steamsounds - volume 2

The second volume of tracks requested by visitors from recordings which have appeared on the steamsounds web site.
16 tracks with a playing time of over 70 minutes including lineside and on train recordings both on the main line and on preserved railways. Complete with comprehensive notes.

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 (* but see track 14) 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 5 , track 12 & track 15 .

1. Ever since steam returned to the West Coast Main Line north of Preston I have wanted to see a steam hauled train climb Shap from the line side. In recent years various opportunities have presented themselves but things never quite worked out.
   I finally managed it on 30th November 2002 when 8F 48151 worked a private charter (for the Morecambe & Heysham Soroptimists!) from Carnforth to Carlisle and back.
   The weather on this particular day left a lot to be desired being quite windy and dull with plenty of rain about but, at the appropriate time the rain stopped and I was able to get this recording of the 8F with 8 coaches, full of Soroptimists, behind the tender about a ½ mile from the summit not far from Shap Wells.
   As the loco is heard approaching, having just passed Scout Green, a Voyager unit rattles down the bank and later, after the 8F has reached the summit, yet another is heard travelling south.
   Hear a of track 1.
2. The Summer of 1985 seemed to consist of a continuous diet of Scarborough Spa Expresses which were running three times a week so a ride along the Cumbrian Coast on the 10th August 1985 made a pleasant change..
   Some years earlier these trains, which had originally terminated at Sellafield, had been extended to run to Maryport where locomotives were changed. On this occasion we had A4 4498 'Sir Nigel Gresley' for the outward journey, returning with the SR 4-6-0 850 'Lord Nelson' which was soon to be withdrawn from service for major overhaul.
   After a reasonable, but not very noisy run up the coast with the A4 we didn’t expect much in the way of noise from ‘Lord Nelson’ on the way back.
   This loco is unusual in having driving axle cranks set at 135°. This means that, instead of giving 4 beats per wheel revolution there are 8 and the large diameter chimney with a multiple jet blastpipe does nothing to help provide a noisy exhaust.
   However, when the locomotive is worked really hard, as on this occasion, the sound recordist is able to record some excellent sounds from this normally quiet locomotive such as in this recording made departing from Ravenglass.
3. Early in 1999 the V2 60800 'Green Arrow' worked trains over the Settle Carlisle line.
   The northbound train had loaded to 13 coaches, a heavy train for this loco, but for the return working a fortnight later on 20th February 1999 the load was reduced to 12 coaches.
   In this recording made at the line side the V2 makes a fine sound on the approach to Ais Gill summit.
4. Steamsounds Volume 1 finished with a line side recording of Standard Class 4 2-6-0 76079 at Holme on the climb to Copy Pit made on 19th January 2002.
   Having made that recording we decided to try to get another recording of the loco on the climb from Huddersfield to Standedge Tunne.
   Unfortunately there wasn't sufficient time to get from Copy Pit and be able to seek out a suitable spot on the climb so this recording was made at the back of the station car park at Slaithwaite (pronounced Sloughit). Once again the Standard 4 is having no difficulty with the 8 coach load on the 1 in 105 gradient.
5. I made a visit down south on 28th February 1998 for Bullied Pacific 34027 'Taw Valley' running from Victoria to Salisbury and back out via Horsham and the coast and back via the main line through Basingstoke.
   When the coaches for the train arrived at Victoria I walked up towards the front to find our seats in the third coach back so I thought I would try to find a window further forward to record from.
   At the back of the front coach was an acquaintance of mine who told me that the front vestibule was unoccupied but as the roof tank was leaking and he didn't have his wellies and brolly he had decided to give it a miss - no dedication some people.
   Well, I wasn't put off by an occasional drip, well not of water anyway, and found myself on the right side for the wind right behind the tender as the support coach was attached at the rear.
   Our first stop was at East Croydon and in this recording 'Taw Valley' makes a fine sound departing and starting on the climb to Mertsham Tunnel as a Brighton bound EMU overtakes on the adjacent fast line.
   Hear a of track 5.
6. Since it reopened I have made a number of attempts to record one of the Garratts on the Welsh Highland Railway. In the past this has always been futile since these big and powerful engines need make hardly a sound with the loads currently required. However, on 28th August 2002 Garratt 143 with a load of 7 bogie coaches actually made some noise for me as can be heard in this recording of the loco climbing the 1 in 40 gradient just over a mile from Dinas at the point where the road to Rhostryfan passes over the railway.
7. The last Steamsounds Volume featured a recording made at Highley on the Severn Valley Railway during a steam gala weekend on 15th April 1984. In that recording we heard GWR 0-6-0 3205 arrive with a freight train and Prairie Tank 5164 depart for Bewdley.
   In this recording, made to the south of the station a little later in the day Jubilee 4-6-0 5690 'Leander' is heard arriving with a train from Bewdley. After a short pause the Jubilee makes a fine sound departing for Bridgnorth.
   Once the northbound train is safely out of the way the freight gets the road and departs and heads back to Arley behind 3205.
8. The early May Bank Holiday weekend in 1997 saw the Keighley & Worth Valley Railway holding a three day steam gala.
   During the afternoon of 3rd May the double chimney Jubilee 4-6-0 45596 'Bahamas' is heard climbing the 1 in 60 gradient between Damems Loop and Oakworth with a six coach train.
9. In 1997 A4 Pacific 60007 'Sir Nigel Gresley', spent the summer on the North Yorkshire Moors Railway and is heard in this recording departing from Levisham on 9th August.
10. Although not like the good old days in the early 80's it was pleasing to see the return of the Scarborough Spa Express for the Summer of 2002. These trains were operated by David Smith's West Coast Railway Co. Running twice a day between Scarborough and York using 8F 2-8-0 48151 and GWR Hall 5972 'Olton Hall' which was at that time carrying it's 'Hogwarts Express' red livery, no doubt hoping to cash in on the Harry Potter phenomenon!
    In the 'good old days' on a Scarborough Spa Express it was rare to get much in the way of recordable sound between York & Scarborough. But then, we never had a GWR engine to listen to!
    On 13th August the Hall had been driven with some vigour on the outward journey from York to Scarborough and the return journey from Scarborough was no different.
    As 5972 passes Seamer the noise starts again!
11. By 21st August 2002, nearing the end of the season 5972 had developed a bit of a blow from one cylinder but the noise emanating from the chimney was more than sufficient compensation!
    Heard under York's magnificent overall roof the 'Olton Hall' raises the echoes in fine style departing for Scarborough as a GNER service departs for Kings Cross .
12. 1985 was a very busy year for main line steam. A year in which I somehow managed to cover almost 12,000 miles behind steam locomotives on the main line!
    One of the most looked forward to events was the running of a number of trains on the West of England main line from Bristol to Plymouth in connection with the 150th Anniversary of the Great Western Railway.
    The first of these trains ran on Easter Sunday with King 6000 'King Georg V' and Manor 7819 'Hinton Manor' and much has already been written about how, first the King failed followed soon after by the Hall, both with hot tender axle boxes.
    Those of us on the train were most disappointed especially in view of the fact that we were booked to do the return train from Plymouth the following day which now looked like being diesel hauled.
    Came the dawn. On arrival at Plymouth North Road station on Easter Monday 8th April 1985 we were delighted to discover that, not only had 'Hinton Manor' been repaired but that 4930 'Hagley Hall' had arrived having travelled overnight from the Severn Valley Railway.
    What was not quite so good was the quality of the coal provided for the journey. Someone had ordered the wrong grade and the small stuff delivered caused problems for the fireman throughout the day.
    Still, we were getting our steam hauled run where, 12 hours before it had seemed most unlikely. So, 15 minutes later than planned, in somewhat higher sprits than we had expected to be, we departed from Plymouth with every vantage point thronged with spectatators.
    The first of the South Devon banks, Hemerdon, is encountered just a few miles from the start. Falling gradients soon after leaving Plymouth usually allow the bank to be approached at a reasonable speed but we were denied this by signal checks out to Laira and, as this recording begins, we are approaching Plympton at the foot of the bank with speed in the low 30's.
    Once onto the bank itself and on a gradient of 1 in 41 speed falls with alarming rapidity. What we didn't know was that Manor was down to a boiler pressure of just 120 psi and the Hall wasn't doing a great deal better.
    Still, the pair soon settle down to a steady 10 or 12 mph on the gradient and the sound effects were quite satisfactory.
    Eventually the steep gradient eases and the pair pick up speed past Hemerdon sidings.
    Hear a of track 12.
13. At least with 4930 & 7819 we were able to complete our journey with steam. The story was somewhat different on next attempt to run a steam hauled train from Bristol to Plymouth on 7th July 1985.
    The locomotives for this train were 4930 'Hagley Hall' and Castle 5051 'Drysllwyn Castle'.
    During the previous day 5051, which should have been involved with a main line railtour had suffered brake problems while 4930, which had been on the tour, had problems with leaking boiler tubes.
    Early in the run it soon became apparent that the Hall was not steaming well and time was lost to Exeter where we had a water stop, a crew change and the opportunity was taken to clean the Hall's fire which was badly clinkered. Beyond Exeter we had a photo stop at Dawlish Warren followed by a run along the sea wall in glorious sunshine then yet another water stop at Newton Abbot from which we departed about 50 minutes late.
    Now for the main event, the South Devon banks. The chance of getting a run at the ascent of Dainton was denied us by a track circuit failure at Aller Jc. requiring us to pass a signal at danger under the control of a hand signal man at a much reduced speed. This recording begins as 5051 & 4930 begin to recover from this check.
    At first, although the locos did not seem to be being worked particularly hard, things seemed to be Ok and, by the time we were approaching Stoneycombe, although speed was low it appeared that we were actually going to make it. Then the Castle, which was on the front of the Hall in correct GWR practice, lost it's feet, was unable to get a grip and continued slipping. The Hall on the other hand does not slip and can be heard chuffing gently!
    Unbeknown to us in the train the Hall's fire had clinkered up once again and, with boiler pressure and water level very low the crew were considering stopping for a blow up when the Castle began to slip. Eventually we came to a stand with the steepest part of the bank still ahead and this recording ends.
    Attempts to restart proved futile and we required diesel assistance to continue.
14. Not all the trains in connection with GW 150 were disasters. Indeed, a few provided us with some excellent running.
    One such was the Red Dragon run on 20th July 1985 with Castle 7029 'Clun Castle'. Made up of 9 chocolate and cream coaches this ran from Shrewsbury down the Welsh Marches route to Newport before continuing to Gloucester and then Worcester.
    The motive power for this train had been intended to be the veteran 4-4-0 'City of Truro' double heading with the Castle but although the overhaul of the loco had been completed on the Severn Valley Railway there had been insufficient time to have the loco certified for main line running.
    This train was one of two intended to move locos to Swindon for the GW 150 exhibition to be held at the works and to take part in working a regular series of steam hauled trains between Swindon & Gloucester. However, in view of the announcement of the closure of the railway works at Swindon an exhibition to celebrate the Great Western Railway there was felt to be highly inappropriate and had been cancelled. In view of this there was no requirement to go to Swindon and these trains were diverted from Gloucester to run up the main line and terminate at Worcester with the locos continuing from there to the Severn Valley Railway.
    If we felt in need of something to restore our faith in Great Western motive power, this train was just the thing!
    I suppose that it would be a little churlish of me to point out that, although a Great Western design and built at Swindon, this particular example was completed in 1950 under the auspices of BR with improved superheating and a double chimney!
    After an excellent climb from Shrewsbury up to Church Stretton we had a photo stop at Craven Arms.
    With all the passengers back on board the Castle departs in fine style and accelerates rapidly on the falling gradient past Stokesay Castle and, as the recording ends, we have just about reached 70 mph.
    * Note - this track had not appeared on the web site when this CD was first produced and is included by very special request and is included on page 5 of the 12th edition of the site.
    
15. The last two tracks on this CD illustrate two of the finest performances with steam on the main line that it has been my privilege to record.
    Throughout the summer of 1985 46229 'Duchess of Hamilton' had been based at Marylebone and in the capable hands of the steam drivers there had provided some remarkable performances.
    On 5th October 1985 the locomotive travelled north on it's way back to York to work it's last few trains before coming out for overhaul and, on this last run out of Marylebone we were hoping for something special!
    During the early stages of the journey, while the running was good enough, the engine wasn't worked particularly hard. This situation changed dramatically after High Wycombe.
    This recording starts as we pass through the station, where there is a speed restriction, at around 30 mph. Once clear the driver opens the engine up ready for the climb to Saunderton.
    On gradients never steeper than 1 in 164 speed rises rapidly and, in just over 2 miles has topped 60 mph. The driver gradually extends the cut off and speed continues to rise and, after passing Saunderton station, reaches a little over 72 mph before the regulator is closed close to the summit.
    A truly remarkable performance with a 12 coach load providing us with one of the highest power outputs ever produced by a steam locomotive in the UK. We had been hoping for something special and we certainly weren't disappointed!
    Hear a of track 15.
16. The Scarborough Spa Express of 26th August 1984 will always stand out in my memory as one of the most remarkable steam hauled journeys that it has ever been my good fortune to make. The loco was Black 5 4-6-0 5305 with the usual 9 vehicles behind the tender.
    Performance got off to a good start that day with what proved to be the fastest run from York to Harrogate for the season followed by an equally good, if not record breaking run from there to Leeds. Performance deteriorated a little after that and the running from there on to Scarborough was merely satisfactory. It was during the evening that sparks really began to fly!
    From Scarborough to York although there was plenty of scope for fast running this rarely materialised with the usual running time being somewhere around an hour. We always felt that a time of 50 minutes or less should be achievable and, earlier in the season 'City of Wells' had done the run in just less than 51 minutes. On this occasion with a previously unknown driver by the name of Anderson we completed the run in no more than 50 minutes 11 seconds net despite a signal check near Malton and being brought to a stand by signals approaching York!
    Waiting to take over at York was Bernard Wilkinson, another York driver who could always be counted on to do his best for us.
    On a Sunday at York we had plenty of time to talk to him while the loco took water and after ensuring that he knew what the current state of play was regarding fastest times the subject of a run to Leeds in under the half hour came up. I seem to recall that Bernard made some comment about having to put in a stop at Church Fenton to get the running time up to that figure!
    This recording was made departing from York.
    By the time the front coaches were clearing the end of York's Platform 8 we were left in no doubt that Bernard was really going for it, although I'm sure that no one quite expected what followed.
    As early as Chaloners Whin, passed in under 4 minutes from the start we were over 50 mph and 60 was exceeded before Copmanthorpe. This track ends near Colton Jc. with speed still rising.
    The running on to Leeds continued to be quite remarkable with a maximum of 77 mph at Church Fenton.
    After this it would have been a shame had we been checked on the approach to Leeds and, fortunately we were not. Bernard got a clear run in and we came to a stand alongside Platform 6 in just 27 minutes and 6 seconds after departing from York. I hardly need add that this time has never, to the best of my knowledge, been bettered.