After getting a lineside recording the next thing on the agenda was a ride to Bodiam and back.
Heard from a first class compartment (well, why not, it’s only a £1 extra!) 65 is heard departing from Wittersham Road and climbing the short 1 in 90/70 gradient towards Bodiam.
So, what did I think of my first visit to this line?
Well, I enjoyed it thoroughly; an interesting line through some very pleasant scenery, add some friendly and helpful staff and what’s not to like!

My visit to the second new line came on the following day, 9th July 2010. This was the 15 inch gauge Romney, Hythe and Dymchurch Railway which tells us that it is ‘The World’s smallest public railway’. Indeed? But then, I would need to be a pedant to mention such railways as the Ravenglass and Eskdale and the Fairborne and I’m sure there are others. So I won’t!
What I will say is that I was most impressed, particularly with the sensation of speed given, although reaching no more than 25 mph, when so close to the ground seemed quite fast to me. Passing other trains on the double track between Hythe and New Romney at that speed is pretty impressive too.
We began our visit with a ride all the way to Dungeness behind the Pacific No. 1 ‘Green Goddess’ which has only recently returned to service on the line after overhaul.
As our train was a heavy one, we were assisted by one of the line’s diesels as far as New Romney where many of the passengers alighted making the train far less heavy from there.
Intending to spend a little time at Dungeness, long enough to stagger up the lighthouse anyway, we tried for a lineside recording of ‘Green Goddess’ departing.
The background sounds at Dungeness as the train leaves heading round the loop back towards New Romney and Hythe were a bit different! First we have the constant hum of the nearby nuclear power station but there is also an army firing range at Lydd which, as you can hear, was in full operation. At least they weren’t shooting at us!

After a visit to New Romney we travelled back to Hythe then had another run to Romney Sands and back again behind ‘Hercules’.
Heading into the wind, the recordings we got on-train were a little better; this is ‘Hercules’ departing from Dymchurch.
Well, I really enjoyed my visit to this railway. I almost wrote ‘little railway’ then but this really is a main line in miniature and well worth a visit.

After the 9F had gone we saw 45428 descending to Grosmont and expected that it would return with the next train. Very good, after two trains I would have had recordings of the two locos that I particularly wanted!
The wait for the next train was considerably enlivened by the local wildlife, particularly woodpeckers of which there were two species, both Green and Lesser Spotted, to keep an eye open for but the star of the show was the arrival of an Adder slithering through the bracken. The UK's only poisonous snake was no trouble; we didn't bother it and it didn't bother us although it did seem to be heading for my friends bag at one point. I'd never seen one before so that was something else to cross off in my Wildlife ABC!
In due course we returned to the business in hand and prepared to record the next train.
When I began monitoring ready to begin recording, as well as hearing the Green Woodpecker that we had been seeing there was another sound that I'd never heard here before. At first I wasn't sure what the banging was that I was hearing but once the rest of the band joined in with the drummers there was no doubt. Presumably this was something to do with all those Brownies!
As this recording begins the sound of the band has given gave way to the sound of a Black 5 approaching; very good, 45428 as expected. However when the loco emerged from under the road bridge, it wasn't the Black 5 I wanted but 45407.
Mind you, while I'd have preferred 45428, I am making no complaints whatsoever as 45407 gave us the best recording of the day as it took 7 coaches up to Goathland!

The previous recording was made from the bottom of the valley where we found it had become quite breezy so, before the next train, we walked up to the spot that I have used so many times before at Dowson Garth across the valley from Green End where we found plenty of shelter and, as you'll hear, plenty of Crickets!
The next train from Grosmont, running somewhat late, was hauled by 92214 which sounds to be making fairly easy work of 7 coaches on the 1 in 49 gradient. Definitely a loco that needs to stay on the line!

The next train should have been a Black 5; I was still hoping for 45428 but wouldn't have minded 45407 but neither turned up. Instead, we got a diesel!
So, moving quickly on...
The 13:30 from Grosmont (which was a good half hour late) was our next train; again I still was hoping for a Black 5 but the approaching sound had a three cylinder beat and proved to be the ex-Southern Railway Schools Class 4-4-0 30926 'Repton'.
This is another loco that I've been more impressed with this year. It seems to make a lot more noise than it used to!

Hoping that muck spreading operations would have ceased we returned to Darnholm and this time went to the top of the cutting between there and Goathland for the next train, the 15:30 off Grosmont.
This train proved to be a disappointment too. No it wasn't diesel hauled, it just never appeared! Due to the late running, they had decided to drop a train out of the timetable to allow things to get back nearer to time.
The 16:30 off Grosmont was our last recording of the day and was another of 92214 once again going well on 7 coaches. I'll look forward to more from this fine engine in the coming months.
And I do hope it becomes a permanent resident!

While waiting for the next train we had an unexpected train not in the timetable to see dropping down the bank. Being hauled by the Class 24 diesel was a short train made up of a brake van and what appeared to be a Black 5 tender. We only found out what that was all about later.
According to the timetable the next Pickering train should have been hauled by 45407 but, as that had already headed south we didn't know what to expect until the distant sound of a Stanier hooter gave us a clue. Sure enough, a short while later, 44871 came round the corner from Beck Hole and sounds to be going well with 7 coaches on the climb to Goathland.

For our next two recordings we had a change of location and after another visit to the Levisham tea hut we decided that a change of location was due and went further up into Newton Dale to try a location that I'd never been to before just off a footpath a little to the north of Raindale opposite Yorfall Woods which, unlike many recording spots around here, actually gives a view of passing trains. After recording 45407 passing and having some slight problems with adhesion, we stayed where we were for another Black 5 recording and, while waiting were slightly disappointed to hear a sound that, until then had been happily absent - the sound of aircraft buzzing around. We had thought that by that time on a Friday afternoon we could have expected to have been free of such annoyances. The other surprise we had was the return of the Schools heading back to Pickering. Clearly the knock we had heard wasn't after all indicative of some major problem.
Like Ian Riley's other Black 5 on the previous train, 44871 makes an equally fine sound climbing past and without any adhesion problems this time.

Before recording the Schools on the next train we returned to Levisham station only to find that we had arrived just after the tea hut had closed for the afternoon. All was not lost however, as the ladies there very kindly provided the required tea and ginger cake which was most welcome. They told us that they had had a much quieter day than usual but we were pleased to discover that, during the course of the day we had been responsible for almost 10% of the takings!
This recording of the Schools was made much nearer to Levisham station and from the other side of the line and, as it departs, you'll note that the knock heard in the previous recording is far less apparent. Whatever the cause, the driver seems unconcerned and he makes some fine sounds with this loco as it heads away into Newton Dale.

For 45407 on the next train from Pickering we went even further up into Newton Dale to a spot near Gallock Hill but unlike previous recordings made here this one was made at a spot near the road on the Levisham side of Kale Pot Hole.
Despite the light rain that was falling the local birds provide some excellent background sounds as 45407 comes up from Levisham.
The rain must have made for a greasy rail and the Black 5's driver has some difficulty as the loco doesn't want to stick to the rail. There seems to be no danger of stalling though as the loco continues past and away beneath Skelton Tower towards Newtondale Halt.

Although we didn't see it pass, the N2 had been booked to go down to Pickering double headed with 76079 before returning with 4 teak coaches required to run from Grosmont the following day so we headed back to Levisham station to get a recording of it departing.
When 1744 arrived, although the barriers were down, neither the sounders nor the flashers on the level crossing appeared to be working and required a little attention before the lights started to work. Unfortunately for the sound recordists the sounders also came on and remained on; they usually stop once the barriers are down.
With the crossing in full working order the N2 can depart and makes easy work with this light train which proves to be lighter than advertised having only 3 teak coaches rather than the four mentioned in the timetable.

The next item on the menu was to get recordings of the diner which, being the heaviest train normally seen on the railway often provides some of the best recordings.
While waiting at Darnholm for this train coming up from Grosmont the mystery of the diesel hauled tender we had seen earlier was solved when two light engine Black 5s rolled past heading down the gradient.
The timetable had advertised that there would be a simulated 'load test' with 3 Black 5s coupled together running over Bridge 30. In the event only two were available; one was 44871 and the other was 45428 identifiable only by its smoke box numberplate as the cab side numbers had not yet been applied.
In an attempt to get the loco into traffic, the tender off 45212 had been sent down to Pickering to be turned on the turntable then returned to be attached to 45428 and it was able to run in the afternoon although not on any of its booked passengers workings.
At Darnholm, once again bird song, including a green woodpecker and the buzzing of bees provided a fine atmosphere while waiting for the diner which, perhaps 20 minutes later than booked, can be heard making steady progress on the 1 in 49 behind a Black 5.
44871 proved to be the Black 5 in question and what a fine sound it makes with this heavy 8 coach train!

After fish & chips in Pickering we returned to Newton Dale for a recording of the diner returning to Goathland. Near Gallock Hill it was very still and very quiet but without a breeze to help carry the sound, unlike previous recordings of the diner made around here, although we could just hear it approaching Levisham, we didn't hear the train depart.
The train was again about 20 minutes late when we heard the faint sound of 44871 coming up the valley making steady progress with this heavy train.
Working tender first we might have expected some difficulty with adhesion but the Black 5 keeps its feet well having only a a little difficulty with slipping once it has reached the curve below Skelton Tower across the valley.
A fine recording to end the day but, I have to say, for a steam gala where lots of variety is supposed to be the point of the exercise, it's a good job I like Black 5s!

My second visit to the NYMR during the gala was on Saturday 8th May 2010, the middle day of the second weekend. I chose that day as there seemed to be plenty going on at the Grosmont end of the line and the weather forecasters, while promising a strong, cold wind, had also promised plenty of sunny intervals. They were right about the wind but the sunny intervals never materialised; it was freezing!
To make the most of the day I was able to get to Grosmont shortly after 9 o'clock thanks to an early bus to Whitby then the first Middlesbrough train and after obtaining a copy of the loco roster I set off up towards Green End and my usual recording spot near Dowson Garth farm at the other side of the valley where I hoped that I would find shelter from the north easterly wind.
Not having a great deal of time before the 09:30 departure I stopped on the way and set up for a recording of that train which, according to the roster, was booked to be hauled by the visiting ex LNER A4 Pacific 60019 'Bittern'.
Shortly after 10:00 I came to the rather obvious conclusion that trains weren't running to time and I reasoned that they would probably allow the next train from Pickering down from Goathland first as it was a through train to Whitby, a service which, if possible needs to run as near right time as possible. Thinking that I had a good 15 to 20 minutes, I decided to move to a better location for my recording and, as you might guess, as soon as I had packed up and set off up the path, 'Bittern' came past!
Reaching my favoured field I was not pleased to discover that the main item of wind protection, namely some large clumps of dense gorse bush, had gone! No doubt the farmer has decided that his livestock can do without them. Fortunately an adjacent field proved to be better provided and I was able to find a suitably sheltered spot to set up my microphone out of the wind but there was nothing I could do about the noise of wind in the surrounding trees which you will hear in the following recordings. There was also nothing I could do about the noisy motorcycles which you'll hear from time to time; there was some kind of race meeting going on somewhere in the vicinity but luckily not too near Grosmont!
The next train, the 10:30 off Grosmont, according to the roster was booked for 45407 but when this train finally put in an appearance more than half an hour after its booked time it was the ex S&D 7F 2-8-0 53809 that was at the head of 7 coaches.
With this heavy train the loco slogs up the 1 in 49 gradient, the wind carrying the sound fitfully as it comes up to Green End and passes on its way to Goathland.
I was very pleased with this one; with the strength of the wind, I'd not expected anything as good and even the noise of the wind in the trees only adds to the atmosphere.

Next up the bank should have been 45428 finally back in service hauling a demonstration freight to Goathland but I already knew that this run of the freight wouldn't happen as the train's working down from Goathland had not materialised. Not thinking I had sufficient time, I'd not got as much information as I might have done while at Grosmont and, not having seen it when passing the shed, had assumed that 45428 had gone light up to Goathland as booked and was sitting in the sidings waiting while the timetable got back to some semblance of normality. What I didn't know was that the Black 5 had suffered further problems, was still at Grosmont, would take no part in the weekend's events and that the freight train would not be appearing. So much for my idea that there would be plenty going on!
Still, there was still one loco that I was keen to get a recording of and, after the 7F had gone up the bank, I was pleased to see the N2 descending with a train of 4 teak coaches.
Once the timetable goes awry on a single line railway it is very difficult to get much time back. No matter how fast you run between passing loops, you still have to wait for other late running trains so the next train from Grosmont was just as late as preceding trains had been. According to the timetable this should have been hauled by the 7F, clearly not a possibility and it proved to be in the hands of the loco that should have been on the 7F's train, ex LMS Black 5 4-6-0 45407 which, with another 7 coach train makes some good noise passing on the climb. Unusually for this railway, 45407 was working tender first out of Grosmont. Working chimney first up the bank to Goathland must be a considerable help to firemen in keeping the firebox crown covered when things aren't going well but 45407 had been turned on the turntable at Pickering presumably because it was leaving the railway on the following Monday to take up some duties on the main line.
After that, according to the timetable, which I had already completely lost faith in, was the loco that I wanted to record; the N2 with its 4 teak coaches.
Well, it should have been but the distant sound of a three cylinder loco soon put paid to my hopes of getting a recording of the N2 this time and it was actually 60019 that came past. I discovered later that the N2 had worked the first service from Grosmont but had considerable problems with priming. Presumably it was this that caused the delays in the first place and on arrival back at Grosmont it was sent back to the shed in disgrace to await a change of water and took no further part in the preceding.

After that, things settled down to a pattern with trains running 40 to 50 minutes late and just 4 locos working the trains that I saw and recorded across the valley.
After another recording of the 7F, this time with only 5 coaches, based on what had worked previous trains I expected 45407 to return with the next one and hearing the sound of a Black 5 departing from Grosmont I assumed I was correct but when the loco appeared it was working chimney first which, as I didn't know that 45428 was out of service gave two possibilities.
Of course it was 44871 that gave me another very satisfactory recording.

As, at that time, I didn't know that the N2 had been withdrawn, despite being half frozen, I stayed for the next train which was booked for the teak set and the N2 rather than heading back to Grosmont for tea and a bacon sandwich!
Anyway, here is another recording of 'Bittern' with its 6 coaches heading for Goathland and Pickering.
Although I've said that everything ran late, this isn't actually true as at least one train did run to time.
After recording 'Bittern' I decided that enough was enough and headed back to Grosmont to see about getting back to Whitby on the 17:15 which I expected to be at least half an hour late coming through from Pickering but when I reached the station I found a 7 coach set in Platform 2 with 45407 on the Whitby end and was assured by the guard that whatever else happened, this train would be on time!
Sure enough, a minute early according to my watch, we left; I wonder what the passengers for Whitby on the train from Pickering believing that they were going to through thought about that?

While walking to my next recording spot, thanks to the strength and direction of the wind I could still just hear the A4 still on its way to Goathland and, for a minute, I did think that the beat sounded a little odd but as the sound was only coming back very faintly I thought no more about it.
For the rest of the day I planned to find some shelter in the same location as on my last visit in the field near Dowson Garth Farm and, with the wind coming from almost the exact opposite direction as last time, finding a sheltered spot proved much easier and I didn't even have to take refuge behind a gorse bush. So far so good I thought and I was even more pleased when, shortly after 10 o'clock I heard something coming down the gradient from Goathland; the freight train was booked to drop down to Grosmont ready for its first uphill run an hour later.
But it wasn't the freight, it was the A4 heading back to Grosmont light engine and travelling very gingerly. Obviously all was not well and my hopes that everything would go as planned seemed doomed already.
The next train up from Grosmont was booked to be hauled by the N2 1744 hauling 4 teak coaches and, although it ran rather later than planned, at least it did run.
This was one of the locos that I was keen to get a recording of but I must say that I was hoping for something a little better than this; the word 'exciting' would just not be an appropriate description of this one!

So, two trains down and already trains were either late or, in the case of the freight, entirely absent and motive power wasn't running quite as booked either.
The A4's problem, whatever it was, had meant that 76079 which fortunately had been waiting at Goathland with the freight, had been pressed into service to take 'Sir Nigel Gresley's train on to Pickering; hence no freight, and I already knew that the next train off Grosmont wouldn't have its booked motive power. The 11:30 off Grosmont was shown on the timetable as 45428 but I had already seen that on the shed looking unlikely to be going anywhere that day but class mate 44871 was and duly turned up, about 25 minutes late, with a 6 coach train.
The wind was in just the right direction to carry the sound back and I was able to hear the Black 5 almost all the way on its journey to Goathland.

With an hour to wait before the next train was due to leave Grosmont I settled down, unlike the last time I was here, in the warm sunshine to listen to the birds, watch 76079 come down the bank with what should have been 60007's train from Pickering and keep an eye on the local wildlife which included 5 deer who were further down the field and keeping a very close eye on me!
My nature study was rudely interrupted when I spotted steam approaching from the direction of Grosmont and was surprised to see the S&D 7F 2-8-0 53809 heading for Goathland light engine. I'm sorry to say that the first question that popped into my head was 'What's failed?'...
The next train from Grosmont saw 76079 returning with 7 coaches behind the tender and I was well pleased with this recording.
Again, sound carried back really well and not only was I able to hear the loco for a long time on the climb but after I had finished recording I was able to hear it leaving Goathland and passing the summit quite clearly.

After that, I recorded the N2 again; again not exactly exciting and while waiting I was very pleased to see 53809 return from Goathland. Nothing had failed, it had gone there to collect the freight train so I was going to get an extra recording. Not that I expected much as the freight train consisted of just 5 wagons and a brake.
My expectations proved to be spot on as regards noise. Five wagons and a brake van is no sort of a load for 53809; it made nearly as much noise passing light engine earlier!

After one more recording of 44871 I decided to call it a day. If trains had been running to time I would have waited for one more recording as my original plan was to have caught the last train from Grosmont at 16:30 and travel to Pickering for a bus home but, with everything running late, that wasn't an option so I packed up my recording equipment and headed back to see what time the 15:30 looked like leaving.
I had one alternative escape route however which involved using the infrequent bus service from Grosmont to Whitby; a timetable pinned to the fence at Grosmont suggested that there would be one just before 5 o'clock and, after another look at this timetable I decided to risk it as this would mean that I could record 76079 and, if the bus didn't turn up, there was a good chance that I could still catch the, no doubt still late running 16:30 to Pickering.
I didn't have much time so I set up in as sheltered a spot as I could find on the hillside overlooking Grosmont Tunnel and was just in time to record the Standard 4 departing with its 7 coach train.
The bus did turn up!

I'd expected that my Friday visit to the NYMR would be the last during the Gala but I was wrong. A friend decided that he would like to have a go at recording the Saturday evening dining train which was booked to be hauled by 45428 and, as I hadn't managed to get a recording of that loco during the Gala I decided to tag along.
On our way to Goathland we realised that, with a bit of luck we should just be able to get to Moorgates on the Pickering side of Goathland in time to get a recording of the last train from Grosmont and, having got there and set up our equipment we were pleased to hear a whistle sound from the direction of Goathland station. The whistle was followed by a few chuffs, then silence. A little later we heard a whistle again then more chufffs then more silence and we eventually realised that whatever had arrived had departed but departed the other way, back to Grosmont. What had gone wrong now?
Down at Goathland station we found not a sign of a train but people being loaded into taxis. The line south of Goathland was closed due to a number of lineside fires started earlier in the day, 53809 was suspected of being the culprit.
So, what about the diner? Had our journey been in vain?
The very helpful signalman at Goathland was able to tell us that it would be running, quite where it would be running he wasn't sure but he was able to assure us that it would be coming at least as far as Goathland as the signalman at Grosmont had already offered it so we headed down to Darnholm, set our equipment up and waited.
Conditions at Darnholm were excellent with very little wind and even the Green Woodpecker that I had heard two weeks before was still around. We didn't have too long to wait before, very faintly, we heard a steam loco which must have been just leaving Grosmont.
The loco on the 7 coach diner was the ex SR Schools Class 4-4-0 30926 'Repton' which was making as much noise as I've ever heard from it. Less welcome was the Class 25 diesel attached at the rear of the train which I was able to confirm wasn't pushing when it passed us; there was a visible gap between the diesel's buffers and those on the last coach!
Once the diesel has growled past we could hear 30926 all the way to Goathland station. This has to be one of the most atmospheric recordings I've made here.

We didn't have quite so long to wait for our next recordings of steam on the main line as we had for our first recordings of 70013 which you'll find below. We were able to get out to the lineside on 17th April 2010 for a tour from Stevenage which was steam hauled from Hellifield to Carlisle then across through Hexham to the outskirts of Newcastle then down the East Coast Main Line to York where the loco, the LMS Princess Royal Pacific 6201 'Princess Elizabeth' gave way to a diesel which worked the train back to its starting point.
After a visit to the tea room and a look at the loco at Hellifield where most of the onlookers seemed more interested in the passage of a tour hauled by one of the new Class 70 diesels rather than Lizzie, we headed north. Rather than go to our usual recording spot at Selside we thought we would give Helwith Bridge a try for a change.
The big problem with recording at Helwith Bridge is Arcow Quarry; if work is going on there, recording isn't a possibility. Fortunately all was quiet.
One big bonus with this recording spot is that it gives an excellent panoramic view of the railway; something that is quite rare at many recording spots that we use and of the three recordings that we got on this day, it was the only one that gave us any kind of decent view of the train.
Despite quite a strong westerly wind sound was carrying and at about the right time we heard a distant whistle which, judging by the time it took for the train to reach us, must have been from somewhere not far above Settle!
Once the loco cleared Taitlands Tunnel at Stainforth the sound of 6201 became clearer and we heard the loco all the way past us, right through Horton-in-Ribblesdale over 7 minutes later.
With 12 coaches plus a Class 47 diesel attached at the rear 6201 was working hard and, although going well approaching Helwith Bridge, can be heard accelerating by a few MPH on the short level section. As you can hear, or not hear, the diesel on the back of the train was providing no assistance whatsoever. Just the way we like it!

Our last recording was made at another familiar spot with very little view. This one was just south of Durham on the climb to Relly Mill.
6201 was running even later when it passed us shortly after a Cross Country service had passed heading for Durham and Newcastle. Lizzie was going very well on the 1 in 101 climb and this time, no diesel assistance was in evidence.
There was one feature of the day that is worth noting; thanks to Eyjafjallajokull and its ash, aside from a single light aircraft at How Mill which had gone by the time Lizzie appeared, we had no aircraft noise to contend with. Makes a nice change!

After Shap we had lots of time to get over to the Settle - Carlisle line for our next recording and, after fish & chips in Penrith we set off to Kirkby Stephen and one of our favourite recording areas around Greengate Bridge at Wharton about a mile south of Kirkby Stephen station.
A handy dry stone wall at the top of the cutting to the north of the bridge provided the required shelter from the wind which we hoped would carry the sound back after the train had passed us. As you'll hear, we weren't disappointed.
Once again, at about the expected time, we heard a distant chime whistle as the loco approached Kirkby Stephen starting one of the longest recordings I've made at this spot - it was over 7 minutes before the sound of 70013 faded away.
As you can hear, the loco was going well as it passed us and, as we had hoped, sound carried back exceptionally well. Unusually for this location, after the train had passed through Birkett Tunnel about a mile away we could still hear 70013 continuing on the 1 in 100 gradient then accelerating as it gained the easier gradients at Mallerstang. In the past we have occasionally heard a little noise from the other side of the tunnel but never anything like this.
Well, it has been a long wait for the first main line steam recordings for this year but these two were certainly worth waiting for!

Next was the pick-up goods.
Running demonstration goods trains is a feature of most preserved railway's galas but I've not heard of another which runs a traditional branch line pick-up goods train and, while this has been a feature of the K&WVR for a few years now, this was the first time I've been able to get a recording of it doing its stuff. In past years the pick-up has always been the first train up the branch meaning that, for me with no car, actually getting to Oakworth in time for it would have been very difficult if not impossible.
This year, and I'd like to think that some serious lobbying from me has had some effect, the pick-up ran later in the day so I was able at last, to get a recording.
To keep the recording featured here to a reasonable length, (Including 16 minute recordings on the site would cost me far too much in bandwidth!) I've had to truncate it somewhat so I'm afraid you'll have to miss the sound of the BR Standard Class 4 2-6-4T 80002 climbing up from the loop with 6 wagons and a brake van. As this clip begins, 80002 has already uncoupled from its train and set back into the siding in Oakworth goods yard where three more wagons are waiting. With these attached the Standard Tank, slipping a little on the pointwork in the yard, takes them back out onto the main line before setting back onto the rest of the train.
Once the wagons are coupled and following a brake test, the Standard Tank takes the train away towards Haworth and Oxenhope while some of the many lineside photographers set off for their next master shot.

Although the weather forecast wasn't all that good there were plenty of lineside photographers about. Now, while it's nothing personal you understand, I find photographers are best avoided. You see they have a nasty habit of being unable to stop talking! Well, I think it's a nasty habit anyway and for my next recording, which was made a little way further down the line from Oakworth station towards Damems Loop, I found a large 'gallery' of them not far from my recording spot.
Hearing photographers talking on recordings is a something of a fact of life, particularly at a preserved railway gala and while I would happily do without it, as long as they aren't too intrusive, I can accept it as a bit of extra atmosphere but on this particular recording I must admit, I found them quite amusing!
Waiting for the next train to come up from the loop I was monitoring on headphones ready to start recording and could clearly hear them discussing what the chap at the top of the cutting at the other side of the line could be doing as I obviously wasn't getting much of a view up there. If you listen really carefully to the first few seconds of this track (try headphones) you will hear that they did eventually work it out, even identifying me almost correctly, just not quite getting the name right and confusing me with another David who owns a few locos and a railway company!
The next train was hauled by the WD 2-8-0 90733 which never seems to disappoint for noise and with 6 coaches behind the tender sounds fine climbing the gradient up from the loop.

The next train from Keighley was hauled by the visiting N2 and, as I wanted as good a recording as possible, I moved a little further down the line towards Damems Loop to try to minimise any 'photographic interference'!
I have to say that 1744 in its GNR livery with 5 teak coaches did look the part and didn't sound too bad either climbing the 1 in 60 gradient into Oakworth station.

As I needed to get home at a reasonable hour, after the last recording, I caught the train hauled by the N2 back down to Keighley but before leaving, I wanted just one more recording.
The Hudswell Clarke 0-6-0T 1704 'Nunlow' which is looked after by the Bahamas Locomotive Society at Ingrow usually only sees use on the railway at galas and, even then, only on short trains of two or three coaches usually running shuttles between Keighley and Ingrow but, for this, gala the loco was being allowed to stretch its legs over the full line, what's more with a train of 5 coaches.
To be honest, as I set up my equipment at Keighley I expected that I would be recording a bit of a struggle as ‘Nunlow’ attempted to drag 5 round the curve out of the station but, as you'll hear, I was wrong!

They say that lightning never strikes twice. Well, they are wrong.
Saturday 13th February 2010 should have seen the re-run of the train that we went out to record two weeks previously hauled by 46115 which failed at Preston with brake problems. As the re-run featured an improved itinerary which gave us more opportunities for recording we went out for this again.
This time 46115 got a bit further failing near Eccles with the more serious problem of a badly damaged middle cylinder. Once again, while waiting on Platting Bank, thanks to mobile 'phones, we learned of the failure and cancellation not long after the train had been due and, after apprising a few other lineside observers of the news, headed off for, for me at least, a second visit to the K&WVR's Gala.
After a very scenic drive over the moors we reached Oxenhope and, not having lineside passes or hi-viz with us, we headed for the usual field and were in plenty of time to record 90733 coming up from Haworth.
As well as being unprepared with lineside passes we also didn't have a copy of the timetable having only managed to get a look at it on the web via a mobile 'phone; not the easiest thing to read on a tiny screen so when the WD stopped at the loco shed we assumed that it was to attached another loco but this proved not to be the case.

We remained where we were for the next train which we expected to be hauled by the N2, 1744 double heading with 41241.
I'm no great fan of double-headers, especially on short trains but there is something worse than a double header and when we heard the train stop at the loco shed we feared the worst; a triple header!
In due course 80002 was attached to the pair and the Standard Tank is just about all that can be heard as the three pass on the way up to Oxenhope If only we'd thought to bring a copy of the timetable with us, just in case...

After that we moved down to a spot near the river between Ingrow and Damems and after just missing a recording of the WD we got 41241 on just two coaches with the Jinty 47279 on the back passing with an 'express' shuttle to Damems.

For our last few recordings we went down to Keighley to a spot not far from the station near Globe Curve with the prospect of three trains to record in just over half an hour.
The first of these was a short freight train running to Ingrow hauled by 47279 with 41241 on the back and while banking passenger trains on the railway isn't normally permitted, there is no such restriction on goods trains so the Ivatt can be heard providing some healthy assistance in the rear.

Next was a passenger shuttle also running to Ingrow hauled by 1704 'Nunlow', this time with a more usual two coaches.
If five coaches the previous day weren't a problem, two made very easy work.

The last train we recorded leaving Keighley was hauled by the N2.
With a full 6 coach load, 1744 makes a steady and solid, if unspectacular departure on the steep curving gradient out of the station before accelerating a little as it passes.

As we were in the area and had to return through Bury anyway, we decided to have a look to see if there was any scope for getting a recording of the K4 going over the notorious 'Ski Jump' where the line crosses the Metrolink tramway not far from Bolton Street station.
In a busy town centre location such as this we didn't hold out much hope but did find a spot near the lineside in the small park between Knowlseley Street and Manchester Road by the Whitehead Clock Tower.
With all the traffic noise, this was never going to be a long recording but, very briefly, 61994 does sound fine as it passes - though we could have done without the motorbike!

After the previous recording steamsounds returned to normal and I headed off to Whitby station for a ride on the North Yorkshire Moors Railway and despite having recording equipment with me, instead of going for one of my usual lineside recording sessions, I just intended to have a relaxing ride. However, before returning to Whitby I did have an opportunity for just one recording.
This was of the line's resident star loco, the ex LNER A4 Pacific 60007 'Sir Nigel Gresley' which is heard leaving Grosmont for Pickering with a very well loaded 7 coach train in this recording made during the afternoon of 28th October 2009.

On the following day, Saturday 28th November 2009, we had two steam hauled trains on the main line to go out for and the first of these saw another LNER Pacific visiting York. This time it was the A4 60007 'Sir Nigel Gresley' which, now that the NYMR season is over, can escape for a few trips on the main line. The train that day was running from Newcastle to Kings cross before returning north diesel hauled.
Having seen the A4 arrive at York station for a water stop we went off to a spot near the site of Chaloners Whin Jc. to get a recording of 60007 heading south.
Like other locations to the south of York, there being 4 tracks, this one suffers from the risk of a recording being spoiled by other trains passing. We were lucky this time as only one, fairly quiet DMU passed while we could hear the A4 approaching and the road noise from the nearby A64 wasn't too bad either.
With 13 coaches behind the tender the A4 was accelerating well when it passed and the driver even gave us an acknowledging whistle; Tony was most impressed!
I'm told that the run down to Kings Cross was excellent. The diesel hauled return however, wasn't as the diesel suffered brake problems shortly after leaving London resulting in the train reaching Peterborough very late. Worse still, there were engineering possession further north which meant that the train couldn't proceed further and passengers had to wait for coaches to get them home, most not reaching their beds until the early hours of the following morning. Not good...

A water stop at Hellifield gave us plenty of time to get in front of the train for a recording on Giggleswick Bank.
Giggleswick Bank used to be very popular with sound recordists but that changed with the arrival of the Settle Bypass which meant that the best spots were all blighted by road noise and there is now only one place almost at the summit that is useable as, at that point, the road is about a 1/3rd of a mile away.
Conditions on this particular evening were excellent with almost no wind and, aside from the distant road noise, all we had was silence until the faint sound of the Jubilee's whistle as it passed Settle Jc. about 3 miles away alerted us and we were able to record 5690's climb all the way from Settle Jc. The clip here is just the last part of an 8 minute recording of the Jubilee's climb until it passed the top of the bank just beyond our recording spot and accelerated away on the falling gradients after the summit. The complete recording is available on the steamsounds from the Lineside 2009 audio CD!
As the rear of the train passes, it sounds as though the Class 47 had been providing some assistance on the climb but that in no way spoils the recording.
As the sound of the train fades away on the falling gradient towards Eldroth a skein of geese are also heading north; an excellent way to end an excellent recording.

On the following day, despite providing my Antipodean visitor with a sample of Yorkshire Sunshine, the wet variety, we set off to have a look at the Keighley and Worth Valley Railway.
Of course, it's that time of year again when the preserved lines make lots of money by running Santa Trains and the K&WVR is no exception. Indeed, I think I may be right in saying that they were if not the first, then certainly one of the first to run them.
On Sunday 29th November 2009 the 'Santa' locos in use were ex LMS Ivatt 2-6-2T 41241 piloting BR Standard Class 4 2-6-4T 80002 which were hauling a 6 coach train with the railway's Class 25 diesel attached at the rear.
We reached Keighley just in time to see the pair departing but without time to set up for a recording.
For the next Santa train up the valley we went to a spot between Ingrow and Damems by the River Worth which, with all the rain, was in spate and the pair are heard in this recording climbing the 1 in 56 gradient.

Before his return home, Tony was back with me for some more steam the following weekend but the Saturday saw a marked lack of it on the main line here in the north and we had to make do with a preserved Class 52 diesel instead!
Fear not, you will not be hearing a recording of it here but for those interested, you may find a recording on Tony's site; yes, believe it or not, there really are people who record diesels. And there's even a video on YouTube; though you may not believe who took it!
On Sunday 6th December 2009 we did a little better as the K&WVR isn't the only one to cash in on Santa; the North Yorkshire Moors Railway does it too and they were running Santa trains from both Grosmont and Pickering. As running up to Goathland wasn't a possibility due to the on-going work on Bridge 30, the Grosmont Santas were running on the Esk Valley line through Glaisdale toward Lealholm with the ex SR Schools Class 4-4-0 30926 'Repton' on a 7 coach train with the Class 25 diesel on the back. Would the diesel be pushing? You bet it would!
This recording was made not far from Grosmont station near the spot where the Murk Esk joins the Esk; both rivers carrying plenty of water after heavy rain that morning. I suppose you'd have to call this a steam/diesel recording!

In addition to Santa trains from Grosmont and Pickering, there was also a diner running from Pickering to Goathland and back. This train had ex LMS Black 5 4-6-0 45212 on the Pickering end and the Class 24 on the other. At the moment, due to the line being blocked beyond Goathland due to the work on Bridge 30, trains are being topped and tailed to avoid the need to run round and, for some reason, the railway seems to have decided to have the diesel leading out of Pickering. I'd have prefered things the other way round so that Tony could have had a recording at Levisham but that will have to wait until next time.
Instead we went to Moorgates to record the Black 5 heading back to Pickering. Once again, we wondered if the diesel would be pushing? Once again,it was!