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”’Danby Wiske railway station”’ was a station on the [[East Coast Main Line]]. It was located approximately {{convert|1/2|mi|km|1}} east of [[Danby Wiske]], in [[North Yorkshire]]. Opened on 1 December 1884<ref name=”Cobb”>{{cite book|last=Cobb|first=Colonel M. H.|title=The Railways of Great Britain – A Historical Atlas|year=2003|publisher=Shepperton, Ian Allan|isbn=0711030022|volume=1&2}}</ref><ref>{{cite news |last1=Lloyd |first1=Chris |title=Back on track in Danby Wiske |work=The Northern Echo |date=26 February 2016|id={{ProQuest|1966415408}} }}</ref> the station was closed to passengers on 15 September 1958.<ref name=”Burgess”>{{cite book|last=Burgess|first=Neil|title=The Lost Railways of Yorkshire’s North Riding|year=2011|publisher=Stenlake Publishing Ltd|isbn=9781840335552|page=51|chapter=Stations closed on lines still open to passengers — Darlington – York (East Coast Main Line)}}</ref>

”’Danby Wiske railway station”’ was a station on the [[East Coast Main Line]]. It was located approximately {{convert|1/2|mi|km|1}} east of [[Danby Wiske]], in [[North Yorkshire]]. Opened on 1 December 1884<ref name=”Cobb”>{{cite book|last=Cobb|first=Colonel M. H.|title=The Railways of Great Britain – A Historical Atlas|year=2003|publisher=Shepperton, Ian Allan|isbn=0711030022|volume=1&2}}</ref><ref>{{cite news |last1=Lloyd |first1=Chris |title=Back on track in Danby Wiske |work=The Northern Echo |date=26 February 2016|id={{ProQuest|1966415408}} }}</ref> the station was closed to passengers on 15 September 1958.<ref name=”Burgess”>{{cite book|last=Burgess|first=Neil|title=The Lost Railways of Yorkshire’s North Riding|year=2011|publisher=Stenlake Publishing Ltd|isbn=9781840335552|page=51|chapter=Stations closed on lines still open to passengers — Darlington – York (East Coast Main Line)}}</ref>

To the south of the station at milepost 32 (measured from York) were Danby Wiske (also known as Wiske Moor) [[water troughs]] to allow fast steam locomotives to take on water whilst still running. Because of the spray when they collected water, the troughs could not be located at big stations (such as {{rws|Northallerton}} or {{rws|Darlington}}) with Danby Wiske being one of six locations on the East Coast Main Line that had the water troughs. Brought into use in 1901, they were the second set on the NER, after {{stnlnk|Lucker}}.<ref>{{cite news |last1=Lloyd |first1=Chris |title=Tanking it at Danby Wiske |url=http://www.darlingtonandstocktontimes.co.uk/history/14321382.Tanking_it_at_Danby_Wiske/ |access-date=9 August 2018 |work=Darlington and Stockton Times |date=4 March 2016}}</ref><ref>{{cite book |last1=Boddy |first1=M.&nbsp;G. |last2=Fry |first2=E.&nbsp;V. |last3=Hennigan |first3=W. |last4=Proud |first4=P. |last5=Yeadon |first5=W.&nbsp;B. |authorlink5=Willie Yeadon |editor–last=Fry |editor-first=E.V. |title=Locomotives of the L.N.E.R., part 1: Preliminary Survey |date=July 1963 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Potters Bar |isbn=0-901115-11-8 |oclc=1444177712 |page=68 }}</ref><ref>{{cite book |last=Allen |first=Cecil J. |authorlink=Cecil J. Allen |title=The North Eastern Railway |year=1974 |orig-year=1964 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-0495-1 |page=167 }}</ref>

To the south of the station at milepost 32 (measured from York) were Danby Wiske (also known as Wiske Moor) [[water troughs]] to allow fast steam locomotives to take on water whilst still running. Because of the spray when they collected water, the troughs could not be located at big stations (such as {{rws|Northallerton}} or {{rws|Darlington}}) with Danby Wiske being one of six locations on the East Coast Main Line that had the water troughs. Brought into use in 1901, they were the second set on the NER, after {{stnlnk|Lucker}}.<ref>{{cite news |last1=Lloyd |first1=Chris |title=Tanking it at Danby Wiske |url=http://www.darlingtonandstocktontimes.co.uk/history/14321382.Tanking_it_at_Danby_Wiske/ |access-date=9 August 2018 |work=Darlington and Stockton Times |date=4 March 2016}}</ref><ref>{{-|1|page=68 }}</ref><ref>{{cite book |last=Allen |first=Cecil J. |authorlink=Cecil J. Allen |title=The North Eastern Railway |year=1974 |orig-year=1964 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-0495-1 |page=167 }}</ref>

The LNER introduced ”[[The Coronation (train)|The Coronation]]” express service in July 1937, which ran between King’s Cross and Edinburgh, calling only at York (southbound trains also called at Newcastle), so it was necessary for the [[LNER Class A4|A4 Pacific]] locomotive to pick up plenty of water at water troughs in order to avoid unscheduled stops. Locomotive crews on the northbound ”Coronation” soon reported that at Wiske Moor troughs, the amount of water picked up was sometimes insufficient to reach Lucker troughs without stopping at Newcastle. It was arranged that on 8 October 1937, both the northbound and southbound ”Coronation” trains would carry a railway inspector on the footplate in order to observe the water pick-ups. It so happened that the two trains passed each other at Wiske Moor, where one of the inspectors received fatal injuries. The northbound train (hauled by no. 4491 ”Commonwealth of Australia”) had lowered their scoop to its limit, which when the water filled the tender, was unable to be retracted because of the force holding it there. The overflowing water hit the southbound express (hauled by no. 4492 ”Dominion of New Zealand”) causing widespread damage, but critically, it forced out the glass from the locomotive’s windows. The glass hit the railway inspector at the base of the neck and left him unconscious. He was taken off the train at Northallerton but later died in hospital. Several measures were taken in order to avoid a recurrence: a {{convert|60|mph|km/h|abbr=on}} speed restriction was imposed on the ”Coronation” service at Wiske Moor troughs; the tenders were modified so that any overflow was carried down through pipes, and armoured glass was fitted instead of [[Triplex Safety Glass|Triplex toughened glass]].<ref>{{cite magazine |last1=Semmens |first1=P.&nbsp;W.&nbsp;B. |title=A Locomotive Inspector’s Notebook |magazine=The Railway Magazine |date=June 1969 |volume=115 |issue=818 |pages=307&ndash;311 |publisher=IPC |location=London |issn=0033-8923}}</ref><ref>{{cite book |last1=Boddy |first1=M.&nbsp;G. |last2=Neve |first2=E. |last3=Yeadon |first3=W.&nbsp;B. |author-link3=Willie Yeadon |editor-last=Fry |editor-first=E.&nbsp;V. |title=Locomotives of the L.N.E.R., part 2A: Tender Engines – Classes A1 to A10 |date=April 1973 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |isbn=0-901115-25-8 |oclc=315757685 |page=113 }}</ref>

The LNER introduced ”[[The Coronation (train)|The Coronation]]” express service in July 1937, which ran between King’s Cross and Edinburgh, calling only at York (southbound trains also called at Newcastle), so it was necessary for the [[LNER Class A4|A4 Pacific]] locomotive to pick up plenty of water at water troughs in order to avoid unscheduled stops. Locomotive crews on the northbound ”Coronation” soon reported that at Wiske Moor troughs, the amount of water picked up was sometimes insufficient to reach Lucker troughs without stopping at Newcastle. It was arranged that on 8 October 1937, both the northbound and southbound ”Coronation” trains would carry a railway inspector on the footplate in order to observe the water pick-ups. It so happened that the two trains passed each other at Wiske Moor, where one of the inspectors received fatal injuries. The northbound train (hauled by no. 4491 ”Commonwealth of Australia”) had lowered their scoop to its limit, which when the water filled the tender, was unable to be retracted because of the force holding it there. The overflowing water hit the southbound express (hauled by no. 4492 ”Dominion of New Zealand”) causing widespread damage, but critically, it forced out the glass from the locomotive’s windows. The glass hit the railway inspector at the base of the neck and left him unconscious. He was taken off the train at Northallerton but later died in hospital. Several measures were taken in order to avoid a recurrence: a {{convert|60|mph|km/h|abbr=on}} speed restriction was imposed on the ”Coronation” service at Wiske Moor troughs; the tenders were modified so that any overflow was carried down through pipes, and armoured glass was fitted instead of [[Triplex Safety Glass|Triplex toughened glass]].<ref>{{cite magazine |last1=Semmens |first1=P.&nbsp;W.&nbsp;B. |title=A Locomotive Inspector’s Notebook |magazine=The Railway Magazine |date=June 1969 |volume=115 |issue=818 |pages=307&ndash;311 |publisher=IPC |location=London |issn=0033-8923}}</ref><ref>{{cite book |last1=Boddy |first1=M.&nbsp;G. |last2=Neve |first2=E. |last3=Yeadon |first3=W.&nbsp;B. |author-link3=Willie Yeadon |editor-last=Fry |editor-first=E.&nbsp;V. |title=Locomotives of the L.N.E.R., part 2A: Tender Engines – Classes A1 to A10 |date=April 1973 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |isbn=0-901115-25-8 |oclc=315757685 |page=113 }}</ref>

Latest revision as of 00:32, 5 December 2025

Disused railway station in North Yorkshire, England

Danby Wiske railway station was a station on the East Coast Main Line. It was located approximately 1⁄2 mile (0.8 km) east of Danby Wiske, in North Yorkshire. Opened on 1 December 1884[1][2] the station was closed to passengers on 15 September 1958.[3]

To the south of the station at milepost 32 (measured from York) were Danby Wiske (also known as Wiske Moor) water troughs to allow fast steam locomotives to take on water whilst still running. Because of the spray when they collected water, the troughs could not be located at big stations (such as Northallerton or Darlington) with Danby Wiske being one of six locations on the East Coast Main Line that had the water troughs. Brought into use in 1901, they were the second set on the NER, after Lucker.[4][5][6]

The LNER introduced The Coronation express service in July 1937, which ran between King’s Cross and Edinburgh, calling only at York (southbound trains also called at Newcastle), so it was necessary for the A4 Pacific locomotive to pick up plenty of water at water troughs in order to avoid unscheduled stops. Locomotive crews on the northbound Coronation soon reported that at Wiske Moor troughs, the amount of water picked up was sometimes insufficient to reach Lucker troughs without stopping at Newcastle. It was arranged that on 8 October 1937, both the northbound and southbound Coronation trains would carry a railway inspector on the footplate in order to observe the water pick-ups. It so happened that the two trains passed each other at Wiske Moor, where one of the inspectors received fatal injuries. The northbound train (hauled by no. 4491 Commonwealth of Australia) had lowered their scoop to its limit, which when the water filled the tender, was unable to be retracted because of the force holding it there. The overflowing water hit the southbound express (hauled by no. 4492 Dominion of New Zealand) causing widespread damage, but critically, it forced out the glass from the locomotive’s windows. The glass hit the railway inspector at the base of the neck and left him unconscious. He was taken off the train at Northallerton but later died in hospital. Several measures were taken in order to avoid a recurrence: a 60 mph (97 km/h) speed restriction was imposed on the Coronation service at Wiske Moor troughs; the tenders were modified so that any overflow was carried down through pipes, and armoured glass was fitted instead of Triplex toughened glass.[7][8]

  1. ^ Cobb, Colonel M. H. (2003). The Railways of Great Britain – A Historical Atlas. Vol. 1&2. Shepperton, Ian Allan. ISBN 0711030022.
  2. ^ Lloyd, Chris (26 February 2016). “Back on track in Danby Wiske”. The Northern Echo. ProQuest 1966415408.
  3. ^ Burgess, Neil (2011). “Stations closed on lines still open to passengers — Darlington – York (East Coast Main Line)”. The Lost Railways of Yorkshire’s North Riding. Stenlake Publishing Ltd. p. 51. ISBN 9781840335552.
  4. ^ Lloyd, Chris (4 March 2016). “Tanking it at Danby Wiske”. Darlington and Stockton Times. Retrieved 9 August 2018.
  5. ^ Boddy, M. G.; Fry, E. V.; Hennigan, W.; Proud, P.; Yeadon, W. B. (July 1963). Fry, E. V. (ed.). Locomotives of the L.N.E.R., Part 1: Preliminary Survey. Potters Bar: RCTS. p. 68. ISBN  0-901115-11-8.{{cite book}}: CS1 maint: ignored ISBN errors (link)
  6. ^ Allen, Cecil J. (1974) [1964]. The North Eastern Railway. Shepperton: Ian Allan. p. 167. ISBN 0-7110-0495-1.
  7. ^ Semmens, P. W. B. (June 1969). “A Locomotive Inspector’s Notebook”. The Railway Magazine. Vol. 115, no. 818. London: IPC. pp. 307–311. ISSN 0033-8923.
  8. ^ Boddy, M. G.; Neve, E.; Yeadon, W. B. (April 1973). Fry, E. V. (ed.). Locomotives of the L.N.E.R., part 2A: Tender Engines – Classes A1 to A10. Kenilworth: RCTS. p. 113. ISBN 0-901115-25-8. OCLC 315757685.

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