‘KE1’ celebrates the 1948 Exchanges
In 1998, Past Time Rail had the inspired idea of using No. 6024 King Edward I to reprise a journey which classmate No. 6018 King Henry VI made during the Locomotive Exchanges 50 years earlier between Leeds and King’s Cross. ‘The Golden Exchange’, was worked by electric 86241 Glenfiddich in the Down direction with the ‘King’ southbound, in the guise of No. 6018, though the latter was bereft of the four-row superheaters and double blastpipes and chimneys fitted to the class in the 1950s. In 1948, No. 6018’s train, the 7.50am Leeds Central-King’s Cross, increased from nine coaches at Leeds to 13 from Wakefield (with the Bradford portion), to 14 from Doncaster (a coach from York), and to 15 from Grantham (a coach added ex-Lincoln. The gross loads were 320 tons from Leeds, 455 from Wakefield, 490 from Doncaster, and 530 from Grantham. Leaving 18¼ mins late, No. 6024 started gingerly out of Leeds City to Holbeck East Junction with its 13 coaches and ‘86’ accelerating well to 42mph at the foot of the 1-in-100, which extends for three miles up to Ardsley, where the minimum speed exiting the short tunnel was 22mph, with some slipping. Speed increased to 54mph to Outwood before signal checks intervened.
On the up
Speed recovered in the dip beyond Sandal to 48, before we met the three miles at 1-in-150 to Nostell. After falling to 42½mph at Hare Park Junction, speed increased against the grade to 46½ at the summit - a brilliant effort. The Hemsworth dip produced a maximum of 67mph with 53 minimum up the short 1-in-145/150 beyond. The line descends to Doncaster, first at 1-in-150 to South Elmsall then gradually. No. 6024 reached a maximum 78mph and regaining 3mins on the schedule to pass Doncaster. No. 6018 in 1948, starting out of Wakefield with 455 tons, reached 47mph at Sandal but fell to 29 at Nostell, and was content with only 65 after South Elmsall. Passing Doncaster in the mid-50s No. 6024 was opened up with purpose on the rising grades to Pipers Wood summit, where the drop in speed up the 1-in-198 was only from 63½ to 55½mph. The helpful downgrade through Bawtry saw speed rise into the 70s and No. 6024 maintained a full 75mph on the level through Scrooby, at the site of the former water troughs. A 25mph PW way slack through Ranskill and signals approaching the Retford water stop ended the enjoyment. In comparison, No. 6018 in 1948, now with 490 tons, fell from 52 to 43½mph at Pipers Wood and recorded a maximum of 64½ at Ranskill. Because No. 6024 was running out of course due to the late departure from Leeds, a lengthy pathing stop scheduled at Loversall Carr Junction was omitted and we ran into Retford 7½mins early.
Crew change
Driver Walter Wilkinson, Fireman Marty Joyce and Traction Inspector Jim Smith were relieved by Driver Dave Davis (always a hard runner) plus Fireman Chris Greystone and Inspector Brian Dudley-Ward. Sadly, Messrs Davis and Dudley-Ward have passed on; this run is testament to their expertise. At Retford, the water hoses were not compatible with the supply, and the train with No. 86241 on the rear fouled the overlap. With its driver departed, nothing could be done to remove it, so after 1½hours we left 56½mins late. After a short level stretch the line rises at 1-in-174 then 1-in-200 to Askham Tunnel, and Dave Davis coaxed No. 6024 up to 40mph - sterling work. On the descent at 1-in-200/300 to Crow Park the maximum 75½mph was reached, and we averaged 70.1 over the 15 miles from Egmanton Crossing and Claypole. Fortunately a booked pathing stop was omitted. The line rises gradually to 1-in-200 after Hougham, and speed fell to 49½mph entering Peascliffe Tunnel before adverse signals into Grantham culminated in a 13½mins signal stop at High Dyke, where we had a booked 9min pathing stand. Nothing daunted Dave Davis as he opened the ‘King’ up to breast Stoke Summit at 36mph, and accelerated briskly down to Essendine. The average between mileposts 99 (53mph) and 88 was 73.1mph, with a maximum of 83 after Little Bytham. Beyond Essendine, adverse signals presaged a switch to the slow at Tallington Junction, and there was no interest before Peterborough. The rest of the run to London was an anticlimax. Poor coal with the fire clinkering up and low water in the boiler caused a loss of time and the ultimate arrival was 78½mins late. The electric could have taken over for the last stage, but there was no driver for it! As for No. 6018 in 1948, it also attained 40mph at Askham Tunnel, starting out of Retford with 490 tons, reached 68mph at Crow Park and falling to 39 at Peascliffe Tunnel. After Grantham, now with 530 tons behind the tender, Stoke was passed at 37½mph and the maximum at Little Bytham was 71½. The net time from Grantham to King’s Cross was 116mins for the 105.45 miles; a good performance with this load.