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Hexthorpe railway platform

Disused railway stations in DoncasterFormer South Yorkshire Railway stationsRailway stations in Great Britain closed in 1855Railway stations in Great Britain opened in 1850Use British English from October 2017
Yorkshire and the Humber railway station stubs
Passenger Train at Hexthorpe (geograph 3833916)
Passenger Train at Hexthorpe (geograph 3833916)

Hexthorpe railway platform was a short, wooden railway platform on the South Yorkshire Railway line about 1.5 miles (2.4 km) west of Doncaster in the area known as Hexthorpe Flatts, just on the Doncaster side of the road bridge. The platform was situated on the Doncaster – bound line and was normally used for the collection of tickets particularly on the days of the St. Leger race meeting.

Excerpt from the Wikipedia article Hexthorpe railway platform (License: CC BY-SA 3.0, Authors, Images).

Hexthorpe railway platform
Scarll Road, Doncaster Hexthorpe

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Wikipedia: Hexthorpe railway platformContinue reading on Wikipedia

Geographical coordinates (GPS)

Latitude Longitude
N 53.5119 ° E -1.1537 °
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Address

Hexthorpe Primary School

Scarll Road
DN4 0HH Doncaster, Hexthorpe
England, United Kingdom
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Phone number
Astrea Academy Trust

call+441302852245

Website
astreahexthorpe.org

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Passenger Train at Hexthorpe (geograph 3833916)
Passenger Train at Hexthorpe (geograph 3833916)
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Hexthorpe rail accident
Hexthorpe rail accident

The Hexthorpe rail accident occurred on 16 September 1887 at Hexthorpe railway platform some 1.5 miles (2.4 km) west of Doncaster on the South Yorkshire Railway line to Sheffield and Barnsley. The platform was situated within a block section between Hexthorpe Junction and Cherry Tree Lane and so had no signals of its own. The railway platform was a simple wooden structure on the Doncaster - bound line usually used for the collection of tickets from the many trains arriving in the town for the St. Leger race meeting. The usual method of working the 1.5-mile (2.4 km) section of line was to pass trains from Hexthorpe Junction under a 'permissive' block ruling, not usually used on passenger lines, with additional control by two flagmen spaced between the junction box and the ticket platform. On this day two trains were in the section, the first, a Midland Railway train, stood at the platform, the second, another Midland train waiting just to its rear. As the first train moved off the second moved onto the platform so that tickets could be checked. The third train was a Liverpool to Hull express worked by a MS&LR crew and probably the crew who should have understood the working of the line better than any other. This train came over Hexthorpe Junction with, first the 'distant' signal and then the 'home' signal at danger. With speed down to a crawl the 'home' signal was lowered, the driver assumed, wrongly, that with no other fixed signals to Cherry Tree Lane his route was clear and speed gradually rose. In the official report it was said that the first of the flagmen gave no indication and the second gave an ambiguous signal which was seen by the fireman but not properly understood. The express was reported travelling between 35 and 40 m.p.h. when they rounded the curve and saw the Midland train still in the platform. The driver applied the 'simple' vacuum brake and threw the locomotive into reverse but could not stop within the short distance of less than 250 yards. The trial of the driver and fireman at York, before the Lord Chief Justice was the first big legal case in which the newly formed trade union A.S.L.E.F. were part and for which they engaged eminent counsel to defend their members. The jury returned a verdict of 'not guilty' and the Lord Chief Justice said in his summing up that ".....he could not but think that the railway company was seriously to blame for having had in use a brake which not only was not the best in existence, but which was known to be insufficient and liable to break down". The management were "thick skinned" over all safety matters and in this case Sir Edward Watkin, the company chairman, said "....it was a misfortune that the Lord Chief Justice should have exonerated the driver and fireman". Regardless of Sir Edward's thinking the Hexthorpe accident, closely followed by the Armagh rail disaster in Northern Ireland sounded the death knell of the 'simple' vacuum brake.

Doncaster (St. James' Bridge) railway station
Doncaster (St. James' Bridge) railway station

Doncaster (St. James' Bridge) railway station was situated in the Hexthorpe area of Doncaster, South Yorkshire, England and was accessed from St. James' Bridge, the main road link between Doncaster town centre and the railway community of Hexthorpe. The station was a little nearer Doncaster than the South Yorkshire Railway's Doncaster (Cherry Tree Lane) railway station being less than a mile south of the main station, adjacent to the Sheffield line. The station, which consisted of a single island platform, was built by the LNER to serve excursion traffic, principally that bringing visitors to the town in connection with the St. Leger horse racing festival held each September although it was also used for seaside excursions leaving (or passing through) the town heading for the east coast, principally to Cleethorpes. (Those not required to stop would usually be routed via the Doncaster Avoiding Line due to pressure of space). This station, adjacent to carriage sidings where incoming trains could be stored also relieved the pressure of platform space in the town's main station. Access was by a substantial wooden ramp, stepped on one side, plain slope for cyclists on the other, from St. James' Bridge, a favourite place for trainspotters with views over the East Coast Main Line and the Sheffield bound line. Platform facilities were minimal and consisted of a small office, used by the staff which came from the main station as needed. Because the station never had a regular timetabled service it did not appear in timetables, only in "Special Traffic Notices" when it was to be used. This also means that closure notices were not required when it was no longer needed by the demands of traffic and an official closure date not recorded. The station platforms were not removed on closure and were in situ until changes were made to the track layout in the area in the late 1990s.