With apologies to Lennon & McCartney for the miss-quote. And it was actually 40 years ago last Sunday.

On 29th June 1968 with the end of steam on BR fast approaching the Keighley & Worth Valley Railway re-opened. That was something to brighten up what appeared to be a relatively steamless future for me being handily placed for regular visits.
It seems hard to believe that was 40 years ago and it’s good to see that the railway has not only survived but has prospered.
To celebrate the anniversary the railway organised a three day steam gala weekend which promised to be a memorable event in the railway’s calendar.
Memorable it certainly was, though not for all the right reasons.
We didn’t get there until quite late in the afternoon of Saturday 28th June 2008 and were already aware that things had gone awry.
One of the planned features of the event was the running of steam hauled trains on the main line between Keighley and Settle Jc. on the Saturday and Sunday with an extra train to Blea Moor on the Saturday evening. These trains were to be top and tailed with ex SR King Arthur 4-6-0 30777 Sir Lamiel working the trains out from Keighley and a diesel loco supplied by the West Coast Railway Co. at the other end. Unfortunately while preparing the stock for these trains at Oxenhope on the Saturday morning the diesel became derailed on the pointwork giving access to Oxenhope station and the carriage sidings trapping both sets of K&WVR coaches along with 30777 and 80002. Not a good start to the proceedings. Fortunately a set vintage carriages had already gone down to Keighley and the WCRC coaches which were attached to the downhill end of the diesel, it was the leading bogie that was in the dirt, could be taken off to provide another train and with these two sets of coaches the railway was able to run trains between Keighley & Haworth. To their credit they even managed to arrange a vintage bus service between Haworth and Oxenhope at very short notice. I have to say that, under the circumstances, the railway did their best to rescue the situation and, as far as I could see, succeeded in keeping the majority of visitors happy.
Of course, with 30777 trapped at Oxenhope there was no way that the main line trains could run so they were canceled for Saturday but would run as booked on the following day. In addition, by the time we arrived at Keighley they had cleared the line, were able to start running through to Oxenhope again and were going to run the evening train to Blea Moor.
Or at least, that was the plan!

No, really, I do need to get out more!
Here we are, 6 months into the year and I've only been out recording steam 4 times, nearly forgot, make that 5. Worse still, here I am doing an update and none of the recordings are mine. This makes it worse as I now know what I've been missing.
Oh, I have excuses. It's all down to being further from the action and then, when something does turn up, I've got the builders in, or I'm waiting for a plumber or something like that. Despite the fact that I know it will all be worth it in the end, I sometimes wonder!
Anyway, even though I've not been able to get out for much recently, my friend Mike has and has just sent me a batch of recordings which I'm very grateful for and only too happy to put on the site. I hope you'll enjoy them too.

Scarborough Spa Expresses again

SSEs ran for 4 days in the week following the Spring Bank Holiday and I did actually go out for it on the first day. But only to Scarborough, now my nearest station. I even tried a recording. That was the fifth one that I almost forgot. Suffice it to say that I won't be troubling you with the result but at least I can add a few photographs of Tangmere in Scarborough to these recordings that Mike made during the week.

And before anyone asks, if you want to know why I didn't travel on at least one of the first week's trains, the reason is that, with the times having changed from last year giving a later start from Scarborough the return time at York would make it rather difficult for me to get home afterwards. A shame as I was really looking forward to getting some mileage in. Yes, I could do part of a run but can you see me getting off the train in York and missing the best bit; the evening circle? No me neither!

More Main Line Steam

On 24th May 2008 the GWR Castle 4-6-0 5029 'Nunney Castle' paid York a visit at the head of a Vintage Trains charter from Birmingham. Mike writes:
Recorded at Dringhouses, this track features GWR Nunney Castle.
Due to a National Express H.S.T. waiting for a platform in York station we were unable to hear the castle leaving but still makes a nice sound as it goes by with a lightweight train bound for Tyseley.

If there is one recording among these that I would have liked to have made, this is it!
The LMS Princess Royal Pacific 6201 'Princess Elizabeth' features here climbing out of Manchester, on Miles platting bank.
A waiting d.m.u. ticking over before moving down the bank into the station made the start out of the station virtually inaudible so, as this track begins 6201 is on its way. After a couple of slips the engine forges up the bank, echoes bounce of a building and the entrance to a tram tunnel. The Class 67 diesel tucked in behind the tender does not appear to be giving any assistance and just adds to the weight of the train, this makes for a loud recording and shows what a good engine this is.

I'll second that!

On the 10th May 2008 the North Eastern Locomotive Preservation Group ran another of their annual railtours with the LNER designed K1 2-6-0 62005 prior for its departure for yet another season working trains on the West Highland Line between Fort William and Mallaig.
Originally this train was planned to run from Middlesbrough to Newcastle then down the coast through Sunderland but just a few days before the tour Network Rail recalled that steam locos were banned under the Metro wires between Pelaw and Sunderland. If this wasn't the sort of thing we have come to expect from Network Rail I would say 'unbelievable'!
The change of plan saw the train steam hauled to Tyne Yard then diesel hauled back down the main line, through Darlington and Eaglescliffe to Hartlepool where it was able to take up its booked itinerary. As the train was making a number of reversals it had been booked to be top and tailed by a diesel so there were no additional operating difficulties but missing a run down the coast and the loss of steam mileage must have been disappointing to the passengers on this fully booked train.
In view of the change, our first recording was made at Hartlepool where the passengers had an hour break while the train reversed and the loco took water in the up side platform which appears not to be used.

From the Hartlepool the train was steam hauled to Billingham Jc. where it reversed before proceeding to Port Clarence and along the branch to Seal Sands. As it was on our route, we decided to go to Port Clarence and at least see the train there; we didn’t really expect there to be any recording possibilities in the area.
The journey there was certainly interesting. Having driven past the pleasant beaches around Seaton Carew and with the seeming industrial wasteland of Teeside ahead the first point of interest, if that is the right word, are the so called US Navy Ghost Ships which made the news headlines when they arrived in 2003 and are still waiting for someone to make a decision about their future. The next surprise is the fact that much of this apparent wasteland is in fact a nature reserve, apparently very popular judging by the number of twitchers about - at first we thought they were lineside photographers looking in the wrong direction!
Of course the main point of interest in the area is the Middlesbrough Transporter Bridge. Opened in 1911 it is still there carrying cars and passengers across the Tees.

After leaving Port Clarence the train was steam hauled to Eaglescliffe before being diesel hauled through Middlesbrough for what for many would be the highlight of the trip; the journey to Boulby Mine and, of course, the journey back steam hauled.
Thinking we would only have one chance to record the train on the steep gradients we decided to go for the climb away from the mine rather than the climb from Carlin How to Hunts Cliff.
The line from potash mine to Grinkle Tunnel climbs at 1 in 61 along the north side of the narrow and very steep sided valley of Easington Beck and we chose to try a recording from the opposite side of the valley, the only downside to this spot was that although the line was only a quarter of a mile away there was absolutely no view of it whatsoever.

Everyone was wrong! Yes, even me when after Green Arrow failed shortly after the first weekend of the LNER Gala on the NYMR we all assumed that was the end for the loco.
We were all proved wrong when the powers that be at the NRM pulled out all the stops to try to get the loco fit for one final day, Saturday 26th April 2008, as the loco had been booked to work a special charter on that day. That they succeeded is quite a tribute to what can be achieved with a little determination and a credit to the museum.

For various reasons I didn't go.
Now, hindsight is a wonderful thing and, as I've said before; hindsight is something that would be better if we could have it before the event but as I would only have been able to get there for one recording in the afternoon, as the weather forecast was poor and as I didn't expect the loco to be worked particularly hard, I didn't make the effort.
Fortunately, my friend Dave Peaker, did and has sent me a recording of the V2s final run made at Beck Hole on the 1 in 49 climb from Grosmont to Goathland.
4771 was hauling 7 Gresley and Thompson teak coaches with the LNWR Super D, another loco from the National Collection at the rear, only there to provide assistance if required.
As you can hear, assistance was not required.
As you can also hear, my expectations that the loco would be worked easily were wrong. Very wrong!

In 2007 the North Yorkshire Moors Railway intended to hold a Spring Steam Gala with a seriously LNER theme – they failed! The line up of locomotives proposed for the event was rather ambitious, not least all the three LNER A4 Pacifics currently in working order. Sadly, circumstances prevented a number of locos attending and, at rather short notice, the event was changed to one with an ‘East Coast’ theme with diesels being included in the roster. Needless to say, I didn’t attend (even though I am rather partial to the occasional Deltic or Class 40!).
Not daunted by the events of last year, the NYMR tried again this year and although the event wasn’t without its problems, at least all the locos turned up and no diesels were required this time.
The Gala was spread over two, three day weekends. The weather on the first of these left much to be desired, certainly for a sound recordist who abhors strong winds. Fortunately the second weekend, 4th to 6th April 2008, provided rather better weather and I was able to visit on the Friday and again on Sunday.
One of the visiting locos was the LNER V2 2-6-2 4771 ‘Green Arrow’ spending its last few weeks before being withdrawn from service working on the line. As you may have already read elsewhere, the loco failed shortly after the first weekend so I missed my last chance for a recording.
Stars of the show were the 3 A4 pacifics, always assuming that you like them of course. Now, while I do not dislike A4s I have to say that having three present did seem, to me at any rate, verging on too much of a good thing and caused a certain lack of variety, something that I have usually found plenty of at NYMR Galas. Even so, I will agree that it was quite an achievement getting all three together – but there’s no need to do it again!
Having travelled up to Grosmont on the first train from Pickering I just had time to walk to Esk Valley where, not only was it quite windy but there was a helicopter around for filming purposes. Wind I can cope with but there’s not a lot to be done about a helicopter especially when it hovers above my recording spot!
Anyway, as you will appreciate, I will not be troubling you with what should have been my very first recording of ‘Bittern’ – not a good start!

There was another ‘new’ loco for me at the Gala, the ex Great Eastern Railway J15 0-6-0 65462 usually based on the North Norfolk Railway which I had never even seen before, let alone recorded. On the Friday the J15 was employed working the demonstration freight between Grosmont and Goathland and, thanks to getting a lift from a friend, I was able to go to Beck Hole for my first recording of this loco.
For its first foray to Goathland 65462 had the full length goods train, 14 wagons and two brakes, and as this was deemed to be too much for the J15 to manage alone, this first run was banked by the ex LNER K1 2-6-0 62005 still looking nice and shiny after its repaint.
As the recording begins the J15 can be heard approaching Beck Hole Bridge and sounds to be doing more than its fair share of the work. As the train passes the sound of 65462 is replaced by 62005 at the rear of the train.
The railway had been relaying the track here and had placed a 15 MPH speed restriction on the new section this perhaps explains why the K1 was being worked fairly easily until the train was off the restriction.

We decided to stay at Beck Hole for the next train which, had it not failed would have been worked by the V2. Instead of the V2, the ex LNER B1 4-6-0 61264 was in use with a train of 7 Gresley and Thompson teak carriages.
Hearing the B1 approaching it sounded like the fireman had a little too much water in the boiler and the driver had to ease the engine and open the cylinder cocks to prevent any water carried through the regulator to be expelled without risking damage to the cylinders or pistons.
The problem was soon cleared and the B1 sounds fine as it passes on the 1 in 49 gradient.

As the weather was still fine, if a little breezy, we changed location and went to one of my favourite spots for recording on the NYMR; the field at the opposite side of the valley to Green End below Dowson Garth Farm.
We were easily able to find shelter from the breeze here and settled down in the sun to wait for the next train which was hauled by the NYMR’s resident A4 60007 ‘Sir Nigel Gresley’ which can be heard climbing on the way to Goathland with a 6 coach train.

The next train to pass was the freight.
Unlike the first one, this one was to be hauled by the J15 alone but the size of the train had been reduced considerably; 65462 had just 6 wagons and a brake to haul.
There are always annoyances when out sound recording. We had already had the helicopter which fortunately hadn’t reappeared but now we had a nearby farmer applying top dressing to his grazing. It seemed strange that after returning to his farm for more supplies, his return seemed to coincide each time with a train starting from Grosmont. Perhaps he was working to the same timetable as the railway!
Still, despite the agricultural disturbance, it was good to get a recording of the J15 by itself.

The farmer was back again in time for anther A4, 60009 ‘Union of South Africa’ which was on the next train but luckily he was working in a field a little further away. This train had the addition of 62005 at the rear as banker, hardly necessary with just 6 coaches.
It sounds like the pair are sharing out the work though neither needs to be worked particularly hard on the 1 in 49 gradient.

There should have been one more chance for a recording of the J15 with the freight but, as I wanted to catch the last train from Grosmont back to Pickering, this recording would have to be made much nearer to the station.
I decided to go to the top of the tunnel, a spot which proved to be rather windy but I managed to find shelter behind a handy tree. I got there with about 10 minutes to spare but, as I had passed the shed, I noticed that the J15 was still there and, from the top of the tunnel, I could see that the freight was in the station with a loco attached. So much for another recording of the J15!
The loco on the freight proved to be 61264 but at least the train was back to its full length of 14 wagons and two brakes.
After the B1 has passed through the tunnel and starts on the 1 in 49 climb you can hear the crossing gates opened to allow the Q6, which was to work the next train to Pickering, to reach the station and its train, the one I needed to catch.

By the time I packed up my recorder after making the previous recording and walked down toward the station I was interested to note that the J15 had returned from the shed and was down at the far end of Grosmont station. Realizing what this probably meant and with the idea of making an on-train recording, I made a beeline for the back coach, not something that I am used to doing when intending to record!
Sure enough, by the time I had found a window to record from 65462 had been attached at the rear to bank the six coach train, hauled by the ex LNER Q6 0-8-0 63395.
As the recording begins we are just about to enter Grosmont Tunnel with 65462 providing a little assistance.
Once through the tunnel the Q6 begins to become audible 5 coaches away at the front of the train and the J15 can hardly be heard.

On Sunday 6th April 2008 I was able to make another visit to the North Yorkshire Moors Railway with a friend and we just reached Goathland in time to get a recording of the first train off Grosmont departing.
This train was supposed to have been hauled by ‘Bittern’ but when the loco emerged from the road bridge just south of the station we found that it was actually hauled by classmate 60009 ‘Union of South Africa’. This wasn’t to be the only change of motive power that day.

With the failure of the V2 and the need for locos to work on the Esk Valley line, the railway found itself with a shortage of LNER motive power and the BR Standard Class 4 75029 was pressed into service.
Recorded from high on the hillside above Esk Valley 75029 had the assistance of 63395 at the rear of 7 teak coaches. The train was rather late departing from Grosmont and I assume that the Q6, which should have gone light engine to Goathland to pick up the freight, had been attached at the rear to save a path.
Unlike many banked trains I have recorded here the banker sounds to be doing far more than it’s fair share on the climb at times.

In addition to services between Grosmont and Pickering the NYMR were also operating trains between Whitby and Battersby. Two trains were running, crossing at Glaisdale, one with K1 62005, the other with the B1 61264 and it is this latter loco that we hear in this recording made at Lease Rigg Bridge not far from Grosmont.
Once the B1 has passed the regulator is closed while the 4 coach train negotiates a speed restriction on a bridge over the River Esk. With the train clear of the bridge the B1’s regulator is soon re-opened for continuing climb towards Glaisdale.

After recording the B1 we returned to the hillside above Esk Valley to record the demonstration freight train. This was hauled by the Q6 63395.
Fourteen wagons and two brake vans don’t require too hard work on the 1 in 49 gradient but the loco sounds fine on the climb nonetheless.

Next we returned to Lease Rigg Bridge to record the other loco working trains on the Esk Valley, 62005.
A train of just 4 coaches, the same as the B1 had, behind the tender can easily be accelerated even on a 1 in 100 gradient and, once up to speed, no further really hard work is required.

One more recording to complete the trio of A4s.
By mid-afternoon, we were cold, the sun seemed to be disappearing rapidly, the wind was getting stronger and the prospect of spending a couple of hours around Grosmont with just A4s to record wasn’t sufficient to keep us there so we decided to head for home visiting Levisham for a final recording on the way.
We had hoped to spend a bit of time down at this end of the line, the intention being to get a few more recordings of the J15. Unfortunately, that loco had failed on the previous day and the Pickering – Levisham shuttles that it should have worked didn’t run.
We reached Levisham in good time to get a recording of the 60019 ‘Bittern’ returning from Pickering with the seven coach Moorlander dining train which includes 4 Pullman carriages.
60019 makes a gentle start out of Levisham station and even on the steep gradient beyond no really hard work is required from this loco as it climbs through Newtondale.

A final thought.
On the Friday I bought a Day Rover ticket at Pickering having travelled there by bus (you don't want to hear about the bus journey back - how I wish I had a car and a driving license!) but I wonder if I can claim to be the only person during the event to have bought and used a Rover ticket who managed not to travel behind an A4?

I am sure that I wasn't the only one, hearing the news on April 1st that Green Arrow had failed on the North Yorkshire Moors Railway the previous day, hoped that it was an April Fool joke in rather poor taste.
Sadly, it was all too true. The loco had arrived back on shed late Monday afternoon at Grosmont after working two trains to Pickering with seriously leaking flue tubes and although the loco is to be inspected in the next few days, the failure sounds serious enough to mean that we will not be seeing this loco running for some considerable time. Indeed, I understand that the NRM have no plans to return the loco to working order in the foreseeable future.
From a personal point of view I'm very disappointed. I was looking forward to getting a few recordings of the loco in it's last few weeks on the NYMR. It seems that I should have braved the weather last weekend, now it seems I've left it too late.
At least I can console myself with the fact that my collection contains some four and a half hours of recordings of this fine loco made over 22 years so here are just a few.

Gresley's 3 cylinder V2 2-6-2 4771 'Green Arrow' was built in 1936, the first of a highly successful class that eventually numbered 184 with building continuing into the war years. Although these locos worked all over the LNER system they were most often associated with the East Coast Main Line where, although they were intended for use as fast mixed traffic locos, they were found quite capable of replacing the more powerful Pacifics on fast passenger trains when the need arose.
I am old enough to remember V2s in service from my early train spotting days and can recall them clanking through York, often with loose rods and a decidedly syncopated beat; they were rarely in good order in those days.
When steam hauled trains returned to the main lines in the early 70s a few tours did run on the ECML but by the 1980s steam hauled trains were no longer permitted there. However...
On 5th July 1987 to celebrate the centenary of the opening of the present Darlington Bank Top station BR in conjunction with the Borough Council and local newspapers ran a special train from Darlington to Hexham and back.
Called the Centenary Express, this train was to have been hauled by the SR S15 4-6-0 841 but when this locomotive had it's fitness to run exam shortly before the tour a number of defects were found and, at quite short notice, a very appropriate substitute was found in the shape of 'Green Arrow'.
The route was an interesting one. Due to engineering work, both the East Coast Main Line and the Durham Coast route were unavailable so our outward route to Newcastle was via Norton Jcs., Stillington, Ferryhill and Leamside with much of the route being on freight only lines. Our return was to be via the Coast route through Sunderland; it was expected that the engineering possession would have been over in time for our return. However, on returning to the train at Hexham we learnt that the engineering work had overrun. In addition, our driver for the return did not sign the route via the freight lines that we had covered on our outward journey. This only left the ECML which, we assumed, would mean diesel haulage. Unfortunately(!) no diesel was available and the very wise decision had been taken to allow us to return to Darlington steam hauled straight down the main line through Durham. What's more, the person telling us this actually apologised for any disappointment caused by the change of route! Disappointment? Hardly! The ECML hadn't seen a public steam hauled train since the late 1970's and was considered a no-go area for main line steam at this time so this unexpected bonus was very welcome indeed.
We were routed through Newcastle travelling first over the High Level Bridge then back to the ECML via King Edward Bridge and we were most amused by the confusion amongst lineside photographers waiting near King Edward Bridge Jc., who had already seen us pass once and expected us, after crossing the bridge, to turn left and pass them again.
Also rather surprised were passengers on Durham station when, instead of the Newcastle to Liverpool train that they were waiting for, we passed through!
This is how 'Green Arrow' sounded passing Durham station and on the gradient to Relly Mill beyond.

Back in 1978 Green Arrow worked the first steam hauled train over the Settle - Carlisle line since the end of steam on BR.
After that first run, 'Green Arrow' worked many more trains over this difficult route and in this recording from 1999 we hear the V2, then carrying its BR number, 60800, on the final part of the climb to Ais Gill.

'Green Arrow' had visited the North Yorkshire Moors Railway on a few occasions, the first (I think) was in 2003 and in this on-train recording 60800 working tender first is heard reaching the top of the 1 in 49 gradient from Grosmont to Goathland.

I'm going to finish with another recording from the North Yorkshire Moors Railway, made on the 1 in 49 climb to Goathland near Green End.
Actually, my recording spot isn't anywhere near Green End, it is at the other side of the valley opposite Green End and is one of my favourite places for recordings especially on as fine a day as this one.
From the sound recording point of view it is excellent. With the right conditions sound carries well in the Murk Esk valley so being half a mile from the railway isn't a bad thing. In addition it is far away from busy roads, the nearest being a very quiet one over half a mile away.
With plenty of warm sunshine, a light breeze, superb scenery, the gorse in full bloom and the air full of bird song on a fine Spring day, I can think of few better places to be especially if you add a steam hauled train or two!
It's sad to think that we may never hear the 3 cylinder beat of a V2 echoing across the valley again.

Another recording from my friend Mike who went out for the ex LNER A4 Pacific 60019 'Bittern' when it returned from Newcastle at the head of the A1 Steam Trust's Talisman railtour.

Mike writes; This recording made on Saturday March 1st features 60019 'Bittern'.
On a footpath south of Thirsk station, sheltering from the wind in front of a small wooded area, the A4 whistles in the distance before rattling over the station points and speeds past bound for York.
This train, delayed due to a S.P.A.D. and problems with the stock, was the first time that the A4 had visited Newcastle since 1966.

During the weekend of 17/18th February 2008 I was back at the Keighley & Worth Valley Railway for their Winter Steam Gala.
I had been really looking forward to this when I heard that one of the visiting engines was to be 73096, a loco that I had heard great things of but had only had one chance to record. For this loco to leave the Mid-Hants Railway was something of a rarity, it seemed too good to be true. Indeed, it was too good to be true and in the event the visitor from the Mid-Hants was their ex LMS Ivatt 2-6-2T 41312, identical to the K&WVR’s own 41241.
The Winter Gala has often in the past produced reasonable weather, rarely sunny, but usually dry and mild. This weekend was the exception in providing wall to wall sunshine on both days, the only downside being the temperature – it was freezing!
On the Saturday morning, having travelled up to Oakworth on the first train I walked down to my usual spot near Damems Loop but after standing there for a couple of minutes my feet had already gone numb and I could feel my legs going the same way. The wall which I’ve often found shelter behind was hiding the sun, so I moved back nearer to Oakworth station.
I chose a spot at the top of the embankment, in the sun on the north side of the line and caused a minor panic among a group of lineside photographers at the other side of the line who didn’t want me in their pictures!
After allaying their fears I was able to get my first recording of the visitor, 41312, heading back down to Keighley on 8 coaches with 41241 on the back, departing from Oakworth. I was not pleased to hear the left hand cylinder cock stuck wide open especially as it sounded like the kind of problem that wouldn’t solve itself as these things sometimes do!

In the sunny weather there were plenty of linesiders about for the next train which was to be hauled by 41312 double heading with the Worth Valley’s own 41241.
While it was nice to see a matching pair of Ivatt Tanks I could have done without 41312’s still stuck open cylinder cock heard to good effect as the pair climb from Damems Loop and call briefly at Oakworth before continuing on the climb to Mytholmes Tunnel.

The Mid-Hants Ivatt wasn’t the only visitor as the railway was also host to the ex LNER K1 2-6-0 62005 which had called in on it’s way back from Carnforth to the North Yorkshire Moors Railway.
Whilst at Carnforth the loco has been re-painted and I have to say that they have done an excellent job on it and it looked superb in the winter sunshine. It doesn’t sound too bad either as it climbs up to Oakworth with a train of 5 coaches.

On Gala days, trains running back down from Oxenhope are often used to get locos down to Keighley for later workings and when 62005 returned through Oakworth it had been joined by the Taff Vale Railway 0-6-2T 85, with the ex MR ‘Jinty’ 0-6-0T 47279 piloting the whole lot.
Now, as with many things in life, it is often easier to start something than stop and trains are no exception; it’s relatively easy to get a train on the move but to stop it in exactly the place you want takes skill.
I feel sure that the difficulty in accurate breaking isn’t made any easier when you are dealing with a triple headed 5 coach train of non-corridor suburban stock especially when the tiny Damems station is your target.
This perhaps explains why it is that, while awaiting the right away from Oakworth, the request for a stop at Damems is received by at least one of the crews with some amusement, presumably not the driver of the Jinty who’s responsibility it will be to get the job right!

Years ago, Gala events always saw at least one train running non-stop the full length of the line but nowadays these trains make a stop at Haworth and are now referred to as Express rather than non-stop.
The Saturday afternoon Express was in the hands of the two Ivatts heard in this recording passing Oakworth.
Had 41312’s cylinder cock closed? No chance!

With little chance of getting a good recording of the visiting Ivatt I decided to spend an hour or two getting some value for money out of my day ticket and rode on a couple of trains, well it was warmer and there was some excellent real ale to be had, before making a final recording of the day of another Express departing from Keighley.
This train was hauled by 62005 and, along with the 6 coach Buffet set, had the addition of two extra coaches which had been used on the local working to Ingrow or Damems.
The steep, curving start out of Keighley station is difficult enough with 5 or 6 coaches but the K1 manages it’s load well and is accelerating nicely as it passes and heads off into the dusk round Globe Curve.

The cold and sunny conditions were still evident on Sunday 17th February 2008 when I was able to make another visit to the K&WVR, this time with a friend.
We started the day at Oxenhope and were surprised to see 41312 had arrived on the first train from Keighley. Our surprise was due to the fact that that train was booked for 41241, not only that but the train should have been almost back at Keighley when we saw it!
Unbeknown to us at that time, 41241 had been failed with leaking tubes and the timetable had gone somewhat awry!
Late running meant that we were able to get a recording of the demonstration freight and we went to the field on the west side of the line midway between Oxenhope and Haworth, chose a sunny spot and settled down to wait.
After the freight had been up to Oxenhope and returned we expected the next train up from Keighley to be hauled by the two Ivatt tanks but, about 45 minutes after it had been due, a distant high pitched whistle suggested that alternate motive power was in use and sure enough it was 62005. Not only was it the wrong loco but it was hauling the wrong stock. Eventually, the reason dawned on us; to get things back to right time, they had dropped a train out of the timetable. This meant that the K1 and its train had been just about on time when it passed us!
Also on time was 90733 with the next train.
The WD sounded to be being driven much harder than it had been the previous day and could clearly be heard departing from Haworth.
There was a speed restriction in force over the bottom points in Haworth loop and the driver only really opens up once the train is clear. With the regulator well open the WD accelerates well on the climb.

After a break for some food we decided to try the top of Mytholmes Tunnel for our recording of the afternoon Express.
This was to have been hauled by the two Ivatts but 80002 replaced the failed 41241.
As a last minute arrival at the lineside causes panic among the assembled lineside photographers, 41312 & 80002 can be heard approaching Oakworth station before passing through the tunnel.
On just 6 coaches, neither loco has to work particularly hard, even so, one of the pair started a lineside fire just below our recording position!

As the spot above Mytholmes Tunnel was getting a little breezy we moved back to the field between Haworth & Oxenhope and, later in the afternoon we recorded the super power pairing of 62005 and 90733.
Double heading two large locos on just 6 coaches usually means that there won’t be a great deal of noise but not so in this case as the drivers on both locos enter into the spirit of the occasion and provide some excellent sounds for us.

Once the sun set the temperature fell rapidly but despite being very cold, there was one final train that we had to try for a recording of, the 8 coach Express which I had recorded leaving Keighley the previous day.
Once again this was hauled by 62005 and we decided that Oakworth would be a good place to record it.
As the recording begins, the K1 can be heard accelerating after slowing through Damems Loop then working hard on the gradient to Oakworth.
62005’s whistle screams a warning to spectators on the platform before continuing the climb through Mytholmes Tunnel and on to Haworth leaving a trail of steam against one of the reddest sunsets I’ve seen for a long time, an excellent way to round of the weekend!

And why am I not happy?
Well, circumstances prevented me joining my good friend Mike for a day out linesiding Ian Riley's BR Standard Class 4 2-6-0 76079 on the Cotton Spinner on 9th February. As things actually worked out, I could have gone - even more reason to be a bit fed up as Mike got some excellent recordings!
I wouldn't have minded missing the first one though...

Mike writes; On a fine crisp morning I arrived at Miles Platting and set up at about the only feasible point on the bank which is not far from the top of the climb.
With about two minutes to go before departure time, I could hardly believe it when a cable firm's van rolled up, workmen got out and started digging the road up with power tools!
76079 was already whistling up ready for departure so I stuffed all my equipment in the car and moved down the road. Rushing about does not make for a good recording, and for some reason my recorder jammed so I could only watch as 76079 passed by in fine style. You can imagine the language as I packed up and headed for Copy Pit!

So this recording on Platting Bank was made later in the day...

Mike writes; With not venturing out on the first Cotton Mill express I was not sure of the procedure when the stock arrives back at Manchester Victoria; as it happens a diesel comes on the back and heads off with the stock Carnforth bound.
So this recording of 76079 and support coach climbing up the bank,nicely rounds the day off. All being well, I hope to be in this position, without the workmen, for round three.

This was the one that I was most impressed with...

Mike writes; Having missed out on what would have been an excellent recording at Miles Platting, it was with great determination I set off for Copy Pit.
Setting up high above the line at a position about level with Kitson Wood Tunnel, 76079 is heard working hard through the valley. With the sound beating off the hills, 76079 fades away towards Cornholme just as a helicopter appears, there is always something to cause problems and make this art form into a very difficult hobby!

And I wouldn't have minded getting this one too...

Mike writes; With plenty of time to get the other side of Blackburn, I had a good look around Darwen and, after looking at the bottom end of the bank, I decided that with housing on both sides of the line this was a no no. Instead I drove up nearer to Sough Tunnel and found somewhere more suitable.
I could hear 76079 approaching the pathing stop at Darwen, but due to a dog having a barking fit I was not recording at the time.
That same dog can be heard as 76079 approaches and the sound echoes off the deep cutting sides before disappearing as the train enters Sough Tunnel.

Mind you, that whistle! That doesn't sound at all right. While I'm all in favour of loco owners doing what they like with their engines, I have to ask; Ian, what where you thinking of? It sounds more like a high pitched factory hooter!