ANNOTATED SELECTIONS FOR CARLISLE CITADEL STATION 1963 BR(LM) TIMETABLE - THE OVERNIGHT SERVICES

The following has been extracted from the 1963 / 64 Winter BR timetable. All the overnight trains are included with comment

TIME is given as 24 hr clock although the printed BR timetable was a.m and p.m.
MODE: A = ARRIVE; D = DEPART; S = START; T = TERMINATE.

The information on the 'Platform' is from LIMITED observation and so is NOT 100% reliable!

TIMES - CLICK TO JUMP ('BACK' TO RETURN)

Post 01.00 Post 03.00 Post 05.00

 

 
TIME/M T/MODE FROM TO Platfm / Title etc

20.50A 21.00D GLASGOW CEN EUSTON TPO
Not on the public timetable, but the Travelling Post Office was the crack express of the night, usually hauled by a Duchess in steam days. The train stopped at a limited number of stations to collect and off load mail bags. It was possible to post letters directly into the sorting vans. Mail was also transferred on the move, as shown in the film 'The Night Mail'. This type of service using the mail exchange apparatus ended on 4 October1971 with the last exchange being at Penrith. I have no information on the timing of the balancing Down TPO service through Carlisle.

21.16A 21.23D GLASGOW CEN MARYLEBONE/PENZANCE  

The first night train - a sleeper available from Carlisle - setting off long before the fastest night sleeper and stopping at most big town stations, arriving at 05.35 at Marylebone. I presume the unusual terminus is to give the engineers possession of the approached to Euston in the WCML electrification programme. It is not clear where the Penzance portion was detached, however, Birmingham (Snow Hill?) is likely, to match the balancing working. The Penzance portion was scheduled to arrive at its terminus at 14.05! On Saturdays the train's terminus was Plymouth with arrival at 11.50 (a.m.) I am fairly sure that in the Forties and early Fifties this train reached Carlisle at about 20.35. I reckon I saw it regularly before the night mail - and I doubt that I would have been allowed to stay out as late as 9.30 pm as a 12 / 13 yr old , especially as my dad was on the morning 6 - 2 shift at Crown St Goods and so was very much an early - to - bed man! The steam locos used on this were various, - Princess Royal, Duchess even a Jubilee.

23.48A 23.56D GLASGOW CEN S PANCRAS

4

The first night train over the Midland route (S & C). This, like the previous entry was a slow train. First stop after Carlisle was Leeds, then Sheffield, Derby and Kettering, reaching S Pancras at 07.00. As usual on through trains on the Midland route (before Summer 1960) there would be a loco. change. If anything less than a Scot was used, then it might well be a case of double headers.

23.57A 00.08D GLASGOW CEN KENSINGTON 4?
A limited stop train Carlisle then pick up only at Crewe and another stop at Rugby - arriving in London 06.47. Note that the terminus is Kensington. If I remember rightly, in later years Kensington was the Motorail embarkation point for trains to Carlisle and Scotland. The use of Kensington fits in with the comment above about the electrification programme at the Euston end of the WCML..

00.37A 00.44D EDINBURGH WAV S PANCRAS 4
The other Midland route overnight train, arriving at S Pancras at 08.10. This train stopped at Leeds, Sheffield, Kettering and Luton, thus providing an early - ish arrival in the capital. As noted above, loco.changes would be usual, before the arrival of rebuilt A3's at Holbeck.

00.46A 00.54D OBAN/INV'NESS/PERTH EUSTON 3
The Oban section on this train was on weekdays only up to 20 Sept 1963, during Winter it was Mondays only - departing Oban at 17.30. The train stopped at Wigan (North Western) and Crewe and arrived at Euston at 07.21. Sleeping cars were available only from Perth on this service.

01.19A 01.31D STRANRAER EUSTON THE NORTHERN IRISHMAN
When I was stationed in Northern Ireland in the Royal Air Force in the mid - Fifties this is the train I used to wing my way home. The vessel departed Larne at 18.50, arriving at Stranraer Harbour at 20.55, the train departing at 22.00 with sleeping cars and ordinary coaches. With this arrival time in Carlisle, it was a long walk home!

01.32A 01.39D INVERNESS EUSTON THE ROYAL HIGHLANDER
The real long distance train of the day - 567 1/4miles running via Perth, so Carlisle was not even half way on a journey that had begun at 17.40 the previous day and was to end at 08.15 in the capital - in nice time for a good day's work or play!

01.46A 01.52D GLASG'W/EDINBURGH BIRMINGHAM  
One of three trains with a provincial destination, serving Crewe, Wolverhampton and Birmingham. With a 05.53 arrival at its destination, passengers (perhaps) would be allowed a lie in as on the Stranraer train (to 06.25 for boat passengers, 07.00 for others)) and Marylebone (07.15), although for some services passengers were required to vacate their berths on arrival - as at Kensington.

01.53T   NEWCASTLE CARLISLE 5/6
A real express from Newcastle, stopping only by prior arrangement at Hexham and Haltwistle. This train was a feeder for the Down Northern Irishman. On its part it had connections shown from York and Darlington.

02.04A 02.14D EUSTON STRANRAER THE NORTHERN IRISHMAN
Traditionally called 'The Paddy', this train followed 'The Port Road' via Dumfries, Castle Douglas and Newton Stewart. That route was closed, so later the route was via Mauchline, this in turn was closed so that nowadays trains to Stranraer from Carlisle follow the GSWR route to Kilmarnock before heading South to Stranraer. In my service days, in the Fifties, I was stationed in Northern Ireland for a short time. This was the train I used on my journey back to camp. However the timing did not allow for return to camp by 08.00 hrs., the normal time to return from leave. An extension was allowed to 10..00hrs, giving time for the train journey from Larne to Belfast, then by bus to my destination.

  02.12A 02.21D GLASG'W/EDINBURGH MANCH'R/LIVERP'L  
A feature of the timetable then, compared to nowadays was night time service to the principal provincial cities in England - not so on the West Coast Main Line nowadays. The train we are describing allowed for arrival in Manchester 06.14. Nowadays the first through train to Manchester from Glasgow arrives at 12.15, or with a change at Preston at 10.36 and from Edinburgh is 14.15 direct, 10.24 using ECML with changes and 10.58 on the WCML changing at Lancaster, For Liverpool using a Scotrail sleeper to Crewe, with an hour wait for a local train, one arrives Liverpool at 7.21, whereas the first 'morning train leaves Edinburgh at 6.35 and arrives at Lime Street at 10.53 with no changes. Clearly the rail companies have given up on those who wish to do a full days work in the North of England or the Midlands and travel with comfort and a proper night's rest. No doubt a decision driven by economic considerations - perhaps even rightly so!

02.16A 02.26D EUSTON PERTH/OBAN  
As in the Up train, Oban is only a destination each week day during the 'Summer season, which ran on to the end of September. As I drew my information from the London Midland timetable, there was only limited information for North of the Border trains. In this case no departure time was shown as the destinations were not shown on Table 174, which was the standard WCML timetable for Scotland / England trains.

02.29A 02.39D EUSTON PERTH/INVERNESS  

This train had departed Euston some 30 minutes behind the Royal Highlander but was now over an hour behind. Passenger desiring on train refreshment at the beginning of their journeys were advised to catch the 19.30, The Northern Irishman, and change at Rugby! Both trains stopped at Bletchley, Rugby, Crewe and Wigan, whereas the Royal Highlander stopped only at Crewe before it reached Carlisle.

02.50S   CARLISLE NEWCASTLE  

This is the balancing working for the train from Newcastle which connected with the Down Northern Irishman. Passengers heading for the North East who had arrived on the Up 'Paddy' would have been waiting from 01.19 for this train to depart, but at least they would have been able to use these carriages to 'doss down', or use the refreshment rooms. This train stopped at Haltwhistle and Hexham - but only if traffic control had been notified by 16.00 hrs the previous day, so forward planning ahead was essential!

03.20A 03.33D PENZANCE GLASG'W/EDINBURGH  
This train travelled by Birmingham and sleeping cars from Birmingham and Wolverhampton had been attached en route. This is the balancing working of the 21.23 as far as Penzance is concerned, but there are no indications of through sleeping accommodation or stops for Wolverhampton or Birmingham on the UP working. However, as the trains may have been using Western region metals, the times may not have been included on this timetable - as happened for some Perth departures, as noted above.

04.12A 04.24D EUSTON GLASGOW CEN  
The first of the Glasgow sleepers from Euston. This also had sleeping cars from Rugby. Passengers for Motherwell could also use these facilities

04.26S 04.42D S PANCRAS EDINBURGH WAVERLEY` 3
The first of the Midland route Down sleepers. This train had left London at 21.20, stopping at Kettering, Nottingham, Sheffield, Leeds, Skipton and Hellifield. Its onward journey involved stops at Hawick (pronounced HOIK) and Galashiels, with possible additional request stops at Newcastleton, St Boswells and Melrose. All in all, no express and not so good for light sleepers!

04.44A 04.56D MANCH'R/LIVERPOOL GLASG'W/EDINBURGH  
This train had left Manchester at 01.00 and Liverpool at 00.45. The parts appear to have been joined at Wigan. Manchester had sleeping coaches and through coaches to both destinations whereas there was no sleeper accommodation from Liverpool.

05.01A 05.09D S PANCRAS GLASGOW S ENOCH  
The second Down Midland route overnight express. This train had stopped at Kettering then at Leicester , Derby and Sheffield, on to Leeds and Bradford. After Carlisle there were scheduled stopa at Dumfries and Kilmarnock and 'request stops' at Annan and Thornhill, arriving at S Enoch, unbreakfsted at 07.35.

05.17A 05.34D EUSTON PERTH  
The second(?) Perth of the Night. This had request stops North of Carlisle at Lockerbie and Beattock, before Carstairs, a scheduled stop. The next request stop was Coatbridge, before deviating from the WCML and my timetable! No doubt there other stops before reaching Perth at 09.55

05.58A 06.18D EUSTON GLASGOW S ENOCH  
The extended stop at Carlisle allowed for a resteraunt car to be attached, together with a locomotive change in steam days - I suspect Class 8 engines were not cleared for the whole route. It was most unusual for trains from Euston to end up at S Enoch - for the GSWR had been in alliance with the Midland and a bitter rival of the Caledonian in pre - grouping days. Tradition played a great part in railways, and so affected Carlisle, even today there may be relics of Victorian traditions!

06.46A 07.03D EUSTON GLASGOW CEN  
The crack overnight express, departing Euston at 00.10 with Preston first stop and by request at Penrith. A resteraunt car was attached at Carlisle, then the car proceeded the Glasgow, stopping only at Motherwell, arriving at its destination at 09.30. This was the last overnight sleeper of the cycle.

In 1963 there were TWENTY overnight through passenger trains, with one feeder train from Newcastle to meet with the Down Northern Irishman, with the balancing working to Newcastle conveying passengers to the North East from the UP Paddy. As well as Glasgow, Edinburgh and London, there were services starting and terminating at Penzance, Birmingham, Liverpool and Manchester South of the Border. To the North were Perth, Inverness and Oban. Nowadays (2001) there are two trains Up and two trains Down. In England, only London is a terminus destination, and only Carlisle and Preston appear to be pick - up / set - down stations. There is one train to and from Glasgow, and one train which services Edinburgh, Perth and Inverness.

It must be remembered that the above shows only the timetabled passenger services and the Up TPO service. In addition there were many parcel trains stopping at the Citadel. All services were threaded round the many night freight trains which had ascended and descended Shap or Beattock and which were channelled through the Goods Avoiding Lines to avoid the Citadel station. These goods trains would usually effect an engine change in steam days as they wended their way through the network of lines which made up the system round Carlisle

 

      THIRD EDITION 11 FEB 2002

         

In the timetable given below, there are odd occasions when the departure time / route are not shown. This is because the train does not call at any of the stations shown on the main part for the appropriate timetable page. Hence as one of the Inverness train does not stop at Carstairs or other stations in the main part of the page, its departure is not shown on the timetable page. Similarly, the Penzance portion of one train, is on ex GWR metals after Crewe and its deaparture from Crewe and route is not included on any of the pages, hence my lack of knowledge of the exact details of the UP train.