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Lancaster and Carlisle Railway

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Lancaster and Carlisle Railway
Company typePrivate company
IndustryRailway transport
Founded1843
FateMerged into London and North Western Railway
Headquarters
Lancaster
,
England, United Kingdom
Area served
Northern England, Scotland connection
Key people
Joseph Locke (chief engineer)
ProductsRailway transport services

The Lancaster and Carlisle Railway (L&CR) was inaugurated in 1846, creating a principal rail connection between Lancaster and Carlisle. Together with the Scottish Caledonian Railway, it formed the inaugural continuous railway link bridging the English network with central Scotland. The choice of route sparked significant debate, with discussions focusing on alternatives that could avoid steep inclines or serve a greater number of population centers. Due to financial constraints, engineer Joseph Locke opted to forgo a summit tunnel to reduce expenses and accelerate construction, accepting steeper gradients as a trade-off.

The sparse local population limited the establishment of branch lines, save for a few exceptions, although several independent east-west secondary routes existed. Negotiations to create a shared station at Carlisle involving three other rail companies proved challenging; despite opposition, the L&CR largely financed the primary station.

Electrified in 1974, this line continues to serve as an essential segment of the West Coast Main Line, facilitating both long-distance passenger services and freight transport.

Extending northwards

The opening of the Liverpool and Manchester Railway in 1830 signaled a transformative period for steam railways. By October 1838, the railway network extended to Preston, allowing continuous travel from London. The Lancaster and Preston Junction Railway further extended this line to Lancaster on 26 June 1840.

Anticipation of trunk line connections between England and Scotland arose by 1835, prompting route surveys. George Stephenson proposed two options: a direct but steep path via Shap along the River Lune, which he personally disliked due to its gradients; and a longer coastal alternative crossing Morecambe Bay by barrage to serve more settlements but increasing distance. These plans were not advanced at that time. Between 1835 and 1837, Joseph Locke evaluated potential routes; on 4 November 1836, he was commissioned by the Grand Junction Railway to report on a Preston-Glasgow connection.

Locke recommended a route east of Lancaster following the River Lune valley past Kirkby Lonsdale, incorporating a 1¼ mile summit tunnel at Shap, then descending through Bampton, Askham, and Penrith into Carlisle. The steepest incline would be 1 in 100. His report received positive feedback but did not lead to immediate construction.

In 1837, Stephenson was engaged by interests in the Whitehaven region to design a coastal route connecting with the Maryport and Carlisle Railway. Doubtful about locomotives managing steep gradients, he favored a coastal line crossing Morecambe Bay from Poulton-le-Sands to Humphrey Head, continuing to Ulverston, tunneling beneath the Furness peninsula, crossing the Duddon Estuary, then following Cumberland’s coastline to Whitehaven where a Carlisle link was planned. This scheme underwent revisions in subsequent years.

At that time, Kendal had approximately 9,000 inhabitants; local stakeholders opposed Locke’s plan that bypassed their town. They advocated for a line heading north from Kendal through Long Sleddale, featuring a 2¼ mile tunnel at the valley head leading onto a viaduct over Mardale, then continuing along Haweswater to Bampton and Penrith. The Gatescarth Pass tunnel (at an elevation of 1,950 feet) would necessitate shafts as deep as 700 feet. Meanwhile, Locke revisited his Lune Valley proposal with a modification between Tebay and Penrith involving a shorter tunnel beneath Orton Scar, then curving westward through Crosby Ravensworth, Morland, and Clifton.

The Commission on Railway Communication

The primary objective was not Carlisle itself but rather the establishment of a railway connection linking the English network to central Scotland. While Lancaster stood out as a natural origin for a western route, some advocated for an eastern corridor beginning at York. The difficult terrain in Scotland posed challenges comparable to those in England, making the choice of route highly contentious.[1][2]

Convinced that only one route could succeed, the Government formed the Commission on Railway Communication in November 1839. This commission consisted of Lt Col Sir Frederic Smith and Professor Peter Barlow from the Royal Military Academy, Woolwich, charged with investigating potential railway connections between England and Scotland, as well as London and Ireland.[2][3]

Facing vigorous lobbying from competing interests, the Smith and Barlow Commission produced a somewhat equivocal initial report in May 1840, which dismissed Stephenson's proposed railway along the Cumberland coast. Instead, they suggested a viable route combining the Lancaster to Kendal segment (via Long Sleddale) with a northern line through the Lune Valley. George Larmer, representing Locke, conducted surveys for a link from near Kendal to Borrowbridge that maintained acceptable gradients.

By November 1840, the commission endorsed Larmer's surveyed route as the preferred path from Lancaster to Carlisle but emphasized that only one Anglo-Scottish route could be sustained, without deciding between west or east coast alignments. Despite this, their authority diminished as construction on west coast lines advanced toward Lancaster and east coast railways neared Newcastle.[4][2][5]

Final route selection

Early travel between London and Glasgow relied on steamer connections—from Liverpool or later Fleetwood to Ardrossan.[6] However, a continuous rail link became unavoidable despite increasingly constrained capital availability. On 6 November 1843 at Kendal, investors committed funds to establish the Lancaster and Carlisle Railway Company. Significant subscriptions included £100,000 from the London and Birmingham Railway, £250,000 from the Grand Junction Railway, and £65,000 each from the North Union Railway and Lancaster and Preston Junction Railway. Locke was appointed chief engineer and further developed the route.

The railway would extend northward from Lancaster’s Penny Street terminus (Lancaster was granted city status in 1937Cite error: The opening <ref> tag is malformed or has a bad name) before curving east around the town. Locke selected a route via Lancaster - Oxenholme - Grayrigg - Tebay but abandoned plans for an Orton Scar tunnel, opting instead to traverse Shap Summit without tunneling. This adjustment raised ruling gradients from 1 in 140 to four miles at 1 in 75. To address landowner objections, he rerouted through Thrimby Grange and Clifton instead of Bampton and Askham. The bill authorizing the Lancaster and Carlisle Railway was submitted to Parliament in 1844.[7][8]

Authorisation and construction

The project received royal assent with minimal opposition under the Lancaster and Carlisle Railway Act 1844 (7 & 8 Vict. c. xxxvi) on 6 June 1844. The authorized share capital amounted to £900,000.

Originally intended as a single track with provisions for future doubling, the board resolved on 4 October 1844 to recommend shareholders approve immediate construction of a double track due to expected traffic increases and eventual extension into Scotland. This decision anticipated the incorporation of the Caledonian Railway Act 1845 by nine months.

In early 1845, residents of Lancaster petitioned for the line to run west of town near the navigable section of the River Lune. This resulted in an amending statute—the Kendal and Windermere Railway Act 1845 (8 & 9 Vict. c. xxxii)—enacted on 30 June 1845 authorizing a deviation line branching from the Lancaster and Preston Junction Railway (L&PJR) south of Lancaster with a new station; meanwhile, the original L&PJR station remained operational as a terminus.

Concerned that the L&CR would bypass Kendal by two miles, local interests promoted a branch line extending to Windermere. Authorization for the Kendal and Windermere Railway was granted within this same act without opposition, with capital set at £125,000.

Construction and inauguration

As the allied railways progressed swiftly on the east coast route to Scotland via Berwick, concerns grew that the would be at a considerable competitive disadvantage unless completed promptly.

The segment connecting Lancaster to Kendal Junction (later known as Oxenholme) was officially opened on 21 September 1846, with public services commencing the following day, initially operating as a single track. On the same day, the section from Kendal Junction to Kendal on the Windermere line also began operations. The remaining stretch from Kendal Junction to Carlisle was formally opened on 15 December 1846 and became fully operational by 17 December. By January 1847, double tracks were installed along the entire route. At first, two passenger trains ran in each direction daily.

The Caledonian Railway extended its line northward from Carlisle to Beattock on 11 September 1847, marking the initial phase of its expansion.

Windermere branch

The first branch line off the L&CR was the Kendal and Windermere Railway. The two-mile section from Kendal Junction to Kendal opened for passenger services alongside the southern L&CR segment on 22 September 1846; freight services commenced on 4 January 1847. The extension from Kendal to Windermere was inaugurated on 20 April 1847.

Company mergers

The L&CR depended on the Lancaster and Preston Junction Railway (L&PJR) for its southern link. By late 1844, mutual interests led to serious merger discussions; however, L&PJR shareholders rejected the proposal, resulting in most directors resigning and rendering the company unable to operate effectively.

Supported by investors from southern railways aiming to establish a west coast main line to Scotland, the L&CR had arranged for the Grand Junction Railway to operate its route. When the Grand Junction merged in July 1846 with the London and Birmingham Railway and Manchester and Birmingham Railway to form the London and North Western Railway (LNWR), this operational responsibility transferred to LNWR. The L&CR sought through-running services with LNWR at Preston, but L&PJR’s dysfunction hindered progress. As a result, L&CR began running trains over L&PJR tracks between Lancaster and Kendal on 22 September 1846 without formal authorization.

The connection of Glasgow and Edinburgh by the Caledonian Railway into the west coast network in February 1848 led to a 44% growth in revenue for L&CR. Nonetheless, unauthorized Anglo-Scottish express services operated over L&PJR lines, with L&CR covering toll payments while awaiting resolution. During an August 1848 shareholders' meeting, approval was given for constructing an independent Lancaster-Preston line due to ongoing conflicts. A severe collision at Bay Horse on 21 August underscored operational disorder, prompting public pressure that forced L&PJR into reorganization.

On 1 August 1849, management of L&PJR’s line was assumed by L&CR. Passenger operations were relocated from L&PJR’s Lancaster terminus to L&CR’s station; the former facility was converted into a goods depot.

The complete merger of L&PJR with L&CR along with the lease of the Kendal and Windermere Railway was authorized by the Lancaster and Carlisle Railway Act 1859 (22 & 23 Vict. c. cxxiv) on 13 August 1859. Within a month, L&CR—including these assets—was leased for a term of 900 years to LNWR starting from 1 August 1859, ending L&CR’s existence as an independent company.

Connecting railways

The North Western Railway (NWR), often referred to as the "Little" North Western Railway, sought to connect Morecambe—where it was developing a harbour—with Skipton. In 1848, the NWR inaugurated a route from Morecambe to its Lancaster Green Ayre station, which was extended eastward to Wennington on 17 November 1849. This extension linked with the partially completed Skipton to Low Gill section. Additionally, a single-track line from Green Ayre to the Lancaster and Carlisle Railway (L&CR) station at Lancaster Castle commenced operations on 19 December 1849.

The Ulverstone and Lancaster Railway, established in 1851, constructed a railway stretching from Ulverston to Carnforth. This line opened for freight traffic on 10 August 1857 and began passenger services shortly after, on 16 August 1857. Subsequently, the Furness Railway and Midland Railway collaborated to build a segment connecting Carnforth to Wennington on the NWR route, which became operational in 1867.

In 1849, the NWR launched its line from Skipton to Ingleton. Interest in completing the Low Gill link revived by 1855. The L&CR perceived this as competitive and promoted an alternative line from near Tebay to Ingleton. Parliamentary legislation mandated that the L&CR’s Ingleton branch physically connect with the NWR terminus. The Lancaster and Carlisle and Ingleton Railway Act 1857 (20 & 21 Vict. c. clxi), enacted on 25 August 1857 with a capital of £300,000, required the construction of a triangular junction at Low Gill. Following the London and North Western Railway (LNWR) takeover, this line opened for freight on 24 August and passengers on 16 September 1861; however, the south curve of the Low Gill junction was never completed.

The LNWR discouraged continuous through services: there was no through running at Ingleton, and restricted connections at Tebay impeded Midland Railway trains traveling to or from Scotland. Although Midland later acquired the NWR, it abandoned ambitions to operate Leeds-Carlisle traffic via this route and the L&CR (by then LNWR) north of Low Gill. Frustrated by these limitations, Midland championed the creation of the Settle and Carlisle Line. The LNWR feared losing more traffic if Midland constructed this new line instead of using LNWR’s Low Gill-Carlisle path subject to tolls. Consequently, LNWR offered access rights; however, Parliament refused to halt Settle and Carlisle’s development. Ultimately, LNWR’s efforts resulted in a hollow victory as Midland proceeded with building the Settle and Carlisle route.

Prior to LNWR’s acquisition, L&CR promoted a short loop connecting Hest Bank to the Little North Western line at Bare Lane near Morecambe. Authorized by the Lancaster and Carlisle Railway Act 1859 (22 & 23 Vict. c. cxxiv) on 13 August 1859, LNWR constructed this double-track link, which opened on 8 August 1864; it was soon thereafter reduced to single track.

Carlisle

At the time of the Lancaster and Carlisle Railway’s (L&CR) formation, Carlisle was already served by two railways: the Maryport and Carlisle Railway (M&CR) and the Newcastle and Carlisle Railway (N&CR). In March 1844, L&CR proposed establishing a joint station with M&CR, which was simultaneously pursuing an extension of its own Crown Street station. While M&CR consented to shared use arrangements, it refused to withdraw its parliamentary bill. The future construction plans of the Caledonian Railway were anticipated but not yet formalized. In April 1844, L&CR suggested sharing parliamentary costs among itself, M&CR, N&CR, and Caledonian Railway for forming a joint station committee; while N&CR agreed in principle, M&CR declined participation.

During summer 1845, L&CR arranged temporary use of N&CR’s London Road station until a joint facility could be completed. Due to its design, trains had to reverse upon entering London Road station. Progress on a joint station stalled awaiting Caledonian Railway’s formation. Despite efforts in late 1845, M&CR hindered advancement by retaining land crucial for L&CR’s approach route. Meanwhile, N&CR delayed proceedings pending compensation for London Road station expenses. By early 1846, L&CR resolved that it would finance construction of a joint station independently if necessary. The Lancaster and Carlisle Railway Act 1846 (9 & 10 Vict. c. cclvii), authorizing this station project, was passed on 27 July 1846. From February 1847 onward, this facility became known as "Citadel." On that same day, Caledonian Railway obtained its act authorizing a northern approach line.

Between 1846 and 1847, M&CR planned to cross N&CR’s Canal Branch in order to gain direct access to Crown Street station. Meanwhile, L&CR’s construction intersected both M&CR’s Crown Street branch and N&CR’s Canal branch at grade near St Nicholas. Legal proceedings in 1849 secured land from M&CR needed by L&CR for their works. From June 1851 onwards, M&CR trains began using Citadel station initially via reversal maneuvers on N&CR lines; a direct spur from Bog Street was opened in August 1852.

By May 1847, L&CR had invested £60,000 into the joint station project and invited contributions from other companies based on a ratio of three parts each from L&CR, N&CR and Caledonian Railway to one part from M&CR (3:3:3:1). Only N&CR partially responded; their payment was rejected by L&CR who then excluded them from further involvement—this led to deterioration in relations.

Despite incomplete facilities at Citadel station, L&CR redirected trains there in September 1847; shortly thereafter Caledonian Railway also began operations there upon opening its line to Beattock. In 1848 George Hudson leased both N&CR and M&CR in an attempt to block L&CR expansion; however these leases were later declared invalid following Hudson's downfall.

The alignment of L&CR crossed multiple lines belonging to M&CR and N&CR at grade level creating operational challenges. Considering M&CR's Crown Street terminal temporary, L&CR negotiated purchase of essential land for £7,171 after Hudson demanded £100,000 for it. When Hudson refused possession voluntarily, legal enforcement transferred ownership to L&CR in March 1849; Crown Street station was subsequently dismantled.

Following Hudson’s collapse from power Parliament reversed his leases; control of N&CR and M&CR reverted back to their original companies. From June 1851 onward M&CR became a permanent tenant at Citadel with improved access established by August 1852.

N&CR did not utilize Citadel until after acquisition by North Eastern Railway (NER) in July 1862; NER commenced tenancy there in January 1863. Due to right-hand running practices on N&CR lines conflicting with Citadel operations which used left-hand running conventions, NER switched over to left-hand running in 1864 accompanied by signal modifications near St Nicholas.

Financially speaking, L&CR initially bore most expenses related to Citadel station; by July 1847 it had advanced £56,490 while Caledonian had contributed only £5,000. Upon completion in 1854 at a total cost of £178,324 Caledonian's share amounted to £85,391—a concession likely intended to encourage Caledonian's role as an important partner in Anglo-Scottish trade.

Due to unsuitability of level crossing over N&CR’s Canal Branch for mainline operations, on 7 July 1877 L&CR opened a new alignment carrying its main line over this branch along with realignment of the Canal Branch itself.

Integration into the LNWR

Taking advantage of lucrative Anglo-Scottish traffic, the Lancaster and Carlisle Railway (L&CR) postponed its full incorporation into the London and North Western Railway (LNWR) until it leased its route to LNWR on 10 September 1859. The lease conditions were favorable to L&CR investors, as LNWR was concerned that the line might be acquired by the expanding Midland Railway from Leeds. Just prior to this arrangement, the Lancaster and Preston Junction Railway (L&PJR) merged with L&CR, thereby unifying the corridor from Preston to Carlisle. The L&CR was ultimately absorbed entirely by LNWR on 21 July 1879.

According to Reed, throughout L&CR’s fifteen years of independent operation, only one significant conflict occurred. Dividends steadily increased until early 1855, when a combination of a trade downturn, the Crimean War, and diminished Anglo-Scottish rail traffic caused a slight reduction. At the 1855 shareholders' meeting, John Barker of Milnthorpe led a faction criticizing management for substandard performance and declining dividends. Nonetheless, dividends had declined modestly from 8–8¼% to 7¼%, all fully paid out of operational earnings.

LNWR Branch Lines

Following the takeover, LNWR advanced two branch lines branching off from the L&CR main route. A double-track southern curve linking the Lancaster direction with the Hest Bank branch near Bare Lane received authorization under the London and North Western Railway Act 1887 and commenced operations on 19 May 1888.

Subsequent Line Evolution

The Lancaster and Carlisle Railway remained an essential component of the London–Glasgow west coast corridor and continues as an integral part of the West Coast Main Line. The steep inclines engineered by Locke presented operational difficulties for many years, necessitating banking or pilot locomotives for all but the lightest trains—a challenge that endured with diesel traction until electrification offered a solution.

Electrification

The section from Preston to Carlisle on the West Coast Main Line was equipped with a 25kV overhead electrification system, which was energized on 25 March 1974. Full electric services began on 6 May 1974. On 7 May, Her Majesty the Queen symbolically 'drove' a train along this route from Preston to Lancaster.

Stations

  • Lancaster Old Junction; divergence point from line until closure in 1967;
  • Lancaster; inaugurated on 22 September 1846; initially referred to as Lancaster New Bailey; remains in use;
  • Morecambe South Junction; branch departure to Morecambe established in 1888;
  • Hest Bank; opened 22 September 1846; closed on 3 February 1969;
  • Bolton; opened on 7 August 1847; renamed Bolton-le-Sands in 1861; closed on 3 February 1969;
  • Carnforth; opened on 22 September 1846; main line platforms closed on 4 May 1970; branch platforms still operational;
  • Burton and Holme; opened on 22 September 1846; ceased operations on 27 March 1950;
  • Milnthorpe; opened on 22 September 1846; closed on 1 July 1968;
  • Hincaster Junction; junction for Furness Railway line from Arnside, active between 1876 and 1963;
  • Kendal Junction; opened on 22 September 1846; renamed Oxenholme in 1898; retitled Oxenholme Lake District in May 1987; still functioning;
  • Grayrigg; opened by July 1848; relocated November 1849; closed February 1954;
  • Low Gill; opened December 1846; shut down November 1861;
  • Low Gill Junction; opened September 1861; renamed Low Gill in 1883; closed March 1960;
  • Tebay; opened December 1846; closed July 1968;
  • Shap Summit; workmen's halt serving Shap Granite Company from mid-1880s until autumn of 1956;
  • Shap; opened December 1846; closed July 1968;
  • Clifton; opened December 1846; renamed Clifton and Lowther in February 1877; closed July 1938;
  • Eden Valley Junction; junction with Eden Valley Line between 1863 and closure in 1962;
  • Eamont Junction; divergence point for Cockermouth, Keswick and Penrith Railway from 1864 until closure in 1972;
  • Penrith; opened December 1846; named Penrith for Ullswater Lake starting in 1904, simplified to Penrith in May 1974, renamed Penrith North Lakes in May 2003; remains operational;
  • Plumpton; opened December 1846; ceased operations May 1948;
  • Calthwaite; opened July 1847; closed April 1952;
  • Southwaite; opened December 1846; closed April 1952;
  • Wreay; opened December 1852 replacing Brisco station; closed August 1943;
  • Brisco; opened December 1846; shut down November 1852;
  • Upperby Bridge Junction; connection to freight lines established from 1877;
  • Upperby Junction; link towards N&CR line;
  • Carlisle; opened by September of 1847 under various names including "Citadel" and "Joint"; still active.

Further reading

External links

  1. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named robertson
  2. ↑ 2.0 2.1 2.2 Cite error: Invalid <ref> tag; no text was provided for refs named reed111
  3. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named robertson274
  4. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named joy19
  5. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named reed116
  6. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named holt215
  7. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named joy23
  8. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named reed117
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