steamsounds - volume 1

After making the Ffestiniog Interactive audio CD available I received a number of messages asking when the next one would be coming out!
I asked visitors to the site to let me know which tracks they would like to see on an audio CD and this is the result.
The track that was requested by almost everyone was the line side recording of 8F 48151 with the freight train that it hauled over the Settle - Carlisle line in December 2000. Almost as popular were the on train recordings of Castle 5051 climbing from Penpergwm in 1983 and Black 5 5305 on the climb from Sheffield to Totley Tunnel in January 1985. You will find full details of all the tracks below.
The CD contains 15 tracks, 7 of them are recorded from the line side and 8 on train, with a playing time of approx. 72 minutes.

Available at just £4.50 including UK postage. To obtain details of how to get a copy or for any further information please see this page.

All the tracks were originally featured on the web site and can be found on the steamsounds archive at www.steamsoundsarchive.com.

To hear some short, near CD quality samples of the tracks from this CD click the buttons in the track list

Track List

Hear near CD quality samples of track 1 , track 3 , track 6 & track 11 .

1. With the successful completion of much of the track refurbishment programme which culminated in a 4 week possession of the Settle to Carlisle line in November 2000 Railtrack decided to mark the event and generate some rare positive publicity for themselves by operating a steam hauled ballast train from Hellifield to Carlisle using David Smith's 8F 2-8-0, 48151.
   I have to admit that when I first heard about this I was sure that it had to be a wind-up since Railtrack have never been particularly pro-steam. However, on 19th December 2000 the train, reporting number 7P50, made up of 20 Dogfish wagons with a brake van at each end was booked to leave Hellifield at 8.55 am taking the empty wagons up to Ribblehead for loading with stockpiled ballast still remaining at the temporary depot set up there.
   The weather could have been worse, but not much, at least it stayed reasonably dry but it was very dull and there was a moderate south easterly wind which made recording a little difficult at times. Having seen (and heard) the train passing Selside, where the 8F seemed to be making relatively easy work of hauling the empty wagons we proceeded to Ribblehead where, on arrival, the 8F and train had set back into the siding at the west side of the station and loading of the wagons commenced. As the train wasn't due to leave until 12.57 we had lots of time (or so we thought) to go for a cup of tea.
   Returning to Ribblehead at about 12.00 we thought that we would have plenty of time to find a suitable spot somewhere near Blea Moor signal box. However, as we walked up towards the box we were somewhat dismayed to hear the unmistakable sounds of an 8F preparing to depart while we assured each other that they were probably only shunting! It soon became obvious that this was not the case so, it was out with the recorder, find a bit of shelter and hope for the best - and only just in time.
   Since I was, for various (mainly financial) reasons unable to get any recordings of my own in 'real' steam days it was nice to get this one. Despite the conditions the recording that I got was excellent. 48151 is audible right from the start at Ribblehead and all the way into Blea Moor Tunnel. Now with loaded wagons behind the tender the 8F sounds to be having to work far harder than it had at Selside especially once off the easier gradients over Ribblehead Viaduct and on to the 1 in 100 gradient past Blea Moor Signal Box. And the weather was a little brighter too. It would be nice to think that this sort of thing might happen again one day. If it does, whatever the weather, I'll be there!
   Hear a of track 1.
2. On the 16th April 1983 GWR Castle 4-6-0 5051 'Drysllwyn Castle' was motive power for the bottom leg of a Welsh Marches Pullman and gave us a run to remember.
   After a reasonable climb to Llanvihangel the driver kept steam on for some distance over the summit. The result of this was that we shot through Abergavenny and recorded a max of no less than 82 mph. And nothing fell off or melted!
   Beyond Abergavenny another one of those annoying overhead bridge clearance slacks brought the Castle down to walking pace at Penpergwm, the foot of the climb to Pontypool Road. This recording starts as the loco begins to accelerate on the 1 in 80 gradient beyond and ends at Nantyderry where the gradient eases and there is yet another bridge slack.
3. On 12th January 1985 the Humberside Locomotive Preservation Group ran what was to be the first of a series of steam hauled tours each featuring one of a selection of locomotives mainly based in the north. Titled The Yorkshireman, the first of these was hauled by Black 5 4-6-0 5305. Steam haulage began at Sheffield taking in the Hope Valley route to Manchester where the train reversed before continuing to York via Standedge and Leeds. Unfortunately, this and the few subsequent trains were not well supported by the enthusiast fraternity and the full series never materialised.
   What a shame that so few passengers were on board to hear my favourite Black 5 produce such an excellent sound on the 1 in 100 climb out of Sheffield. This track begins with the departure from Sheffield and ends in Totley Tunnel where the gradient begins to ease.
   Note that the signalman wasn't quite fast enough for us. Approaching Dore & Totley, where the line to Manchester diverges from the main line to Derby and London, a HST heading for Sheffield passes heading down the bank. Soon after, our driver has to close the regulator and our speed falls from around 30 mph to half that figure before the road is set for us and the signal ahead clears. Still, in view of the sounds that 5305 makes in recovering from this check, I suppose that I can forgive the signalman for being a little slow in setting the road!
   Hear a of track 3.
4. While I was being entertained by 'Clan Line' & 'Raveningham Hall' on the Welsh Marches on 10th November 1984 others were getting a new route for steam in the book travelling behind 4472 from Manchester to Spalding. This train was operated to get 'Flying Scotsman' and some Pullman coaches to the London area to provide no lesser person than the Queen Mother with a ride behind the engine from Stratford to North Woolwich.
   Having completed its Royal duties the loco returned north on 24th November 1984 with The Fenman running from Spalding via Nottingham to Sheffield and Manchester before continuing over Sough to Blackburn. At least, that was the plan.
   There wasn't much scope for noise until steeper gradients were encountered west of Sheffield and, in this recording 4472 sounds well passing Dore & Totley on the 1 in 100 climb from Sheffield and entering Totley Tunnel with this 12 coach train.
   On exiting Totley Tunnel after the recording has finished the train was brought to a stand by signals at Grindleford. It appeared that a Class 31 diesel on a preceding passenger train had failed and until it was rescued we could not proceed.
   This delay was fortunate for a few of our passengers who, having left the station at Sheffield to take refreshment had lost track of time and missed our departure. A fast taxi allowed them to catch up.
   Eventually the failed train was rescued and we were able to continue now rather late. Our late arrival in Manchester meant that a decision was taken to terminate the steam haulage there and not run through to Blackburn thus missing out on what should have been an entertaining climb from Bolton to Sough.
5. My first visit to Scotland for main line steam was on 1st October 1983.
   I had been told on many occasions about the exploits of A4 Pacific 60009 'Union of South Africa', a loco which I already had a soft spot for as it was the first of the class that I ever saw, at York in 1964! On this occasion the A4 was booked to work from Edinburgh to Aberdeen and back with a charter which started at Newcastle. A rather long day out as it turned out to be.
   Near the end of the return journey No. 9 makes a fine sound climbing the 1 in 70 gradient from Inverkeithing up onto the Forth Bridge. By this time it was dark and the rain of cinders from the chimney had to be seen to be believed, better fireworks than bonfire night!
6. Although LMS Coronation Pacific 6233 'Duchess of Sutherland' had been out and about on the main line for quite some time, my first opportunity to see and hear the loco came on 29th June 2002 when it worked a train northbound over the Settle - Carlisle line. Memories of 'Duchess of Hamilton' providing stirring performances on this route gave hope for a dramatic recording but it seems that rumours that the loco was usually worked easily proved to be accurate. Even with 12 coaches behind the tender and travelling at around 40 mph the loco was only being worked in the first regulator valve and was just 'chuffing' passing Selside on the 1 in 100 climb to Blea Moor.
   Hear a of track 6.
7. I will never forget the day when, arriving at Carlisle to join a southbound Cumbrian Mountain Pullman, we were somewhat surprised to find LMS Coronation Pacific 46229 'Duchess of Hamilton' sitting in the middle road facing towards Glasgow! When our train arrived from London the Duchess was attached at the north end, which caused some speculation that this was to be a surprise attack on Beattock! Sadly this wasn't the case. The train had left London the wrong way round and Bernard Staite, at that time SLOA's railtour organiser, was very particular as to who was in the front coach so during the course of the journey so he had arranged for the entire train to be turned at Carlisle. A Class 25 along with the Friends of the NRM 55 Club Pullmans was attached at the rear and dragged the train out to Upperby from where we were then Duchess hauled round to London Rd. Jc. and regained our correct route.
   Getting the train turned in this manner seemed pretty fantastic in 1983, it certainly wouldn't happen today - who cares which way round the train is these days! Things were certainly different then.
   The date was 19th March 1983 and later that day I was certainly glad that the train had been turned. If it hadn't then I could have missed getting this recording of 46229 reaching Ais Gill at about 45 mph in a very creditable 23 mins 55 secs. Not bad with a 14 coach load.
8. On the 26th March 1983 the Duchess went back north over the S & C and we had a variation on the Cumbrian Mountain theme. On this occasion the train, the Thames Eden Pullman, started steam hauled from Sheffield with Black 5 5305 taking the train as far as Leeds where, waiting to take over, was 46229 'Duchess of Hamilton' and, at that time unknown to us, Holbeck driver Jim Melia.
   After a satisfactory run out of Leeds and a water stop at Hellifield Jim and the Duchess tackled the S&C.
   We passed Settle Jc. at 62 mph and after a minimum of 42mph approaching Helwith Bridge Jim decided to give us a run for our money. On the gradient up to Horton speed rose to over 50 mph and remained at around 52 mph all the way to near Ribblehead where the loco was eased for the slack over the viaduct. An excellent performance!
   But Jim wasn't finished with us yet. Having taken water at Hellifield there was no need to stop at Garsdale and we ran non stop to Appleby. As this recording starts we are approaching Garsdale station at a little over 60 mph. Soon after passing the station Jim opens the engine up to tackle the final climb to Ais Gill. On the short falling gradient onto Dandry Mire viaduct speed rises slightly to 68 mph which is maintained through the two short tunnels before rising to a little over 70 mph at Ais Gill summit! Beyond Ais Gill the run the run down to Appleby was no less exciting with the speed above 70 mph for much of the time and a max of no less than 77 mph approaching Ormeside. At this time on the S&C (which was a 60 mph railway) this sort of running was quite without precedent.
   Jim had a young volunteer fireman by the name of Phillips with him on this occasion. This young man had had very limited steam experience and this was his first time on the S & C with a steam hauled train so it was probably just as well that Kim Malyon from the NRM was on the footplate and able to do the firing for most of the run. I understand that on returning to Leeds Mr. Phillips had his name taken off the volunteers list. Perhaps he thought that steam hauled runs were always going to be like that!
9. Locomotives come in all shapes and sizes. We have just heard a few tracks of one of the largest and most powerful classes of locomotive in the country so let's try something at the other end of the scale.
   Over the 1999 May Bank Holiday weekend the Ffestiniog Railway held a Gala. Unless the weather has been wet and the line side is well damped down coal fired locos are banned from running beyond Penrhyn or Rhiw Goch, the risk of starting fires in the forestry beyond is considered too great.
   As the weather in the few days preceding Monday 3rd May 1999 had been particularly fine the goods train, which was to return to Minffordd by gravity was not allowed to proceed beyond Penrhyn. It was hauled up to this point by the diminutive Hunslet 0-4-0ST 'Lilla' which had spent the previous two days giving footplate rides at Boston Lodge. However, don't judge locos by size alone as this loco makes enough noise to pass for something much larger!
   This recording was made at Gwyndy, mid-way between Minffordd and Penrhyn and the loco makes a fine sound climbing the 1 in 82 gradient. To say that I was impressed with the noise that this little loco produced would be something of an understatement. As they say, it isn't size that matters…………… !
10. Many preserved railways hold Enthusiast Weekends. All too often these are not quite as entertaining as one might wish but one railway which can usually be guaranteed to put on a good one is the Severn Valley Railway and the event held in Spring 1984 was no exception.
    Highley station can be a very interesting place during these events and there was certainly plenty happening in the early afternoon on 15th April 1984. In this recording we hear Collett 0-6-0 3205 arriving from Arley with a short freight. Once the freight is safely in the siding another Collett loco, large Prairie tank 5164 departs for Bewdley with the Severn Valley Limited.
11. Another railway that nowadays has a good reputation for enthusiast events is the West Somerset Railway who, in 2000, held their usual three day Autumn Enthusiast Weekend on 8th, 9th & 10th September.
    On the first day, Friday, the weather was not good, in fact there was light rain for most of the day. So, instead of the lineside spots I had intended to visit I was forced to get my money's worth out of my Rover Ticket and spent the entire day on the trains. Saturday was only a little better so it was not until Sunday that I was able to get out on the line side with my recorder.
    One of the features of this event was the presence on the railway of three large Prairie tanks, a type of locomotive that regularly worked on the line in GWR & BR days.
    One of my favourite stations on the line is Stogumber and in this recording two of the three 2-6-2 tanks, 4144 and 4160, are heard starting on the 1 in 68 gradient out of the station and the accelerating on the ensuing 1 in 100 and heading for Crowcombe in fine style.
    Hear a of track 11.
12. 3rd May 1997, as well as being my birthday, was the first day of a three day enthusiast event on the Keighley & Worth Valley Railway and I spent the day at the top of the embankment between Damems Loop and Oakworth making sound recordings and enjoying the spring sunshine.
    The KWVR could almost have called it Standard Weekend as, aside from the Jubilee 'Bahamas', all the locomotives in use on passengers trains were BR Standard classes.
    With a mid afternoon train for Oxenhope BR Standard Class 2 2-6-0 78022 and BR Standard Class 4 4-6-0 75078 are heard deaparting from Damems Loop and climbing the 1 in 60 gradient to Oakworth with a six coach train.
13. Ever since I had first travelled on the line I have always wanted to have a steam hauled run through the Conway Valley to Blaenau Ffestiniog and, indeed, I still do!
    On 2nd May 1998 the first of two steam hauled trains, the Conway Climber, ran from Chester to Bleanau Ffestiniog.
    After a trouble free bunker first run from Crewe and after reversing at Llandudno Jc. we set off up the Conway Valley behind BR Standard Class 4 2-6-4T 80079 with 6 well filled coaches behind the bunker. The steeper gradients on this line do not start until after Betws-y-Coed and not long after passing that point we hear the Standard Tank going well approaching the viaduct over the Afon Lledr and accelerating on the easier gradients over the bridge. Climbing once again through the woods beyond 80079 sounds as well as I have ever heard it until approaching Pont-y-Pant, where this recording ends, things start to go wrong.
    While we were stood at Llandudno Jc. a railway man there on hearing that 80079 was taking 6 coaches up to Blaenau Ffestiniog was heard to remark that, with that load we wouldn't get past Milepost 19!
    Well, sadly, he was absolutely right. That was exactly where we were brought to a stand.
    It wasn't bad rail conditions that caused the train to slip to a stand but having 6 coaches strung out round extremely tight reverse curves with the wheels binding on the check rails. It soon became apparent that, no matter what the crew tried we were going no further and we eventually reversed to Betws-y-Coed to await the arrival of a diesel to drag us back to the Junction.
14. 1983 was the year when we really started to get to know the York drivers who were to entertain us for the next few years with their exploits on the Scarborough Spa Express. Some drivers we got to know more quickly than others. One driver in particular we soon became familiar with and looked out for was Harry Wilson.
    Now some, myself included, could occasionally be heard to criticise Harry's style (if that is the right word) of enginemanship but one thing that no one could argue with was the fact that, whatever he did, we were never bored!
    Take the evening of 9th August 1983. Harry had the BR Standard Class 9F 2-10-0 92220 'Evening Star' for the evening circle from York and we had had a badly checked run from York to Leeds which featured a max of over 70 mph before Church Fenton. A further signal stop leaving Leeds ruined any chance of a record up to Horsforth and, as this recording begins we are dawdling across the viaduct at Kirkstall with the safety valves roaring for all they are worth. On the train we were wondering what Harry was playing at since we now had a clear road. As we approach the far end of the viaduct, Harry opens the engine up and the safety valves soon close. I recall that the ensuing acceleration felt more like that of an EMU than a steam loco! By the time the train has passed through the short tunnel at Headingley speed has risen to almost 50 mph. Beyond Headingley, where this recording ends, speed continued to rise to a max of 56 mph before reaching Horsforth.
    The average speeds tell their own story; 27½ mph from Wortley Jc. to Headingley then 54 mph from there to Horsforth! The time from Wortley Jc. to Horsforth was just 2 secs. over 7 mins.
    Harry had the same loco for the evening circle two days later and put in a time faster by over 30 secs. from Wortley Jc. but without reaching 50 mph! At that stage in the season that run was the record both for Leeds and Wortley Jc. to Horsforth. As I said, Harry is never boring!
15. Blame Foot and Mouth. Blame it for the fact that this recording, made on 19th January 2002, was the first line side recording I had made for almost 6 months.
    The occasion was BR Standard Class 4 2-6-0 76079 working a train called The Pennine Way which took in a circular itinerary from Preston which included the climb over Copy Pit.
    This recording was made about half way between the site of Cliviger signal box and Holme Tunnel not far from the site of Holme station. The loco is heard approaching having recovered some speed on the 1 in 185 gradient through Towneley Tunnel and going very well at the head of 8 coaches. Now back on a gradient of 1 in 68 speed begins to fall as the train passes and continues to fall on the continuing gradient towards Copy Pit summit.
    Well, worth waiting almost 6 months for!