The railway was making maximum use of the two visiting Black 5s and it was 44871 that took the next train out of Keighley for Oxenhope.

The demonstration freight was next having a short run to Ingrow and back.
957 had nine wagons and a brake van behind the tender but, at the rear was 47279.
Banking passenger trains on the K&WVR isn't allowed but no such restriction applies to goods trains so the Jinty can be heard giving the train a good healthy shove!

My original intention, after recording these four trains had been to catch the next train up to Oakworth but having studied the timetable I soon realised that I would only be able to make two recordings up there before I'd have to return to Keighley and I would miss the chance to record the Jinty again so I decided to stay down at Keighley. For a bit of variety, I moved up the line to try a few recordings on G. N. Straight which I also thought would be a bit quieter than the area around the station.
The next train out of Keighley due off at 12:45, was to be double headed by 44767 piloting the WD 2-8-0 90733 and as the pair departed from Keighley station about half a mile away, the Parish Church clock can be heard chiming the hour; as often happens at galas, trains were not quite running to schedule!
As you can hear, most of the work was being done by the Black 5; the WD was just chuffing gently.
The next train should have been a shuttle to Ingrow with 957 but due to late running this never appeared; they dropped it from the timetable in an attempt to make up a little time; the attempt failed and late running continued for the rest of the day.

I'd hoped that G. N. Straight would be quieter than the area round Keighley station and, for a while it did seem to be but as 44871 departed from Keighley someone at an engineering firm at the other side of the river decided that now would be a good time to begin banging a large piece of metal with a big hammer.
Fortunately the banging stopped before 44871 passed but it seems that the hammer wielder had only laid his hammer aside so that he could go and get his angle grinder!
Of course, once 44871 was well and truly out of earshot, the noise stopped.

Next was one of the reasons why I'd stayed at the Keighley end of the line. According to the timetable the next train was a shuttle to Ingrow hauled by the Jinty by itself although, when the train with 47279 at the front appeared, the two coaches had the addition of 957 on the rear. No doubt this was in the hope of speeding up the turn round at Ingrow as trains were still running rather late.

Most gala days feature a non-stop run of some kind but now that the railway has decided that these trains should at Haworth, they are marked in the timetable as 'Express' and that was next train off Keighley.
To be honest, I've recorded these trains quite a few times over the years and have to say that, understandably on a short branch line where the maximum permitted speed is 25 mph (in theory at least!) and while they do their best, of course, it's quite hard to run a convincing express. There was one train back in 2006 with 80002 that was pretty impressive passing Oakworth but generally, these trains haven't lived up to my idea of an express.
Still, even if it doesn't sound exactly express, 44767 sounds pretty good passing on G. N. Straight.

After that I returned to the environs of Keighley station where I hoped that, it being Friday afternoon the workers at the builder's merchant, etc., might have knocked off early! Sadly, the concept of POETS day seems not to have reached them so I took up my position behind the wall again.

Another feature that seems to have become a regular thing at galas is the running of a triple header; not something that I am at all keen on. Double headers can be bad enough but three is too much for me.
The next train away from Keighley was the day's triple header but wouldn't get its third loco until it reached Ingrow where 957 would be attached, the other two locos being 90733 piloted by 47279.
I was pleased to hear the Jinty doing at least its fair share of the work with this 6 coach train.

For my last recording I was delighted to see that both the builder's merchant and the warehouse behind me had both shut up shop for the day so I was able to go to my preferred recording spot at the top of the embankment at the other side of the line for a final recording of 44767.
The big advantage of this location is that you can hear the full effect of the echoes from the surrounding buildings as 44767 departs.
Once 44767 had departed, the other Black 5, 44871 can be heard coming out of the station and into the headshunt to collect a couple of extra coaches for the next train.
Two Black 5s for the price of one; not a bad way to end the day!

In early December I found myself with a couple of hours to spare in York and naturally spent them in the National Railway Museum. Reaching the turntable in the main hall I was most surprised to run into an old friend that I hadn't seen in ages; none other than 'Maude'. I'm referring to the loco of that name, of course, rather than a lady friend!
'Maude', having served in France during the first world war was named after the general of the same name rather than a lady and looked a bit different to the way the loco used to look when I travelled behind it back in the 1980s. Then the loco carried the number 673 and North British Railway livery as a Class C Goods 0-6-0 but there on the turntable, looking very smart, 'Maude' had returned to BR black livery carrying the number 65243 as a J36 which was how I first saw the loco on Bathgate shed back in the 60s; an old friend indeed!

In the 1980s the Scottish Railway Preservation Society regularly made use of the loco on railtours from their Falkirk base and days out with 'Maude' could always be guaranteed to be entertaining...

My first outing with 'Maude' was on 15th October 1983 when this 1891 veteran worked a four coach train from Falkirk to Perth and back out via Stirling and back via the Forth Bridge.
During most of the day the loco never seemed to be steaming well but we did get to Perth without any unnecessary stops to regain boiler pressure or water level.
Returning from Perth via Ladybank, the final steep gradient to be climbed was that from Inverkeithing up to the Forth Bridge and would have been a most embarrassing part of the journey to stop short of steam!
Fortunately 673 was able to make the ascent on to the bridge without stopping - just!

On another similar run in 1986 we went round the same circuit, but in the opposite direction and things didn't go quite so well...

On 20th September 1986 the Scottish Railway Preservation Society celebrated its 25th anniversary by running a railtour, The Silver Jubilee, to Perth with 'Maude'.
Soon after leaving Falkirk, as 'Maude' with just 4 coaches behind the tender plodded up the climb to Polmont we soon began to realise that the loco was not steaming well and having reached easier gradients on the Glasgow - Edinburgh main line the loco was obviously struggling to maintain a reasonable pace.
Reaching Linlithgow we were put into the loop while a few trains overtook us and this gave the loco crew the chance to attempt to get some life into the fire and, after some time and with a decent pressure in the boiler, we departed from the loop, reached Winchburgh Jc. and continued to Dalmeny joining the main line from Edinburgh to Dundee before setting off across the Forth Bridge.
On the approach to the bridge we came to a stop while boiler pressure was regained. After a short wait we were able to proceed but all was far from well and we eventually came to a stand almost in the middle of the bridge.
The loco was unable to regain pressure and, in due course, a following loco hauled service train was brought up behind and pushed us to Inverkeithing where we were able to get off the main line and allow a number of trains that we had delayed to overtake.
The decision had already been taken to provide us with a diesel pilot which would assist as far as Ladybank, where we were booked to take water but from there we would be on our own again.
We did eventually reach Perth where the loco's support crew were able to discover that the problem was located in the loco's smokebox where the blower ring had become detached. This meant that, not only did the blower not work, but the detached part had been affecting the blast through the chimney, reducing the draft through the fire and 'Maude's ability to make steam.
Repairs were soon made but as we were rather late departing from Perth it came as something of a surprise when we still made our booked photos stop at Gleneagles.
The top of the climb from Perth isn't far beyond Gleneagles and 'Maude' makes a fine sound departing and reaching the summit.

Back in 1984 steam hauled trains returned to the West Highland line between Fort William and Mallaig. Over the Spring Bank Holiday Weekend, as a prelude to this first year of regular steam operation on the route, S.L.O.A. had arranged a three day visit based on Fort William to include the first public trains. Looking back it seems remarkable that the total cost of this weekend, including three steam hauled runs on the West Highland Extension and two nights dinner, bed and breakfast was just £67.50!
Despite the continuing fine weather and high fire risk Bernard Staite assured us that everything would be Ok and the trains would run. He was proved right, but it wasn't as straightforward as that!
The first public train (there had been a press run during the previous week), hauled by 5407 left Fort William at 9.00 am on Sunday 27th May 1984 and after a run to Mallaig and back, the original intention had been to use 'Maude' on just 4 coaches for an afternoon run to Mallaig and back. Half the passengers would travel on the train one way while the other half travelled by bus to get some lineside photographs with passengers swapping over at Mallaig.
There had been some doubt over 'Maude' reaching Fort William because of shortage of coal supplies due to the continuing miners strike and while the engine had made it, it had run a bearing hot during the journey north so was not available and 5407 did the honours once more.
Those of us with accommodation in the Milton Hotel, which is quite close to Fort William depot, could have got up in the early hours to view 'Maude' being driven gently up and down the yard had we so wished. The SRPS support crew had burnt the midnight oil re-metalling the offending axlebox and then gently bedding it in. The result of this effort was that 'Maude' was available to run to Mallaig on the Monday morning.
The stock used was part of the S.L.O.A. first class set which had brought us up from the south as the B.R. stock which we had used the previous day was required for the public steam hauled train later that day.
So, with just 4 coaches it was a short but very well filled train that left Fort William for Mallaig at 8.30 am on 28th May 1984.
Although I said above that the train was going to Mallaig this wasn't exactly the case. While the intention was to go to Mallaig there were no guarantees that we would get there. If things didn't go well we could expect to be turned back earlier.
However, in the early stages of the run, after a short pause at Banavie, 'Maude' sounds to be going well rattling over the swing bridge across the Caledonian Canal and tackling the rising gradient beyond.
So far so good.

As far as Glenfinnan, things went Ok. We had a stop there to check on the state of the bearing and add a little water to the tender but when we left we were rather late compared with the intended timings which, of course, were for a Black 5! Despite the late running we still had the booked photo stop at Lochailort where the loco performed run pasts.
The next serious climb was Beasdale Bank which had caused 5407 to stall on the first run the previous day.
While not fast 'Maude' sounded to be coping with the load on the climb until we passed through the top tunnel onto the curve beyond where speed began to fall rapidly and the loco began to slip a little.
After that the rest of the climb turned into something of a stagger!
As you can hear in this recording, in due course, 'Maude' made it.
We continued to Arisaig where the decision to turn back was taken. For all the time that it saved we might as well have continued to Mallaig! Running round at Arisaig was no easy matter and there was no water available which the loco now badly needed.
The return journey was full of incident too.
We stopped alongside Loch Dubh, between Beasdale and Lochailort and took water from the Loch! It could have been shades of 'Titfield Thunderbolt' but for a handy diesel pump.
As well as starting a number of lineside fires we stopped for a blow up on the climb from Loch Eilt and eventually arrived back at Fort William extremely late having thrown the West Highland Line into total chaos. And the S.L.O.A. train still had to get back to London!

On 1st December 1984 the SRPS ran a most interesting tour with '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.
We left Falkirk heading west and having passed under the Edinburgh - Glasgow main line 'Maude' had to tackle the rising gradient from Castlecary towards Cumbernauld. On the 1 in 98 gradient, although speed fell the loco sounded to be doing Ok but approaching Cumbernauld, although the gradients had eased a little it soon became apparent that all was not as it should be and eventually the sound of dragging brakes could be heard as the boiler pressure fells lower. 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 'Maude' restarted the train and continued on the climb to pass Cumbernauld station which marks the summit where this recording begins.
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 35!

Our route from Cumbernauld took us to Springburn where we stopped for water, some attention to the loco (perhaps 45 mph wasn't such a good idea) and, if memory serves, for some Civic dignitaries to join the train. Then with water taken and guests on board we departed and soon joined the Glasgow to Edinburgh main line. Pathing 'Maude', maximum speed 35 mph, on the main line can't have been easy and it will come as no surprise to hear that we visited almost every loop between Cowlairs and Edinburgh to allow other faster trains to overtake.
When we eventually reached the outskirts of Edinburgh, instead of running straight into Waverley station we were routed around the Edinburgh Suburban line the Centenary of which was the whole point of running the train.
The climb up from Haymarket is steep, eventually reaching 1 in 70 before reaching the summit of the line at Morningside Road. Adhesion wasn't too good and 'Maude' had a bit of a struggle but, as you can hear in this recording, we did make it.

Running trains round the Edinburgh Suburban line in the weeks leading up to Christmas became something of an SRPS institution and with Santa on board, were always very popular and well filled. There was always plenty of entertainment involved and after that first time in 1984 I made a point of having a weekend in Edinburgh each Christmas for a dozen or so rides round the Sub with Santa! Of course, travelling 12 times during the weekend meant that there were 12 opportunities to tell Santa what I wanted for Christmas. I recall asking for a steam hauled run south from Forth William on one occasion, something that, at the time seemed most unlikely and that eventually happened so perhaps there really is a Santa Claus!
'Maude' wasn't motive power every year but appeared on these trains in 1986 and to avoid the steep and difficult climb to Morningside Road from Haymarket we went the other way round. In that direction, the climb is longer but generally less steep and, in this recording, 'Maude' is heard passing Niddrie West Jc. after the climb from Portobello.

A good 15 minutes after the previous track ended 'Maude' has finally reached the final steeper gradient to the summit of the line at Morningside Road.

It's a shame that these trains no longer run. Do you know, I really miss riding round the Edinburgh Sub a dozen or more times in a weekend with Santa and 'Maude'!

Once the Castle had propelled the coaches back into the station, it wasn't long before it departed for the return journey to Tyseley.
Unlike the A4, 5043 could clearly be heard starting its train and if the acceleration sounds rapid this time, it's all steam as there's no diesel on the back of this train.
Approaching, the Castle slips violently but this is soon controlled and the driver soon has the regulator wide open again.
What a fine sound.
And the rockets errupting from the chimney were pretty spectacular too!
5043 soon passes under the first of bridges to the south and the sound fades away.
A fine recording to end the year.

It's been a while but on 21st November 2010 I had the chance to have a ride on the Severn Valley Railway, somemething I haven't done for too many years.
The railway was only open as far as Highley as work was being done on the line north of there. Two steam locos plus a DMU were handling services and the first train we were able to ride on was hauled by the GWR Manor 4-6-0 7802 'Bradley Manor'; this was the railway's lunch time 8 coach diner.
At Highley we intended to visit the Engine House, the new building there which doubles up as a museum and a place to store and display out of service locos. I can't really comment on how good or bad the Engine House is other than to say that, seen from the outside it looks very smart but perhaps a bit too modern in that particular location. The reason why we didn't go in was, having bought through tickets from elsewhere in the West Midlands which are advertised as being valid in the same way as SVR day tickets (which allow free entry) on trying to get in we were told in no uncertain terms that we would have to pay. On questioning this the lady on the till seemed to take great delight in telling us that she had it in writing and showing us the bit of paper in question! Since we didn't feel like paying a fiver for what would have been a fairly short visit we didn't bother. What was even more suprising was that although there is a shop and cafe, to get access to either you appear to have to pay. I would have quite liked to have used the cafe but I certainly wouldn't want to pay £5 to go and spend money in it!
Still, never mind as the approach to the Engine House provided a convenient location for this lineside recording of 7802 departing on its return journey to Kidderminster.

Despite the minor disappointment of not getting to have a look at the Engine House I have to say that I thoroughly enjoyed my ride. The trains were busy, but not too busy; most of the rolling stock seemed to be GW vintage compartment coaches and most comfortable and best of all, well warmed through with good old fashioned steam heat! This later feature was most welcome on this cold day and something that other railways that I've travelled on seem to find difficult.
Having enjoyed one run to Highley we returned with the other loco working trains that day, Prairie Tank 4566 before having another run later in the afternoon from Kidderminster to Highley and back behind 7802 with its 8 coach train and, once again, it sounded fine departing from Bewdley heading north. The recording ends after the loco has slowed for the level crossing at Northwood Halt before accelerating towards Arley, the next station.

With the end of the NYMR daily running season fast approaching, on 25th October 2010 I paid the railway a visit just to have a ride rather than spend the day at the lineside making recordings as I usually do but, towards the end of the day I did make one recording at Esk Valley.
This was of the ex LNER A4 Pacific 60007 'Sir Nigel Gresley' which had been out of service for most of the year being retubed and had only recently returned to service.
At the head of 6 coaches the A4 sounds to be back in fine fettle as it starts on the gradient to Goathland.

I was back at the NYMR a little over a week later on 6th November 2010, this time with a friend from Australia who seemed to have brought some fine weather with him; while it was cold, there was plenty of sun and, more importantly, almost no wind. There were only two trains out on the line that day and after a couple of recordings at the north end of the line (and a bacon sandwich at Grosmont station!) we headed off to Levisham for a couple more recordings.
I wouldn't want to suggest that our visit to the NYMR was centred around the railway's catering facilities but part of the reason for going to Levisham was knowing that we would have plenty of time to get a drink and a piece of cake at the Weighbridge tea hut which is always well worth supporting!
Suitably refreshed we headed off into Newtondale to record 45212 returning from Pickering and in the very calm conditions set up our equipment near Gallock Hill, not far from Kale Pot Hole.
Sound wasn't carrying well enough for us to hear 45212 departing from Levisham but we didn't have any complaints about this recording especially as the sound carried back better than usual and we must have been able to hear the train almost all the way up to Newtondale Halt.

For our last recording of the day (after another visit to the Weighbridge for more refreshments!) we tried a spot opposite Yorfall wood.
Once again we didn't hear 76079, the other loco out that day, leave Levisham but again sound did carry back for a long time and the sight of the trail of steam hanging in the still air all the way down the valley in the dusk was really something to see!

On the following day my Australian friend and I had some steam on the main line to go out for and I had carefully planned an itinerary for us which should have allowed us to have a chance of getting four recordings, three of them on some of the steepest gradients around and without needing a desperately early start.
The train we were out to record was the interestingly named Tin Bath Extra hauled by both of Ian Riley's Black 5s, 45407 & 44871. This was to run from Preston to Manchester then through the Hope Valley to Sheffield. From Sheffield it was routed up the steep line to Penistone and Huddersfield then via the Calder Valley to Copy Pit returning to Manchester via Blackburn and Sough; an excellent itinerary for some good lineside sound recordings.
Robert Burns wrote that the best laid schemes of mice and men gang aft agley and, shortly before we set off for the Hope Valley news reached us that the line was blocked by a derailment! Rumour had it that the train was going to run but be re-routed between Manchester and Sheffield via the WCML and Derby which, if true, was going to mean some very late running.
Despite the uncertainty we set off in the general direction of Sheffield and, while on the way, had confirmation from someone at WCRC of the altered route to Sheffield but doubted his expectation that the train would be not far off regaining its booked path at Sheffield. My guess was that it would be at least an hour late, probably more.
As my original plan of going to Hathersage had to change so instead we headed south of Sheffield to try to get a recording on the climb through Dronfield to Bradway Tunnel.
I had identified a possible spot on the map at Unstone not far south of Dronfield so we headed there and the spot proved to be Ok, a little too close to a road but as there didn't seem to be anywhere better we settled down to wait for some more information about the train.
Eventually news reached us that the train had left Derby but it was around 3 o'clock before it passed our spot going very well on the 1 in 100 gradient but over an hour after it should have left Sheffield!

When we set off for our next location we still weren't sure if the train would now go via its booked route through Barnsley and Penistone to Huddersfield as pathing an out of course train on this mainly single track route could be difficult and the people at Network Rail could easily have sent it via a less difficult route. However, while on our way we got the information that the train would be leaving Sheffield at 15:50 and would go via Penistone so we continued to our planned location at Summer Lane on the steep climb from Barnsley.
This area is heavily built up and there are plenty of busy roads around so, while conditions were good; it was dry and there was almost no wind, traffic noise was a bit of a problem.
A little later than expected we heard the two Black 5s coming up the 1 in 50 gradient from Barnsley and, after a slip near the site of Summer Lane station, recovering some speed as the line becomes straighter and the gradient eases slightly to 1 in 57.
It's not unusual for double headed trains involving two locos of the same class to not sound like a double header as the tow loco's exhaust beats often synchronise but in this case, perhaps partly due to the difference in thickness of the two loco's tyres (45407's tyres are near to scrapping thickness apparently), we could hear both locos clearly as they passed going very well with this 11 coach train.
After this, though we already knew that the run over Copy Pit and Sough had been abandoned with the train returning direct to Manchester via the Calder Valley there was still a booked water stop at Brighouse so we headed there in the hope of getting a recording of the pair departing.
The train did stop at Brighouse but it was only a brief one as no water was taken so we missed the chance of a recording. Still, even if we didn't get the four recordings we expected, we managed to get something and at least the train did run!

Locos of the Great Western Railway and lines in the North of England in the past haven't mixed all that well and, generally speaking, have been a great disappointment to their supporters, even the fanatical ones.
Now, it's a well known fact that I have a fairly low regard for the products of Swindon and my opinion remains that, while the GWR did have some of the best locomotive designs in the world in the 1920s and 30s, that development didn't continue. It was almost as though they were saying, 'Now we have the best, we don't have to improve anymore.'. Fortunately, other railways didn't have the same outlook and I have always been very glad that William Stanier managed to escape in time...
Back in 1985 during GW 150, amongst all the disasters, there was one loco that did well on the trains that it worked and that was 'Clun Castle' which proved far more capable than other locos of the same class thanks to improvements made by BR on the basic 1920s design and although Clun is not currently a runner, the appearance of another 'improved' Castle, 5043 'Earl of Mount Edgcumbe', on the main line gave hope for some better performances than others of the same class had produced in the north.
On 16th October 2010 5043 was to work a train over the Settle to Carlisle line, the route that other Swindon locos had come to grief on and I felt that the title of the train, 'The Pride of Swindon' was asking for trouble; well, we all know what pride comes before...
In this instance, pride did not precede a fall and the loco performed well with its train of 10 coaches with the addition of a Class 47 diesel attached at the rear no doubt added for insurance, just in case, and of course to fuel speculation about did it or didn't it push. Reliable, as well as unreliable, sources say it did push northbound but not southbound.
Having had a look at the loco at Hellifield we went to Helwith Bridge for our first recording and, when we got there with plenty of time to spare, conditions seemed excellent with only a light breeze from the north east. Of course, by the time we set up our equipment on the hillside which backs on to the quarry the breeze had strengthened somewhat; isn't it always the way?
The Castle was due off Hellifield at 10:45, following behind the 09:47 service train from Leeds so we knew that a DMU would pass first but we never saw it and, while we were still expecting the service train, to our surprise, steam appeared down towards Stainforth.
From our spot it was impossible to tell if the diesel was providing any assistance but 5043 seemed to be doing very well coming up the 1 in 100 gradient and accelerated nicely on the short level section below our microphones. Having passed, the wind carried sound back well and we muct have still been hearing the Castle well above Horton - in - Ribblesdale.
Not a bad recording, 5043 was just as noisy as expected and so far, so good.

For the southbound run to Ais Gill, as the wind didn't seem too strong we decided to try a recording not far from the summit, a spot that we hadn't recorded at for some time.
Once again the wind was in the right direction to carry the sound to us and this time we were able to hear 5043 for some time before it appeared round the curve from Mallerstang.
As with the northbound run, the Castle, although needing to be worked very hard, seemed to be doing well on the climb.
Despite the wind being from the wrong direction we could hear 5043 for some time after it had passed the summit.

After a fast run via the M6 we just had time to get to Langho on Whalley Bank for a final recording.
This spot has the disadvantage of being between too busy roads which, although some distance away, are still quite noisy. In addition we had the occasional sound of something mechanical working at a farm behind us but none of these noises were too annoying.
Running just about on time we were able to spot a trail of steam in the distance as the Castle left Clitheroe soon after a service train but it then suffered signal checks almost to the foot of the gradient and we could just hear it recovering from a final one.
Some minutes later when 5043 passed our spot it was going well enough but perhaps not being worked as hard as on previous recordings and, this time, I can be fairly sure that the Class 47 was doing a little more than just shifting it's own weight as I was close enough to observe that the diesel's buffers were firmly in contact with the train.
So, at last, after numerous attempts over the years a GW designed loco has finally managed a successful run over the Settle to Carlisle line. Spurred on by this success, I wonder if they'd like to try it with an original, unimproved loco again?

After the rather disappointing gala on the NYMR, a week later there was another gala to visit. This one was on the Keighley & Worth Valley Railway and had a very interesting visiting loco which I didn’t want to miss. This was the BR Standard Class 5 4-6-0 73129. I’ve always had a soft spot for these locos, especially the Caprotti valve gear versions which have a particularly sharp beat.
I visited on the first day, Friday 8th October 2010 as if everything went according to plan, 73129 would have 4 trips up the branch by itself as well as one double headed run.
This time I couldn’t get to Keighley in time for the first train up the branch so had to be satisfied with recording there for the first few train, the first of these being the demonstration freight which was hauled by the BR Standard Class 4 2-6-4T 80002 hauling a train of 13 wagons.
On a normal working day, the area around Keighley station can be a noisy place and as well as vehicles using the nearby builders yard there was also a rather loud fork lift operating. Nothing to be done about this sort of thing of course but it did mean that I was unable to use my preferred spot and had to hide the microphone behind a wall to minimize the noises off.
Even with a few extraneous sounds, the Standard Tank doesn’t sound at all bad lifting its train out of the station.

The next departure was the important one as it was hauled by 73129 which had been delivered to the railway boiler first into Keighley much to the disgust of lineside photographers!
It’s been a long time since I heard a Caprotti Standard Five, or indeed any Standard Five worked hard and I’d forgotten just how loud they can be but 73129 working tender first out of Keighley with 6 coaches soon reminded me just what a superb sound they make.

After that I caught a train up to Oakworth and headed for my usual favourite spot down towards the loop to record 73129 double heading with the WD 2-8-0 90733.
Here I found I had a problem. The day had become quite breezy and although I could find shelter for my microphone, there was nothing I could do to avoid the sound of wind in the trees which was very loud at times.
However, the wind was blowing from the right direction to carry sound up the valley and Icould just hear the train departing from Ingrow and entering the tunnel.
Once out again the sound, mainly of 73129, could be head all the way up to Damems and into the loop there to await the train hauled by 80002 coming down from Oxenhope.
With the Keighley bound train out of the way 90733 leading 73129 soon get away and head for Oakworth.

After that recording I decided that I didn’t want to spend any more time recording the trees so I moved to nearer to Oakworth station where there were fewer trees although this meant that I didn’t hear approaching trains all the way from Ingrow.
While waiting to record 80002 coming back up the branch I was somewhat alarmed to see that, when 90733 returned, it was by itself. 73129 should have come down too as it was booked to return up the branch on an express, first stop Haworth. What had gone wrong? Surely it hadn’t failed.
As I couldn’t get any information where I was it was just a case of wait and see so I settled down to record 80002 coming back up and, as usual, making a fine sound with its 6 coach train arriving at Oakworth.

So, instead of the Standard 5, the express was hauled by 90733, not a class of loco that would often work a passenger train, let alone an express!
Not that I’m complaining too much as it sounds fine on the gradient climbing up from the loop.

By this time a friend had arrived on the railway, also making sound recordings and was down at Keighley. Thanks to our mobile ‘phones we were able to find out that 73129 had a small, at that time unspecified problem that was being fixed and was expected back in service shortly. Good news which was soon confirmed when it returned double heading the WD when it returned from Oxenhope.
The problem proved to be a steam leak from one cylinder, I’d heard a slight blow from the loco when it passed earlier and fortunately this was soon fixed.
73129 even manages to make a little noise for me departing downhill from Oakworth.

After making another recording of 80002, next was the loco that is fast becoming a favourite noise maker; 73129!
Doesn’t it sound good climbing up to Oakworth?

After that I had one more recording to make back down at Keighley and after a ride back down behind 73129 I met up with my friend who was just as impressed with the Standard Five as I had been and got set up for a final recording of it leaving Keighley.
After 6 o’clock, Keighley had become much quieter so I was able to set up in a better spot and was very pleased to get this last recording of 73129 which sounds even better than it did when I recorded it here in the morning.
I hope that this loco visits a few more hilly railways, the NYMR for example, as I’d like many more opportunities to record this fine sound.