steamsounds - volume 4

This fourth volume of tracks are all on-train recordings.

From the late 1970's I have spent many happy hours and travelled many thousands of miles riding behind steam locomotives on the main line and the tracks on this CD (and volume 5) are among the best that I have recorded over 30 years or so.
The 9 tracks have a playing time of over 78 minutes and includes a 15 minute recording of 6201 on the Trans Pennine route and two of my favourite Scarborough Spa Express recordings.

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.

Some of 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 .

1. Over the years I have spent many happy hours travelling on the Scarborough Spa Express, particularly in the 1980s when Scarborough Spas ran around the York Circle morning and evening. As the years went by we got to know some of the York drivers who worked these trains very well and many were outstanding in the performances that they were able to produce from the engines and the evening trip round the York Circle became something of an institution with good performance almost guaranteed, particularly on the climb out of Leeds to Horsforth.
   On 23rd August 1984 LMS Black 5 4-6-0 5305 was in charge of the Scarborough Spa Express and our driver for the evening circle that day was Derek Gell. Given the right circumstances Derek was a driver who was prepared to run hard and run fast. That evening Derek got his chance to do both.
   The start out of York was marred by signals, nevertheless we had had a maximum of 75 mph before Church Fenton. The minimum on the climb beyond was 53 mph and it was only because of adverse signals at the start and finish of the journey that we took almost 32½ minutes to reach Leeds.
   But it was the climb to Horsforth that I was looking forward to.
   I seem to recall that, on this occasion we were more than usually troubled by noisy kids! Fortunately they did not intrude too much on what I has always been one of my favourite sound recordings.
   As often happened adverse signals spoiled the start out of Leeds and, as this recording begins, we are just passing Whitehall Jc. and as we cross to the Harrogate line Derek begins to get 5305 on the move.
   As 5305 begins to accelerate you may just be able to hear the sound of the AWS horn in the cab indicating that we do not yet have a clear road but despite not being assured of an unchecked climb Derek opens the Black Five up no doubt hoping for the best.
   Passing Wortley Jc. speed had risen to 29 mph, by Headingley we were doing no less than 43 mph and speed continued to rise on the 1 in 100 gradient to a magnificent and sustained 46 mph. And the noise is tremendous!
   Approaching Horsforth the distant signal was seen to be on but Derek, knowing that he would easily be able to stop the train on the rising gradient, keeps the loco going all the way to Horsforth station where he shuts the regulator having taken just 6 minutes 22 seconds from Wortley Jc., a superb performance with 300 tons behind the tender and probably amongst highest power outputs ever recorded by a Black 5.
   Hear a of track 1
   
2. On 26th April 1986 LNER V2 2-6-2 4771 'Green Arrow' worked a train from York to Manchester and back, outward via Sheffield and the Hope Valley returning via Standedge.
   Having 12 coaches behind the tender we anticipated that, as had usually been the case in the past, we would have a diesel banker for the initial steep climb from Manchester Victoria to Miles Platting. However, no banker was provided so the V2 had to tackle the ascent unassisted.
   Right off the platform end at Victoria the line begins to climb at 1 in 59. The gradient later steepens to 1 in 47 before easier gradients are reached approaching Miles Platting.
   As you will hear in this recording, despite the load and the gradient, we encountered no problems and the climb was completed in fine style.
3. On 11th April 1987 the LMS Pacific 6201 'Princess Elizabeth' returned to it's home base at Hereford working a railtour which had steam haulage from York to Shrewsbury.
   From York to Stalybridge the loco was in the hands of York driver Geoff Eldin who we knew well from previous runs.
   After a good run from York, Geoff managed to stall the train soon after leaving Leeds on the short, steep and curving climb from Whitehall Jc. and it took some good enginemanship to get away without requiring assistance.
   After this Geoff seemed determined to make amends and he gave us an excellent run from there onward particularly on the climb from Huddersfield to Standedge Tunnel.
   This recording starts as, after passing through Huddersfield at reduced speed, the loco emerges from Paddock Tunnel.
   The gradient here is 1 in 105 and we have 13 coaches weighing in at almost 500 tons behind the tender but despite the load and having passed through Huddersfield station at 15 mph speed rises on the climb and, for much of the ascent we were maintaining a little under 30 mph. An excellent performance.
   Eventually we reach level track beyond Marsden and enter Standedge Tunnel where this recording ends.
   Hear a of track 3.
   
4. On 23rd May 1993 ex LMS Black 5 4-6-0 44767 worked a train from Shrewsbury to Carmarthen the route being by the steeply graded Central Wales Line.
   This was the second train to have traversed the route the first having done it in a northbound direction but it's starting point was difficult to reach conveniently. In addition, this train had been double headed so the second train, with 44767 working by itself was a far more attractive proposition.
   Our driver for the first part of the run was Harold Bounds who had always provided us with some excellent entertainment when driving on the Welsh Marches route. We were not disappointed with this run either!
   The first serious climb on the route is that from Knighton to the summit before Llangunllo.
   As this recording starts 44767, with 7 coaches behind the tender, is already well onto the 1 in 60 climb beyond Knucklas station.
   Soon, the regulator has to be closed while the train passes over a 15 mph speed restriction. Once clear and on the continuing 1 in 60 gradient speed is regained and, aside from while negotiating another speed restriction further up the climb, our speed remains at around 20 mph or a little above until the gradient eases to 1 in 100 as we enter Llangunllo Tunnel and this recording ends with the summit of the climb not far beyond.
   
5. The regular steam hauled trains along the Cambrian Coast from Machynlleth to Barmouth through the summer of 1987 had originally been intended to be powered by either 7819 'Hinton Manor' or 75069. Having worked a few trains during May 75069 proved unreliable, leaking tubes if I remember correctly, and with trains running on three weekdays plus some Sundays two locos were essential.
   In view of this the Severn Valley Railway were required to provide an alternative and the only suitable loco proved to be ex LMS Ivatt Class 2 2-6-0 46443.
   Being only a Class 2 this loco was expected only to see limited use when the Manor was unavailable but 46443 proved to be such a good performer that it soon became a popular choice with loco crews.
   Whilst travelling to Pwllheli on one of the Sunday trains in August we discovered that the Ivatt was going to be in use during the following week so returned a few days later on 26th August 1987 for a ride behind the loco.
   On the last run of the day back from Barmouth we stopped at Dovey Jc.
   While the token for the single line section to Machynlleth was obtained the signalman informed the driver that he was letting us go but that we would be going in front of a service train from Aberystwyth, 'So don't hang about!'
   This recording begins as the driver restarts the train and ends not far from Machynlleth. As you can hear we didn't hang about!
   On arrival at Machynlleth, judging by the grins on their faces, the loco crew appeared to have enjoyed themselves. The driver told us that he had the regulator well onto the second valve and had only wound the reverser back to 65% while the loco inspector was of the opinion that, as this was the last run of the day they thought they may as well try and empty the firebox. The cinders were probably still falling!
   
6. More appropriate motive power for these trains on the Cambrian Coast Line was provided by GWR Manor 4-6-0 7819 'Hinton Manor'.
   In addition to the mid-week trains running between Machynlleth and Barmouth, on four Sundays in August trains ran to either Pwllheli or Aberystwyth
   The train on Sunday 2nd August 1987 ran to Aberystwyth before returning to Dovey Jc. where the loco ran round before proceeding to Barmouth, then returning, with the loco working tender first to Machynlleth. The day was completed with a final run to Aberystwyth and back.
   Returning from Barmouth 7819 is heard pausing briefly at Fairbourne station before departing over the level crossing and starting out on the 1 in 75 gradient towards Friog.
   The gradient soon steepens to 1 in 55 and the Manor makes a fine sound climbing high above the sea until, near the summit of the climb the train passes through a shelter built to protect the line from falling rocks from the cliffs above. Once through this falling gradients are not far away.
   Hear a of track 6.
   
7. After producing some 'interesting' performances during its visit to the north in 1998 we were all curious to see how the GWR King 4-6-0 6024 'King Edward I' would do back on it’s home ground.
   On the 9th May 1998 the loco worked a train from Bristol to Par.
   I was far from confident about how far west we would get as my previous attempts to travel steam hauled westbound over the South Devon banks back in 1985 had resulted in failure! However, I needn't have worried as the King, with 9 coaches behind the tender performed faultlessly throughout.
   Having already surmounted the first of the South Devon banks, Dainton, the King is heard in this recording passing through Totnes at around 50 mph and is opened up for the climb to Rattery.
   The steepest gradients on the climb come in the first 2 miles or so up to Tigley, the steepest being 1 in 46 and, before Tigley is passed speed has fallen to 27 mph.
   Beyond this point the gradients are less severe generally 1 in 90 or thereabouts and speed recovers to 35 mph before faling by a couple of miles per hour on the short 1 in 65 gradient leading to Rattery which marks the top of the steep ascent and the King accelerates on the easier gradients into Marley Tunnel where this recording ends. An excellent performance.
   
8. On the run with 6024 to Par there had been much speculation as to whether it had been the first time that a King had worked a train in Cornwall. I couldn't comment on that but it certainly wasn't the first time that preserved steam had returned to that county as in October 1995 the BR Standard Class 7P6F Pacific 70000 'Britannia' was booked to work trains to and from Penzance.
   Unfortunately things didn't go according to plan on the first train to Penzance when pilot loco 7802 'Bradley Manor' ran a tender axlebox hot and had to be removed from the train at Plymouth. This left 'Britannia' to continue on its own to Penzance with a 12 coach load and some very steep gradients still to surmount. All went well until on the climb to St. Austell the loco stalled recovering from a 20 mph speed restriction and diesel assistance had to be provided.
   For the return journey a week later on 21st October 1995 we had a load of 13 coaches and the powers that be insisted that the train be assisted by a diesel at least as far as Exeter. It even required some persuasion before they would agree that the Class 47 diesel could be coupled behind the steam loco rather than on the front!
   This was unfortunate and not what we had paid for. Indeed, I very nearly decided not to bother going as the train, which started at Crewe had a very early start and would, no doubt have an equally late finish but, as there was still some scope for something to record, I went.
   On arrival at Crewe we were not pleased to find that the coaches set aside for dinners were at the rear of the train and would be nearest the steam loco on the return, our seats would be right at the back. However, at Penzance after a little negotiating, we were able to occupy a window at the rear of the locomotive's support coach although this would mean spending most of the day standing.
   The effort proved worthwhile as the crew on 70000 had words with the driver on the Class 47 and instructed him to do no more than was absolutely necessary, if possible just move loco's own weight and no more.
   After a good run with, for the most part, only a little diesel assistance and after a servicing stop at Plymouth 70000 now had to face the South Devon Banks beginning with Hemerdon and it's 2 miles of almost continuous 1 in 42.
   The crew had renewed the request that the Class 47 provide minimal assistance and as far as can be heard in this recording that was what happened.
   We were unfortunate to suffer a dead stand at a red signal close to the site of Tavistock Jc. not much more than a mile from the start of the climb. This recording begins as, with a little diesel assistance, 70000 restarts.
   Reaching a little over 40 mph before the gradients steepen the Pacific makes a fine sound being worked hard on the climb and speed only falls to 32 mph before the summit is reached.
   And the Class 47? Well, although it is inaudible it must have been doing more than pull it's own weight. I doubt that 70000 would have been able to maintain these speeds with 500 tons behind the tender. A fine performance none the less and a very fine sound!
   
9. I began this CD with a recording made on the Scarborough Spa Express and I'm going to finish in the same way, on the climb to Horsforth with the same driver but with a different engine.
   In 1985, rather than one loco working the train all day we had a change of engine in each direction at York and on 14th July 1985 the loco working the morning and evening circles was the ex SR Unrebuilt West Country Pacific 34092 'City of Wells'.
   After returning from Scarborough behind 777 we were delighted to find Derek Gell waiting at York with the West Country.
   The run from York to Leeds left us with one of the great 'what if's' of loco performance on the SSE. Approaching Church Fenton we had reached quite a high speed and Derek was obviously really going for it when adverse signals were sighted robbing us of what should have been a remarkably fast time to Leeds. In 1984 we had reached Leeds from York in just over 27 minutes behind 5305 but, even with slowing for the check Derek had got us to Church Fenton well over 1 minute sooner and 34092 would have been faster on Leeds bank. Further signal checks, including a dead stand at Micklefield meant that this run ended up being the fastest for the season from York to Church Fenton but the second slowest from York to Leeds. If only we had got that clear run how near to even time would it have been when we rolled to a stop in Platform 6 at Leeds? When I spoke to him at Leeds, Derek was probably more disappointed than we were and promised to do his best for us up the bank to Horsforth.
   In 1984 we had been witness to some remarkable running up the gradient, generally at 1 in 90 and 1 in 100 from Wortley Jc. up to Horsforth and had had a run in just over 9 minutes Leeds behind 92220 on the final train of the season which we thought pretty well unbeatable.
   This recording begins as we depart from Leeds.
   Using platform 6 meant that we could get a fast start by reaching the Harrogate line directly without needing to use any crossovers and we were able to pass Wortley Jc. in a little less than 3½ minutes.
   Once over Kirkstall Viaduct Derek soon has 34092 accelerating on the rising gradient and, beyond Headingley station speed rises to no less than 55 mph and this speed is maintained on the 1 in 100 gradient up to Horsforth where this recording ends.
   The entire run from Leeds occupied a little less than 8½ minutes and this run proved to be the record for the season and, to the best of my knowledge has never been bettered.
   A remarkable performance from both loco and crew, which certainly made amends for the disappointment of the checks coming over from York!