456:
360:
1137:
953:
802:
894:
548:) was opened formally on 21 September 1846, and the following day to the general public. For the time being it was a single line only. The section from Kendal Junction to Kendal on the Windermere line was opened on the same day. On 15 December 1846 the remainder of the line from Kendal Junction to Carlisle was opened formally, and fully on 17 December 1846. By January 1847 double track had been installed throughout. Two passenger trains ran each way daily throughout on the line at first.
717:
241:
148:
19:
286:
34:, the Company launched the first continuous railway connection between the English railway network and the emerging network in central Scotland. The selection of its route was controversial, and strong arguments were put forward in favour of alternatives, in some cases avoiding the steep gradients, or connecting more population centres. Generating financial support for such a long railway was a challenge, and induced the engineer
1947:
2847:
2579:
2113:
2037:
1958:
2836:
2827:
2724:
2614:
1992:
1984:
1910:
2977:
2892:
2586:
2102:
1918:
2941:
2884:
2794:
2625:
2225:
2075:
1901:
2875:
2820:
2640:
2502:
2437:
2329:
2232:
2053:
2045:
1966:
2084:
2984:
2948:
1976:
2092:
2787:
2509:
2430:
2322:
1926:
1725:
1685:
3010:
3003:
2970:
2701:
2648:
2632:
1718:
1692:
1637:
2765:
2743:
2693:
2557:
2535:
2405:
2380:
2355:
2297:
2275:
2185:
2163:
2141:
1857:
1835:
1813:
1791:
1769:
2919:
2480:
1879:
1663:
216:, and the line would then follow the west side of Haweswater to Bampton and Penrith. The tunnel under Gatescarth Pass (1,950 feet above sea level) would require construction shafts 700 feet deep. Meanwhile Locke revisited his Lune Valley route and proposed a deviation between Tebay and Penrith, involving a shorter tunnel under
273:
Sleddale route and the northern part of the Lune Valley route might be feasible. George Larmer, working as Locke's local engineering representative while Locke was engaged elsewhere, quickly surveyed the connecting link from near Kendal to
Borrowbridge in the Lune Valley, finding a route that offered reasonable gradients.
1561:. The steep gradients designed by Locke was for many years an operational difficulty, and all but the lightest trains had to be assisted by a banking engine or a pilot engine. Even after the introduction of diesel traction, this necessity continued, only being obviated on electrification of the route.
331:
without any tunnel. In doing so he increased ruling gradients from 1 in 140 in the earlier scheme to four miles of 1 in 75. To avoid landowner opposition, he altered the
Bampton and Askham route to run via Thrimby Grange and Clifton. The bill for the Lancaster and Carlisle Railway went forward to the
305:
to
Ardrossan. Provision of a direct railway connection was now inevitable and the commission's view was no longer authoritative. However the money market had become tight, but after considerable hesitation in committing money, there was a meeting on 6 November 1843 at Kendal which determined to build
97:
coast. This had much easier gradients and would serve numerous populated settlements, but at the expense of considerable extra distance. Stephenson's proposals were not carried forward at this stage. Joseph Locke carried out a series of assessments of practicable routes in the years 1835 to 1837, not
1506:
domination, and angry that the board would not sanction a lease of the Little North
Western Railway, a section of the shareholders led by John Barker, of Milnthorpe, made sweeping charges of defective management causing weak dividends. At the half-yearly meeting in September 1855 at which the issue
925:
saw that this would abstract far more business than if it permitted the
Midland Railway to use its line from Low Gill to Carlisle, on which it could charge tolls on the traffic, and it belatedly offered to concede the facility. The Midland Railway wished to take advantage of this, which would avoid
520:
station was thus to remain a terminus. Kendal interests were also dismayed to learn that the
Lancaster and Carlisle Railway (L&CR) would pass about two miles from their town, and they quickly developed a scheme for a branch line to their town, running on to the shore of Windermere. Approval for
416:
The line was to be built as a single track with land acquired sufficient for double track. However on 4 October 1844 the directors resolved: "That viewing probable increase of traffic and the extension of the railway to
Scotland... it is desirable that this board shall recommend to the shareholders
276:
The commission issued a second report in
November 1840, which approved Larmer's route, which became the preferred option for a Lancaster to Carlisle line. The commission stuck to the policy that only one Anglo-Scottish route was viable, but it refrained from any definite recommendation as between
1569:
The
Preston to Carlisle section of the West Coast Main Line was electrified on the 25kV overhead system; it was energised on 25 March 1974. A full electrically operated train service started on 6 May 1974. On 7 May HM the Queen travelled the route and 'drove' the train from Preston to Lancaster.
592:
The
Lancaster and Carlisle Railway had been backed by the money of principal investors in more southerly railways, who saw the advantage of a future west coast main line to Scotland. On 16 July 1846, just as the Lancaster-Carlisle was nearing completion, a merger occurred between three important
641:
was carefully accounting for the toll charges it would pay, against the day when there was an active owning company to which it could pay them. The alarming situation was discussed at a shareholders' general meeting on 4 August 1848, when authority was given to plan an independent line between
636:
Opening on 15 February 1848, the Caledonian Railway now connected Glasgow and Edinburgh into the west coast network. This led to a huge increase in business, and a 44 per cent rise in the receipts of the Lancaster and Carlisle Railway. Nevertheless the new Anglo-Scottish expresses were running
563:
The first branch connection of any sort off the L&CR was the Kendal and Windermere Railway. The two miles from Kendal Junction (later named Oxenholme) to Kendal opened to passenger traffic with the southern section of the L&CR on 22 September 1846, but goods traffic was delayed until 4
272:
The Smith and Barlow Commission became bogged down by energetic advocacy of rival schemes, and their first report of May 1840 was ambiguous. However it rejected the Stephenson scheme for a Cumberland coast railway. They suggested that a route combining the Lancaster to Kendal part of the Long
1297:
The Lancaster and Carlisle Railway (L&CR) diverted its trains to the Citadel station in September 1847, probably 1 September: the station was far from complete. The Caledonian Railway started using the station on 10 September 1847 when the first part of its own line was opened, as far as
256:
At the time there was a firm belief that only one such route could be sustained, and the Government took the unusual step of establishing a Commission on Railway Communication to determine what that route should be. The commission was appointed in November 1839 and had two members,
1548:
main line were promoted and built by the London and North Western Railway after the takeover. A double-track south curve from the Lancaster direction leading to the Hest Bank branch near Bare Lane was authorised by an act of Parliament of 19 July 1887, and opened on 19 May 1888.
417:
at a special meeting to be held as early as possible, to lay down a double line of rails for the whole line or for any part that may be considered desirable." This was obviously in consideration of a continuation to central Scotland, although it was nine months before the
248:
Carlisle was not the ultimate destination in these considerations: the issue was a route between the emerging English network and central Scotland. Although Lancaster was an obvious starting point for a westerly route, there were advocates for an eastern route from
46:
with the three other railway companies terminating there, seemed obviously appropriate, but proved hugely difficult, and the Lancaster and Carlisle Railway funded the main station practically single-handedly, in the face of outright obstruction.
253:. Here too the terrain northwards was a major difficulty: selection of the route of such a line within Scotland was just as controversial as that in England, and it incorporated just as great a difficulty in finding a practicable route.
1430:
had advanced £56,490 on the station, and the Caledonian had only paid in £5,000. It was not until 1854, when the station works had cost £178,324, that the Caledonian Railway then paid £85,391 as its portion. This great leniency of the
507:
In early 1845 a petition was received from citizens of Lancaster, asking that the new line should pass to the west of the town, near the navigable section of the River Lune. This was agreed to, and an amending act of Parliament, the
41:
The sparseness of the population discouraged the addition of branch lines, with a small number of exceptions, although several east-west secondary routes made independent connection to the route. Establishing a joint station at
3096:
Carnforth; opened 22 September 1846; both Carnforth and Carnforth-Yealand used in timetables 1849 to 1864; Yealand was probably added due to a clerical error; main line platforms closed 4 May 1970; branch platforms still
1497:
the board had had to suffer only one open contretemps, though there were internal dissensions from time to time. Dividends continued to rise until the beginning of 1855, when, due to the depression in general trade, the
326:
of the Lancaster and Preston Junction Railway and pass round the east side of the town. Locke adopted the Lancaster - Oxenholme - Grayrigg - Tebay route, but eliminated the tunnel at Orton Scar, and determined to cross
1360:
and offered £7,005 for the land it needed for the development of Citadel station. Hudson intervened, and demanded £100,000. A jury was appointed to assess the value of the land, and it decided on £7,171, which the
584:
shareholders refused the proposal. The directors of the L&PJR felt aggrieved that their considerable hard work in negotiation was so casually cast aside, and they all, except one, resigned. This left the
516:
c. xxxii), obtained on 30 June 1845 authorising a deviation line leaving the Lancaster and Preston Junction Railway (L&PJR) south of Lancaster, and passing through a new Lancaster station; the old
882:
c. clxi) was passed on 25 August 1857 with additional capital of £300,000. The junction at Low Gill was to be triangular. Having achieved the object of blocking the approach of other railways, the
1598:
1502:, and a slight decrease in the Anglo-Scottish traffic, there was a fall in receipts and a small drop in the dividend rate. Seizing on this as an excuse, disturbed at what was said to be frequent
650:
line, on 21 August 1848, when a London to Glasgow express passenger train ran into a stationary train carrying out station duties there. One person was killed and several injured. The subsequent
1557:
The Lancaster and Carlisle Railway line was a key part of the west coast route from London to Glasgow. The line continued as the principal route through Carlisle, and to this day is part of the
572:
The Lancaster and Carlisle Railway (L&CR) depended on the Lancaster and Preston Junction Railway (L&PJR) for its southward connection. At the end of 1844, the common interests of the
1220:
c. cclvii) authorising the station was passed on 27 July 1846. The new station began to be referred to as "Citadel" from February 1847. The Caledonian Railway got its act of Parliament, the
1507:
came to a head, the board adjourned the meeting and asked for a committee of enquiry. This was, perhaps, the only case of such charges being made against a board that had been paying 8 to
187:, next following round the Cumberland coast to Whitehaven, where a railway from Carlisle was already proposed. Modifications to that prodigious scheme were put forward the following year.
1270:
wrote to the three other companies; it had by now expended £60,000 on the joint station, and it invited the other companies to contribute some money at once, in the proportions 3:3:3:1 (
1204:
too prevaricated, hoping to get compensated for its expenditure on the London Road station. Considerable negotiation on points of detail continued, until from the beginning of 1846 the
322:
had each agreed to take £65,000. Locke was asked to be engineer-in-chief and he made some last minute revisions to the route previously advanced. The line was to strike north from the
970:
An Act for authorizing the Lancaster and Carlisle Railway Company to make new Works, and to make Arrangements with other Companies, and to raise further Funds; and for other Purposes.
194:
was a significant community of 9,000 persons, and local interests were dismayed to be by-passed by Locke's scheme. They argued that a line could be made running north from Kendal up
1392:
and the Caledonian Railway, and became a permanent tenant of Citadel station, effective from 1 June 1851. Its trains reversed into the station from the London Road direction on the
277:
west and east coasts. Their opinion was becoming irrelevant, as the west coast faction was now building to Lancaster, and the east coast railways were shortly to reach Newcastle.
1051:
had a bill in Parliament for an extension to an improved station of its own, at Crown Street, and felt that its bill should proceed, but undertook to make arrangements with the
909:
carriages to or from Scotland were not permitted for a long time. The Midland Railway later took over the North Western Railway, but eventually gave up the idea of running from
106:
to "report on the practicability of making a railway communication between Preston and Glasgow". He proposed a route passing east of Lancaster and running up the valley of the
1377:
immediately dismantled Crown Street station and the tracks there. Hudson's fall from power took place shortly afterwards, and Parliament refused to sanction his leases of the
854:. In 1855 there was an upsurge in interest in rival long-distance railways and the idea of continuing to Low Gill, originally authorised but never completed, was revived. The
163:. Stephenson was sceptical about the ability of locomotives of the day to ascend gradients, and he was happy to prepare a route that followed the coast closely, crossing
3791:
3776:
258:
642:
Lancaster and Preston, as no resolution of the dangerously unsatisfactory status quo seemed imminent. In fact matters were brought to a head by a rear-end collision at
77:
Already in 1835 many observers saw that a trunk line connecting England and Scotland could be expected soon; surveys had already been carried out and routes suggested.
1591:
1221:
473:
An Act to enable the Lancaster and Carlisle Railway Company to alter the Line of such Railway, and to make a Branch therefrom; and for other Purposes relating thereto.
38:
to make a last-minute change to the route: in the interests of economy and speed of construction, he eliminated a summit tunnel at the expense of steeper gradients.
1435:
over a long and difficult period was probably motivated by the desire that the Caledonian Railway should emerge as a vigorous partner in the Anglo-Scottish trade.
3796:
3766:
1345:
line on the level three times in doing so; if the train proceeded to London Road, as some did, and its engine returned light, then five level crossings of the
1079:'s parliamentary expenses among them, and that the four companies should then form a joint station committee to decide on the best site and other matters. The
1154:
An Act to enable the Lancaster and Carlisle Railway Company to extend and enlarge their Stations and extend their Railway at Carlisle; and for other Purposes.
1317:
as part of his kingdom. He was accustomed to using underhand tactics, and was later found out and disgraced At this stage however, he immediately leased the
1584:
890:(LNWR) takeover, on 24 August (goods) and 16 September (passengers), 1861. The south curve of the intended triangular Low Gill junctions was never built.
3786:
1369:
called in the Under Sheriff of Cumberland. At 10 am on 17 March 1849 that officer took possession of the site and handed it over to the solicitor of the
323:
269:
at Woolwich. Their task was to examine the whole question of railway communication between England and Scotland, as well as between London and Ireland.
66:
opened, heralding a new age of steam powered public railways. It did not take many years for a railway network to form, and by October 1838 it reached
3761:
2254:
2247:
3756:
2014:
2007:
905:
did what it could to discourage through traffic. Through running at Ingleton did not take place, and at Tebay there were no worthwhile connections.
1419:
changed the running to normal left hand running, and to suit this some signal alterations had to be made around St Nicholas crossing and junction.
613:
had agreed that the Grand Junction Railway would work its line, and the London and North Western Railway (LNWR) therefore inherited that task. The
3781:
545:
3081:; opened 22 September 1846; Bradshaw showed this as Lancaster New Bailey in first months, and occasionally as Lancaster Castle later; still open;
756:
opened a single track connection from Green Ayre to the Lancaster and Carlisle Railway (L&CR) Lancaster Castle station on 19 December 1849.
3032:
3025:
1400:
1159:
975:
814:
509:
478:
372:
319:
71:
3771:
3152:
Penrith; opened 17 December 1846; shown as Penrith for Ullswater Lake (sic) in timetables from 1904; simply Penrith from 6 May 1974; renamed
3311:
3272:
2859:
725:
3112:
Kendal Junction; opened 22 September 1846; Oxenholme was used in Bradshaw and other documentation; definitely Oxenholme from 1898; renamed
1099:
741:
926:
the expense of constructing the Settle and Carlisle Line, but Parliament refused to allow the abandonment of the project. In this way the
696:, and the lease of the Kendal and Windermere Railway were authorised by an act of Parliament of 13 August 1859. Within the next month the
525:
was received in the same act of Parliament as the Lancaster deviation, without opposition in Parliament; authorised capital was £125,000.
2956:
2149:
1310:
3668:
1325:
away. He soon went further, leasing the Maryport and Carlisle Railway (M&CR) from 1 October in the same year. The alignment of the
1865:
3389:
3332:
2596:
1415:
had always run on the right-hand track and the start of regular train working into Citadel showed this to be a problem. In 1864 the
602:
1106:
reached Carlisle, until such time as a joint station was completed. London Road station was reached by a short extension spur from
1035:
At the time of the incorporation of the Lancaster and Carlisle Railway (L&CR) there were two railways already in Carlisle: the
1470:
feared the line's allegiance might pass to the Midland Railway, which at that time was advancing towards Carlisle from Leeds. The
2927:
2670:
2663:
2565:
1671:
1141:
957:
887:
806:
760:
606:
266:
144:
into Carlisle. The steepest gradients were to be 1 in 100. His report was well received, but no progress was made at this stage.
63:
1426:
and the Caledonian Railway between them to share the cost of Citadel, but the Caledonian was not a good payer. By July 1847 the
2751:
1740:
633:
when it opened from Lancaster to Kendal, and nobody had the authority to prevent it. This service began on 22 September 1846.
1040:
580:
Railway were becoming plain, and talk of an amalgamation turned into serious negotiation. An arrangement was agreed, but the
3737:
2459:
2452:
1702:
1036:
594:
522:
307:
160:
2061:
1618:
1458:
delayed absorption by the London and North Western Railway (LNWR), until on 10 September 1859 it leased its line to the
1239:'s Canal Branch to get direct access to its Crown Street station, which had hitherto been reached by a reversal on the
460:
422:
364:
1247:
construction was approaching Citadel, and crossed the existing Crown Street branch on the level, and it crossed the
2543:
1843:
1821:
1055:
for the joint use of this station and land to the south-west of it. At this stage the eventual construction of the
2773:
2710:
2488:
1188:
The question of the joint station was on hold awaiting the formation of the Caledonian Railway. In May 1845, the
998:
851:
674:
643:
1748:
1294:
as a party to the construction of the joint station; this action resulted in a complete breakdown of relations.
918:
862:
to Ingleton. This was obviously a spoiling tactic, and Parliament inserted a clause into the bill requiring the
673:
had been running local trains from its terminus at Lancaster, but now all passenger business was transferred to
2903:
2413:
2388:
2363:
2305:
1030:
842:
779:
jointly built a line from Carnforth to Wennington, on the North Western Railway line, and this opened in 1867.
3189:; opened by 10 September 1847; various combinations with "Citadel" and "Joint" used in timetables; still open.
1021:
that actually built the line. It opened on 8 August 1864. It was built as double track, but was soon singled.
1887:
893:
3717:
Official Illustrated Guide to the Lancaster and Carlisle, Edinburgh & Glasgow, and Caledonian Railways
1777:
930:
secured a pyrrhic victory, and the Midland Railway was obliged to construct the Settle and Carlisle line.
858:
saw that this was a threat to abstract traffic from it, and it promoted its own bill for a line from near
745:
598:
311:
103:
2804:
2519:
2283:
1799:
1478:
immediately before this arrangement, so that the whole line from Preston to Carlisle was included. The
1149:
965:
700:, including the properties which had belonged to these two other lines, was leased for 900 years to the
468:
1208:
determined to have one common station at Carlisle, even if it had to provide all the money itself. The
1059:
was regarded as certain, although that company's powers were not being applied for yet. Next month the
3731:
3711:
3209:
3131:
Shap Summit; workmen's platform for Shap Granite Company, probably from the mid-1880s to autumn 1956;
2339:
2171:
1647:
1558:
51:
716:
2125:
1399:
The Newcastle and Carlisle Railway (N&CR) never used Citadel station, and it was not until the
315:
240:
147:
67:
3093:
Bolton; opened 7 August 1847; Bolton-le-Sands shown in Bradshaw from 1861; closed 3 February 1969;
1446:
alignment came into use carrying the main line over the Canal Branch, which was itself realigned.
18:
3137:
Clifton; opened 17 December 1846; renamed Clifton and Lowther 1 February 1877; closed 4 July 1938
1056:
534:
418:
221:
31:
1251:
Canal branch on the level at St Nicholas. In 1849 the L&CR went to law to get possession of
30:
was a main line railway opened between those cities in 1846. With its Scottish counterpart, the
771:. It opened to goods traffic on 10 August 1857 and to passenger traffic on 16 August 1857. The
3684:, the Railway and Canal Historical Society, Richmond, Surrey, fifth (electronic) edition, 2019
3664:
3385:
3328:
3307:
3268:
589:
without a properly constituted directorate, and it was unable to function at corporate level.
285:
89:. This involved steep gradients, which Stephenson disliked, and he preferred a route crossing
78:
3125:
Low Gill Junction; opened 16 September 1861; renamed Low Gill from 1883; closed 7 March 1960;
1014:
1001:
to a junction on the Little North Western line at Bare Lane, on the outskirts of Morecambe.
980:
917:(now LNWR) north from Low Gill. In frustration the Midland Railway promoted what became the
879:
819:
229:
225:
168:
141:
133:
1196:
continued to obstruct an agreement, and retaining a plot of intervening land needed by the
3325:
A Regional History of the Railways of Great Britain: volume VIII: South and West Yorkshire
906:
776:
772:
262:
137:
111:
1305:
negotiated briefly in March 1848 to lease the Newcastle and Carlisle Railway (N&CR).
1225:
1217:
1164:
651:
513:
483:
426:
410:
377:
184:
1442:
Canal Branch was hardly appropriate for a main line railway, and on 7 July 1877 a new
654:
Inquiry report elaborated the entire chaotic situation, and public opinion forced the
3750:
1306:
1047:
board discussed a possible joint station with the Maryport and Carlisle Railway. The
172:
164:
90:
1356:
Crown Street terminal to be temporary, and actually illegal. It negotiated with the
1177:
1002:
832:
496:
390:
195:
99:
35:
293:
At the time a London to Glasgow journey involved a steamer section, at first from
3715:
3119:
Grayrigg; opened by 8 July 1848; resited 1 November 1849; closed 1 February 1954
2194:
1499:
328:
217:
3265:
A Regional History of the Railways of Great Britain: volume 10: the North West
1454:
Finding itself now very prosperous, thanks to the Anglo-Scottish traffic, the
1286:
responded, sending a cheque for part of the sum requested. In frustration the
156:
107:
94:
86:
50:
The line was electrified in 1974 and at the present day is a key part of the
1228:
c. ccxlix), the same day for a line to approach the station from the north.
850:
In 1849 the North Western Railway (NWR) had opened its line from Skipton to
768:
764:
729:
564:
January 1847. The Kendal to Windermere section was opened on 20 April 1847.
302:
298:
294:
176:
1577:
3243:
to distinguish it from the better known London and North Western Railway.
552:
43:
541:
was not built swiftly, it would suffer a huge competitive disadvantage.
3682:
Railway Passenger Stations in England, Scotland and Wales: A Chronology
1107:
749:
733:
637:
without authority over the Lancaster and Preston Junction Railway. The
544:
The line was opened between Lancaster and Kendal Junction (later named
401:
The scheme received royal assent without much opposition, becoming the
213:
180:
3149:; divergence of Cockermouth, Keswick and Penrith Railway, 1864 - 1972;
3021:
2659:
2448:
2243:
2198:
2003:
1736:
1385:, so that control of those networks reverted to the owning companies.
159:
area to design a route round the coast of Cumberland linking with the
3168:
Wreay; opened December 1852, replacing Brisco; closed 16 August 1943;
1263:
line, but from 8 August 1852 up the new direct spur from Bog Street.
191:
3580:
Lancaster & Preston Railway: Report to Commissioners of Railways
3208:
The body of water was much altered after 1929 when it was made into
1388:
The Maryport and Carlisle Railway now reached an agreement with the
1365:
immediately paid. Hudson still refused to give up the land, and the
3239:
The North Western Railway is usually referred to informally as the
551:
The Caledonian Railway opened its line from Carlisle northwards to
533:
The allied railways building the east coast route to Scotland, via
910:
892:
859:
715:
284:
239:
146:
17:
3100:
Burton and Holme; opened 22 September 1846; closed 27 March 1950;
1290:
returned the cheque and stated that it could no longer treat the
537:, were pressing ahead, and there was serious concern that if the
413:
c. xxxvi) on 6 June 1844. Authorised share capital was £900,000.
3109:; convergence of Furness Railway line from Arnside, 1876 - 1963;
250:
115:
82:
555:
on 11 September 1847, the first stage of its own construction.
155:
In 1837 George Stephenson was commissioned by interests in the
3072:
1471:
689:
682:
670:
662:
655:
647:
630:
622:
586:
581:
577:
517:
98:
all of them actual surveys. In particular, on 4 November 1836
70:, enabling through journeys from London. On 26 June 1840 the
3090:
Hest Bank; opened 22 September 1846; closed 3 February 1969;
1110:, but the station was itself on a spur facing Newcastle, so
306:
what became the Lancaster and Carlisle Railway Company. The
3122:
Low Gill; opened 17 December 1846; closed 1 November 1861;
1493:
During the 15 years’ independent working existence of the
1259:
trains used Citadel station, at first by reversal off the
3165:
Southwaite; opened 17 December 1846; closed 7 April 1952;
3103:
Milnthorpe; opened 22 September 1846; closed 1 July 1968;
1017:
c. cxxiv) was obtained on 13 August 1859, and it was the
3162:
Calthwaite; opened by 28 July 1847; closed 7 April 1952;
1503:
1483:
1467:
1459:
1018:
994:
927:
922:
902:
886:
was no hurry to build the line, and it opened after the
701:
618:
617:
wished to form connecting and through services with the
74:
further extended the network north as far as Lancaster.
54:, carrying long-distance passenger and freight trains.
3382:
The Origins of the Scottish Railway System, 1722 - 1844
1333:
Canal Branch on the level at St Nicholas, and also the
132:
miles long, after which the line would descend through
22:
The route of the Lancaster and Carlisle Railway in 1846
3327:, David & Charles Publishers, Newton Abbot, 1984,
3171:
Brisco; opened 17 December 1846; closed November 1852;
3159:
Plumpton; opened 17 December 1846; closed 31 May 1948;
1545:
1494:
1479:
1475:
1463:
1455:
1443:
1439:
1432:
1427:
1423:
1412:
1404:
1393:
1389:
1378:
1374:
1370:
1366:
1362:
1346:
1342:
1330:
1326:
1322:
1318:
1314:
1302:
1291:
1287:
1283:
1275:
1271:
1267:
1260:
1248:
1244:
1240:
1236:
1205:
1201:
1197:
1189:
1111:
1103:
1095:
1091:
1080:
1072:
1068:
1060:
1052:
1044:
990:
914:
883:
863:
855:
763:
was incorporated on 24 July 1851, to make a line from
705:
697:
693:
676:
666:
638:
626:
614:
610:
573:
538:
1382:
1357:
1353:
1341:
passenger train arriving at Crown Street crossed the
1338:
1334:
1279:
1256:
1252:
1232:
1193:
1084:
1076:
1064:
1048:
1396:, until a direct curve was opened on 8 August 1852.
874:
Lancaster and Carlisle and Ingleton Railway Act 1857
789:
Lancaster and Carlisle and Ingleton Railway Act 1857
629:
gave notice of its intention to run trains over the
3128:
Tebay; opened 17 December 1846; closed 1 July 1968;
1176:
1171:
1158:
1148:
1122:
974:
964:
938:
841:
831:
826:
813:
787:
740:opened a line from Morecambe to its own station at
720:
Penrith station: double headed up train starts away
495:
490:
477:
467:
437:
389:
384:
371:
345:
3134:Shap; opened 17 December 1846; closed 1 July 1968;
1411:used Citadel from 1 January 1863 as a tenant. The
1352:The Lancaster and Carlisle Railway considered the
1309:, the so-called Railway King, was chairman of the
866:Ingleton branch to be physically connected to the
752:to Low Gill route there, on 17 November 1849. The
212:mile tunnel could take the line to a viaduct over
3695:The Railways of Great Britain: A Historical Atlas
1407:on 17 July 1862 that discussion resumed, and the
2639:
2631:
2624:
1222:Caledonian Railway (Carlisle Deviation) Act 1846
621:at Preston, so the paralysis in the intervening
3743:including a detailed description of the railway
3384:, John Donald Publishers Ltd, Edinburgh, 1983,
3143:; convergence of Eden Valley Line 1863 - 1962;
1083:gave this idea approval in principle, but the
151:Early proposals for a railway to reach Carlise
1592:
1416:
1408:
1192:tried to get the issue moving again, but the
1075:, and the Caledonian Railway would share the
867:
753:
737:
8:
2044:
2036:
1965:
1957:
1200:approach to the intended joint station. The
732:, where a harbour was being developed, with
997:takeover. A short loop was authorised from
81:had developed two routes, a direct one via
3565:
3563:
3473:
3471:
3469:
3402:
3400:
3398:
1983:
1975:
1626:
1599:
1585:
1119:
935:
784:
434:
342:
3503:
3501:
2891:
2883:
2091:
2083:
3792:British companies disestablished in 1879
3777:Railway companies disestablished in 1879
3628:
3626:
3624:
3535:
3533:
3531:
3459:
3457:
1917:
1909:
3663:, Ian Allan Limited, Shepperton, 1988,
3349:
3347:
3345:
3343:
3341:
3256:
3201:
2846:
2112:
1946:
1582:
1329:approaching from the south crossed the
1212:Lancaster and Carlisle Railway Act 1846
1124:Lancaster and Carlisle Railway Act 1846
1009:Lancaster and Carlisle Railway Act 1859
940:Lancaster and Carlisle Railway Act 1859
661:On 1 August 1849 the management of the
441:Lancaster and Carlisle Railway Act 1845
405:Lancaster and Carlisle Railway Act 1844
347:Lancaster and Carlisle Railway Act 1844
310:had offered to subscribe £100,000, the
236:The Commission on Railway Communication
3177:; connection to goods lines from 1877;
708:came to an end as an active operator.
510:Kendal and Windermere Railway Act 1845
320:Lancaster and Preston Junction Railway
72:Lancaster and Preston Junction Railway
3797:British companies established in 1844
3767:Railway companies established in 1844
3697:, Ian Allan Limited, Shepperton, 2002
3267:, David St John Thomas, Nairn, 1986,
843:Text of statute as originally enacted
744:in 1848 and was extended eastward to
220:, before curving to the west through
114:. There was to be a summit tunnel at
7:
3087:; divergence to Morecambe from 1888;
2835:
2613:
1255:ground it needed. From 1 June 1851,
989:One more branch was promoted by the
3183:; connection towards N&CR line;
2700:
2692:
2578:
2101:
1337:Crown Street line on the level. An
1311:York, Newcastle and Berwick Railway
1098:in the summer of 1845 to use their
3569:Holt and Biddle, pages 227 and 228
3433:Holt and Biddle, pages 215 and 216
1535:per cent, all paid out of revenue.
1462:. The terms were very generous to
1321:, from 1 August 1848, to keep the
913:to Carlisle over the line and the
265:, Professor of Mathematics at the
14:
3787:1879 disestablishments in England
3263:Geoffrey Holt and Gordon Biddle,
2826:
2723:
1991:
1900:
1521:per cent and had dropped only to
685:terminus became a goods station.
603:Manchester and Birmingham Railway
244:Later proposals to reach Carlisle
93:by a long barrage, and round the
3762:London and North Western Railway
3632:Joy, pages 67, 68, 73, 76 and 77
3582:, Board of Trade, 24 August 1848
3221:Lancaster became a city in 1937.
3008:
3001:
2982:
2976:
2975:
2968:
2946:
2939:
2917:
2890:
2882:
2874:
2873:
2845:
2834:
2825:
2819:
2818:
2792:
2785:
2763:
2741:
2722:
2699:
2691:
2646:
2638:
2630:
2623:
2612:
2585:
2584:
2577:
2555:
2533:
2507:
2501:
2500:
2478:
2435:
2428:
2403:
2378:
2353:
2328:
2327:
2320:
2295:
2273:
2231:
2230:
2223:
2183:
2161:
2139:
2111:
2100:
2090:
2082:
2073:
2052:
2051:
2043:
2035:
1990:
1982:
1974:
1964:
1956:
1945:
1924:
1916:
1908:
1899:
1877:
1855:
1833:
1811:
1789:
1767:
1723:
1716:
1690:
1683:
1661:
1635:
1243:line. In the summer of 1847 the
1142:Parliament of the United Kingdom
1135:
1067:station bill was withdrawn, the
958:Parliament of the United Kingdom
951:
888:London and North Western Railway
807:Parliament of the United Kingdom
800:
761:Ulverstone and Lancaster Railway
704:as from 1 August 1859. Thus the
607:London and North Western Railway
454:
358:
64:Liverpool and Manchester Railway
3757:Early British railway companies
3230:Later named Berwick-upon-Tweed.
2983:
2947:
2940:
2793:
2224:
2074:
1114:trains had to reverse into it.
625:was a problem. Accordingly the
324:Lancaster-Penny Street terminus
3782:1844 establishments in England
2786:
2508:
2436:
2429:
2321:
1925:
1724:
1684:
1043:(N&CR). In March 1844 the
1041:Newcastle and Carlisle Railway
336:Authorisation and construction
198:. At the head of the valley a
179:and then tunnelling under the
28:Lancaster and Carlisle Railway
1:
3741:report on opening of L&CR
3661:The Age of the Electric Train
3009:
3002:
2969:
2647:
2597:Furness & Midland Jnt Rly
1717:
1691:
1636:
1553:Later development of the line
1037:Maryport and Carlisle Railway
688:The full amalgamation of the
595:London and Birmingham Railway
523:Kendal and Windermere Railway
314:had offered £250,000 and the
308:London and Birmingham Railway
289:Final route to reach Carlisle
161:Maryport and Carlisle Railway
3772:Railway lines opened in 1846
3734:includes map and photographs
3720:, London: W.H. Smith and Son
3241:Little North Western Railway
2764:
2742:
2556:
2534:
2404:
2379:
2354:
2296:
2274:
2184:
2162:
2140:
1856:
1834:
1812:
1790:
1768:
429:c. clxii), of 31 July 1845.
332:1844 session of Parliament.
85:following the valley of the
3415:Robertson, pages 274 to 278
3306:, Ian Allan, London, 1973,
2918:
2479:
1878:
1703:Maryport & Carlisle Rly
1662:
1482:was vested outright in the
665:line was taken over by the
461:Parliament of Great Britain
423:Caledonian Railway Act 1845
365:Parliament of Great Britain
183:peninsula and crossing the
3813:
2860:"Little" North Western Rly
1438:The level crossing of the
1373:. Workmen employed by the
1117:United Kingdom legislation
1028:
933:United Kingdom legislation
782:United Kingdom legislation
748:, joining the uncompleted
432:United Kingdom legislation
421:act of incorporation, the
340:United Kingdom legislation
3477:Holt and Biddle, page 226
3293:Holt and Biddle, page 224
3284:Holt and Biddle, page 200
3017:
2995:
2991:
2962:
2955:
2933:
2926:
2911:
2900:
2867:
2856:
2812:
2801:
2779:
2772:
2757:
2750:
2735:
2731:
2716:
2709:
2683:
2655:
2604:
2593:
2571:
2564:
2549:
2542:
2527:
2516:
2494:
2487:
2472:
2444:
2422:
2412:
2397:
2387:
2372:
2362:
2347:
2336:
2314:
2304:
2289:
2282:
2267:
2239:
2217:
2192:
2177:
2170:
2155:
2148:
2133:
2122:
2067:
2060:
2027:
1999:
1937:
1933:
1893:
1886:
1871:
1864:
1849:
1842:
1827:
1820:
1805:
1798:
1783:
1776:
1761:
1732:
1710:
1699:
1677:
1670:
1655:
1644:
1629:
1544:Two branch lines off the
1134:
1129:
1094:made agreements with the
950:
945:
799:
794:
669:. Up until this time the
658:to re-constitute itself.
453:
448:
357:
352:
259:Lt Col Sir Frederic Smith
3156:18 May 2003; still open;
3116:11 May 1987; still open;
3085:Morecambe South Junction
2904:Glasson Dock branch line
2255:Lancashire Union Railway
1031:Carlisle railway history
919:Settle and Carlisle Line
728:(NWR) wanted to connect
605:amalgamated to form the
529:Construction and opening
102:was commissioned by the
3739:Illustrated London News
3609:Reed, pages 194 and 196
3371:Reed, pages 105 and 106
3175:Upperby Bridge Junction
3114:Oxenholme Lake District
3026:Lancaster & Preston
3451:Reed, pages 117 to 120
3424:Reed, pages 116 to 120
3406:Reed, pages 111 to 113
3069:Lancaster Old Junction
1537:
1450:Absorption by the LNWR
1063:suggested that if the
898:
721:
599:Grand Junction Railway
312:Grand Junction Railway
290:
267:Royal Military Academy
245:
152:
104:Grand Junction Railway
23:
3591:Reed, pages 86 and 91
2805:Morecambe branch line
2520:Hincaster branch line
1491:
1474:amalgamated with the
1466:shareholders, as the
1401:North Eastern Railway
1235:planned to cross the
897:Tebay railway station
896:
742:Lancaster, Green Ayre
726:North Western Railway
719:
568:Company amalgamations
301:, and from 1840 from
288:
281:Final route selection
243:
150:
21:
3712:George Samuel Measom
3578:Captain R M Laffan,
3442:Joy, pages 23 and 24
3210:Haweswater Reservoir
3141:Eden Valley Junction
2340:Ingleton branch line
2008:Cockermouth, Keswick
1749:Settle–Carlisle line
1648:Caledonian Main Line
1559:West Coast Main Line
1489:Reed observes that:
1403:(NER) took over the
1278::Caledonian Railway:
870:terminus there. The
58:Extending northwards
52:West Coast Main Line
3671:, pages 169 and 170
3539:Joy, pages 26 to 28
3463:Joy, pages 24 to 28
3154:Penrith North Lakes
2957:Lancaster (Greaves)
2150:Clifton and Lowther
2126:Eden Valley Railway
2015:and Penrith Railway
1486:from 21 July 1879.
1422:It was left to the
1266:On 24 May 1847 the
1100:London Road station
1039:(M&CR) and the
712:Connecting railways
316:North Union Railway
3392:, pages 268 to 274
3353:Joy, page 19 to 22
3107:Hincaster Junction
3071:; divergence from
2460:Windermere Railway
2248:South Durham &
1057:Caledonian Railway
899:
722:
419:Caledonian Railway
291:
246:
222:Crosby Ravensworth
153:
32:Caledonian Railway
24:
3732:Notes on L&CR
3380:C J A Robertson,
3304:Crewe to Carlisle
3065:
3064:
3061:
3060:
3038:
3037:
2676:
2675:
2671:Lancaster Railway
2465:
2464:
2260:
2259:
2211:
2210:
2020:
2019:
1754:
1753:
1313:, and he saw the
1186:
1185:
1130:Act of Parliament
1015:22 & 23 Vict.
987:
986:
981:22 & 23 Vict.
946:Act of Parliament
880:20 & 21 Vict.
848:
847:
820:20 & 21 Vict.
795:Act of Parliament
559:Windermere branch
505:
504:
449:Act of Parliament
399:
398:
353:Act of Parliament
79:George Stephenson
3804:
3721:
3698:
3691:
3685:
3678:
3672:
3657:
3651:
3648:
3642:
3639:
3633:
3630:
3619:
3616:
3610:
3607:
3601:
3598:
3592:
3589:
3583:
3576:
3570:
3567:
3558:
3555:
3549:
3546:
3540:
3537:
3526:
3523:
3517:
3514:
3508:
3505:
3496:
3493:
3487:
3484:
3478:
3475:
3464:
3461:
3452:
3449:
3443:
3440:
3434:
3431:
3425:
3422:
3416:
3413:
3407:
3404:
3393:
3378:
3372:
3369:
3363:
3360:
3354:
3351:
3336:
3321:
3315:
3300:
3294:
3291:
3285:
3282:
3276:
3261:
3244:
3237:
3231:
3228:
3222:
3219:
3213:
3206:
3181:Upperby Junction
3074:
3033:Junction Railway
3022:
3012:
3011:
3005:
3004:
2986:
2985:
2979:
2978:
2972:
2971:
2950:
2949:
2943:
2942:
2928:Lancaster Castle
2921:
2920:
2894:
2893:
2886:
2885:
2877:
2876:
2849:
2848:
2838:
2837:
2829:
2828:
2822:
2821:
2796:
2795:
2789:
2788:
2767:
2766:
2745:
2744:
2726:
2725:
2703:
2702:
2695:
2694:
2664:Ulverstone &
2660:
2650:
2649:
2642:
2641:
2634:
2633:
2627:
2626:
2616:
2615:
2588:
2587:
2581:
2580:
2566:Burton and Holme
2559:
2558:
2537:
2536:
2511:
2510:
2504:
2503:
2482:
2481:
2449:
2439:
2438:
2432:
2431:
2407:
2406:
2382:
2381:
2357:
2356:
2331:
2330:
2324:
2323:
2299:
2298:
2277:
2276:
2244:
2234:
2233:
2227:
2226:
2199:
2187:
2186:
2165:
2164:
2143:
2142:
2115:
2114:
2104:
2103:
2094:
2093:
2086:
2085:
2077:
2076:
2055:
2054:
2047:
2046:
2039:
2038:
2004:
1994:
1993:
1986:
1985:
1978:
1977:
1968:
1967:
1960:
1959:
1949:
1948:
1928:
1927:
1920:
1919:
1912:
1911:
1903:
1902:
1881:
1880:
1859:
1858:
1837:
1836:
1815:
1814:
1793:
1792:
1771:
1770:
1741:Tyne Valley Line
1737:
1727:
1726:
1720:
1719:
1694:
1693:
1687:
1686:
1672:Carlisle Citadel
1665:
1664:
1639:
1638:
1627:
1610:Carlisle Railway
1601:
1594:
1587:
1578:
1547:
1534:
1533:
1529:
1526:
1520:
1519:
1515:
1512:
1505:
1496:
1485:
1481:
1477:
1473:
1469:
1465:
1461:
1457:
1445:
1441:
1434:
1429:
1425:
1418:
1414:
1410:
1406:
1395:
1391:
1384:
1380:
1376:
1372:
1368:
1364:
1359:
1355:
1348:
1344:
1340:
1336:
1332:
1328:
1324:
1320:
1316:
1304:
1293:
1289:
1285:
1281:
1277:
1273:
1269:
1262:
1258:
1254:
1250:
1246:
1242:
1238:
1234:
1226:9 & 10 Vict.
1218:9 & 10 Vict.
1214:
1213:
1207:
1203:
1199:
1195:
1191:
1165:9 & 10 Vict.
1139:
1138:
1125:
1120:
1113:
1105:
1097:
1093:
1086:
1082:
1078:
1074:
1070:
1066:
1062:
1054:
1050:
1046:
1020:
1011:
1010:
996:
992:
955:
954:
941:
936:
929:
924:
916:
904:
885:
876:
875:
869:
865:
857:
804:
803:
790:
785:
755:
739:
707:
703:
699:
695:
691:
684:
678:
672:
668:
664:
657:
649:
640:
632:
628:
624:
620:
616:
612:
588:
583:
579:
575:
540:
519:
458:
457:
444:
443:
442:
435:
407:
406:
362:
361:
348:
343:
211:
210:
206:
203:
169:Poulton-le-Sands
131:
130:
126:
123:
3812:
3811:
3807:
3806:
3805:
3803:
3802:
3801:
3747:
3746:
3728:
3710:
3707:
3705:Further reading
3702:
3701:
3692:
3688:
3680:Michael Quick,
3679:
3675:
3658:
3654:
3649:
3645:
3640:
3636:
3631:
3622:
3617:
3613:
3608:
3604:
3599:
3595:
3590:
3586:
3577:
3573:
3568:
3561:
3556:
3552:
3547:
3543:
3538:
3529:
3524:
3520:
3515:
3511:
3506:
3499:
3494:
3490:
3485:
3481:
3476:
3467:
3462:
3455:
3450:
3446:
3441:
3437:
3432:
3428:
3423:
3419:
3414:
3410:
3405:
3396:
3379:
3375:
3370:
3366:
3361:
3357:
3352:
3339:
3322:
3318:
3301:
3297:
3292:
3288:
3283:
3279:
3262:
3258:
3253:
3248:
3247:
3238:
3234:
3229:
3225:
3220:
3216:
3207:
3203:
3198:
3147:Eamont Junction
3041:
3013:
3006:
2987:
2980:
2973:
2951:
2944:
2922:
2907:
2896:
2895:
2888:
2887:
2878:
2863:
2852:
2851:
2850:
2841:
2840:
2839:
2830:
2823:
2808:
2797:
2790:
2768:
2752:Bolton-le-Sands
2746:
2727:
2705:
2704:
2697:
2696:
2679:
2651:
2644:
2643:
2636:
2635:
2628:
2619:
2618:
2617:
2600:
2589:
2582:
2560:
2538:
2523:
2512:
2505:
2483:
2468:
2440:
2433:
2418:
2408:
2393:
2383:
2368:
2358:
2343:
2332:
2325:
2310:
2300:
2278:
2263:
2235:
2228:
2213:
2188:
2166:
2144:
2129:
2118:
2117:
2116:
2107:
2106:
2105:
2096:
2095:
2088:
2087:
2078:
2056:
2049:
2048:
2041:
2040:
2023:
1995:
1988:
1987:
1980:
1979:
1970:
1969:
1962:
1961:
1952:
1951:
1950:
1929:
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1565:Electrification
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773:Furness Railway
714:
570:
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514:8 & 9 Vict.
484:7 & 8 Vict.
463:
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427:8 & 9 Vict.
411:7 & 8 Vict.
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378:7 & 8 Vict.
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3693:Col M H Cobb,
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3650:Reed, page 121
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1029:Main article:
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837:25 August 1857
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652:Board of Trade
593:concerns: the
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3659:J C Gillham,
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1608:Lancaster and
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1540:LNWR branches
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1307:George Hudson
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3302:Brian Reed,
3298:
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2518:
2453:Kendal &
2446:
2338:
2241:
2207:278.6 m
2124:
2062:Clifton Moor
2001:
1734:
1701:
1646:
1568:
1556:
1543:
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1488:
1453:
1437:
1421:
1398:
1387:
1351:
1349:took place.
1300:
1296:
1282:). Only the
1265:
1231:In 1846 the
1230:
1209:
1187:
1182:27 July 1846
1178:Royal assent
1089:
1034:
1006:
1003:Royal assent
988:
900:
871:
849:
833:Royal assent
758:
723:
687:
660:
635:
591:
571:
562:
550:
543:
532:
506:
501:21 July 1845
497:Royal assent
415:
402:
400:
391:Royal assent
292:
275:
271:
263:Peter Barlow
255:
247:
190:At the time
189:
154:
100:Joseph Locke
76:
62:In 1830 the
61:
49:
40:
36:Joseph Locke
27:
25:
15:
3323:David Joy,
2202:914 ft
2195:Shap Summit
1500:Crimean War
993:before the
395:6 June 1844
329:Shap Summit
3751:Categories
3251:References
2544:Milnthorpe
1844:Calthwaite
1822:Southwaite
1298:Beattock.
1150:Long title
1087:declined.
966:Long title
746:Wennington
681:, and the
469:Long title
218:Orton Scar
157:Whitehaven
108:River Lune
95:Cumberland
87:River Lune
3335:, page 16
3314:, page 95
3275:, page 20
3079:Lancaster
3073:L&PJR
2774:Hest Bank
2711:Carnforth
2489:Oxenholme
1574:Locations
1472:L&PJR
1167:c. cclvii
999:Hest Bank
769:Carnforth
765:Ulverston
730:Morecambe
692:with the
690:L&PJR
683:L&PJR
671:L&PJR
663:L&PJR
656:L&PJR
648:L&PJR
646:, on the
644:Bay Horse
631:L&PJR
623:L&PJR
587:L&PJR
582:L&PJR
578:L&PJR
546:Oxenholme
518:L&PJR
486:c. xxxvii
303:Fleetwood
299:Ardrossan
295:Liverpool
177:Ulverston
3714:(1859),
3187:Carlisle
2414:Grayrigg
2389:Grayrigg
2364:Low Gill
2306:Low Gill
1866:Plumpton
1546:L&CR
1495:L&CR
1480:L&CR
1476:L&CR
1464:L&CR
1456:L&CR
1444:L&CR
1440:N&CR
1433:L&CR
1428:L&CR
1424:L&CR
1413:N&CR
1405:N&CR
1394:N&CR
1390:L&CR
1383:M&CR
1381:and the
1379:N&CR
1375:L&CR
1371:L&CR
1367:L&CR
1363:L&CR
1358:M&CR
1354:M&CR
1347:L&CR
1343:L&CR
1339:M&CR
1335:M&CR
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1327:L&CR
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1319:N&CR
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1245:L&CR
1241:N&CR
1237:N&CR
1233:M&CR
1206:L&CR
1202:N&CR
1198:L&CR
1194:M&CR
1190:L&CR
1160:Citation
1112:L&CR
1104:L&CR
1096:N&CR
1092:L&CR
1085:M&CR
1081:N&CR
1077:M&CR
1073:N&CR
1069:L&CR
1065:M&CR
1061:L&CR
1053:L&CR
1049:M&CR
1045:L&CR
1025:Carlisle
1005:for the
991:L&CR
983:c. cxxiv
976:Citation
915:L&CR
884:L&CR
864:L&CR
856:L&CR
852:Ingleton
815:Citation
775:and the
706:L&CR
698:L&CR
694:L&CR
677:L&CR
667:L&CR
639:L&CR
627:L&CR
615:L&CR
611:L&CR
601:and the
576:and the
574:L&CR
553:Beattock
539:L&CR
479:Citation
380:c. xxxvi
373:Citation
318:and the
44:Carlisle
1888:Penrith
1530:⁄
1516:⁄
1108:Upperby
822:c. clxi
750:Skipton
734:Skipton
679:station
535:Berwick
230:Clifton
226:Morland
214:Mardale
207:⁄
181:Furness
142:Penrith
134:Bampton
127:⁄
68:Preston
3667:
3388:
3331:
3310:
3271:
1778:Brisco
1619:Legend
1071:, the
921:. The
736:. The
609:. The
597:, the
192:Kendal
138:Askham
3196:Notes
3097:open;
3039:
3020:
2677:
2658:
2466:
2447:
2417:(2nd)
2392:(1st)
2367:(1st)
2309:(2nd)
2284:Tebay
2261:
2242:
2212:
2197:
2021:
2002:
1800:Wreay
1755:
1735:
1172:Dates
911:Leeds
860:Tebay
827:Dates
491:Dates
385:Dates
167:from
110:past
3665:ISBN
3386:ISBN
3329:ISBN
3308:ISBN
3269:ISBN
2172:Shap
1504:LNWR
1484:LNWR
1468:LNWR
1460:LNWR
1301:The
1090:The
1019:LNWR
995:LNWR
928:LNWR
923:LNWR
903:LNWR
901:The
759:The
724:The
702:LNWR
675:the
619:LNWR
521:the
261:and
251:York
228:and
140:and
116:Shap
83:Shap
26:The
1743:and
1417:NER
1409:NER
868:NWR
767:to
754:NWR
738:NWR
297:to
171:to
3753::
3623:^
3562:^
3530:^
3500:^
3468:^
3456:^
3397:^
3340:^
232:.
224:,
136:,
118:,
3212:.
1600:e
1593:t
1586:v
1532:4
1528:1
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