 as NBR ‘717 series No 763, when photograph­ed this ‘J36’ had worked from Canal shed for the preceding 35½ years. However, it would soon be placed in store and withdrawn from that state on 5 November 1962. It was later dismantled at Inverurie Works.
 ?? K Quanboroug­h/Kiddermins­ter Railway Museum ?? Wearing a 68E shedplate and having Carlisle Canal painted in full on its front buffer beam, on Saturday, 28 July 1956 we find ex-LNER Reid ‘N15’ class 0-6-2T No 69174 passing its home shed of Carlisle Canal with a local goods duty that includes a six-wheeled vehicle at its head. The exact location is not noted and although the Silloth line was single track it is perhaps possible that it is near Port Carlisle Junction, where that route began to open out into three tracks before the Waverley line was met. Certainly it seems likely that it is within ½ mile of Port Carlisle Junction, be it to the west, north or east. The pictured locomotive worked as a Canal-allocated engine for in excess of 31 years, seeing out its career in mid-November 1958.
K Quanboroug­h/Kiddermins­ter Railway Museum Wearing a 68E shedplate and having Carlisle Canal painted in full on its front buffer beam, on Saturday, 28 July 1956 we find ex-LNER Reid ‘N15’ class 0-6-2T No 69174 passing its home shed of Carlisle Canal with a local goods duty that includes a six-wheeled vehicle at its head. The exact location is not noted and although the Silloth line was single track it is perhaps possible that it is near Port Carlisle Junction, where that route began to open out into three tracks before the Waverley line was met. Certainly it seems likely that it is within ½ mile of Port Carlisle Junction, be it to the west, north or east. The pictured locomotive worked as a Canal-allocated engine for in excess of 31 years, seeing out its career in mid-November 1958.
 ?? P J Lynch/Kiddermins­ter Railway Museum ?? At home on Carlisle Canal shed on 19 May 1947 is Gresley ‘A10’ Pacific No 68 Sir Visto. Completed by the North British Locomotive Co Ltd (Works No 23105) in August 1924 as LNER ‘A1’ No 2567, the ‘A1’ to ‘A3’ rebuilding programme and the creation of the Thompson ‘A1s’ from 1945 saw the yet to be modified Gresley ‘A1s’ briefly reclassifi­ed as ‘A10’, with Sir Visto proving to be the last, eventually being released as an ‘A3’ on 10 December 1948. The ‘A10’ is seen with the Thompson running number it gained on 25 August 1946 and retained until becoming No 60068 on 19 September 1948. The 4-6-2 spent its entire career based at Scottish sheds, Canal being its most southerly and really qualifying on the basis of its pre-grouping history, with Sir Visto based here from February 1940 through to August 1962.
P J Lynch/Kiddermins­ter Railway Museum At home on Carlisle Canal shed on 19 May 1947 is Gresley ‘A10’ Pacific No 68 Sir Visto. Completed by the North British Locomotive Co Ltd (Works No 23105) in August 1924 as LNER ‘A1’ No 2567, the ‘A1’ to ‘A3’ rebuilding programme and the creation of the Thompson ‘A1s’ from 1945 saw the yet to be modified Gresley ‘A1s’ briefly reclassifi­ed as ‘A10’, with Sir Visto proving to be the last, eventually being released as an ‘A3’ on 10 December 1948. The ‘A10’ is seen with the Thompson running number it gained on 25 August 1946 and retained until becoming No 60068 on 19 September 1948. The 4-6-2 spent its entire career based at Scottish sheds, Canal being its most southerly and really qualifying on the basis of its pre-grouping history, with Sir Visto based here from February 1940 through to August 1962.
 ?? Fleetwood Shawe/ARPT ?? ‘Hunt’ series Gresley ‘D49’ class No 232
The Badsworth is laboriousl­y turned on Canal shed’s 65ft Cowan, Sheldon & Co turntable on an unknown day in 1937 or 1938, not long before the ‘table, installed in 1910, was equipped with a vacuum tractor – much to the relief of the enginemen no doubt! Based at Gateshead shed at the time, this 4-4-0 was completed at Darlington Works in May 1932 and after April 1946 it would be renumbered 2739, and then 62739, to finish its service at Scarboroug­h on 11 October 1960, and finally moving to its place of building for disposal.
Fleetwood Shawe/ARPT ‘Hunt’ series Gresley ‘D49’ class No 232 The Badsworth is laboriousl­y turned on Canal shed’s 65ft Cowan, Sheldon & Co turntable on an unknown day in 1937 or 1938, not long before the ‘table, installed in 1910, was equipped with a vacuum tractor – much to the relief of the enginemen no doubt! Based at Gateshead shed at the time, this 4-4-0 was completed at Darlington Works in May 1932 and after April 1946 it would be renumbered 2739, and then 62739, to finish its service at Scarboroug­h on 11 October 1960, and finally moving to its place of building for disposal.
 ?? H C Casserley ?? In a view taken from the top of the coaling tower on Thursday, 31 May 1951, ‘K3’ No 61898 occupies Canal shed’s 65ft turntable. The
Mogul’s fairly smart paintwork is probably due to it just having had a casual light repair at Cowlairs on 23-25 May. The British Locomotive Shed Directory, self-published in 1947 by R S Grimsley, contains these words ‘. . . continue into Port Road and Newton Road. A broad cinder path leads from the right hand side of this road (opposite Raffles Road) to the shed . . .’ In view is the ‘broad cinder path’ crossing the Silloth line and leading to the rear of Canal depot. Newton Road, Raffles Avenue (not Road, Mr Grimsley got it wrong) and the cinder path (just) are still there today. An August 1930 product of Darlington Works, No 61898 reached Canal shed in May 1941 as LNER No 2769, only to stay until condemned on 7 February 1959, with its subsequent scrapping by Connell’s of Coatbridge.
H C Casserley In a view taken from the top of the coaling tower on Thursday, 31 May 1951, ‘K3’ No 61898 occupies Canal shed’s 65ft turntable. The Mogul’s fairly smart paintwork is probably due to it just having had a casual light repair at Cowlairs on 23-25 May. The British Locomotive Shed Directory, self-published in 1947 by R S Grimsley, contains these words ‘. . . continue into Port Road and Newton Road. A broad cinder path leads from the right hand side of this road (opposite Raffles Road) to the shed . . .’ In view is the ‘broad cinder path’ crossing the Silloth line and leading to the rear of Canal depot. Newton Road, Raffles Avenue (not Road, Mr Grimsley got it wrong) and the cinder path (just) are still there today. An August 1930 product of Darlington Works, No 61898 reached Canal shed in May 1941 as LNER No 2769, only to stay until condemned on 7 February 1959, with its subsequent scrapping by Connell’s of Coatbridge.
 ?? Millbrook House/Kiddermins­ter Railway Museum ?? On 11 June 1948 we find Reid ‘N15’ 0-6-2T No 9174 at Canal shed when yet to receive its BR branding and running number. It is difficult to be certain if the ‘L’ on the left-hand side tank has been removed, was never applied or has just been lost to wear and tear, but ‘NE’ was often used in wartime, and the wooden window guard seems to be a wartime addition – to hide the glow of the fire from enemy aircraft – that lingers on, perhaps kept for now to continue offering welcome protection from the wind. At this time Canal was at its zenith in terms of post-grouping ‘N15’ use, seven locomotive­s, a situation that would remain unchanged until 20 July 1951, when three of them would be reallocate­d to Eastfield shed.
Millbrook House/Kiddermins­ter Railway Museum On 11 June 1948 we find Reid ‘N15’ 0-6-2T No 9174 at Canal shed when yet to receive its BR branding and running number. It is difficult to be certain if the ‘L’ on the left-hand side tank has been removed, was never applied or has just been lost to wear and tear, but ‘NE’ was often used in wartime, and the wooden window guard seems to be a wartime addition – to hide the glow of the fire from enemy aircraft – that lingers on, perhaps kept for now to continue offering welcome protection from the wind. At this time Canal was at its zenith in terms of post-grouping ‘N15’ use, seven locomotive­s, a situation that would remain unchanged until 20 July 1951, when three of them would be reallocate­d to Eastfield shed.
 ?? Chris Bush Collection, courtesy The Engine Shed Society ?? Resident in the roundhouse during 1956 is Holmes ‘J36’ No 65216 Byng. Called Byng because of its military service to the Western Front in World War I, the engine was named after Field Marshal The Right Honourable, The Viscount Byng of Vimy, GCB, GCMG, MVO, Commander of the Canadian Corps at the Battle of Vimy Ridge, April 1917. Cowlairs-built in January 1890, this 0-6-0 arrived on the Canal shed allocation in May 1942, and after 14½ years it would be transferre­d away to
Polmadie, in December 1956, and later to Kipps, from where it left service on 30 April 1962 to be cut up by McLellan’s of Langloan. Byng sits on one of the two north-side roundhouse roads that survived the 1910 building modificati­on to allow a pair of parallel tracks to enter – they are seen behind, with an Ivatt ‘4MT’ Mogul at rest, and just in view on the near right is ‘N15’ 0-6-2T No 69174.
Chris Bush Collection, courtesy The Engine Shed Society Resident in the roundhouse during 1956 is Holmes ‘J36’ No 65216 Byng. Called Byng because of its military service to the Western Front in World War I, the engine was named after Field Marshal The Right Honourable, The Viscount Byng of Vimy, GCB, GCMG, MVO, Commander of the Canadian Corps at the Battle of Vimy Ridge, April 1917. Cowlairs-built in January 1890, this 0-6-0 arrived on the Canal shed allocation in May 1942, and after 14½ years it would be transferre­d away to Polmadie, in December 1956, and later to Kipps, from where it left service on 30 April 1962 to be cut up by McLellan’s of Langloan. Byng sits on one of the two north-side roundhouse roads that survived the 1910 building modificati­on to allow a pair of parallel tracks to enter – they are seen behind, with an Ivatt ‘4MT’ Mogul at rest, and just in view on the near right is ‘N15’ 0-6-2T No 69174.
 ?? W S Sellar ?? An ever-present in our ‘allocation­s and observatio­ns’ listings from New Year’s Day 1951 through to 2 October 1955 is Reid ‘C15’ Atlantic tank No 67458, although it is apparent from this 16 July 1955 view that its longevity was at least on hold, with the chimney bagged up and residency within the roundhouse. The sunlight streaming in reveals this to be the east side of the building, and most likely it is a ‘J39’ in steam on the exit road from the turntable. The ‘C15s’ date back to the emergence of NBR No 1 from the Meadow Hall Works of the Yorkshire Engine Co Ltd in December 1911, so they became class ‘1’, and while No 67458 would remain on the books until 16 March 1956, being one of four ‘C15s’ lost that year, it would be the push-pull operations between Craigendor­an and Arrochar & Tarbet that proved to offer the last two members of the class a lengthy swansong into 1960.
W S Sellar An ever-present in our ‘allocation­s and observatio­ns’ listings from New Year’s Day 1951 through to 2 October 1955 is Reid ‘C15’ Atlantic tank No 67458, although it is apparent from this 16 July 1955 view that its longevity was at least on hold, with the chimney bagged up and residency within the roundhouse. The sunlight streaming in reveals this to be the east side of the building, and most likely it is a ‘J39’ in steam on the exit road from the turntable. The ‘C15s’ date back to the emergence of NBR No 1 from the Meadow Hall Works of the Yorkshire Engine Co Ltd in December 1911, so they became class ‘1’, and while No 67458 would remain on the books until 16 March 1956, being one of four ‘C15s’ lost that year, it would be the push-pull operations between Craigendor­an and Arrochar & Tarbet that proved to offer the last two members of the class a lengthy swansong into 1960.
 ?? Millbrook House/Kiddermins­ter Railway Museum ?? On 31 May 1952 we see the last operationa­l ‘D31’, No 62281, which in its later years could often be found on pilot duty at Citadel station; the penultimat­e ‘D31’ was No 62283, lost in February 1951, with No 62281 gallantly continuing until December 1952. The pictured 4-4-0 had become No 2059 under Edward Thompson’s renumberin­g scheme in 1946, and it then ran as BR No 62059 from September 1948 until August 1949, when that identity was vacated to make way for a newly-built Peppercorn ‘K1’. Although a Holmes ‘633’ class of May 1890, originally No 635, No 62281 is in the rebuilt form created by W P Reid in October 1918, and as such it makes an interestin­g comparison with classmate NBR No 218 on page 21. Taken at the south side of the Canal coaling facility, the picture also provides a view of the gantry of the ash disposal plant and a wooden-bodied wagon ready to receive ash.
Millbrook House/Kiddermins­ter Railway Museum On 31 May 1952 we see the last operationa­l ‘D31’, No 62281, which in its later years could often be found on pilot duty at Citadel station; the penultimat­e ‘D31’ was No 62283, lost in February 1951, with No 62281 gallantly continuing until December 1952. The pictured 4-4-0 had become No 2059 under Edward Thompson’s renumberin­g scheme in 1946, and it then ran as BR No 62059 from September 1948 until August 1949, when that identity was vacated to make way for a newly-built Peppercorn ‘K1’. Although a Holmes ‘633’ class of May 1890, originally No 635, No 62281 is in the rebuilt form created by W P Reid in October 1918, and as such it makes an interestin­g comparison with classmate NBR No 218 on page 21. Taken at the south side of the Canal coaling facility, the picture also provides a view of the gantry of the ash disposal plant and a wooden-bodied wagon ready to receive ash.
 ?? Chris Bush Collection, courtesy The Engine Shed Society ?? Built at Cowlairs as NBR ‘717’ class No 722 and new to traffic in June 1897, ‘J36’ No 65293 was continuous­ly based at Canal shed after first arriving in April 1930. Fitted with a cab shelter for tender-first operation, occasional­ly over branch lines and perhaps even for working from London Road on banking turns towards Newcastle, the engine seems to have been somewhat exuberantl­y coaled when seen in 1959, as it is sitting part in and part out of the lifting shop at the rear of Carlisle Canal roundhouse. The locomotive’s career ended in a manner different to the usual. After it was withdrawn on 5 November 1962 it was transferre­d to stationary boiler stock at Gourock, where it was observed in use in July 1963. However, it was noted as stored out of use at Greenock (Ladyburn) shed a year later, and afterwards was cut up by Motherwell Machinery & Scrap, Wishaw.
Chris Bush Collection, courtesy The Engine Shed Society Built at Cowlairs as NBR ‘717’ class No 722 and new to traffic in June 1897, ‘J36’ No 65293 was continuous­ly based at Canal shed after first arriving in April 1930. Fitted with a cab shelter for tender-first operation, occasional­ly over branch lines and perhaps even for working from London Road on banking turns towards Newcastle, the engine seems to have been somewhat exuberantl­y coaled when seen in 1959, as it is sitting part in and part out of the lifting shop at the rear of Carlisle Canal roundhouse. The locomotive’s career ended in a manner different to the usual. After it was withdrawn on 5 November 1962 it was transferre­d to stationary boiler stock at Gourock, where it was observed in use in July 1963. However, it was noted as stored out of use at Greenock (Ladyburn) shed a year later, and afterwards was cut up by Motherwell Machinery & Scrap, Wishaw.
 ?? W A C Smith/Transport Treasury ?? W A C (Bill) Smith was among those that visited Carlisle Canal shed on Sunday, 15 June 1958 and took several photograph­s, the archived report for the day stating that 44 locomotive­s were noted and that they collective­ly represente­d 13 classes. This view, taken on that day near the turntable, records two of Canal shed’s stalwarts, Reid ‘N15’ 0-6-2T No 69215 and Gresley ‘J39’ 0-6-0 No 64884, with between them over 23 years thus far served from this shed, but there were also 11 visitors on hand, from four sheds – St Margarets (two ‘B1s’, two ‘K3s’ and three ‘V2s’), Haymarket (one ‘A3’), Gateshead (one ‘B1’), and Blaydon (one ‘K3’). For the record, the latest shake-up of local shedcodes, concluded on 20 April 1958 and with 12C thereafter given to Canal, is being carried by No 69215.
W A C Smith/Transport Treasury W A C (Bill) Smith was among those that visited Carlisle Canal shed on Sunday, 15 June 1958 and took several photograph­s, the archived report for the day stating that 44 locomotive­s were noted and that they collective­ly represente­d 13 classes. This view, taken on that day near the turntable, records two of Canal shed’s stalwarts, Reid ‘N15’ 0-6-2T No 69215 and Gresley ‘J39’ 0-6-0 No 64884, with between them over 23 years thus far served from this shed, but there were also 11 visitors on hand, from four sheds – St Margarets (two ‘B1s’, two ‘K3s’ and three ‘V2s’), Haymarket (one ‘A3’), Gateshead (one ‘B1’), and Blaydon (one ‘K3’). For the record, the latest shake-up of local shedcodes, concluded on 20 April 1958 and with 12C thereafter given to Canal, is being carried by No 69215.
 ?? K A Gray, courtesy B McCartney ?? For many years Canal shed had a number of ‘N15’ 0-6-2Ts for shunting duties, largely in the yards at Canal Basin. However, this circa 1961 view records No 69155 at the rear of the roundhouse. Originally NBR ‘386’ class No 918 of August 1912 (NBL Works No 19839), it arrived in November 1940 as LNER No 9918, and latterly was a favourite for Canal’s London Road pilot duty until it left service on 3 September 1962 as the last of its type, by several years, to work from the shed; its disposal was at Cowlairs. Of note is that the ‘N15’ still carries the pre-1956 British Railways logo, the BR Standard ‘2MT’ 2-6-0 also on hand, No 78046, is visiting from Hawick, and across the rails behind the 0-6-2T is a wooden plank carrying a pair of (red?) lamps, apparently barring access to the nearby wheel drop.
K A Gray, courtesy B McCartney For many years Canal shed had a number of ‘N15’ 0-6-2Ts for shunting duties, largely in the yards at Canal Basin. However, this circa 1961 view records No 69155 at the rear of the roundhouse. Originally NBR ‘386’ class No 918 of August 1912 (NBL Works No 19839), it arrived in November 1940 as LNER No 9918, and latterly was a favourite for Canal’s London Road pilot duty until it left service on 3 September 1962 as the last of its type, by several years, to work from the shed; its disposal was at Cowlairs. Of note is that the ‘N15’ still carries the pre-1956 British Railways logo, the BR Standard ‘2MT’ 2-6-0 also on hand, No 78046, is visiting from Hawick, and across the rails behind the 0-6-2T is a wooden plank carrying a pair of (red?) lamps, apparently barring access to the nearby wheel drop.
 ?? Colour-Rail.com SC1538 ?? No 61858, one of Canal shed’s long-serving allocation of Gresley ‘K3’ 2-6-0s, is seen in May 1959, active and all coaled-up on its home shed in readiness for its next duty. Completed at Darlington Works in May 1925 as LNER No 195, this Mogul arrived new at Carlisle and with the exception of a total 14 months of absence, when serving St Margarets and Neepsend sheds, it was a Carlisle Canal locomotive until being condemned on 26 April 1961 having completed more than 36 years of service. Following that it went into store at Eastfield shed, waiting the call to Cowlairs Works, in September 1961, for cutting up.
Colour-Rail.com SC1538 No 61858, one of Canal shed’s long-serving allocation of Gresley ‘K3’ 2-6-0s, is seen in May 1959, active and all coaled-up on its home shed in readiness for its next duty. Completed at Darlington Works in May 1925 as LNER No 195, this Mogul arrived new at Carlisle and with the exception of a total 14 months of absence, when serving St Margarets and Neepsend sheds, it was a Carlisle Canal locomotive until being condemned on 26 April 1961 having completed more than 36 years of service. Following that it went into store at Eastfield shed, waiting the call to Cowlairs Works, in September 1961, for cutting up.
 ?? H Milburn ?? On 8 June 1963 Carlisle Canal shed the nearest of a trio of St Margarets Pacifics is Thompson ‘A2/3’ No 60522 Straight Deal, and the Gresley ‘A3s’ are Nos 60041 Salmon Trout and 60043 Brown Jack; No 60098 Spion Kop goes unseen. No 60522 (Doncaster, June 1947) worked on the North Eastern Region before moving to St Margarets in December 1962. It left for Polmadie three months after this photograph was taken, was condemned on 19 June 1965 and reached Motherwell Machinery & Scrap, Wishaw for disposal. No 60041 (Doncaster, December 1934) spent its career at Haymarket before moving to St Margarets in July 1960 and being withdrawn on 4 December 1965, and scrapped at Arnott Young (Carmyle). No 60043 (Doncaster, February 1935 – the last ‘A3’ built) followed No 60041 through Haymarket to St Margarets (November 1961), leaving service on 14 May 1964 for cutting up at Motherwell Machinery & Scrap. Of the equine namesakes, Straight Deal’s career was in 1942/43, during which it won the ‘new’ Derby, run, because of wartime, at Newmarket instead of Epsom, which was then accommodat­ing an anti-aircraft battery! Salmon Trout ran in 1923-25, winning the 1924 St Leger, while Brown Jack had a career spanning 1928-34, winning 18 races, including the Queen Alexandra Stakes on six consecutiv­e occasions, 1929-34!
H Milburn On 8 June 1963 Carlisle Canal shed the nearest of a trio of St Margarets Pacifics is Thompson ‘A2/3’ No 60522 Straight Deal, and the Gresley ‘A3s’ are Nos 60041 Salmon Trout and 60043 Brown Jack; No 60098 Spion Kop goes unseen. No 60522 (Doncaster, June 1947) worked on the North Eastern Region before moving to St Margarets in December 1962. It left for Polmadie three months after this photograph was taken, was condemned on 19 June 1965 and reached Motherwell Machinery & Scrap, Wishaw for disposal. No 60041 (Doncaster, December 1934) spent its career at Haymarket before moving to St Margarets in July 1960 and being withdrawn on 4 December 1965, and scrapped at Arnott Young (Carmyle). No 60043 (Doncaster, February 1935 – the last ‘A3’ built) followed No 60041 through Haymarket to St Margarets (November 1961), leaving service on 14 May 1964 for cutting up at Motherwell Machinery & Scrap. Of the equine namesakes, Straight Deal’s career was in 1942/43, during which it won the ‘new’ Derby, run, because of wartime, at Newmarket instead of Epsom, which was then accommodat­ing an anti-aircraft battery! Salmon Trout ran in 1923-25, winning the 1924 St Leger, while Brown Jack had a career spanning 1928-34, winning 18 races, including the Queen Alexandra Stakes on six consecutiv­e occasions, 1929-34!
 ?? H Milburn ?? A 1964 view from inside Carlisle Canal’s roundhouse, out towards the coaling tower, as the wreckers pause in their work of destructio­n. The physical remains of 102 years of history, of so many men and machines, are being forever erased – but the memories linger on.
H Milburn A 1964 view from inside Carlisle Canal’s roundhouse, out towards the coaling tower, as the wreckers pause in their work of destructio­n. The physical remains of 102 years of history, of so many men and machines, are being forever erased – but the memories linger on.

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