Maryport and Carlisle Railway

The seven mile section from Maryport to the pits at Arkleby (1¼ miles short of Aspatria) was opened for mineral traffic on 15 July 1840.:[5]^:145[6]

Soon after eleven o'clock the directors and their friends, including several ladies, took their seats in the train, and off they set to Arkleby and Oughterside; at the latter place they took in charge twenty waggons of coal from the pits of Mr. Harris of Greysouthen ,[lower-alpha 1] with which they returned to Maryport, and immediately shipped them on board a vessel. The next train brought twenty waggons of coals from the pits of Mr W. Peile,[lower-alpha 2] of Gilcrux, which were also shipped.[8]

The line ran from the South Quay at Maryport, and the Maryport passenger station was in front of what is now Jubilee Terrace.[lower-alpha 3] The line was extended from Arkleby to Aspatria on 12 April 1841.[5]^:145 Bridges on the line were built with little more than a foot (0.3m) lateral clearances between bridge and train; much less than came to be the norm in the UK, and as a consequence unwary passengers have in the past stuck their head out of a window and been killed.[10]

The line achieved a major reduction on transport costs in the northern coalfield. It now cost Brayton Colliery 4 shillings per waggon[lower-alpha 4] to transport their coal to Maryport by railway, when road transport had formerly cost them 9 shillings per waggon; Gilcrux colliery were now paying half the 7 shillings per waggon road transport had cost them. At that time Whitehaven coal was being sold to the shippers at 16/6 delivered on board.[7] Output from the northern coalfield increased rapidly, and with it the tonnage of coal shipped from Maryport. In 1842, the general manager of Whitehaven Collieries reported "The promoters of the Maryport & Carlisle Railway had the avowed object in view to injure Whitehaven, in which they have been successful".[7] By 1846, almost as much coal was being shipped out through Maryport as through Whitehaven.[7][lower-alpha 5]

With the line operating from Maryport to Aspatria, attention turned to construction at the Carlisle end (as was required by the Act of Parliament). The section from Carlisle to Wigton was opened on 3 May 1843:

In the course of the forenoon three trains of carriages arrived from Carlisle, drawn by the Star, the new patent engine of Messrs. Hawthorne and Co. of Newcastle... the Ballantine and the Nelson engines belonging to the Newcastle and Carlisle Railway, and which had been lent for the occasion...[lower-alpha 6] Soon after one o'clock, the different trains were filled with passengers, amongst whom were many of the fair sex, who appeared not the least interested of the vast concourse in the proceedings... at twenty-three minutes past one o'clock, the eldritch scream of the steam whistle warned all that everything was in readiness, and off the first train started, amidst the hearty cheers of the assembled thousands. The other trains started at intervals sufficiently "respectable" to ensure safety from all chance of collision.[15]

The location of the Carlisle station was described as

... nearly on the site of the ancient hospital of Saint Nicholas. The line here runs parallel, and on the same level, with the Newcastle and Carlisle Railway, and the trains passing on to that line were carried forward to the Station of that company at London Road-the ancient Gallows Hill.[15]

The connection was with an extension of the Newcastle and Carlisle Railway, running to the Port Carlisle Canal basin at Caldewgate; this ran to the west of the subsequent line of the Lancaster and Carlisle Railway, and the M&C station was to the west of the junction "near where Currock Pool formerly stood"[16] in an area known as Bogfield.[17]

This left a gap between Aspatria and Wigton; a wagonette conveyed passengers over the central section by road. The eight mile gap was closed in two stages; sections at each end, from Aspatria to Low Row and from Wigton to Brookfield, were opened on 2 December 1844. The gap was finally closed in January 1845 for goods traffic,[18] through passenger services commencing 10 Feb 1845.[19] Brookfield closed immediately; Low Row was replaced by a new station at Leegate in 1848.[5]^:146[20] There were initially three through passenger trains each way daily (one 'mixed' and two 'quick'); passengers for Whitehaven could avail themselves of a connecting coach service, which left Whitehaven for Maryport two and a quarter hours before the 'quick trains' left Maryport for Carlisle, and left Maryport for Whitehaven one and a half hours after quick trains left Carlisle. There was no advertised Sunday service,[21] but in May 1846 a second mixed train was added to the weekday service and two Sunday trains introduced.[22]

The Carlisle Journal repeatedly criticised the management of the M&CR and frequently published letters airing the grievances of the travelling public; "almost daily public complaints of want of accommodation, of irregularity, of notorious incivility somewhere, as well as mismanagement everywhere" according to one correspondent.[23] Reporting on the first train to run from Carlisle to Workington, the Carlisle Journal remarked that those used to travelling on the Maryport line would not be surprised to hear that the train set off a quarter of an hour late; relating further mishaps it talked of "the cause of all the bungling on this line -the want of system" [24] Even shareholders were disenchanted ; their half-yearly meeting in August 1846 heard allegations of open drunkenness of on-duty railway employees going unchecked.[25] Hence the following advertisement:

To The Public

---

Maryport And Carlisle Railway

Considerable dissatisfaction on the part of the Public having existed for some time past, relative to the management of the Maryport and Carlisle Railway. And it being the unanimous wish of the Directors that every possible attention shall be paid to the convenience and comfort of every Passenger who may travel on this Line, and also that every facility should be given for the regular transit and due delivery of Goods, Parcels, &c., compatible with the existing state of this Railway

Notice is Hereby Given,

That prompt attention will be paid to every complaint respecting the irregularity in the arrival and departure of any of the Trains, as well as to any inattention or want of civility to any Passenger, by any officer or servant of the company, arising from intoxication or any other cause, on application to either of the Undersigned, who have recently been appointed Directors, to superintend the affairs of the Railway at the Eastern Terminus...

Carlisle, August 21, 1846[26]

The directors set up a sub-committee to look into allegations of mismanagement,[27] but before it could report the financial management of the company was attacked at the half-yearly shareholders' meeting. It emerged that there was no list of shareholders meeting the requirements of Parliament, nor was there any independent audit of accounts (they were looked over by a company director, who also acted as a solicitor for the company, although not officially the company solicitor). Two representatives of Newcastle shareholders attended, complaining that shares had been sold in Newcastle by the company at a premium on the assurance of its representative (the solicitor-cum-director) that a dividend of 8% was to be expected; a dividend of 4% had then been declared and this was partly funded by the premium on the shares sold. The company secretary was not an efficient officer - "the time was come when some one ought to be at the head of the Company who is competent to manage its affairs". The chairman of the sub-committee whilst refusing to go into detail ahead of the submission of their report confirmed that they were satisfied that "it was most essential and important that there should be a thorough change in everything connected with the Company"[25] The Railway Chronicle editorialised that "the conduct of the board ... was a specimen of everything that a business-like management could avoid";[28] the company secretary (who had also been acting as its engineer) was dismissed and a committee of five directors set up to more closely supervise the operation of the railway.[29] The next shareholders' meeting in February 1847 was told there was no immediate prospect of a dividend being paid (interest payments on the company's borrowings, and the running costs of the railway ate up in almost equal measure the operational receipts); the meeting then voted to explore the possibility of amalgamation with the Newcastle and Carlisle or the Lancaster and Carlisle railways.[30] The Newcastle and Carlisle offered to lease the line, paying 5% a year on M&C shares, but negotiations lapsed: matters had improved for the M&C, which found itself able to pay a 3% a year dividend.[31] Results for the first half of 1848, however, showed the M&C to be running at a loss : receipts were down 20% and interest payments were higher; it was therefore resolved to negotiate the leasing of the line by George Hudson,[32] the Railway King and chairman of numerous railway companies chiefly in the east of the country. Hudson proposed a lease of the line by the York, Newcastle and Berwick Railway from 1 October 1848, matching a lease just taken by Hudson personally of the Newcastle and Carlisle Railway. He guaranteed the M&CR a dividend of 4%. The offer was accepted by a shareholders' meeting from which the press were excluded.[33]

As the means by which Hudson had made his money and gained control of so many railways began to be exposed,[34] and to unravel, the Bill authorising lease of the M&CR and the N&CR by an East Coast company was rejected by the Commons as an attempt to monopolise traffic between the North-East and Scotland,[35] and from 1 January 1850 those companies reverted to their own managements' control.[36] The exposure of Hudson's misdeeds elsewhere, and the renewed necessity to make the M&CR pay its way following the repudiation of Hudson's lease led to an investigation of the affairs of the M&C by a committee from which directors were excluded. The committee reported multiple failings of previous and current directors of the company,[5]^:148 in some cases involving 'open disregard of the law': borrowing before the specified number of shares had been fully paid; misbooking of interest on working capital to capital rather than revenue; failure to identify and book outstanding liabilities against the revenue account; failure to make any allowance for depreciation; appointing company officers on the basis of nepotism, cronyism and patronage rather than fitness for the post; favouritism in the setting of rates for coal traffic (the wisdom of colliery owners being directors - and of allowing directors to influence specific negotiations - was questioned ); failure to state clearly the roles and responsibilities of company officers;division of Company legal work piecemeal between too many solicitors (with the result that "no one person seems to have had a full and accurate knowledge of ...transactions involving the Crown Street station") [37]

The original Act of Parliament gave the M&CR no powers to deviate from its connection to the N&CR to a more convenient Carlisle terminus.[17] At this time, the route for the Lancaster and Carlisle Railway and its partner the Caledonian Railway were being prepared, and the proposed main line to Scotland was arranged to pass to the west of Carlisle (and very close to the Crown Street site) to allow a common central station to serve all the Carlisle railways. The Maryport Company preferred to proceed with its own station at Crown Street on Botchergate.[38] The Act authorising this received the royal assent on the same day (6 June 1844) as the Lancaster and Carlisle Railway's Act: a clause in the M&CR's Act established that the powers (such as compulsory purchase) given the L&CR under their Act had priority, provided that these powers could not be exercised to prevent the M&CR acquiring the bare minimum of land required for its branch.[17] Litigation then ensued, but although the M&CR lost the case,[17] it succeeded in reaching its Crown Street land by a branch from the Canal line, and opened its station there on 30 December 1844; trains backed into and out of the station.[39]

In May 1845, the four railway companies (Caledonian, L&C, M&C, N&C) finally agreed upon a site for their joint station, but the Maryport negotiators insisted that they should pay only a moderate share of the cost, as they already owned a station close by, which (they argued) might have been extended to form the joint station. Some dispute followed and in September 1846, it was arranged that the joint station should be built at once entirely at the cost of the L&C and the Caledonian; the resulting Citadel station opened in September, 1847. The approach tracks from the south were crossed on the level at least three times by every M&C train movement into or out of Crown Street; if the M&CR train continued to London Road, it made a fourth crossing.[39] This was naturally objected to by the L&CR, which considered the Crown Street station illegal; moreover they required the land for the further development of goods facilities in connection with the Citadel station, and had obtained parliamentary powers to purchase it. The M&C had agreed in writing to sell the land at cost price; it was willing to sell the site for £7,000 but any dispute as to the true value could be settled by a referee appointed by the Board of Trade.[40]

Hudson, once he became the lessee of the M&CR demanded a much higher sum: not just for the land (about six acres), but as compensation for the loss of the passenger traffic and coal trade which it was claimed would follow if the Crown Street station was lost and a new station had to be built at Bogfield (the cost of which he also asked the L&CR to meet). At a two-day hearing held at Carlisle in January 1849 to ascertain the true value, witnesses for the M&CR (all associated with or employed by Hudson-controlled lines) gave their estimates of the appropriate total compensation; all the estimates were over £70,000. After hearing the evidence for the L&CR on agreements previously reached between the companies, the jury awarded the M&CR £7,171 4s 3d for the land, with no compensation for the other items claimed for.[40] The awarded sum was duly paid into court and at the end of February 1849 the M&C was given formal notice to quit.[41] Hudson refused and attempted to get the proceedings quashed.[42] [lower-alpha 7]

At 10 am on 17 March 1849, the Under-sheriff of Cumberland[lower-alpha 8] appeared at the station and, after some words with the M&C clerks, the only representatives of the company present, gave possession of it to a solicitor acting for the L&CR. Upon a wave of the latter's handkerchief a

strong force of at least 100 men, armed with crow-bars, pick-axes, shovels, &c., rushed from the goods yard of the Lancaster company, to which they had been brought from all parts of the line, to the ground of the Maryport Company, and, without further ceremony, commenced operation by tearing up the rails. This was the work of a few minutes only, as the men were particularly expert. They next pulled down the sheds of the coal and lime depots; and lastly, having allowed the clerks of the Maryport Company sufficient time carry off the books, they gutted the station, which was certainly only a temporary one, and carried away the building! … In the meantime, a man was posted near to where the Maryport line joins that of the Newcastle and Carlisle Company, and at about 200 yards distance from the station of the former company, to inform the driver of the engine due at half-past 11, that he could not proceed further upon the line. The driver, upon hearing this, immediately drove off to the Gallowhill station of the Newcastle Railway ….[42]

A goods customer subsequently spoke of the M&C consequently using "their old station outside the city"[35] but all M&CR passenger services were now obliged to run to London Road:

The station belonging to the Maryport and Carlisle Railway, situate in Crown Street, Carlisle, having suddenly been Removed by the Lancaster and Carlisle Railway on Saturday last, the Market Day, Notice is hereby given that, until further notice, the Maryport and Carlisle trains will run to and from the Newcastle and Carlisle Railway's station, London Road. The Public having been put to very great inconvenience by the sudden Removal of the above-named Station, and expressed great dissatisfaction thereon, it is only right to state that the directors of the Maryport and Carlisle Railway were not cognisant of, and consequently in no way to blame in this affair.[44]

After Hudson's lease was terminated,the M&CR continued to use London Road as its Carlisle terminus, paying the Newcastle Company £250 a year for the accommodation, until (1 June 1851) Citadel station became the M&CR's Carlisle terminus,[45] with trains backing in from the Canal line as they had done in the days of Crown Street.[39] M&CR goods business was then (January 1852) transferred from London Road to 'the Bog Station of the company'.[46]

On 8 August 1852, a direct M&CR line into the Citadel station was opened, crossing the Canal line on the level, and joining the Lancaster line at the south end of the station. A few weeks later, the Company opened its own goods station west of the new line. This was on Crown Street, but not on the site of the old M&CR station.[39] Although commonly known as Carlisle Crown Street,local papers also referred to it as the Bog Station (although it was not on the site of the original station at Bogfield) to distinguish it from the L&NWR goods depot subsequently built also on Crown Street[47] (and on the site of the old M&CR terminus); in 1924 (after grouping, when company names could no longer be used to distinguish between the depots) the ex-M&CR depot was renamed Carlisle (Bog).[5]

Remains of Bullgill Station in 1961

In 1861 the Carlisle and Silloth Bay Railway, wished to expand into the coalfield around Mealsgate and promoted a line from their Abbey station. Nothing came of the scheme, but the Maryport and Carlisle Railway was spurred to provide a connection from its own main line. It formed a loop (through the parish of Boltons) from Aspatria through Mealsgate back to the main line at Aikbank Junction. Mealsgate was reached over sustained gradients of 1 in 70 from Aspatria, 1 in 60 from Aikbank. The line opened to goods and mineral traffic on 2 April 1866, but the collieries did not develop as rapidly as had been expected, and the Aikbank end of the loop quickly became disused; track was removed in September 1869. Eventually the coal production picked up and on 1 October 1877 the Aikbank end of the line was reinstated and re-opened. Passenger traffic from Aspatria to Mealsgate began 26 December 1866; the intermediate station of Baggrow led to the name the Baggra Bus being given to the branch passenger train. On the reopening of the Aikbank end of the loop, a single daily mixed train ran on that also.[5]^:161–2

System map of the Maryport and Carlisle Railway in 1867

By the 1860s West Cumberland was producing huge quantities of coal, and (south of the area through which the M&CR ran) of good quality haematite iron ore, free of phosphorus and hence of a composition particularly suitable for the Bessemer process of steel making. An M&C shareholders' meeting in 1864 was told that 660,000 tons of ore had been mined in 1863, about a quarter of this going to Scotland by rail or by sea.[69] Ironworks set up to smelt the ore locally found West Cumberland coal unsuitable, and better quality coal (or coke) had to be imported.[70] The profits of the incumbent railways were correspondingly excellent; the M&CR over which much of the export of haematite to Scotland took place was paying dividends of 13% in 1873.[71] Larger railway networks from outside the area started to take an interest and to defend its interests the M&CR promoted a Parliamentary Bill in 1865 to amalgamate with or lease five local companies. That found no support from the other companies[72] and did not proceed, but to protect its territory the M&CR had also promoted the Derwent branch of six miles in the same session, and that was authorised on 19 June 1865. It was to run from a junction at Bullgill to Brigham on the Cockermouth and Workington Railway and usefully shorten the route between the West Cumberland orefield and the Solway Viaduct.[73]

While the line was being built, the London and North Western Railway (LNWR) acquired the Whitehaven Junction Railway and the Cockermouth and Workington Railway: exactly the outcome the M&CR had hoped to fend off. In self-defence the M&CR deposited a Bill for running powers over those lines that had been friendly before the takeover, but the LNWR negotiated terms on 2 April 1866: the M&CR got running powers east from Brigham to Cockermouth and west to the triangular Marron Junction; and four passenger services were to be operated daily by the London and North Western Railway (LNWR, successor to the Lancaster and Carlisle Railway) from Maryport to Whitehaven in connection with Carlisle trains there. The M&CR also secured a traffic sharing agreement for mineral traffic destined for Scotland: one half of such traffic arising from the ore field would run via Marron Junction, from where the M&CR would convey it northwards; the other half would travel via Whitehaven. The line opened to goods and mineral traffic on 12 April 1867 (about 50,000 tons of iron ore passing over it in the first half of 1868),[74] and to passengers on 1 June 1867 (a through passenger service ran from Maryport to Cockermouth, reversing at Bullgill and again at Brigham).[5]^:170–2

The Cleator and Workington Junction Railway obtained an Act in 1883 to build a line from Calva Junction, immediately north of Workington, to Brayton, where the Solway Junction Railway made a junction with the M&CR, with a view to getting direct access to Scotland via the Solway Viaduct. This was intended to lessen the dependence of the C&WJR on the L&NWR; in the event the Cleator and Workington came to an agreement with the M&CR, and the new line ran from Calva Junction only to Linefoot, on the M&CR Derwent branch, the M&CR granted running powers between there and Brayton. The line was 6½ miles long and very steeply graded; it opened to mineral traffic on 24 March 1887. A passenger service operated at the southern end, as far as Seaton, but except for a brief (September–November 1908) attempt at a Workington-Linefoot service only excursions and special passenger trains operated throughout,[5]^:185

• John Bulman fl.1846 [lower-alpha 12]
• Mr George Scott, ? - 1848 [lower-alpha 13]
• George Tosh, c1850[lower-alpha 14]-1870 : he pioneered the use of steel (instead of iron) in the construction of the company's locomotives, notably the boiler/firebox and wheels. This was the first such use in Britain.
• Hugh Smellie, 1870-1878
• J. Campbell, 1878-?
• William Coulthard, 1898-1904[80]
• John Behrens Adamson, 1904-1922[81][82]

The first locomotive was a 2-2-2 was built by the local firm Tulk and Ley of Lowca and delivered to Maryport by sea on a raft.[7] Christened the Ellen, she had two cylinders (diameter 12", stroke 18") driving her 5-foot driving wheels, and weighed over 12 tons.[83] A second locomotive, the Brayton "of immense power" (an 0-6-0 with 4 ft 6in wheels) was delivered in July 1841 to assist with the coal traffic;.[84]

In the following fourteen years five more engines were acquired from Lowca; a 2-2-2 named Harrison arrived in 1843, followed by two 0-4-2s: Lowca and Harris in 1845. A similar engine, named Cocker arrived in 1847. The final engine from Tulk and Ley was a 4-2-0 Crampton locomotive, in 1854. This was works no.17 and M&CR no.12. Seven locomotives were purchased from other suppliers, chiefly from R and W Hawthorn.[71]

An 1857 audit of the rolling stock reported it to consist of: "4 first class, 8 second class, 12 third class, and 1 composite carriages, 7 luggage and break vans, 3 horse boxes; 4 carriage trucks; 19 cattle trucks; 113 goods and other trucks ; 20 coke trucks ; 482 coal waggons ; and 13 locomotive engines"[85]

The 1912 statistics of the line included the following information:

• rolling stock: 28 locomotives, 56 coaching vehicles and 1667 goods vehicles of various kinds
• colours: locomotives - green; carriages - cream with green bodies; wagons - lead colour.[86]

Maryport and Carlisle Railway
West Coast Main Line to Glasgow and Edinburgh Carlisle Citadel West Coast Main Line to London Cummersdale Dalston Curthwaite Crofton private station Wigton Brookfield Aikbank Junction Leegate Solway Junction Rly Brayton High Blaithwaite Mealsgate Allhallows Colliery Baggrow Aspatria Arkleby (closed 1852) Bullgill Dearham Bridge Maryport Cumbrian Coast line Dearham Linefoot Linefoot Junction Cleator and Workington Junction Railway Dovenby Lodge Papcastle Cockermouth and Workington Railway Brigham Cockermouth and Workington Railway

Note: the date of opening of the first portion of the railway to Arkleby, and of the passenger stations on it, are uncertain. A special directors' train ran on 15 July 1840 but Quick says that the safest date for public opening to passengers is Autumn 1840.[6]

• (Docks);
• Maryport; see note above;
• Dearham Bridge; see note above; referred to in M&C documents both as 'Dearham Bridge'(1842)[5]^:146 & (1853)[87] and as 'Dearham' (1864)[88] but 'Dearham' to local papers until a station of that name opened on the Derwent Valley line; closed 5 June 1950;
• Bull Gill; see note above; later Bullgill; closed 7 March 1960; later convergence of Derwent Valley line, see below;
• Arkleby; see note above; closed 1 January 1852;[89]
• Aspatria; opened 12 April 1841; divergence of Mealsgate branch, see below;
• Brayton; originally a private station; possibly 10 February 1845; opened to public 1 March 1848; closed 5 June 1950;
• Low Row; opened 2 December 1844; it was a temporary terminus, and it closed either on 10 January 1845 when the line was extended to Brookfield or when Leegate opened
• Leegate; opened 2 February 1848; closed 5 June 1950;
• Aikbank Junction; convergence of line from Mealsgate;
• Brookfield; temporary terminus opened 2 December 1844; closed 10 February 1845 when the line was extended to Low Row;
• Wigton; opened 10 May 1843;
• Crofton; private station opened about 1856; closed 1954 but already out of use;
• Curthwaite; opened 10 May 1843; closed 12 June 1950;
• Dalston; opened 10 May 1843;
• Cummersdale; opened October 1858; Saturdays only until May 1879 (Saturday was Carlisle market day); closed 18 June 1951 but occasional later use;
• Carlisle Water Lane; also known as Bogfield; opened 10 May 1843; replaced by Carlisle Crown Street;
• Bog Junction;
• Carlisle Crown Street; opened 30 December 1844; some trains were diverted to London Road 1848; closed 17 March 1849.

Derwent line

• Brigham; opened 28 April 1847; closed 18 April 1966; junction station on Cockermouth and Workington line;
• Papcastle; opened 1 June 1867; closed 1 July 1921; some later unadvertised use;
• Dovenby Lodge; opened as private station, see below, possibly 1 June 1867; made public 1896; closed 29 April 1935;
• Linefoot; opened 1 September 1908; closed after November 1908; junction station for Cleator and Workington Junction Railway;
• Dearham; opened 1 June 1867; closed 29 April 1935;
• Bullgill; above.

Bolton loop

• Aspatria; above;
• Baggrow; opened 26 December 1866; closed 22 September 1930;
• Allhallows Colliery : opened 1922; closed 1928: Unadvertised halt for colliery workmen;
• Mealsgate; opened 26 December 1866; closed 22 September 1930;
• High Blaithwaite; opened 1 October 1878; [lower-alpha 15] closed 1 August 1921;
• Aikbank Junction; above.[6][90]

There were two private stations on the line, at Dovenby and at Crofton;[5]

A private railway station owned by a lady is a novelty even amongst such novelties... About 3 miles north of Cockermouth, in the parish of Bridekirk, lies the beautiful Dovenby Hall. This charming residence and the adjoining estate are the property of Mrs. Ballantyne Dykes, and that lady has had built for her own use and enjoyment a small railway station on her estate. The station is, therefore, absolutely a private one. It is no toy station, either, but a real practical one, and its several rooms and platform are just as well fitted up, and just as properly used, as those of more pretentious stations. There is a booking-office which issues tickets when required, though certainly the "booking-clerk" is not overtaxed, nor has he ever any of the rush familiar to his confrères at Liverpool Street or Waterloo. There is a miniature waiting-room that is often used by the family in residence at the Hall, or by their guests. The small private station of "Dovenby" is on the system of the Maryport and Carlisle Railway, whose whole extent of railway lines does not amount to 50 miles. The private station we are speaking of lies upon what is known as the Derwent branch of the line, and lies between the two more important stations of Papcastle and Dearham. In the summer time Dovenby station is quite a delightful spot, and much more attractive to the traveller than most larger stations.[91]

There is another private railway station on the little line that connects Carlisle and Maryport, beside the one already mentioned existing at Dovenby. This second one is at the village of Crofton, near Wigton. Crofton Hall lies about three miles from the latter town, and its owner is Sir Musgrave Brisco Bart., who enjoys the rights and privileges pertaining to the ownership of a private railway station on his estate. His station is in all respects a private one, not being open to the public at all. When you travel along the line from Carlisle to Curthwaite and get out at the latter station, you are then only a mile away from the pretty private station at Crofton, which is called after the owner's place. It is a very nice spot to possess, both the residence and the station. But it would not be true to say that Crofton, despite all its charm and beauty, is actually the prettiest of the private stations dealt with in this article.[91]

Only one piece of original Maryport & Carlisle rolling stock survives; No. 11 6w Full Third, built in 1875 is preserved on the Chasewater Railway amongst other significant vintage stock.[92] Unlike most vintage 1800s carriages, this one has been preserved with its original underframe because it was sold to a colliery in the 1930s. It is currently awaiting restoration to start with most of the body being intact.