A Morning ‘Streak’ to Doncaster on Thursday 18th April 1963
Above: Having travelled from London on the footplate, Colin looks back towards his friend Keith Fair as A4 No. 60021 Wild Swan departs from Newark (North Gate) for Retford and Doncaster on Thursday 18th April 1963. Photograph by Keith Fair.
All photographs by Colin Walker except where noted otherwise.
This was an official trip on the footplate arranged through the Line Manager's office at Great Northern House. Here's the covering letter which came with the footplate pass.
Meet the Crew
The locomotive crew were from Doncaster. The driver was either Stan Holgate or Stan Osborne who is pictured below with Fireman Balkwill. The accompanying Loco Inspector was George Harland.
Fireman Balkwill and his driver.The driver and Loco Inspector George Harland.
Locomotive and Train
The locomotive was streamlined A4 No. 60021 Wild Swan with the 8.10am from King's Cross to Doncaster and Hull. There were stops at Hitchin, Huntingdon (North), Peterborough (North), Grantham, Newark (North Gate) and Retford. Colin travelled on the footplate from King's Cross to Doncaster.
From the British Railways (Eastern Region) Passenger Services Timetable, 10th September 1962 to 16th June 1963. For copies of this and other timetables see the Timetable World website.
Through the North London tunnels
With the last coaches of our train still travelling alongside the station platform we are about to enter Gas Works Tunnel. Immediately upon entering the tunnel the train will pass a few feet beneath the bed of the Regent's Canal. Here we commence a mile of 1 in 107 ascending gradient, most of it enclosed in two successive tunnels. The steam alongside will be escaping from the cylinder drain cocks, which the driver has opened to release any water that may have condensed inside the still cold cylinders. He may also have the steam sanders in operation to improve traction by forcing a jet of sand between the driving wheels and the rail head. The start out of King's Cross was one of the most challenging of any major British terminus.About to leave Gasworks Tunnel we approach Belle Isle, where the North London Line crosses high above on its multi-span bridge. A Brush Type 2 diesel-electric locomotive approaches on the up line. Today there's an additional bridge here which carries the HS1 line from St Pancras station to Europe via the Channel Tunnel.About to pass beneath the North London Line at Belle Isle and approaching a second tunnel. Hidden by the locomotive's boiler, tracks on the left led to the King's Cross 'Top Shed' motive power depot where No. 60021 had been based since June 1950.At Copenhagen Junction we enter Copenhagen Tunnel. Still ascending at 1 in 107, we are in little danger of exceeding the 60mph speed limit.Leaving Copenhagen Tunnel the gradient is about to ease as we pass through the Holloway area of North London. The bridges here carry a southbound goods line over the main lines, giving access to King's Cross Goods Depot without conflicting with main line traffic.
Grantham and Peascliffe
Approaching Grantham from the south, the station footbridge visible in the distance.Running into Grantham station alongside platform 3 (today platform 2) and about to pass over the boarded crossing used by staff to cross between the main line platforms.Departing from at Grantham station and approaching the junction for the Nottingham branch, diverging to the left immediately beyond Grantham North signal box. An unusual shot from the driver's side of the footplate.Back to the fireman's side, departing from Grantham and crossing the bridge over Dysart Road.Approaching Peascliffe Tunnel from the south. The smoky environment inside the tunnel had been created by a V2 locomotive which had just passed on the up line, heading south with a coal train (see Colin's book 'Trails of Steam Volume 6 - Trails through Grantham', plate 58).
Newark (North Gate) - meeting a friend
Colin's friend Keith Fair was waiting on the platform at Newark (North Gate) station with his cameraas the train arrived.
Running into Newark (North Gate) station. The bookstall frontage has posters with newspaper headlines promoting coverage of 'The Royal Wedding'. This was the wedding of Princess Alexandra of Kent and The Honourable Angus Ogilvy which would take place on Wednesday, 24 April 1963 at Westminster Abbey. The wedding was watched by an estimated television audience of 200 million people. Photograph by Keith FairAwaiting departure from Newark (North Gate) with Colin leaning from the cab. Photograph by Keith FairDeparting from Newark (North Gate). Photograph by Keith Fair
Retford
The trackwork and signalling at Retford was quite complex. On the approach to the station from the south a double-track line between Sheffield and Gainsborough was crossed on the level - a 'flat' crossing. Beyond the platforms, at Retford North, there was a junction for a sharply curved connecting line in the Sheffield direction. In 1965 the flat crossing at Retford was replaced by a bridge.
Approaching Retford station's platform 2 from the south, about to cross the Sheffield to Gainsborough line on the level.Departing from Retford and passing Retford North signal box, with the link line to Sheffield curving away sharply to the left. Another shot from the driver's side.Departing from Retford and about to pass Retford North signal box, its roofline just visible above the front of the locomotive. The large group of signals ahead control traffic over the 'scissors' crossover between the up fast and up slow lines.Departing from Retford we get a closer view of the signals and part of the scissors crossover. The taller signals are for routes which are non-divergent, while the signals on shorter posts are for trains which will change tracks using the crossover.In front of and beyond the signals are posts from which stay cables help to steady the top-heavy signal post. Further beyond is a water column available to locomotives stopped at the signals on the southbound fast and slow lines. The bridge in the distance is a footbridge.
Scrooby Water Troughs
Water troughs enabled locomotives to replenish their water supply while in motion, thereby allowing trains to travel greater distances without a stop. Theywere long metal troughs fixed between the rails and filled with water. When about to pass over the trough a scoop beneath the locomotive or its tender was lowered from the cab by the fireman, using a handwheel. The speed of forward motion forced water into the scoop, up the scoop pipe and into the locomotive's tanks or tender.
Water troughs were provided at roughly 20 to 50 mile intervals on many main lines. The length of troughs on the East Coast Main Line was between 600-700 yards, so they could be sited only where the track was dead level for approaching half a mile. Trough locations familiar to Grantham footplate crews were at Langley (near Stevenage), Werrington (north of Peterborough), Muskham (north of Newark), Scrooby, and Wiske Moor (north of Northallerton).
Passing over the water troughs at Scrooby, between Retford and Doncaster. A train hauled by a diesel locomotive approaches on the up line. 'Dipping' water troughs caused a lot of spray, so old sleepers have been laid alongside the tracks to guard against the ballast being washed out.
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