Carlisle temir yo'l tarixi - Carlisle railway history

Shimoliy G'arbiy Angliyada joylashgan Karlisl mintaqa geografiyasi sababli bir qator temir yo'l yo'nalishlarini tashkil etdi. Dastlab har bir temir yo'l kompaniyasining o'z yo'lovchi va tovar stantsiyasi bor edi, ammo 1847 ta yo'lovchi terminal inshootlari bugungi kunda foydalanilayotgan Citadel stantsiyasida to'plangan. Tovarlarni etkazib berish joylari tarqalgan bo'lib qoldi va vagonlar o'tib ketdi, bu kechikish va xarajatlarga olib keldi.

Vokzalda tirbandlik yillar o'tishi bilan o'sib bordi, 1877 yilda tovar aylanmasi uchun o'tish liniyalari ta'minlandi, ammo dispers terminallar deyarli saqlanib qoldi. Yo'lovchi stantsiyasining o'zi, garchi ta'sirchan bo'lsa ham, cheklangan va etarli emas edi.

Carlisle Kingmoor Marshalling Yard 1963 yilda ochilgan, ammo vagonlar tashish tijorat muddati tugashiga yaqin bo'lgan va talab pasayganligi sababli qimmat hovli inshootlari tez orada qisqartirilgan.

Bugungi kunda Carlisle G'arbiy Sohil magistral temir yo'lining muhim nuqtasi va ikkinchi darajali marshrutlarni nurlantirish uchun tutashgan joy. Yo'lovchilar tashish tezlashadi va uzoq masofalarga yuk poezdlari o'tadi.

Karlisl kanali

Shahar Karlisl ichida Kumbriya shimoliy-g'arbiy Angliyada, o'tish joyidagi strategik transport joyida Adan daryosi (bu eng past ko'prik nuqtasi bo'lgan).^[1] Adan g'arbga qarab oqadi Solvey Firth, tabiiy to'siqni tashkil etadigan keng suv havzasi. Solvey va Edenda sholga tushganligi sababli transport orqali transport Carlisle-ga olib kelinmadi. Tepalikli er Karlilleni quruqlik bilan o'rab oladi va quruqlik transporti yo'llari yo daryo vodiylari bo'ylab borishi yoki juda baland erdan o'tishi kerak. The Tayn Gap mamlakat bo'ylab sharqiy sohilga va undan transportni osonlashtirdi.^[2]

Uning joylashishi Carlisleni transport yo'nalishlarida muhim nuqtaga aylantirishiga olib keldi va sanoat rivojlanib borishi bilan xom ashyoni Carlislega arzonroq tashishga bo'lgan ehtiyoj doimiy mavzudir. 1818 yil avgustda a. Aktsiyalariga 30000 funt sterling obuna bo'ldi Karlisl kanali, Karlaydagi havzani Eden daryosi bo'yidagi Fisher xoch bilan bog'laydigan va Solvey Firtga kirish mumkin. Karlisl kanali 1819 yil 6 aprelda parlamentning vakolatli aktini oldi,^[3] va u 1823 yil 12 martda tugatilib ochildi.^[4][5][6]

Nyukasl va Karlisl temir yo'li

Orasidagi quruqlik yo'li Nyukasl apon Tayn va Carlisle uzoq vaqtdan beri yuklarni tashish uchun ishlatilgan va sharq-g'arbiy yo'nalishda katta savdo mavjud edi. Biroq, yo'l noqulay edi va tranzit sust edi va Nyukasl va Karlaylni birlashtiruvchi kanal taklif qilindi. Muhandis Uilyam Chapman ilgari bunday kanal uchun marshrutni o'rgangan edi va u 1824 yilda rejalarini yangilash uchun qaytib keltirilgan; bu safar u kanaldan foydalanish mumkin bo'lsa, temir yo'l arzonroq bo'lishini aniqladi. Chapmanning tavsiyasi marshrut tafsilotlari va bug 'tortishishidan foydalanish bo'yicha juda ko'p tortishuvlarga sabab bo'lgan va 1829 yil 22-maygacha Nyukasl va Karlisl temir yo'li kapitali 300,000 funt bo'lgan parlament qonuni bilan tasdiqlangan. Qurilishning dastlabki ustuvor yo'nalishi chiziqning sharqiy qismlarida bo'lgan, ammo g'arbiy qismida Grenxeddan London yo'lidagi Karlisl stantsiyasigacha bo'lgan yo'l 1836 yil 19-iyulda ochilgan.^[2] Nyukasl va Karlisl temir yo'llari ikki yo'lli uchastkalarda o'ng harakatlanishni qabul qildilar.

Dastlabki niyat to'g'ridan-to'g'ri Karlisl kanaliga ulanish edi, ammo bu kechiktirildi va kanalga ulanish "filial" ga aylandi; birinchi trafik 1837 yil 25-fevralda filialdan o'tgan don edi va u 1837 yil 9-martda to'liq ochildi.^[1][2][7][8]

Meriport va Karlisl temir yo'li

Meriport dan g'arbda muhim port bo'lgan Cumberland qirg'oq, shuningdek, ko'mir qazib olishning muhim yo'nalishida bo'lgan. Mahalliy qiziqishdan so'ng, Maryport va Karlisl temir yo'li 1837 yil 12-iyulda birlashtirildi. Avvaliga Maryportning oxiridan qurilgan; keyin 1840 yil 10-mayda Karlisl uchastkasida bo'lim ochildi. Hozircha yo'nalish markazida bo'shliq bor edi, faqat 1845 yil boshida chiziq tugagandan so'ng yopildi.^[1][2]

Chiziqning Karlisl bo'limi Bog-Junction yoki Bogfilddagi Nyukasl va Karlisl temir yo'llari bilan tutashgan joyni tashkil etdi. (Zamonaviy hisobotlar nomenklaturaga mos kelmaydi.)^{[eslatma 1][9]}

Maryport va Carlisle yo'lovchi stantsiyasi Water Lane-da edi,^[10][11] hozirgi Nikolay ko'chasiga yaqin. Bu tomonidan tasvirlangan Carlisle Journal "deyarli Nikolayning qadimiy kasalxonasi joylashgan joyda". M&CR va N&CR ning Port-Carlisle kengaytmasi shu vaqtda bir-biri bilan yonma-yon yugurdi va ular bir oz sharqqa qo'shildilar; ba'zi bir M&CR poezdlari N&CR London Road stantsiyasida davom etishdi.^[12] Barcha M&CR tovar aylanmasi London Road stantsiyasida amalga oshirildi.^[10]

London Yo'lining terminali sharq tomonga qarab, M&CR poezdlari tomonidan foydalanish orqaga qaytishni o'z ichiga olgan. Tor Water Stane stantsiyasi faqat vaqtinchalik chora edi va M&CR Crown Street-da o'zlarining doimiy yashashlari uchun yer sotib olishdi. Afsuski, parlament to'g'risidagi qonun 1843 yilgi sessiyada texnik jihatdan rad etilgan. 1844 yilda qayta topshirilganda, u qonun loyihasi bilan birgalikda ko'rib chiqildi Lancaster va Carlisle temir yo'li; ikkala qonun loyihasi ham qabul qilindi (1844 yil 6-iyunda),^[11] va keyinchalik jiddiy qiyinchiliklar paydo bo'ldi. L&CR va M&CR sxemalari har ikkala terminali uchun imkoniyatlarni talab qilar edi va bir muncha vaqt o'zaro qabul qilinadigan kelishuvni olib borish imkonsiz edi.^[1][2][7][9]

Angliya va Shotlandiyani bog'lash

1840 yilga kelib Buyuk Britaniyada uzilib qolgan mahalliy temir yo'llar oxir-oqibat tarmoqni shakllantirish uchun bog'lanishlari kerak edi; bu Angliyada allaqachon shakllanib kelayotgan edi va markaziy Shotlandiya shaharlarini tobora rivojlanib borayotgan ingliz tarmog'i bilan bog'lash haqida ko'p o'ylangan edi. Oralgan erning relyefi Kumbriya tog'lari baland balandligi va Janubiy tepaliklar tabiiy to'siqlarni shakllantirish. O'sha paytdagi lokomotivlar poezdlarni magistral temir yo'lda tik gradiyentlar orqali olib o'tishga qodir emas deb hisoblangan va tog'li mamlakat bo'ylab harakatlanish uchun ko'plab ijodiy sxemalar ishlab chiqilgan. Ushbu sxemalarning hammasi ham yaxshi ishlab chiqilmagan, ammo juda katta masofani bosib o'tgan eng yaxshi aholi punktlari. Bundan tashqari, Shimoliy dengiz qirg'og'iga yaqin bo'lgan har qanday marshrut Tayn daryosining va o'tish yo'lining qiyin o'tishini amalga oshirishi kerak edi River Tvid.

Carlisle ba'zi Angliya-Shotlandiya yo'nalishlari uchun aniq yo'nalish nuqtasi bo'lgan, ammo Nyukasl sharqiy-qirg'oq yo'nalishi targ'ibotchilari tomonidan juda ilg'or edi. Bir muncha vaqt davomida faqat bitta Angliya-Shotlandiya yo'nalishi tijorat tomonidan qo'llab-quvvatlanishi mumkin deb taxmin qilingan va eng yaxshi yo'nalishni tanlash uchun Hukumat tomonidan tayinlangan komissiya tashkil etilgan, ammo uning natijalari investorlarning ishtiyoqini bosa olmagan va natijada uning hisoboti e'tiborsiz qoldirilgan. .^[13]

Ushbu davrda ikki fraktsiya Angliya-Shotlandiya yo'nalishlarini qurishga muvaffaq bo'ldi: har biriga bir nechta kompaniyalar jalb qilingan bo'lsa-da, zarur hamkorlik tabiiy ittifoqlarni yaratdi va ular " Sharqiy sohil yo'nalishi (Nyukasl orqali va Bervik-on-Tvid ) va G'arbiy qirg'oq yo'li (Karlisl orqali).^[14][15][16]

Lancaster va Carlisle temir yo'li

The G'arbiy qirg'oq yo'li ning kelib chiqishidan boshlab asta-sekin shakllana boshladi London va Birmingem temir yo'li va Grand Junction temir yo'li (Birmingemdan Manchester va Liverpulga). Shimoliy tomonga surish Shimoliy Ittifoq temir yo'li va Lancaster va Preston Junction temir yo'li.

Lancaster va Carlisle temir yo'li 1844 yil 6-iyunda birlashtirilgan bo'lib, u 1846 yil 17-dekabrda o'z yo'lini Karlislgacha ochdi, shu kundan boshlab London va Karlisl o'rtasida uzluksiz chiziq mavjud edi. Carlisle-dagi L&CR stantsiyasi masalasi hali hal qilinmagan edi, shuning uchun birinchi L&CR poezdlari Nyukasl va Karlisl temir yo'lining London yo'l stantsiyasidan foydalanib, 1845 yil 21-iyunda ruxsat berilgan keskin janubdan sharqqa egri chiziq bilan etib bordi va bu ( M&CR poezdlariga kelsak) stantsiyaga kirish uchun orqaga surish kerak edi. Poezd qatnovi intensiv bo'lmagan, shuning uchun hozircha bu ishda katta qiyinchilik tug'dirmadi. Biroq, bu aniq shakllanayotgan kelajakdagi Angliya-Shotlandiya magistral yo'nalishi uchun juda qulay emas edi va Karlisldagi stantsiya masalasi jiddiy qiyinchilik tug'dirishi kerak edi.^{[2][14][15][16]}

Kaledoniya temir yo'li

Markaziy Shotlandiyadan Angliya temir yo'l tarmog'igacha bo'lgan asosiy yo'nalishni boshqarish uchun raqobat ikkita g'olibni keltirib chiqardi. The Shimoliy Britaniya temir yo'li dan ochildi Edinburg ga Bervik bilan bog'lanib, 1847 yil 1-iyulda York, Nyukasl va Bervik temir yo'li. East Coast Route birinchi bo'lib Edinburg va shahar o'rtasida o'tadigan marshrutni reklama qila oldi London Tvid va Tayn ustidagi temir yo'l ko'priklari hali tayyor bo'lmagan bo'lsa-da, va bir muncha vaqt sayohatlar daryolarni piyoda (yoki omnibus) kesib o'tishni o'z ichiga olgan.

Kaledoniya temir yo'li avtorizatsiya izlashni bir yilga kechiktirdi, faqat 1845 yil 31-iyuldagi parlament aktini oldi. U Y shaklini hosil qilishi kerak edi. Glazgo va Edinburg Karlisl bilan, va 122 milya bo'ylab, shu kungacha vakolat berilgan eng yirik temir yo'l loyihalaridan biri edi.^[2] Aslida uning tizimining janubiy uchi birinchi bo'lib Karlayl va o'rtasida ochildi Bittok, 1847 yil 10-sentyabrda.^[2-eslatma] Shimolga qarab chiziq Glazgo 1848 yil 15-fevralgacha va 1848 yil 1-aprelda Edinburgga tayyor emas edi. Ammo birinchi ochilishdan oldin Karlisl stantsiyasi masalasi hal qilinishi kerak edi.^{[2][14][17][18]}

Qal'aning stantsiyasi

Janubdan Karlislga magistral yo'lni yaratishda asosiy harakat sifatida, Lankaster va Karlisl temir yo'llari Kort maydonida Karlisl stantsiyasini qurishga umid qilishdi. Maqsad shuki, Carlisl-dagi barcha temir yo'llar qurilish narxini baham ko'rgan holda foydalanishi kerak edi. Carlisle, N&CR va M&CR kompaniyalari o'zlarining terminallarida (M&CRda) yoki erni sotib olishda (M&CRda) pul sarflashdan qattiq xafa edilar va ular ulardan talab qilishdi yangi stantsiya narxining pasaytirilgan ulushi uchun javobgar bo'lishi kerak. Muammo bo'yicha muzokaralar uzoq davom etdi. 1846 yil 20-iyunda Maryport kompaniyasi o'z hissasini qo'shishga va yangi stantsiyaga yaqinlashish marshrutida va tovarlarni olib o'tish uchun zarur bo'lgan Crown Street saytidan voz kechishga rozi bo'ldi; Nyukasl va Karlisl temir yo'llari yangi stantsiyada qatnashishdan umuman voz kechishdi.

L&CR sabr-toqat bilan sud maydonidagi stantsiya uchun parlament aktini oldi, Qal'aning stantsiyasi, 1846 yil 27-iyulda. Kaledoniya temir yo'li bilan birgalikda L&CR stantsiya qurilishini davom ettirdi va u 1847 yil sentyabr oyining boshlarida ochildi.^{[3-eslatma][1][11][2][19]}

Stantsiya me'mor tomonidan loyihalashtirilgan ajoyib uslubda qurilgan Uilyam Tite Va u "butun Shimoliy G'arbda tengsiz edi. Viktoriya Tudor uslubi bilan, soat minorasi va fonarining bir tomonida to'qqizta ko'rfazdagi kirish maydonchasi bor edi.^[20]

Citadel stantsiyasining narxi L&CR va Kaledoniyaliklar tomonidan teng ravishda qoplanishi kerak edi, ammo ikkinchisi Shotlandiyada o'z tarmog'ini kengaytirishni qidirib, o'zini moliyaviy jihatdan haddan tashqari oshirib yubordi va dastlabki ochilish qiymati 60 000 funt sterlingni tashkil etdi. L&CR tomonidan. 1854 yilga kelib, umumiy xarajat 178 324 funt sterlinggacha ko'tarildi va shu vaqtga kelib kaledoniyalik o'zining adolatli hissasini qo'shdi. Stantsiyada bitta platforma va ikkita koy bor edi.^[1][21]

1857 yil 10 mayda Kaledoniya temir yo'li va L&CR tomonidan birgalikda boshqariladigan Citadel Station qo'mitasi boshqaruv qo'mitasi tuzildi; stantsiya va yaqinlashish yo'li qo'shma mulkka aylandi.^[1]

Jorj Xadson va Crown Street stantsiyasi

Jorj Xadson deb nomlanuvchi Temir yo'l qiroli, uzoq vaqt davomida temir yo'llarning keng tarmog'ini shaxsiy nazoratiga ega bo'lgan muvaffaqiyatli ishbilarmon edi. Uning uslublari tajovuzkor va shafqatsiz bo'lib, oxir-oqibat soyali va yomonroq deb topilib, 1849 yilda to'satdan qulab tushishiga olib keldi. Ammo u 1848 yil 1-avgustdan Nyukasl va Karlisl temir yo'lini va Merayport va Karlisl temir yo'llarini ijaraga olishga muvaffaq bo'ldi. 1 oktyabr 1848 yil.^[4-eslatma]

Karlislga yaqinlashayotgan L&CR magistral liniyasi M&CR chizig'ini uch marta kesib o'tdi; L&CR uni asosiy yo'nalish standartlariga moslashtirdi va Crown Street liniyasi olib tashlanishi kerakligini va bu har qanday holatda qonuniy ruxsatisiz ekanligini tushundi. M&CR poezdlari L&CR magistral liniyasini Crown ko'chasiga uch marta kesib o'tgan; agar ular London yo'l stantsiyasiga qarab yugurishgan bo'lsa, to'rtinchi o'tish joyi bo'lgan va xizmat ko'rsatish uchun Crown Street-ga qaytgan dvigatel beshinchi o'tishni amalga oshirgan. Bu uzoq muddatda qiyin edi va L&CR Crown Street-ni bo'shatish uchun M&CR uchun 7,005 funt miqdorida tovon puli to'lashga rozi bo'ldi; bu M&CR direktorlari uchun ma'qul tuyuldi. Hudson boshqaruvni o'z qo'liga olganida, u 100,000 funt sterlingni talab qildi, shuningdek, L&CR-ga to'sqinlik qilib, sayt yaqinida o'zining qo'shma stantsiyasini qurishni qo'rqitdi. Bu sud sudiga murojaat qildi va hakamlar hay'ati L&CR tezda to'lagan Crown Street-sayt uchun M&CR-ni 7,171 funt sterling bilan taqdirladi. Hudson ushlab turdi va saytni topshirishdan bosh tortdi. L&CR qonuni o'z tomonida edi va keyingi kechikishga yo'l qo'ymaslikka qaror qildi va egalik qilishga qaror qildi.

1849 yil 17-mart kuni ertalab soat 10 da Kambellendning sharifi L&CR advokati hamrohligida Crown Street stantsiyasida o'zini tanishtirdi va M&CR xizmatchilariga L&CR stantsiyasiga egalik qilayotganini ma'lum qildi. Keyin u ishora qildi

qarg'a panjaralari, tirnoqli boltalar, belkuraklar va boshqalar bilan qurollangan kamida 100 kishidan iborat kuchli kuch [ular] liniyaning barcha qismlaridan olib kelingan Lankaster kompaniyasining mollar hovlisidan yugurib chiqib ketishdi. Maryport kompaniyasining maydoniga va boshqa marosimsiz, relslarni yirtib tashlash bilan ish boshladi. Bu faqat bir necha daqiqalik ish edi, chunki erkaklar ayniqsa mohir edi. Keyin ular ko'mir va ohak omborlarining shiyponlarini tortib olishdi; va nihoyat, Maryport kompaniyasining xizmatchilariga kitoblarni olib ketishga etarli vaqt berib, vaqtincha bo'lgan stantsiyani buzib tashlashdi va binoni olib ketishdi.^[22]

Vokzalni demontaj qilish "shunchalik tez amalga oshirildiki, Maryportdan keyingi poezd kelganda, haydovchiga Lankaster kompaniyasining politsiyachisi vokzalga qaytib borishi mumkin emasligi haqida xabar berdi. Shuning uchun oldinga London yo'liga [stansiyaga ] "Deb nomlangan.^[11]

Endilikda M&CR poyezdlari faqatgina London Road stantsiyasiga yugurishdi. Hudsonning M&CR va N&CR-ni ijaraga olishiga parlament qonuni tomonidan ruxsat berilishi kerak edi va bu 1849 yilgi parlament sessiyasida qo'llanilgan. Biroq, bu vaqtda Xadsonning noto'g'ri usullari ochib berildi va ishlar unga qarshi chiqdi. Uning ijaraga berish to'g'risidagi qonun loyihasi rad etildi va 1850 yil 1-yanvardan boshlab N&CR va M&CR mustaqil maqomiga qaytganidan so'ng, ijara bekor qilindi. M&CR London Road-dan Carlisle terminusi sifatida foydalanishda davom etdi va ijara sifatida yiliga 250 funt sterling to'lab berdi.^[11] Lancaster va Carlisle o'z yo'llarini topdilar, garchi M&CR poezdlari (va Kanal terminaliga boradigan M&CR poezdlari) L&CR magistral liniyasini kesib o'tishda davom etishdi, lekin hozirda har safar bir marta.^[1]

Glazgo va Janubiy G'arbiy temir yo'l

Bu vaqtda uchinchi magistral yo'nalish ilgari surilgan edi: uning tarafdorlari Kaledoniya temir yo'lining janubiy tog'larning balandliklarini kesib o'tganligi va aholining oz sonli markazlaridan o'tib ketganligini ta'kidlashdi. Glasgow va Carlisle o'rtasida yaxshiroq yo'l, ular janubiy tepaliklardan g'arbga temir yo'l olib borishni va muhim shaharlardan o'tishni taklif qilishdi. Paisli, Kilmarnok va Dumfritlar shuningdek, boshqa bir qancha shaharlarda va bunday marshrutda osonroq gradiyentlar bo'lishi mumkin edi. Bu katta masofa va Edinburg bilan pastroq aloqa hisobiga bo'lar edi. The Glasgow, Dumfries va Carlisle Railway 1846 yil 16-iyulda birlashtirilgan.^[1][18] Boshidanoq, kompaniya juda kam pulga ega edi va Carlisle-ga barpo etishning avvalgi niyatidan voz kechildi. Endi Gretna shahridagi Kaledoniya temir yo'liga qo'shilish kerak edi va Dumfris poezdlari Kaledoniya chizig'i orqali Karlaylga borar edi. Dushman Kaledoniyadan bunga majburiyat ta'minlanmagan va GD&CR pozitsiyasi juda zaif edi.

GD&CR shuningdek, rejalashtirilgan marshrutning shimoliy qismini qura olmadi, ammo bu boshqa tashvish bilan qabul qilindi. The Glazgo, Paisley, Kilmarnock va Ayr temir yo'li Glazgo o'rtasidagi asosiy yo'nalishni ochgan edi^[5-eslatma] va Ayr 1839–1840 yillarda. U har doim Dumfries kompaniyasi bilan kooperativ munosabatda bo'lishni niyat qilgan edi va Dumfries kompaniyasi pulsiz bo'lgan paytda Ayr kompaniyasi yaxshi foyda keltirardi. Ikki kompaniya yaqinidagi Horsecleugh-da uzluksiz aloqa yo'lini tashkil etishga kelishib olindi Kumnok va GD&CR faqat marshrutning janubiy qismini quradi; o'tgan marshrut tugagandan so'ng ikkala kompaniya birlashadi. GD&CR Dumfrisdagi vaqtinchalik stantsiyadan ochildi Gretna 1848 yil 23-avgustda, lekin uning poezdlari hali ham o'tib keta olmadi, shuning uchun Kaledoniya poyezdiga o'tish zarur edi.^{[1][2][18][23]}

Nihoyat, 1850 yil 28 oktyabrda o'tish yo'li tugadi va GD&CR va Paisley kompaniyasi birlashib, shu kuni Glazgo va Janubiy G'arbiy temir yo'lni tashkil etishdi. Faqatgina 1851 yil 1 martga qadar G & SWR poezdlariga 999 yillik shartnoma asosida ijarachi sifatida Carlisle Citadel stantsiyasigacha harakat qilish huquqi berildi. Kaledoniya temir yo'li istalmagan interloper uchun hayotni iloji boricha qiyinlashtirdi va Lancaster va Carlisle temir yo'li va Kaledoniya temir yo'li birgalikda Angliyadan Shotlandiyaning markaziy qismiga har qanday transport harakati Kaledoniya chizig'i orqali uzatilishini ta'minladilar.^{[1][2][14][18][23]}

Maryport va Karlisl o'zgaradi

Maryport va Carlisle London Road stantsiyasidan foydalanish unga qulay bo'lmagan va yo'lovchi poezdlarini Citadel stantsiyasiga o'tkazish mantiqan to'g'ri edi; 1851 yil 2 aprelda bu haqda kelishuvni yakunladi; shimoldansharq poezdlarga kirish huquqini berish uchun turtki berildi va 1851 yil 1-iyundan boshlab ular Citadel-dan foydalandilar. Bunga L&CR magistral liniyasining tekis o'tish joyiga yaqinlashish va stantsiyaga qaytib borish kerak edi.^[11] Bu Carlisle stantsiyasi etti yil ichida M&CR ishlatgan to'rtinchi stantsiya edi.^[1] Hozircha M&CR tovar aylanmasi London Yo'lidan foydalanishda davom etdi, ammo M&CR 1852 yil 1 yanvardan boshlab Bog Goods Station deb nomlanuvchi yangi mustaqil tovar stantsiyasini qurdi.^[1] U Crown Street nomi bilan ham tanilgan, ammo sayt avvalgi terminus bilan bir xil emas edi.^[11]

1852 yil 8-avgustda Maryport va Karlisl temir yo'llari ochildi g'arb- Forks Junction-dan Citadel-ga shimolga burilish, teskari yo'nalishsiz Carlisle-ga to'g'ridan-to'g'ri kirish imkoniyatini yaratish; shu vaqtdan boshlab tovar aylanmasi ham ushbu yangi ulanishdan foydalangan. Yangi yondashuv darajasida Kanal chizig'ini kesib o'tdi; M&CR dan poezdlar o'tayotganda signal beradigan odamni tayinlash talab qilingan.^[1][11]

Carlisle and Silloth Bay Railway and Dock Company

1850 yilga kelib temir yo'llarning kanallardan ustunligi yaqqol ko'rinib turardi va Maryport va unga qadar qurilgan temir yo'llar Uaytxeyven Karlisl kanali savdosini olib qo'ydi. Mulkdorlar texnologik taraqqiyotdan foydalanishga qaror qilishdi. Karlisl kanali sifatida yana birlashtirildi Port-Carlisle temir yo'li 1853 yil 4-avgustda kanalni temir yo'lga aylantirish vakolatiga ega. N&CR Canal terminali kanal havzasiga tutashgan edi va yangi temir yo'l endi N&CR liniyasi bilan uzluksiz aloqani o'rnatdi. Port-Karlisl temir yo'li temir yo'l transporti uchun 1854 yil 22-mayda ochildi; kanal havzasi joylashgan joyda Kanal mollari stantsiyasini tashkil etdi; o'z yo'nalishidagi N&CR tovar omborlari yo'lakka aylandi va ayirboshlash trafigi endi Port Carlisle temir yo'lining yo'laklaridan foydalanildi. Port-Carlisle temir yo'li 1854 yil 22-iyundan boshlab yo'lovchilar tashish uchun ochilgan va uning Kanal yo'lovchi stantsiyasi N&CR bilan tutashgan joyning shimolida joylashgan. Ushbu bosqichda Kanal stantsiyasidan sharq tomonga yo'lovchilarga xizmat ko'rsatilmadi.^[2]

Afsuski, kanalning temir yo'lga aylantirilishi natijasida rentabellikning kutilgan o'zgarishi amalga oshmadi va Port-Carlisle temir yo'li boshidanoq pul yo'qotdi. Muammoning bir qismi shundan iborat ediki, Port-Carlisle-ning o'zi ham dengizga ko'tarilish xavfidan xoli emas edi va transport hajmi ortib borayotganligini hisobga olgan holda; Bundan tashqari, u erda loyni tozalashning jiddiy muammosi mavjud edi. Qaror Sillotda g'arbdan g'arbiy qismida yana bir temir yo'l portini yaratish edi. Shunga ko'ra, Karlisl va Sillot ko'rfazidagi temir yo'l 1855 yil 16-iyulda tashkil etilgan va 1856 yil 28-avgustda ochilgan.^[1][9]

Kaledoniyaliklar Silloth liniyalari ustidan nazoratni qo'lga kiritishga umid qilishdi va 1858 yil 28-iyunda kirish huquqini olish uchun Parlament vakolatxonasini asosiy yo'nalishidan Port Karlislga bog'lash liniyasiga ega bo'lishdi. Qisqa chiziq keyinchalik Kaledoniyadagi Port Carlisle Branch Junction deb nomlangan kavşaktan Port Carlisle Junctiongacha o'tdi. Silloth liniyalarini egallab olish amalga oshmadi, ammo keyinchalik birlashtiruvchi chiziq strategik rol o'ynadi.^[1]

Citadel stantsiyasi qo'mitasi

Citadel stantsiyasini qurish va texnik xizmat ko'rsatish xarajatlari, uni ishlatish va yaqinlashish liniyalari juda katta edi va foydalanuvchilarga ajratilishi munozarali edi. 1857 yil 10-mayda Lancaster va Carlisle temir yo'llari va Kaledoniya temir yo'llari Citadel Station qo'mitasini tuzdilar va amalda qo'shma temir yo'l tashkil qildilar. Boshqa foydalanuvchilar ishtirok etayotgani va trafik ko'payganligi sababli, ushbu kelishuv 1861 yil 22 iyuldagi parlament qonuni bilan rasmiylashtirildi. 1859 yilda Lancaster va Carlisle temir yo'llari tomonidan ijaraga olindi. London va Shimoliy G'arbiy temir yo'l, (1859 yil 22-dekabrdan kuchga kirdi) va ushbu kompaniya Qo'mitaning qo'shma a'zosi bo'ldi. (1879 yilda L&CR LNWR tomonidan to'liq qabul qilindi.)^[1][2]

Shimoliy Britaniya temir yo'li

The Shimoliy Britaniya temir yo'li birinchi bo'lib (bir necha oy ichida) Edinburgdan Sharqiy qirg'oq marshrutining bir qismi bo'lgan Bervikdagi ingliz temir yo'l tarmog'iga ulanish uchun yo'lovchilarga xizmat ko'rsatishni boshladi. Karlislning savdo salohiyati va uning g'arbiy qirg'oq portlari bilan aloqalari va Kamberlendning mineral zahiralari jozibador edi va NBR direktorlari dastlabki paytlardan beri Karlga yetib borishga intilishni boshladilar. NBR etib bordi Xavik 1849 yilda, ammo o'sha shahar va Karlisl o'rtasida 43 milya yupqa aholi punkti joylashgan.^[1][14]

Kaledoniyalik temir yo'l va Karll kabi har doim qiyin bo'lgan London va Shimoliy G'arbiy temir yo'l (LNWR) hujumga qarshi bo'lgan. NBR, mavjud bo'lgan Port Carlisle Dock and Railway Company va Carlisle and Silloth Bay Railway and Dock Company bilan sotib olish to'g'risida kelishib oldi. Ushbu ikkita chiziqda Carlisle stantsiyasi bor edi; Carlisle Citadel stantsiyasida Kaledoniya temir yo'liga ulanish liniyasi rejalashtirilgan edi va ular Sillothda g'arbiy qirg'oq portiga ega edilar. 1859 yil 21-iyulda Chegara ittifoqi (Shimoliy Britaniya temir yo'li) tomonidan Carlisle kengaytirilishiga (hozirda Chegara Ittifoqi temir yo'li deb nomlangan) ruxsat bergan va Carlisle kichik temir yo'llarini sotib olishga ruxsat beruvchi qonun Qirollik roziligini oldi. Unda "Edinburg va Karlisl o'rtasidagi transport vositalarida Kaledoniya temir yo'llari bilan ortiqcha raqobatlashish maqsadida foydalanilmasligi kerak" ekanligi ko'rsatilgan, ammo bu NBRga Kaledoniyaga qisqa tutashgan chiziq orqali Citadel stantsiyasiga kirish huquqini bergan. , o'tgan yilga vakolatli.

Bu Xavikdan Karlislgacha bo'lgan uzoq va yolg'iz yo'l bo'lishi kerak edi. Skotch Deykdan qisqa qism (shimoldan ikki milya shimoliy qismida) Longtown ) ga Qal'aning stantsiyasi Carlisle-da 1861 yil oktyabr oyi boshida tayyor bo'lgan. Port Carlisle Junction bog'lovchi liniyasi 1860 yil 30-iyunda tovarlarni uzatish uchun yagona yo'nalish sifatida ochilgan edi. Ushbu bosqichda, Savdo kengashi, agar Kaledoniya temir yo'lining ulanish chizig'ini ikki baravar oshirishiga kafolat bermasa, NBR xizmatini ochishga ruxsat bermaydi. Bu darhol amalga oshmadi va NBR faqat 1861 yil 15 oktyabrdan boshlab tovar xizmatini ochdi; Longtown-dan Gretna-ga G & SWR-ga o'tish uchun bog'lovchi mahsulotlar xizmati ham mavjud edi. 1861 yil 29-oktabrda kerakli BoT sanktsiyasi berildi va yo'lovchilar xizmati dastlab Kaledoniya temir yo'li tomonidan ishlay boshladi.^[1][2][10]

Karlisl va Edinburg o'rtasidagi butun yo'nalish 1862 yil 23-iyunda tovar poezdlari uchun va 1862 yil 1-iyulda yo'lovchilar uchun ochilgan. Marketingni ko'zlab, ushbu yo'nalish nomlandi Waverley yo'nalishi. Kaledoniya temir yo'li NBR tomonidan yo'lovchilar va tovar aylanmasi orqali ishlarni tashkil qilish, hatto buyurtma berish orqali tashabbuslarni puchga chiqardi, iloji boricha NBRdan uzoqlashtirildi. Biroq, NBR Silloth bilan bog'lanishidan foydalanib, tovarlarni qirg'oq orqali etkazib berish orqali jo'natdi.

Port Carlisle va Silloth Bay temir yo'llari NBR tomonidan 1862 yil 3 iyundagi parlament qonuni bilan ijaraga olingan; ular 1880 yilda to'liq singib ketgan. 1863 yil iyulda Port Carlisle Junction nomli stantsiya ochilgan; Silloth liniyasi va Uaverli yo'nalishining yaqinlashuvida joylashgan bo'lib, u ikki tizim o'rtasida yo'lovchilarning ulanishini ta'minlash uchun mo'ljallangan edi. Ushbu bosqichda Silloth poezdlariga Citadel stantsiyasidan foydalanishga ruxsat berilmagan; ammo bunga kelishib olindi va 1864 yil 1-iyuldan Silloth poezdlari Citadel stantsiyasidan foydalangan; ikkala Port Carlisle Junction stantsiyasi va Canal stantsiyasi yo'lovchilar uchun yopiq.^{[1][10][14][19][24]}

Shimoliy Sharqiy temir yo'l

Nyukasl va Karlisl temir yo'li birlashtirildi (aslida o'zlashtirgan) Shimoliy Sharqiy temir yo'l, 1862 yil 17-iyuldagi parlament qonuni bilan ratifikatsiya qilingan. NER bir vaqtning o'zida Carlisle-dagi Citadel stantsiyasiga kirish to'g'risida muzokaralar olib bordi.^[7]

Carlisle-dagi yangi yo'nalishlar

Lancaster va Carlisle temir yo'l yo'nalishining Carlisle Citadelga yaqinlashishi magistral temir yo'l poezdlari hajmi va tezligining oshishi uchun qoniqarsiz edi va 1859 yil 13-avgustda asl chiziqning g'arbiga yangi, to'g'ridan-to'g'ri yo'nalish qurish uchun parlament vakolatlari qo'lga kiritildi. , Upperby Junction-dan shimolga. U 1862 yil 24-yanvarda tirbandlik uchun ochilgan. Darajalarni ajratish imkoniyatidan foydalanilmadi va yangi yo'nalish Sankt-Nikolayda NER kanali liniyasi bilan tekis o'tishga ega edi. Borayotgan trafik, shuningdek, Citadel stantsiyasining o'zida jiddiy tirbandlikka olib keldi; stantsiya yo'lovchilar va yuklarni tashish bilan shug'ullanar edi va hozirgi kunga kelib juda g'amgin edi. Tovar liniyalari stantsiyaning g'arbiy tomonidan (lekin stantsiya uchastkalari ichkarisida) 1861 yil 22-iyulda ruxsat etilgan. Yangi tovar liniyalari 1862 yilda foydalanishga topshirilgan.

Avvalroq Aziz Nikolayda sharqdan shimolga burilish bor edi, 1851 yilda M&CR poyezdlari Citadel stantsiyasiga qaytishi uchun ta'minlangan edi. 1852 yilda Forks Junction egri chizig'idan boshlab M&CR poezdlari to'g'ridan-to'g'ri harakat qilgan va egri chiziq ishlatilgan. faqat u hosil bo'lgan uchburchakda M&CR dvigatellarini burish uchun. Yangi magistral yo'lni ochish uchun shpalni boshqa joyga ko'chirish kerak edi va yangi magistral chiziqdan sharqqa-shimolga egri chiziq 1862 yil 30-aprelda tovar aylanmasi uchun foydalanish uchun ochildi. va 1864 yil 13-iyunda ikki baravarga tasdiqlangan.

Shu bilan birga, Nyukasl yo'nalishidan Shimoliy Sharqiy temir yo'l poezdlari 1863 yil 1 yanvardan boshlab Citadel stantsiyasiga kirish uchun foydalangan, London yo'li shu kunga yo'lovchilar uchun yopiq.^[1][2]

Trafik hajmining ortishi tovar aylanmasi uchun turar joyni ko'paytirishni talab qildi; Shimoliy Britaniya temir yo'li 1865 yil 5-iyulda shimoliy magistral yo'nalishning g'arbiy qismida joylashgan Dentonxolmda tovar hovli uchun vakolatlarni qo'lga kiritdi. Bu NBR-ni egalar qo'mitasi oldida Citadel stantsiyasining ob'ektlarini umumiy kengayishiga majbur qilish urinishining bir qismi edi. yo'lni to'sish. Kengroq sxema to'liq muvaffaqiyatsizlikka uchradi, ammo Port Carlisle filialidan kiradigan tovarlar ombori o'z vaqtida ochildi. Keyingi yil NBR Midland temir yo'li bilan Dentonxolme saytidan foydalanish to'g'risida shartnoma tuzdi.^[6-eslatma]

1867 yil 25-mayda LNWR eski M&CR Crown Street stantsiyasining o'rnida yangi tovar stantsiyasini ochdi; qisqa tutashuv chizig'i 1862-yilda Citadel stantsiyasiga yaqinlashib kelayotgan NER poezdlari uchun foydalaniladigan sharqdan shimolga egri chiziqning tekis o'tishini o'z ichiga olgan. Bu vaqtda tor Nikolay tovar stantsiyasi yopilgan edi, ammo 1871 yilda LNWR sobiq Aziz Nikolay mollari omborining o'rnida 1867 yilda yopilgan yangi qoramol omborini ochdi.^[1][10]

Solway Junction Railway

Karlisldan o'tishda tirbandlik, ayniqsa og'ir va sekin mineral poezdlardan o'tish paytida uzoq davom etadigan qiyinchilik edi. Kamberlendning temir rudasi Lanarkshir temir eritish sanoatiga tobora ko'proq etkazila boshlandi va ushbu transportning katta hajmi Karleyldan o'tib ketdi.

Solway Firth-dan o'tadigan temir yo'lni qurish uchun mustaqil kompaniya tashkil etildi Egasi ga Annan va yaqinlashib kelayotgan qisqa yo'nalishni tashkil qilish uchun birlashtiruvchi chiziqlar Aspatriya ga Kirtlebridge Kaledoniya temir yo'lining magistral yo'lida. Ushbu ajoyib sxema Solveyni kesib o'tgan bir kilometrlik yo'lni talab qildi va kompaniyaga 1864 yil 30-iyunda kapital 320 000 funt sterling miqdorida ruxsat berildi. Ushbu yo'nalish 1869 yil 13-sentabrda minerallar harakati uchun ochildi. Karlaylda tirbandliklar biroz yengillashtirildi, ammo bu vaqtga kelib temir sanoati vaqtincha pasayib ketdi va bu temir yo'l kompaniyasining moliyaviy hayotini buzdi.

1881 yil 30 yanvarda Solvayda juda sovuq avj olganidan so'ng muzlar 1884 yilda ta'mirlash ishlari tugamaguncha yaroqsiz bo'lgan viyaduk tuzilishiga jiddiy zarar etkazdi. Avtotransport hech qachon jonlanmadi va katta texnik xizmat muddati tugagach, viyadük va chiziq yopilgan, 1921 yilda.

Settle va Carlisle liniyasi

The Midland temir yo'li janubda katta tarmoqqa ega edi va bir muncha vaqt Karlillaga etib borishga umid qilgan edi. 1857 yilda u etib keldi Ingleton va u erdan Karlislga yugurishni niyat qilgan, ammo Lancaster va Carlisle temir yo'llari bu niyatiga to'sqinlik qilgan. Shu bilan birga, Shimoliy Britaniya temir yo'li ham, Glazgo va Janubiy G'arbiy temir yo'l ham Karlaylda to'siq qo'yilganidan norozilik bildirishdi. Ikkalasi ham shimoldan Karlislgacha qimmatbaho magistral yo'llarni qurishgan, ammo L&CR va Kaledoniya temir yo'li ularning Karlayl orqali erkin harakatlanishiga xalaqit berishgan.

Buning kaliti 1866 yil 16-iyulda Midland temir yo'l to'g'risidagi qonuni bilan ruxsat berilgan Settle va Karlisl temir yo'llari sifatida paydo bo'ldi. 72 millik chiziq tog'li va aholisi kam aholi punktlari orqali o'tishi kerak edi. O'rnating, shimoliy Keighli, Karlislga. Qurilish dengiz sathidan 1025 fut balandlikdagi cho'qqidan o'tib, juda qiyin bo'lishi kerak edi; Midland buning uchun 1 million 650 ming funt sterling qo'shimcha kapital to'plashi kerak edi. Ushbu sxema arzon pullar davrida ilgari surilgan edi, ammo moliya sohasida pasayish yuz berdi va 1867 yil oxirida Midland temir yo'l direktorlari aksiyadorlarning katta tinimsizligiga javob berishdi va yangi yo'nalishdagi ishlarni to'xtatishga buyruq berishdi. 1869 yilgi parlament sessiyasida Midland qurilishdan voz kechish to'g'risidagi qonun loyihasini ilgari surdi, ammo uni tark etishga boshqa manfaatlar qarshilik ko'rsatdi va Bill yo'qoldi. Midland endi tark etmoqchi bo'lgan qimmat temir yo'lni qurishi kerak edi.

1875 yil 2 (yoki 3) avgustda Settle and Carlisle liniyasi tovar aylanmasi uchun ochildi; u Durran Till Junctiondagi Nyukasl liniyasiga qo'shilish orqali Karlislga kirdi^[21] London yo'li yaqinida. Keyingi yil, 1876 yil 1-mayda Setl va Karlisl yo'nalishi to'liq ochildi.^[1][2][10]

Carlisle-dagi asosiy yaxshilanishlar

Yo'lovchi va tovar aylanmasini ajratish

Settle va Carlisle temir yo'lining ochilishi Karlislda yo'lovchilar tashish hajmi ko'payganligidan xabar berar edi va allaqachon yetarli bo'lmagan ob'ektlar og'ir yuk ostida qolishi kerak edi. Settle va Carlisle liniyasini qurishga ruxsat beruvchi Qonun Citadel stantsiyasi egalaridan qo'shimcha trafik uchun stantsiyani qanday kattalashtirish zarurligini aniqlash uchun hakamga murojaat qilishni va zarur ishlarga ruxsat berish uchun qonun loyihasini taqdim etishni talab qilgan edi. Hakam, shuningdek, qiyinchiliklar yuzaga kelganda, qurilish va ta'mirlash uchun xarajatlar taqsimotini belgilashi kerak edi.

1866 yildan Settle va Karlisl yo'nalishigacha bo'lgan davrda Citadel stantsiyasi hududini obodonlashtirish bo'yicha abort takliflar bo'lgan va S&C Billda ko'zda tutilgan "qiyinchilik" LNWR va Kaledonian va Savdo kengashining o'zi nihoyat hakam tayinladi, Jozef Kubitt, kerakli qarorni qabul qilish. Unfortunately the arbitrator died before completing his work, and the situation proved so frustrating that the Midland presented its own Citadel Station Bill in an attempt to get a proper allocation fixed. The Bill failed, but the LNWR and Caledonian were motivated to negotiate with the Midland and they made a voluntary agreement, on 16 December 1872. This resulted in the Citadel Station Act of 21 July 1873.^[2][25]

This was a far-reaching project: a new route taking goods traffic away from Citadel was to be constructed, and the existing goods lines at Citadel were to be removed, the space being used for improved passenger train accommodation.^[2]

The passenger station

The £334,000 cost of the project was to be paid for by the Midland Railway and the Citadel Committee jointly. The passenger station was massively expanded with a long new island platform and five bay platforms; the glass roof covered ​6 ¹⁄₂ gektar,^[26] and there was an elegant end screen in a gothic style.^[27] However, this only provided three through platforms, a fact that limited express passenger train operation, especially in an era when many trains attached and detached portions for multiple destinations, in some cases changing from vacuum to Westinghouse braking on the trains. It was at one time commonplace for a succession of down trains to be held up outside waiting platforms when no up trains were in evidence. Although not fully complete, the new station was inaugurated on 4 July 1880 for the Carlisle Royal Show.^[1]

Although the three through platforms were long, they were a limitation on traffic. In 1907 R E Charlewood recorded that

"To accommodate all [the] traffic, the space at Carlisle is very limited ... There are only three main line platform faces... Fortunately, the main platforms are long enough to admit of two trains being dealt with simultaneously."^[28]

Ning boshlanishi grouse season in 1900 occasioned exceptional traffic flows:

On the night of August 10th, thirteen Scotch expresses left Euston and over 300 beds were made up in the trains for first class tourists only. The first portion of the 7.45 pm was filled with first class passengers, all for the Tog'li temir yo'l orqali Dunkeld. The second portion was also for the Highland line only. Next train to leave was the first portion of the 8 pm, all of which was for Aberdin. This express created a record by reaching Carlisle at 2.12 am, exactly at time – a feat never before accomplished on any August 10th. The second portion of the same train was for Aberdeen and Oban. Ten minutes later followed the Stranraer boat [train] express, close on the heels of which ran the special horse and carriage train for all parts of Scotland. The express leaving at 8.50 pm was for Glasgow (Central) only. Ten minutes afterwards followed a heavy train for Edinburgh only, with a second portion labelled for the north. Last of all came the fastest train on the West Coast route: the 11.50 pm in two portions, the first bound for Glasgow and the second for Edinburgh and the north. Nearly all these trains were made up equal to ​19 ¹⁄₂ vehicles, but although the weight was so great and the time between each none too long, wonderful time was kept to Carlisle.^[26]

The ordinary passenger train service was described:

"Under ordinary circumstances and exclusive of special trains the number of trains dealt with each weekday at the Citadel station is as follows:

• London and North Western 61
• Caledonian 45
• Midland 35
• Glasgow and South Western 32
• North British 34
• North Eastern 36
• Maryport and Carlisle 16
• Total 259."^[26]

Goods routes

The goods by-pass lines were to be controlled by a new Carlisle Goods Traffic Committee, consisting of members of the LNWR, the Caledonian Railway, the Midland Railway, and the G&SWR. (The G&SWR did not fully participate in the controlling committee for some time.)^[1]

The Caledonian Railway goods depot was modernised and fully relocated to the west of the realigned northward main line, and new engine sheds were built at Kingmoor.

The G&SWR and the North British Railway saw themselves as allies of the Midland Railway, and they aligned their operating facilities at Carlisle to that company. The G&SWR used new goods facilities and engine accommodation at Petteril, opposite London Road, from the beginning of 1875, but some through goods traffic from the Midland was exchanged at Gretna Green (G&SWR). A new connection was made from London Road through to the M&CR and the Canal line, by lowering and realigning the old N&CR Canal branch; this enabled NBR, NER and Midland goods traffic to run through, and incidentally forming a triangular junction, available from 7 July 1877. The former L&CR main line was again realigned and elevated to pass over these lines, so that full grade separation was at last achieved, and all the companies had access to and from the new goods route, from 6 August 1877.

The new goods lines were primarily through routes, and thought now turned to joint goods terminal facilities. In 1866 the NBR had established its Dentonholme goods depot and opened it to the Midland Railway, although the Settle and Carlisle Line was not yet nearing readiness. On 13 July 1876 the NBR obtained an Act of Parliament authorising both the Midland Railway and the G&SWR to use the site, which was to be enlarged; the new goods by-pass lines now passed alongside. The much enlarged joint goods depot at Dentonholme was opened on 1 October 1883.^[7-eslatma] In fact the NBR continued to use Canal as its primary goods depot, and the G&SWR was the chief beneficiary of the new facility. The multiple goods depot locations in the city resulted in a huge volume of inefficient transfer trip working traffic.^[1][2]

Currock engine shed G&SWR

The G&SWR had been provided with engine shed facilities at Petteril by its ally, the Midland Railway. In December 1894 it opened a new engine shed of its own at Currock, opposite the Maryport and Carlisle shed. It needed running powers over the M&CR to reach it, and these were formalised on 6 July 1895.^[1]

World War I and the Grouping

Ning paydo bo'lishi Birinchi jahon urushi (1914–1918) resulted in a huge upsurge in goods traffic at Carlisle, and the dispersed goods depots of the individual companies resulted in heavy traffic in trip workings between them. Some beneficial co-ordination was achieved by a (goods traffic) Joint Control Committee from 1916.

After the war, the main line railways of Great Britain were "grouped" following the 1921 yilgi temir yo'l to'g'risidagi qonun. At the beginning of 1923, four large companies were established and most of the prior independent companies were allocated into one of the groups. The London Midland va Shotlandiya temir yo'li (LMS) was the dominant group at Carlisle, and the LNWR, the Caledonian Railway, the Midland and the G&SWR were constituents of it. The Maryport and Carlisle Railway became part of the LMS as a subsidiary. The London va Shimoliy Sharqiy temir yo'l (LNER) was dominant on the East Coast Main Line, and the NER and North British Railway were constituents of the LNER, and the Carlisle and Silloth Bay lines followed.

A divided control at Carlisle therefore continued, but some limited rationalisation was possible. The M&CR engine shed at Currock closed in 1923, with that line's engines being serviced at the 1894 G&SWR shed; this in turn was closed in 1924, with Kingmoor va Katta engine sheds taking over the role. London Road engine shed continued to serve the Newcastle line until 1933 when that role was transferred to Canal shed, and the Midland Railway engine shed at Durran Hill (at the convergence of the Settle and Carlisle line with the Newcastle line) closed on 16 February 1936.^[1][10]

World War II and nationalisation

Ikkinchi jahon urushi (1939–1945) again brought a massive upsurge in goods traffic, and the unmodernised network of routes at Carlisle again brought serious operational difficulties. The Durran Hill engine shed, closed in 1936, was reopened, later closing finally on 2 December 1959.Carlisle Kingmoor Marshalling Yard for up trains had developed at Kingmoor, north of Carlisle, and together with the traffic from the Canal lines there was intensive and congested train working at the northern end of Carlisle station complex. In 1943 quadruple track was provided from Kingmoor, where an up marshalling yard had been established, to Port Carlisle branch junction, from where there was already quadruple track to Caldew Junction.

In 1948 the main line railways of Great Britain were nationalised, following the Transport to'g'risidagi qonun 1947 yil. A Shotlandiya viloyati was created, managing most of the lines in Scotland, as well as a London Midland Region covering the English (and Welsh) parts of the LMS, and an Eastern Region for the former LNER in England. In fact the apparently simple geographical split brought numerous management inconsistencies, and a number of adjustments were subsequently made. Nevertheless, Carlisle remained a border railway location for some time.^[1]

Modernizatsiya

Kingmoor Yard

The return of peace and the enthusiasm of state ownership focused attention on the goods train working at Carlisle. The multiple goods stations persisted, and goods wagons passing through Carlisle were remarshalled at least once in the transit at primitive depots not much changed since 1877; in most cases through wagons were tripped between goods yards laid out by the pre-1923 companies. 30,000 wagons were passing through every week at this period.

In 1956 funding was allocated for a new integrated marshalling yard at Kingmoor, north of Carlisle. Considerable land acquisition—420 acres—took place and in 1959 actual construction started. The scheme was to cost £4.5 million, and 56 track miles of sidings were laid out. The site was ​2 ¹⁄₂ mil uzoqlikda. Separate up and down hump yards were provided and a new power signal box was built, as well as a new motive power depot.

The marshalling yard was located north of Carlisle on the west (up) side of the main line, and special arrangements were built to route goods trains to and from the yard.

Quadruple track already existed approaching Rockcliffe, at the north end of the site, and a new flyover was built to carry the up goods line (from the Gretna direction) over the main line to enter the yard. The Waverley yo'nalishi crossed the former Caledonian Railway main line south of the yard, so approaching goods trains on that line were brought to the former Caledonian line over the old Gretna branch. This line, from Longtown to Gretna, originally intended to give the NBR access to the G&SWR, had been closed to passenger trains on 8 August 1915^[29] and only carried occasional goods traffic to ordnance depots. It was altered to operate in the up direction only, and the north facing connection at Gretna was altered to be south facing, joining at Mossband Junction, from where up Waverly Line goods trains could continue on the up goods line to Kingmoor.

Southbound trains leaving the new yard entered the Dentonholme route at Caldew Junction, giving access to all southward routes.

Northbound goods trains could enter the yard by the same route, and could leave it by joining the former Caledonian main line at the north end of Kingmoor yard. The access towards the Waverley route was more complex. Trains drew southward from the yard to a reversing loop at Stainton Junction, alongside the NBR route; after the engine ran round, the train could proceed directly on the NBR line, crossing the Caledonian main line by the original bridge.

These works were completed in 1963.^[1][10]

Citadel station retrenchment

In 1958 the cost of maintenance of the elegant and extensive roof at Citadel station was a cause for concern, and much of the roof, and also the Gothic end screens, were removed.^[1][27]

The Beeching report

In 1963 the Beeching report was published, Britaniya temir yo'llarini qayta shakllantirish. The industry had been incurring mounting losses, considered by Government to be unsustainable, and the report indicated how matters might be got under control. Many rural branch lines, and many stations on main lines, were stated to be unremunerative, and were to be closed. Wagonload goods traffic over the whole system was considered to be heavily loss-making and was to be reduced in extent. Sundries traffic was especially unremunerative. Investment was to be concentrated on certain main routes, on accelerating the transition to modern traction and signalling systems, and the introduction of "liner trains" capable of fast transits carrying maritime containers.

Many sections of the public objected to the implications of the proposals as they emerged, but Government was generally insistent on implementing the changes. Wagonload goods had been conveyed in traditional ten-feet wheelbase wagons, in many cases without a continuous brake, and staged from one marshalling yard to another. The improving road network in the country, and the regulated railway freight charges, encouraged effective competition for the business from road hauliers; railway wagonload goods had been declining since the 1930s, and now declined steeply, due not to the Beeching report, but to customers' abandonment of the railway.^[1]

Yopish

The steep decline of wagonload goods traffic meant that Kingmoor Yard never worked at peak volume. The multiple goods terminals at Carlisle, still not rationalised, began to be closed due to loss of business. On 2 August 1965 Viaduct goods, the former Caledonian Railway goods depot, was closed, followed in July 1965 by Crown Street goods.^[8-eslatma] On 1 February 1966 the Midland Railway yard at Petteril Bridge goods closed, although some private sidings were retained there.^[1]

On 7 September 1964 the Silloth branch closed completely. In 1968 the southward spur from Forks Junction to Bog Junction was closed.

On 6 January 1969 the Waverley Route closed to through traffic, together with the connecting spur from Port Carlisle Branch Junction to Canal Junction, and the line to the reversing siding at Stainton Junction for trains from Kingmoor Yard; the last named was only six years old. The portion of the Waverley route as far as Longtown was retained until 31 August 1970, when the line was shortened to serve only RAF Brunthill, just north of the bridge where the Waverley Route had crossing the Caledonian, main line. The line between Mossband Junction and Bush-on-Esk, on the old Longtown to Gretna line, was retained for the time being to serve an ordnance depot, reverting to two-way working for the purpose.

In addition in 1970 the Canal branch closed, Canal goods having closed on 31 May 1969; the M&CR yard at Bog goods closed on 5 October 1970; on 7 December 1970 the LNWRcattle depot at the Crown Street site closed.^[1][10]

Ishdan bo'shatish

If the "modernisation" seemed to concentrate on closing facilities, a major step forward was the resignalling of the Carlisle station area with a modern power signal box early in 1973. 74 route miles of the West Coast Main Line were taken into its control area, together with stubs to fringe signal boxes on many branches. The Bog Junction to Forks Junction route was reinstated as part of this work, to handle steel block trains between Workington and Tyne Yard.^[1]

Elektrlashtirish

A major positive element of modernisation was electrification of the main line. This was completed in 1974, on the 25 kV ac overhead system. Considerable improvements in journey times were achieved.^[1]

All wiring north of Oksenholme was completed by June 1973; from 7 January 1974 freight trains were electrically hauled between Kingmoor Yard and Mossend Yard, in central Scotland. The line south of Carlisle was energised on 25 March 1974, and some passenger trains were electrically hauled throughout from London to Glasgow from 22 April 1974. The full electric service started on 6 May 1974.^[30]

Kingmoor yard: further decline

In 1973 Kingmoor Down Yard closed. In 1977 British Rail introduced a new wagonload network named Speedlink. Modern wagons capable of 75 mph running worked in a timetabled network, but the network was much reduced; the traditional wagons were phased out, and in 1981 hump shunting at the remaining yard was discontinued.^[1][2]

Derailment and closure of the goods route

Early in the morning of 1 May 1984 a freightliner train was descending from Shap on the main line, and became divided. The front portion of the train continued, but the rear portion slowed but then also continued by gravity. Entering the Carlisle complex it was diverted on to the goods avoiding lines. These were sharply curved and the train portion became derailed, causing considerable damage in the process. The route was closed by the damage caused, and in December 1985 the decision was taken not to restore the route, and accordingly it was permanently closed. Signalling changes at Citadel station were made to facilitate all traffic passing through it.^[2]

Passenger revival

In the period following publication of the Beeching report, passenger train services were in constant decline for many years. The process was reversed from about 1990, and intercity and medium distance passenger services have seen a renaissance. Avanti G'arbiy sohil dan xizmatlarni boshqarish London Euston ga Edinburg va Glazgo, esa TransPennine Express dan xizmatlarni boshqaradi Manchester aeroporti to Edinburgh and Glasgow.

Abellio ScotRail operates an approximately two-hourly service on the former G&SWR route to Glasgow via Dumfritlar va Kilmarnok. Shimoliy poezdlar operate an approximately hourly service from Carlisle to Nyukasl; some of the services are actually operated by Abellio ScotRail as through services from the Dumfries route. Northern operate an irregular but about 90-minutely service from Carlisle to Furness-Barrow orqali Meriport va Uaytxeyven.

Izohlar

Adabiyotlar

Qo'shimcha o'qish

Denis Perriam and David Ramshaw, Carlisle Citadel Station, P3 Publications, Carlisle, 1998, ISBN  978-0952209874