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
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!
||Platfm / Title etc
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
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.
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.
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..
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.
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.
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
||THE NORTHERN IRISHMAN
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!
||THE ROYAL HIGHLANDER
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.
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.
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.
||THE NORTHERN IRISHMAN
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!
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
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
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!
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.
The first of the Glasgow sleepers from Euston. This also had sleeping cars from
Rugby. Passengers for Motherwell could also use these facilities
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!
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.
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.
||GLASGOW S ENOCH
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
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!
||GLASGOW S ENOCH
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
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
||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.