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Track
List
Hear
near CD quality samples of track 2  ,
track
6
& track
13 .
- During the early summer of 1986 the SR N15
King Arthur 4-6-0 777 'Sir Lamiel' was based at London Marylebone
and took part in working the very popular Sunday Lunch Shakespeare
Limited trains from London to Stratford-upon-Avon.
Being for diners only these weren't the kind of train that I would
normally travel on. Well, for one thing, they were expensive and taking
meals does rather interfere with sound recording activities!
However, an invitation to travel in the support coach behind 777 came
my way on 26th May 1986.
By this time we had come to expect good running out of Marylebone
from the very enthusiastic crews working these trains and this run
was no exception.
On the outward journey chief interest was centred around the running
from High Wycombe on the fairly gentle climb to Saunderton and some
very high power outputs had been achieved on this section.
Sunday Lunch trains stopped at High Wycombe to pick up passengers
and this recording begins as we depart, ending at Saunderton summit.
On this occasion we reached 50 mph, an excellent performance with
over 400 tons behind the tender.
- Steam haulage on Southern Region
main lines had been tried in the early 1970's but concerns over trespass
on the third rail electrified lines had soon put a stop to that and
the SR had become something of a no-go area.
However, Gerald Daniels, the Salisbury Area Manager saw no reason
why steam hauled trains should not be run west of Salisbury and after
a successful steam event earlier in the year at Andover, planned on
3 weekends in October 1986 to run steam hauled trains from Salisbury
to Yeovil Jc. running twice each day. These trains proved so popular
that a fourth weekend had to be added.
Planned motive power for these trains was Bullied Merchant Navy Pacific
35028 'Clan Line' and 777 'Sir Lamiel' but, unfortunately, the later
was out of action suffering from a cracked frame. The substitute provided
was 6998 'Burton Agnes Hall' and a later addition was 4498 'Sir Nigel
Gresley', neither particularly appropriate for the route!
On 12th October 1986 ex SR Merchant Navy Pacific 35028 'Clan Line'
worked the first train from Salisbury and is heard in this recording
departing from Templecombe after a photo stop.
Over the coming years the Salisbury crews who worked these trains
were to prove most enthusiastic and on this occasion our driver produces
some fine sounds from this normally quiet locomotive climbing the
1 in 100 gradient towards Milborne Port.
Hear
a
of track 2.
- Templecombe has a connection with this next
recording as, at that point, the Somerset & Dorset Railway passed
beneath the L&SWR route to the south west and the locomotive heard
in this track must have passed under that bridge on many occasions.
The Cumbrian Mountain Express on 14th April 1984 had a real S&D
theme as, after 34092 'City of Wells' had worked the train southbound
over the Settle Carlisle line we then had the S&D 7F 2-8-0 13809
in the more than capable hands of Skipton driver Edwin Altham to takes
us from Hellifield back to Carnforth.
The train was loaded to no less than 13 coaches and I am sure that
Edwin would have liked to get a run at Giggleswick Bank but this proved
impossible as, passing Settle Jc. the loco primed badly and had to
be worked fairly gently until the water level in the boiler had fallen
a little.
Still, the 2-8-0 sounds to be going well passing Giggleswick station
at a little over 25 mph and has little difficulty getting this heavy
train up the 1 in 100 gradient and manages to reach the summit at
a very creditable 22 mph.
- Having been denied the possibility of running
steam hauled trains to Whitby due to the condition of the track the
North Yorkshire Moors Railway in conjunction with the Esk Valley Railway
Development Company decided to try running trains in the other direction.
On 6th December 2003 two return trips were run from Grosmont to Middlesborough
with Standard Class 4 2-6-4T 80135 hauling five coaches.
These trains called at a number of stations on the very scenic Esk
Valley line and were very well supported by those wishing to do some
Christmas shopping in Middlesborough while Santa and his helpers were
on board for the kiddies!
On the first train that ran to Middlesbrough that morning we had expressed
some doubt as to whether it would prove possible to turn the train
around in the time allowed, especially as the stock had to be removed
from the platform before the locomotive could run round and take water
but this had been done with time to spare.
In the morning we had been booked to have 52 minutes to complete the
operation, the afternoon train had just 32 minutes. Worse still we
arrived in Middlesbrough some 10 minutes late.
The operation was carried out with remarkable speed and just a few
minutes before the booked departure time the stock was returned to
the platform and we were able to depart just a couple of minutes late.
Quite amazing!
Having departed from Middlesbrough 80135 is heard in this recording
passing Marton station where the steep climb to Nunthorpe commences.
The Standard Tank slows for the crossing at this station and again
further up the 1 in 44 gradient for another crossing at Gypsy Lane
station before reaching the top of the climb and the passing loop
at Nunthorpe where we had to wait for a service train from Whitby
to pass on the single line.
- On 6th June 1998 BR Standard Class 4 4-6-0
75014 worked a train that started from Carnforth, ran to Preston before
returning north to Carlisle over Shap. The return to Carnforth was
via Ais Gill, Blackburn and Preston.
This train was originally supposed to be double headed with B1 61264
but as the B1 was suffering with leaking tubes the 75014 worked the
train single-handed with the load reduced to 7 coaches. The northbound
ascent of Shap proved to be a little bit of a disappointment since
the loco was not steaming well due to a blocked spark arrestor.
After the loco had been serviced at Carlisle and the spark arrestor
cleared the running got better and better. The running on the climb
to Ais Gill and on Whalley Bank was excellent with speeds in the high
30's and some fine sounds.
After that could things get better? The short answer is yes! The
departure from Preston, heard in this recording was electrifying!
The initial start out of the station on a rising gradient, 1 in 101
at it's steepest, is not the easiest but within a little over 3 miles
we were travelling at 60 mph. The eventual maximum a few miles further
on was no less than 74 mph. What a fine engine!
- One of my favourite routes for a
steam hauled run was along the scenic Welsh Borderlands from Shrewsbury
through Hereford and on to Newport.
On the Welsh Marches Express run regularly in the early 1980's on
this hilly route there was almost a guarantee of entertaining running
and even when performance was a little below par there would usually
be plenty of noise to listen to.
On 10th November 1984 after we had an entertaining run from Shrewsbury
with 35028 'Clan Line' in charge of a 12 coach train waiting to take
over the Welsh Marches Express at Hereford for the run to Newport
and back was the GWR Hall 4-6-0 6960 'Raveningham Hall'.
It would be interesting to know what the load for a Hall was over
this route in steam days? Whatever it was, I feel sure that a load
of 12 coaches would not have been permitted and any crew faced with
such a prospect would surely have insisted on having a pilot. Nevertheless,
12 coaches was the load that 6960 had to take.
In view of the load it was perhaps not surprising that the running
was not particularly exciting however, there was plenty of noise to
listen to!
GW engines on this route suffer from the handicap that, in quite a
few locations, clearance between the locomotive and lineside structures
is very limited and, at these points, severe speed restrictions have
to be observed. Worse still, it seems as though, each steep climb
on the route is preceded by one of these clearance slacks!
One of the worst of these restrictions is at Penpergwm where, right
at the foot of a 1 in 80 gradient trains have to slow to walking pace
under an overbridge.
Perhaps in view of the load our driver, while observing the speed
restriction, didn't slow down as much as was usual here and, rather
than the single figure speeds that we usually recorded at this point
we were doing 25 mph when we passed under the bridge and this recording
starts.
This speed was maintained pretty well on the ensuing 1 in 80 gradient
to Nantyderry where an easing of the gradient allows our speed to
rise. Beyond the gradient steepens once more to 1 in 119 before another
clearance speed restriction brings speed back down to 25 mph. Recovering
from this restriction but now on a falling gradient we accelerate
rapidly towards Little Mill Jc. where this recording ends
Others have described the performance of 6960 on this occasion as
dreadful and worse but, in view of the load I couldn't agree and,
anyway, the noise is excellent!
Hear
a
of track 6.
- On 1st December 1984 the SRPS ran a most
interesting tour with the NBR Class C Goods 0-6-0, 673 'Maude'. The
train, named the Suburban Centenarian was to celebrate the centenary
of the Edinburgh Suburban line but the route of the tour also took
in most of the Edinburgh - Glasgow main line.
Starting from Falkirk our route towards Glasgow took us through Cumbernauld
before tuning right for Springburn.
Soon after leaving Falkirk the route begins to rise and 'Maude' with
just 4 coaches behind the tender seemed to be doing well on gradients
as steep as 1 in 98.
However, further into the climb it became apparent that all was not
as it should be and, as speed fell we eventually heard the sound of
dragging brakes. The end result was never in any doubt.
A blow up was the order of the day and, with the boiler pressure at
a more respectable level we were able to complete the climb.
This recording was made as 'Maude' reaches Cumbernauld station the
top of the climb. The driver decides to take full advantage of the
falling gradients beyond and allows the loco to reach our top speed
for the day, 45 mph. Not bad for a loco restricted to 30!
- The weather in the south of Scotland on
14th January 1983 was not good which was unfortunate since this was
the date chosen for the ex LNER A4 Pacific 60009 'Union of South Africa'
to work the Fair Maid from Mossend to Perth and back to Edinburgh.
Although the weather was good, indeed quite sunny once we got steam
on at Mossend we were by that time 2½ hours late. Heavy snow
and strong winds had brought the wires down over Beattock and disrupted
services considerably.
Still, once with No. 9 on the front no one minded too much!
This recording was made during the return journey from Perth to Edinburgh.
Passing through the station at Inverkeithing the driver opens 'Union
of South Africa' up in preparation for the 1 in 70 climb up on to
the Forth Bridge. Speed falls quickly through the first short tunnel
and a brief slip near the exit doesn't help. As the loco continues
to blast up the gradient the glowing cinders raining down on the surroundings
had to be seen to be believed!
At last the short tunnel at North Queensferry marking the top of the
climb is reached and the loco reaches level track and rattles on to
the Forth Bridge.
- I thought long and hard before deciding
to include this recording but feel that it should be required listening
for all those who are involved with steam locomotives, particularly
those running on the main line. It illustrates dramatically what can
happen when things go really wrong.
On 1st October 1994 the LNER A2 Pacific 60532 'Blue Peter' was booked
to work a train steam hauled all the way from Edinburgh to York down
the East Coast Main Line.
Our first problem was getting a suitable spot on the train from which
to record as our seats were too far back to give satisfactory results.
Rejoining the train at Edinburgh Waverley we decided to occupy the
front vestibule of the second coach, the first vehicle being the locomotive
support coach. This proved to be a bad choice as lots of other people
wanted to find spots in there too. As it was a corridor coach and
first class at that, having so many people blocking the corridor was
not a satisfactory situation and stewards were soon on the scene to
inform us that, if we didn't have a seat in that coach we should move
elsewhere!
Thinking that this was rather unfair as we had purposely gone in the
vestibule to be out of the way and avoid causing problems I pointed
this out to the steward. Amazingly common sense prevailed for once,
he agreed with my reasoned argument and let us stay!
Performance from Edinburgh to Newcastle was generally very good with
some high speed if not noisy running particularly after Berwick.
At Newcastle we stopped for water and a crew change.
On to Durham where we stopped in the platform to set down passengers
the running was satisfactory.
As you will hear in this recording, aside from the fact that someone
on the footplate had found the other whistle which would find more
suitable employment as a factory siren, the departure from Durham
was unexceptional until, with the train clear of the platform the
driver extends the engine a little on the rising gradient to Relly
Mill. At this point the locomotive loses it's feet and soon is slipping
uncontrollably with water being carried through the regulator valve
making it impossible to close.
In the 40 seconds or so that it took the driver to wind the reverser
back into mid gear the locomotive's motion and valve gear was virtually
wrecked.
Obviously we were going no further and a diesel was summoned to assist
us but before the train and the crippled engine could be moved it
was necessary to remove the bent and broken coupling rods. Eventually
this was done and the train was drawn back into the station from where
we returned to York by service train.
I hope never to record sounds like these again.
- It would be wrong of me just to include
the last recording of 'Blue Peter' as this fine engine has provided
us with some excellent performances over the years.
Perhaps the most impressive performance came on 22nd March 1997 when
60532 worked a railtour north from Carlisle heading for Ayr but not
via the Glasgow & South Western Railway route but via Beattock!
Following a fast run north from Carlisle we passed Beattock station
at 65 mph. On the rising gradients beyond the engine, with over 400
tons behind the tender, was gradually extended until, at a reported
50% cut off and full regulator the summit was passed at a remarkable
44 MPH!
This recording begins soon after passing Greskine and ends passing
the summit.
- During the mid 1990's changes in the railway
industry in this country allowed steam hauled trains to be run over
routes which hadn't seen a steam loco since the 1960's.
One of the first railtour operators to take advantage of the changed
situation was Mel Chamberlain with his Days Out operation.
Now, over the years that Days Out was in business Mel came in for
much criticism over the way he did business and treated his customers
and indeed, in later years, many referred to his operation as 'Days
In' since many of the trains that he proposed and advertised never
ran.
Although much of this criticism was justified no one could argue that,
whatever else he did, Mel certainly got us steam haulage over routes
that we had never imagined we would be able to ride over.
One such route was the Midland main line into and out of London St.
Pancras and the loco chosen was the ex LMS Black 5 4-6-0 44767.
After successfully working a train down to the Capital 44767 returned
north on 22nd April 1995.
This recording begins soon after passing the site of Sharnbrook station
as 44767 is opened up on the 1 in 117 climb to pass Sharnbrook summit
in fine style.
- I may as well say at the outset that I
have never been a great fan of the LMS Jubilee 4-6-0s having always
felt that this was the one Stanier design which somehow didn't quite
work out.
There is one feature of these locomotives that I do rather like. When
a driver decides that he is going to give his passengers a good run,
with a Jubilee he will usually find it necessary to thrash his loco
unmercifully and, under those conditions, they do sound rather good!
If I had to choose a favourite it would have to be 45593 'Kohlapur'.
Towards the end of steam on British Railways in the 1960's this was
a Holbeck engine and I saw and rode behind it on many occasions so
it was nice to be able to ride behind the loco again in preservation
in the 1980's.
Carrying LMS livery and numbered 5593, 'Kohlapur' worked a train south
from Carlisle on the 18th April 1987. This train was named The Mancunian
which may seem a strange title as at no time did the train get within
40 miles of Manchester!
The reason for this apparent misnomer is easily explained by the fact
the train had been originally intended to be steam hauled from Carlisle
to Manchester but, for operating reasons had to be re-routed to Leeds.
At this time the climb from Appleby to Ais Gill still had a number
of 'temporary' speed restrictions on it. The most serious of these
was a 20 mph restriction at Mallerstang just before the final few
miles of the 1 in 100 gradient to the summit begins.
On this occasion, despite this restriction our driver, Tommy Hayten,
decides to see what he can do for us as you can hear in this recording,
which starts as the Jubilee clears the restriction and ends passing
Ais Gill.
The result of his efforts produced an increase in speed from 23 to
just over 30 mph at the summit.
I have rarely heard a Jubilee thrashed like that!
I know of one person who would describe this as the finest sound on
earth. I couldn't possibly agree. Now, with a Black 5 driven like
that. . . . . . . . . . . . . . .
- During the Summer of 1995 Mel Chamberlain's
Days Out programme of steam hauled trains suffered considerably from
a fire risk ban and, in the case of trains that could have run, lack
of bookings. One series of trains that we had been looking forward
to was three trains run from Crewe and reaching Carlisle via Shap.
These, originally booked for August, were cancelled due to fire risk
but new dates in the Autumn appeared in due course.
These were advertised as the Shap Time Trials with the three engines
booked to work one train each over three days. The locos were 60007
'Sir Nigel Gresley' which worked the train on 30th September 1995,
71000 'Duke of Gloucester' on 2nd October and on the 3rd October,
LMS Coronation Pacific 46229 'Duchess of Hamilton' each loco having
11 coaches behind the tender weighing in at a little over 430 tons.
While it would have been nice to have travelled on all three I decided
to do just one, the last one with 46229 and despite the eventual result
of the 'trials' it is a decision that I have never regretted!
The sections of the route chosen for the 'time trials' for each locomotive
were Grayrigg, Shap and later in the day the climb to Ais Gill. The
idea was that each loco would pass a certain point at the foot of
each climb at 60 mph before attempting to put in the best performance
that the loco was capable of.
In charge of 46229 on that day was Crewe driver Frank Santrian who
was without a doubt as keen as we were to get the best out of the
loco on the climb to Shap Summit.
For the climb through Oxenholme to Grayrigg, as instructed we passed
the start point near Milnthorpe at 60 mph but when Frank began to
open the loco up on the gradient the Duchess began to prime badly
and he soon had to ease the regulator again. Speed fell to the mid
50's before the priming stopped and the locomotive could be opened
up again. Matters improved after this until approaching Oxenholme
speed had recovered to the high 60's
On the previous day 'Duke of Gloucester' had put in an excellent performance
on this section and as we proceeded up the climb we were gradually
gaining on the Duke and despite the much slower start got to within
6 seconds of that loco's running time by the time we were just above
Hay Fell. However, on the engine Frank and his fireman, Bob Morrison,
were having problems. Firstly, the priming referred to above had caused
a considerable loss of water level in the boiler and it proved difficult
to restore this as the exhaust steam injector was playing up. In addition
to this when the safety valves lifted one of the two valves refused
to seat until the boiler pressure had dropped to 180 psi.
Falling water level meant that Frank had no option but to ease the
loco on the upper part of the bank where speed quickly fell from around
60 mph to the mid 40's at the top of the climb.
During the course of the climb the weather had deteriorated considerably
with rain coming down like stair rods at one point! I had some difficulty
recording at times. With a south westerly wind blowing the right hand
side of the train was the place to be but towards Grayrigg the line
swings right to take an almost easterly course and this caused the
side I was on to be exposed to the wind and torrential rain which
was clearly audible in the recording.
After passing the top of Grayrigg and with Shap still to come speed
was allowed to fall to 20 mph on the easier gradients through the
Lune Gorge to allow the water level in the boiler to recover. In the
relatively short distance between Low Gill and Tebay they managed
to get a satisfactory amount of water back into the boiler but, because
of this were unable to do much to raise the boiler pressure.
All this meant that, instead of starting the climb at 60 mph as was
intended we were only doing 54 mph. As this recording starts we are
approaching Tebay and as the sound of steam blowing through indicates,
the fireman's side injector is still playing up.
Once on to the 1 in 146 through Tebay Frank soon has the regulator
open and speed rises to 57 mph before the 4 miles of 1 in 75 commence.
As we proceed Frank opens the loco up more and more until near Scout
Green he has the loco working in full forward gear with the regulator
fully opened on to the second regulator valve.
With a slower start and the boiler pressure being maintained at only
around 175 psi rather than the 250 psi it should have been there was
no way that we were going to beat the Duke which on the previous day
was able to pass Shap Summit having maintained just over 50 mph on
the 1 in 75 gradient. However, just listen to the noise! I can honestly
say that it is the finest sound I have ever heard from a steam locomotive.
In the report published in the December issue of Railway Magazine
detailing the performance of the three engines involved the caption
to a photograph of the Duchess passing Greenholme read, 'The assault
on Shap by Stanier's 'Duchess of Hamilton' in the pouring rain had
to be heard to be believed.' I'll second that! The Duke might have
put in a sparkling performance but I know what I'd rather listen to!
Hear
a
of track 13.
- Like the recording of 60532 earlier on this
CD I had to think carefully before deciding to include this one although
for very different reasons!
During July 1988 Area Manager Gerald Daniels arranged for three more
weekends of steam operation based on Salisbury, the intention being
to celebrate the 21st Anniversary of the end of steam on the Southern
Region.
Although it hasn't proved to be the case, it was thought at the time
that these could well be the last steam hauled trains between Salisbury
and Yeovil since, due to restructuring the Salisbury area management
was being disbanded ending Gerald Daniels work there, a pity as he
had done much to promote rail travel in his area, and not just through
running steam hauled trains!
The locomotives for these trains were to be 777 and 34092 but as on
previous similar events 777 wasn't ready in time and due the broken
piston rings sustained whilst working out of Marlylebone 34092 missed
the first weekend although it did make it to Salisbury in time to
take part in working the Anniversary Pullman on 10th July.
Substituting for 777 was 48151, hardly a locomotive typical of the
area in steam days.
I didn't manage to get down to Salisbury until the final weekend and,
in view of what transpired, I'm certainly glad that I did!
With the Salisbury drivers believing that they could be having their
final fling with steam they weren't slow to make the most of this
opportunity and passengers were treated to some remarkable running.
I'm sure that those of us who were there will never forget the experience!
This recording was made on 24th July 1988 on the final train over
that weekend running to Yeovil behind Unrebuilt West Country Pacific
34092 'City of Wells' with Salisbury driver Don Macey.
Right from the start Don demonstrated that he intended to give us
as good a run as possible with 'City of Wells' and on the initial
climb out of Salisbury to Semley once we had reached 60 mph our speed
remained above that figure all the way to the summit. Once over Semley
it soon became apparent from the acceleration on the descent that
we were in for some more high speed running. I should point out that,
at this time the maximum speed for steam locos running on the main
line was 60 mph, permission for running at 75 mph was still some years
away.
I must say that I found our passage through the loop at Gillingham
was quite exciting enough at 65 mph and once I had regained my balance
I recall thinking that, perhaps I should record this next bit. I'm
glad I did for the recording that you are about to hear, while perhaps
not technically perfect, is one of the recordings that I never imagined
I would ever get the opportunity to make.
Once clear of the loop Don gets the regulator open once more and speed
rises again before the line begins to climb at 1 in 100 to Buckhorn
Weston Tunnel.
On the rising gradient our speed falls back to 65 mph before we enter
the tunnel where the gradient changes to 1 in 100 down.
Through the tunnel and on the subsequent 2 miles of falling gradient
Don keeps steam on and speed rises very rapidly before the regulator
is closed and the brakes have to be applied for the stop at Templecombe.
I was travelling in the support coach right behind the engine and
throughout all this, obviously other than knowing that we were travelling
extremely quickly, I had no idea of the actual speed achieved as I
had been concentrating on getting as good a recording as possible
in quite difficult circumstances but I do recall that, once the regulator
had closed, I switched my recorder off, microphone hand shaking slightly,
and turned to a member of the loco support crew who had been calmly
packing away sales items in the brake behind me while all this was
going on. He said something to the effect that; “We seemed to
be going quite fast just then!”
We certainly were and the maximum speed we recorded that day was sufficiently
far above the maximum permitted at that time that it had better not
appear in print!
All I will say is that if you would like to guess at a nice round
number (two figures, not three!) for the speed that we achieved that
day and add a single mile per hour to it you may be right.
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