The North Yorkshire Moors Railway held their usual Autumn Steam Gala over three days at the end of September.
After the dreadful weather we have been having through this so called summer and having had a good weekend with fine weather not long before it wouldn't have been a great surprise if the trend for poor weather had continued so it was something of a shock to find that, not only the forecast for the weekend was good but the actual weather was good too!
A fine day on Friday 26th September 2008 tempted me out for a day on the line but being unable to reach Grosmont by public transport early enough for the first train from there I travelled up from Pickering on the first available train.
Visiting the railway for this Gala were the BR Standard Class 8P Pacific 71000 'Duke of Gloucester' and ex LMS Black 5 4-6-0 45231. As you can imagine, I was quite keen to get some recordings of the former so was a little annoyed to pass 71000 at Goathland since that probably meant that I would only get one chance to get a lineside recording of it.
Still, never mind, there was plenty more of interest and after all, the sun was shinning!

Having reached Grosmont I walked up to Esk Valley to record the next train up the bank.
I had two good reasons for choosing the field between the river and the railway at Esk Valley for my first recording. Firstly, it wasn't too far to walk and secondly, I had arranged to meet another sound recordist there. I'm sure my friend Allan will be adding some of his recordings to his Railway Sounds web site so why not have a look and a listen.
The first train we could record here was hauled by the ex LNWR G2 0-8-0 49395.
The Super D sounds to be well in control of its load of 7 teak coaches as it passes on the 1 in 49 gradient.

After the Super D we walked further up the line towards Goathland to a favourite recording spot of mine opposite Green End in a field below Dowson Garth farm. I've spent quite a few hours here over the years, sometimes sheltering from rain and wind but occasionally enjoying calm and sunny days. As this fell into the latter category I wasn't going to waste the opportunity!
My friend Allan stayed with me for a couple of recordings then decided he fancied a change but we arranged to meet up after getting a recording of 71000 later in the day expecting that loco to appear after just a couple more trains had passed.
In the early afternoon the ex LNER A4 Pacific 60007 'Sir Nigel Gresley' put in an appearance.
Now, in the past I have ridden for many very enjoyable miles behind 'Gresley' over the years but I have to say that usually, and I'm not sure why, it doesn't do a lot for me when heard from the lineside. On this occasion perhaps the loco was being worked a little harder than normal or perhaps it was just the weather conditions but I thought it sounded pretty good climbing the 1 in 49 gradient past Green End.
See what you think.

As is usual during Galas there was a demonstration freight.
There have been galas when the freight train has been so short that there hasn't been much point in trying to record it but this time the railway had turned out a good size set of wagons.
Fourteen vehicles with a brake van on each end cause the ex LNER Q6 0-8-0 63395 to make plenty of noise on the gradient.

After the freight I expected that my next recording here would be 71000 but no, the Super D turned up so I was able to have another hour in my favourite field before 'Duke of Gloucester' put in an appearance.
Well, I thought it was worth waiting for and, anyway a few hours spent sunbathing with plenty of trains to record can't be a bad way to spend a few hours can it?

Thanks to a lift with Allan, I was able to get down to Levisham for another recording of 71000.
As this recording begins 71000 has just got the right away for Grosmont and slips a couple of times heading off over the level crossing and up the gradient into Newtondale.
71000 had crossed a Pickering bound train hauled by 45212 & 825 and as the sound of the Pacific fades away the pair make a fine sound departing.

Two days later I was able to make another visit to the NYMR on 28th September 2008, the final day of the Autumn Steam Gala.
On my previous visit timekeeping on the railway had been spot on, sadly Sunday wasn't quite the same!
However, the first train off Grosmont did depart on time and as this recording begins you can hear 71000 'Duke of Gloucester' passing the loco shed heading for the start of the climb to Goathland. 71000 has a little difficulty with slipping before getting to grips with the load on the 1 in 49 gradient.
This recording was made from Lease Rigg, the choice of location was due to there also being a train to Battersby which was booked to depart from Grosmont just 10 minutes after the Duke and we hoped that, if everything went well, we could record both trains from this location.
We were lucky. As the sound of the Duke faded away towards Beck Hole, the Southern Railway S15 4-6-0 825 departed from Grosmont with a five coach train heading for Battersby.

After the first two trains had departed the problems began when it proved impossible to remove two coaches off the back of the first train from Pickering, which was supposed to go through to Whitby as a five coach set. This delayed both the Whitby - Battersby trains as well as trains to Pickering, the next one departing with just three coaches rather than the intended 5!
Because of the delays we decided to concentrate on recording the Battersby trains but one train that we were keen to record was the 12:40 from Grosmont.
This train was the lunchtime dining train, the Moorlander, made up of 8 coaches including some Pullmans and hauled by 71000 which we recorded from the hillside overlooking Esk Valley.
This heavier load doesn't cause any problems for the Duke. No slipping this time, indeed, once well onto the gradient passing Green end 71000 sounds to be accelerating slightly on the 1 in 49 gradient.

The other loco working Battersby trains was the ex LMS Black 5 4-6-0 45231 which, because of the earlier problems had 7 coaches rather than the more usual 5 to haul.
Trains were still running late so we had quite a while to wait at our recording spot below Southside Farm between Grosmont and Egton Bridge before we heard the Black 5 approaching. Not long after the start from Grosmont the regulator has to be closed for the restriction over the river bridge.
45231 had developed a blow somewhere since we recorded it earlier in the day but that doesn't really detract from the fine sound of the loco recovering from the restriction, accelerating and climbing through Egton Bridge on its way to Glaisdale & Battersby.

The second train working over the line was hauled by the LMS Coronation Pacific 6233 'Duchess of Sutherland'. This had worked north to Carlisle via the East Coast Main Line then across through Hexham.
We decided to try for a recording somewhere on the initial climb out of Carlisle near Cumwhinton and eventually ended up at the site of Howe & Co's Siding. This proved to be a bad choice. For one thing, over the fields a farmer had finally had the chance to get a second cut from one of his fields and was busy bailing hay - can't blame him for that, who knows when the next spell of dry weather will be.
There is one advantage here however; the presence of the signal box, the home signal giving some warning of any approaching trains so when shortly after the booked departure time the signal came off we assumed that 6233 was on its way. We discovered that we were wrong when a late running service train ambled past.
The speed of the DMU should have given us a clue that we were in the wrong place for a good recording but we stayed where we were and, about 20 minutes later, when 6233 turned up with its train of 11 coaches with the added weight of a diesel on the back, we heard not a sound from the loco until it was almost level with our recording spot. We were right in the middle of a permanent way speed restriction!
Fortunately 6233 did make a little more noise as it headed away but this is not the recording we were hoping for!

After recording the Duchess we headed off down the motorway to get another recording of 5690 which was returning south over Shap.
The light breeze that we had enjoyed during the morning had increased somewhat when we got to our usual recording spot near Harrison's Siding. No problem though as there is a handy dry stone wall for shelter.
A little later than we anticipated smoke appeared in the distance and 'Leander' appeared under the adjacent bridge. Once again the loco, while going very well on the 1 in 125 gradient didn't seem to be being worked particularly hard.

Despite this handicap Peter Walker made a fast start out of York and once clear of the restriction got 'Oliver Cromwell' motoring nicely to reach a little over 70 mph before Church Fenton and sweep round the curve beyond at line speed.
Wind isn't just a problem when lineside recording. It's also preferable to be on the downwind side of the train when making on-train recordings but on this run that just wasn't possible as, between York and Leeds the wind would affect both sides of the train on certain sections. This meant that, around Church Fenton I was on the wrong side for the wind. Couldn't be helped but despite this, once 70013 is well onto Leeds Bank and into the cutting above Barkstone Ash the sound is excellent!
From 74 mph near Church Fenton speed only fell to around 55 mph at Micklefield but then we began to sight adverse signals having caught up with a preceding stopping train. Between signal checks Peter did his best but there was no chance of a fast run into Leeds on this particular night.

In addition to the York to Leeds section, the climb from Leeds to Horsforth is also of interest to those interested in locomotive performance.
Nowadays the start out of Leeds is much faster than it was in the 80s thanks to the remodeling of the west end of Leeds station but getting a good run up the bank through Headingley is still not easy especially with 11 coaches behind the tender.
Back in the 80s with 9 coach loads we sometimes experienced climbs with speeds exceeding 50 mph. With 2 more coaches 70013 did well on this occasion to pass Horsforth at a little over 40 mph. Thanks to the faster exit from Leeds the time from the start was just 1 second under 10 minutes; a very creditable performance but still some way short of 34092's 1985 record run in 8½ minutes!
This recording was made passing Burley Park not far from the start of the climb.

I would have very much liked to have had another run with 70013 but circumstances didn't permit however, I did get an opportunity for a lineside recording of the loco at Kirkham Abbey during the evening of 20th August 2008.
Heard from high on the hillside to south east of Kirkham Abbey signal box 70013 is heard recovering from the speed restrictions round the curves alongside the River Derwent as this recording begins.
There was hardly any wind that night and the sound came back to us for a long time as 70013 headed for York and the evening circle.
A second attempt to record here on the following evening was thwarted when they managed to get a coach off the road whilst shunting at Scarborough and the return working had to be canceled.

For the last week of Scarborough Spa Expresses we had the ex LMS Black 5 4-6-0 45231 as motive power. I am happy to be able to report that the loco, despite sounding decidedly off beat, appeared to be a much stronger loco than last year when it failed rather spectacularly during its final week on these trains.
I was very pleased to be able to introduce a friend, Tony Webber, together with his wife visiting all the way from Australia to the delights of an SSE evening circle.
Before leaving York I had told my friend, also a sound recordist and web site owner, that he should be ready for some noise after passing Church Fenton when the driver opened up for Leeds Bank and I'm pleased to say that he wasn't disappointed!
Despite the restriction at Colton Jc. driver David Blair was able to work the Black 5 up to a little over 60 mph by the time we passed Church Fenton and the minimum speed on the climb was a little over 40 mph, not bad with 11 coaches behind the tender.
This recording was made passing Micklefield.

The final Scarborough Spa Express of the season ran on 28th August 2008 so I decided to have another evening out with 45231.
From the few rides I've had, timekeeping seems to have been pretty good so we were unfortunate to suffer some delay at Malton due to a track circuit failure on this run. Still, never mind, this gave driver Ron Smith the excuse to make a bit of extra noise recovering from the various checks and speed restrictions before we reached the water stop outside York District Hospital.
At York, Ron handed over to Frank Coupland, one of WCRC's new steam men who was to take us round the circle with some supervision on the footplate from Ron. Frank should know the road well enough as he was one of the volunteer fireman that worked SSEs in the 80s.
Due to the checks earlier we were late leaving York but that should have given us the opportunity of an unchecked run to Leeds but a fast start to stop time proved impossible thanks to the combined effects of the Colton Jc. slack and a check outside Leeds. Still, a minimum of a little over 40 mph on Leeds Bank isn't at all bad.
At Leeds, York Power Box kept us standing in the platform that used to be 6 (sorry, I can't remember what it is now!) for quite some time while they found as many trains as possible to put across our path, they even managed to find a freight. At least it gave 45231 the chance to steam clean the station roof!
Departing almost 30 minutes down Frank soon had 45231 accelerating towards Wortley Jc. but York PSB found yet another train to put in our path resulting in another slight check.
Once in the clear and across Kirkstall Viaduct 45231 did very well on the climb through Headingley and on towards Horsforth maintaining speed above 32 mph until a some slipping around Horsforth lost a little momentum and caused speed to fall just below 30 mph. A fine performance with over 400 tons.
It would be unfair not to mention the sterling efforts of fireman Peter James who seems to have had his fair share of turns on the SSE this year - and when he hasn't been firing, he's often been the guard.
This recording was made passing Headingley.

As usual, the steep climb towards Harrogate after the restriction round the sharp curve at Crimple Jc. provides yet another opportunity for noise from 45231 until the bridge restrictions after Hornbeam Park cause the regulator to be closed.
Because we were running late, on the run across from Harrogate to York, we had to wait at Hammerton for the service train that we were booked to pass after Poppleton. Fortunately the wait was very short and, in the event, we weren't all that late into York so I was easily able to catch my last train back to Scarborough.
Well, I certainly enjoyed my SSE rides this year and I'll look forward to handing my cash over to Bob on a regular basis again next year!

In mid-August I had a visit from a friend from Germany, Jörg Dreckmann, another sound recordist and owner of the Dampfsound website, who tries to make annual visits to the North Yorkshire Moors Railway. His previous visits have always seemed to provide good weather; this year was an exception!
On Monday 18th August 2008 it rained. Not heavy rain, just that light stuff that soaks you in minutes. In addition there was a fair bit of breeze so, if possible, we wanted somewhere to record from that was sheltered from the wind and not to far from the car so that we could stay dry during the waits between trains. Esk Valley proved to be a good choice. Not too far from the car, well sheltered from the wind and with the addition of a bridge under the railway to stand under while waiting!
At this time of year the NYMR are running through trains to Whitby on most days of the week. This operation appears to be a great success and we saw some well filled trains on these workings.

As nowhere else seemed likely to provide better recordings we decided to spend the rest of the day at Esk Valley.
For me, this recording of the ex LNER Q6 0-8-0 63395 was probably the best of the day. The sound of the loco carried back for a long time as the the train climbed past Green End and on towards Beck Hole. Even the rain had eased off a little too!

To start our second day, 19th August 2008, we went to Levisham where, yes, you guessed, it was raining and instead of the light but persistent stuff of the previous day we had frequent showers, often heavy.
Our first recording was made further up into Newtondale at Gallock Hill and was of the ex SR Schools Class 4-4-0 30926 'Repton' heading for Goathland and Grosmont.

We returned closer to Levisham station and went to the hillside west of the line for our next recording. Light rain was still falling and doing nothing to reduce the sound of rushing water coming from Pickering Beck at the foot of the hill.
Black 5 45212 was on the next train to Goathland and Grosmont and as it departs it produces some fine echoes from the opposite hillside. As the northbound train heads away through Newtondale, 63395 can be heard departing heading for Pickering.

One locomotive that my German friend had been hoping to see finally put in an appearance on the following day, 20th August 2008 was the ex LNER K4 2-6-0 61994 'The Great Marquess'.
As the weather seemed a little drier, even with signs that we might get some sunshine, we decided to try for some recordings at Darnholme where, despite the sound of water rushing down Eller Beck the K4 sounds fine passing on the final part of the climb to Goathland with 7 coaches behind the tender.
The NYMR is famous for attention to detail and, as the K4 is a Scottish engine, how clever of them to ensure that the last coach in the set could do bagpipe impressions!

My August visits to the NYMR have been quite international in nature. After my friend from Germany had returned home I was able to pay the line another visit, this time with my friend from Australia!
I intended to take my sound recordist friend for a ride on the line but it would have been almost criminal had I not taken him to what, over the years, has become my favourite lineside recording spot on the NYMR; the field below Dowson Garth farm opposite Green End on the 1 in 49 climb from Grosmont to Goathland. Although quite distant from the line I've made some fine recordings here on occasion and despite conditions not being as good as I might have wished I was quite hopeful that my friend wouldn't be disappointed. He certainly wasn't disappointed with the loco hauling the first train that we recorded there.
This was the ex LNER A4 Pacific 60007 'Sir Nigel Gresley'. Many people have a soft spot for A4s and my friend is no exception.
As you can hear, the A4 is making fairly easy work of 7 coaches on the climb.

11th August 1968 is a date that somehow sticks in the memory!
British Rail's intention that the date was to be the last time that a steam hauled train would to run on a British main line hasn't been realised (and, with a bit of luck, never will!).
So, what better way to mark the 40th Anniversary of that date (well, we can forgive being just one day out) than with a steam hauled train running over the same route!
Even better, 10th August 2008 saw the first main line run of the BR Standard Britannia Pacific 70013 'Oliver Cromwell' for 40 years; it's previous main line run having been at the head of the aformentioned train in 1968.
Back in 1968 I was fortunate in that a friend's father took us in his car first to Blea Moor then to Mallerstang for the return and I had hoped to go to those two places 40 years on and see the re-run. 40 years before we had a fine, warm summer's day, warm enough to melt my chocolate biscuits! Sunday 10th August 2008 was anything but fine. From a sound recording point of view the worst feature of the weather was the wind, of which, there was plenty!
This meant that getting recordings at the same two locations wasn't a possibility and we ended up at our usual recording spot, behind the handy dry stone wall at Selside.

That dry stone wall proved not just handy but essential. As well as giving shelter from the wind it also protected us from the frequent heavy showers; our intended recording spot at Blea Moor would have been horrendous!
Our wait behind the wall proved well worth while. About 10 minutes later than expected we sighted smoke rising over the hills down towards Horton in Ribblesdale.
As the train came into sight I was able to hear something that I haven't heard at the lineside for 40 years; the sound of a Brit's whistle.
With 11 coaches behind the tender 70013 was being driven hard and making a fine sound as it passed. Well worth hanging about in the wind and rain for!
While I would have liked to have been at Blea Moor for this, even had the weather been kinder, I doubt that I'd have got a recording as good as this one.

Unlike other recordings that I put on this site, I'm letting you have this one and the one of the return at full CD quality. My bandwidth allowance won't permit me to do this often but as this was a rather special event...

As I said above, I would have liked to have gone to Mallerstang to see the two Black 5s on the return train when we went to have a look at the possibilities there we found two problems; first, there was no handy dry stone wall to provide shelter from the wind and secondly, I hadn't taken into consideration the fact that trees grow quite a lot in 40 years! The view I remember isn't quite the same as it was.
So, change of plan once again and, as shelter was essential we went to Bull Gill between Kirkby Stephen and Birkett Tunnel where yet another dry stone would keep our microphones out of the wind.
Once again, we were there in plenty of time and had set up by the time the service train that should have overtaken 1T57 at Appleby came past.
Aside from the dry stone wall, another useful thing about this recordings spot is the fact that it gives a view of Kirkby Stephen's outer home signal and, at about the time that the service train would have been at Garsdale, we were suprised to see the signal pulled off. It couldn't be, could it?
To be on the safe side I set my recorder running and set off to walk down to the nearby bridge for a photograph expecting to have about 20 minutes to wait. As I approached the bridge I heard another spectator say, 'Hurry up, it's nearly here!'. I thought he was joking, but he wasn't.
The two ex LMS Black 5 4-6-0s 45407 piloting 45231 were almost at the bridge going very well and running a good 15 minutes early; I only juist managed to get a picture.
Because of the wind we could hardly hear the train's approach but the two Black 5s certainly sounded well going away towards Birkett Tunnel and we were even able to hear them beyond the tunnel passing Mallerstang.

Just time for a few photographs.
The first two are from 1968; first the two Black5s on their way light engine to Carlisle, then 70013 passing Blea Moor and lastly a picture from 2008 of 70013 on Ribblehead Viaduct (© K. Jackson).
Now, if anyone has a picture or a video to match my 1968 picture of 70013 I'd love to see it. Please get in touch!

Back to 1968 for the next two; 44871 & 44781 on the way back from Carlisle at Mallerstang and what I really thought was going to be my last sight of a steam loco running on the main line (other than 4472 of course!) when I watched 70013 heading off light engine towards Ais Gill.
I'm glad I was wrong!

Having been robbed of a flying start on Leeds Bank on my previous SSE ride I decided to have another go behind Leader on 29th July 2008 to see if I could get the recording I missed on the previous Thursday.
From the start at York it soon became clear that our driver, Ron Smith, was intent on a fast run to Leeds and, until it became necessary to ease the engine approaching Church Fenton, the noise was continuous. Obviously Ron was enjoying himself even if that meant making his fireman, Pete James once again, work somewhat harder than strictly necessary!
Approaching Church Fenton we reached a maximum of 72 mph and passed round the curve beyond in the approved manner at full line speed. Once properly onto Leeds Bank Ron soon has the engine roaring again.
On the climb speed fell to 44 mph before we reached the summit between Micklefield and Garforth. But for a signal stop outside Leeds we would have stopped there inside 30 minutes from York.
While I've been on trains that have completed the climb quicker than this I am most certainly not going to complain, the noise was excellent!

On 22nd July 2008 the Summer season of Scarborough Spa Expresses started running with motive power for the first two weeks being provided by the LMS Jubilee 4-6-0 5690 'Leander'.
I decided giving them a couple of days to practice before risking taking a ride.
I say 'risk it' as, should the train be late back into York after the circle I could miss my last train home (and a night spent on York station is not something I would relish at my time of life!) and even having caught the last train, that is timed to only just make it in time for my last bus. However, I have to say that the ride proved worth the risk!
At Scarborough station it was nice to renew some old acquaintances and even nicer to see Leander looking splendid at the head of 11 coaches with driver David Blair and fireman Peter James doing the honours.
We had a good run from Scarborough to York despite being checked at a few points by a preceding service train but our driver had provided sufficient evidence that we were probably in for an excellent run round the Harrogate Circle.
Not long after the start from York our driver soon had 5690 going nicely and a fast, noisy run to Leeds seemed likely.
This recording was made near Bolton Percy and the Jubilee is fairly roaring along.

Alas a fast time proved impossible as, approaching Ulleskelf, the brakes had to be applied when adverse signals were sighted. The check culminated in a stop at a red signal in the middle road at Church Fenton. Our driver was soon on the 'phone only to be told that there had been a problem at Micklefield which would soon be cleared. They must have been quick as the signal immediately changed to green and we were soon on our way again.

One of the parts of this run that I had been most looking forward to was passing Church Fenton at around 70 mph before getting stuck into the rising gradient up Leeds Bank. Sadly, the 70 mph part proved impossible but once we had a clear road David Blair wastes no time in getting stuck into it!
While it would have been nice to have had a clear run, the sounds 5690 made climbing the gradient were excellent compensation for the stop.
This recording was made part way up the bank approaching Micklefield.

When Scarborough Spa Expresses ran in the 80s, the usual section for a demonstration of performance was the climb from Leeds to Horsforth, much of it at 1 in 100. Now with a much faster start out of Leeds being possible some of the 1980s records could easily be broken - but not on this occasion.
The complete climb from Leeds to Horsforth took about 11½ minutes, a perfectly satisfactory time especially with a train two coaches heavier than we had in the 80s but I have to say that I was a little disappointed with the climb. Although it started well, performance did seem to tail off a little approaching Horsforth.
Not that I'm complaining you understand. I was more than happy with the noise!
This recording was made early in the climb between Burley Park and Headingley.

This last recording was made during the final part of the journey as 5690 accelerates away from Cattal having dropped the single line token for the section from Knaresborough.

p.s. I had plenty of time to catch the train back to Scarborough - just in case you were worried!

Another chance for a local recording came my way again recently and, unlike my previous attempt, this one was a little more successful!

The ex LNER A4 Pacific 60009 'Union of South Africa' brought a train to Scarborough on 12th July 2008 all the way from Norwich. A real marathon of a journey for the passengers, especially as they reached Scarborough over an hour late.
True to form, rather than get a fast turn round in Scarborough and leave on-time the lateness was maintained and it was 75 minutes after the booked departure time when the A4 set off with its 12 coach load.
This recording was a little better than the previous attempt and even managed to include a few sea gulls for atmosphere! Less welcome were the racing motor bikes tearing round the Olivers Mount circuit in the distance but then, you can't have everything.

Scarborough Spa Expresses start running again next week. Maybe I'll have a few more chances before the summer's out!

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!