As usual, in the weeks before Christmas this year, York saw more than its fair share of charter trains bringing visitors to the ever popular St. Nicholas Fayre which I sure is excellent if that's your thing but when I visited on 17th December 2011, Christmas shopping wasn't on the agenda.
On that date there were two charters visiting the city, both steam hauled. The first of these was from London Kings Cross and while it had been hauled to York by 70013, the return was to have the ex LNER A4 Pacific 60019 'Bittern' as motive power; 'Bittern' was, at the time, running carrying the number and name of classmate 4492 'Dominion of New Zealand'.
As we have done in previous years we went to a spot near the site of Dringhouses Yard, just at the south end of Holgate Sidings where the stock for both charters was stabled. To reach the station, trains are drawn out of the siding onto the main line and as this recording begins that is exactly what the A4 is doing then, once the 11 coach train is clear of the sidings and after a southbound service train has passed, 60019 reverses its train towards the station.

The A4's train was first away and as this recording begins we hear a warning chime whistle from the direction of the station. However, although a steam loco's exhaust soon becomes audible it doesn't sound much like an A4! This is the loco for the other charter train, GWR Castle 4-6-0 5043 'Earl of Mount Edgcumbe' which would be taking the second train back to Tyseley and is heard arriving at the sidings.
As the Castle passes another chime whistle from the station indicates that the A4 is really ready to depart this time. Although a little later than advertised we can hear 60019 making fairly easy work of accelerating its 11 coach train south before 5043 sets back into the sidings and onto its stock.

Our final recording for the evening (and for 2011) was of 5043 departing with 9 coaches behind the tender. Sound was carrying well so we were able to hear the loco right from the start and, after passing, all the way to the site of Challoners Whin Jc.
Not a bad recording to round off the year.

A steam hauled train over Shap and Beattock on 12th November 2011 was sufficient incentive to get us out to the lineside with the added bonus of a reasonable weather forecast. The train we were out to record, hauled by the LMS Princess Royal Pacific 6201 'Princess Elizabeth', was organised by Vintage Trains running from Crewe to Glasgow, returning the following day, to celebrate the 75th anniversary or that loco's record breaking non-stop run over the West Coast Main Line from Euston to Glasgow in November 1937.
For our recording on Shap, as we have recorded the loco at Shap Wells many times we decided to have a change and after looking at a couple of spots near the summit decided to try Salterwath which is about a ½ mile south of our usual spot at Shap Wells. Our chosen spot on the east side of the line had the advantage of being more open but the disadvantages were that it was a little breezy, was nearer to the noisy motorway and didn't give us much of a view of the approaching train. Still, it was worth a try as an alternative and I am more than happy with the result.
'Lizzie' turned up just about on time and although we couldn't see it, we must have just been able to hear it before it reached Greenholme going pretty well on 9 coaches with the addition of a Class 47 diesel at the rear. As the train passed we could see that the diesel wasn't assisting as the buffers between it and the last coach didn't appear to be compressed. Sound carried back quite well and we could hear the train reach the summit about 1½ miles away.
We'll be trying that spot again.

While the M6 and A74(M) are very useful in reaching recording spots on this route, they are something of an audible nuisance when recording, particularly so on Beattock where the road parallels the railway at close quarters for the entire climb; there is no escape from the noise. So far, the best spot we have found is at Greskine high on the hillside on the east side of the valley opposite the railway. Here the slope of the hillside below us hides the road below and does reduce the noise slightly, but only slightly; there really is no escape.
The train had an almost 3 hour layover in Carlisle so that 6201 could be serviced which gave us plenty of time to get to Greskine but, by the time the train reached us, it was almost dark.
Despite the road noise we could just hear 'Lizzie' approaching for some time and, as the train passed below us going very well on the steep gradient it looked superb leaving a trail of steam hanging in the still air; it was well worth coming out just to see that - and the sound wasn't bad either!
Mind you, I can't help thinking how much better recording at this spot would be if we could only get rid of that road...

At the beginning of October the Keighley & Worth Valley Railway held their usual Autumn Steam Gala which, when I heard what the planned visiting loco was I'll admit to being less than excited. However, things changed and a second visitor was added in the shape of my favourite Black 5, 45305.
Unfortunately, one of the visitors had to be withdrawn from the list shortly before the event. Can you guess which one it was?
On Saturday 8th October 2011, the first train we could record was a demonstration freight hauled by the L&Y 0-6-0 957 and banked by the ex LMS Ivatt 2-6-2T 41241 and we set up our equipment on G. N. Straight about half a mile from Keighley station.
As you can hear, 957 has a rather interesting wheeze but seems to be going Ok and the Ivatt tank at the rear doesn't have to provide very much assistance.

Next came the guest loco that had turned up, GWR 2-8-0 2807 visiting from the Gloucester & Warwickshire Railway.
The train 2807 was hauling was the express which we had expected to be hauled by Black 5 45212 now back from its long stay on the NYMR and working its final trains before the expiry of its boiler ticket. We were both keen to get recordings of 45212 and hoped that the change to the roster wasn't due to that loco's failure!
As is often the case, the express doesn't sound particular 'express' as it passes.

For our next recording we moved nearer to Keighley station and recorded wheezing 957 piloting 41241 with a train of 5 coaches from the Vintage Carriages Trust at Ingrow.

By this time we had discovered that the loco that had disappeared from the roster and caused the changes to the booked motive power was actually the 4F, not 45212 which we hoped would work the next train from Keighley single handed but we were in for a disappointment.
Trains had started to get a little late and to regain some time, a train that 45212 should have worked just to Ingrow and back was cancelled and the train we hoped would be the Black 5 on its own was double headed with 2807 piloting the Black 5.
Never mind as the pair don't sound too bad departing from Keighley.Ho

The Bahamas Locomotive Society currently have only one working loco available although this should change next year with the return of the Coal Tank. The loco they have available is 'Nunlow', a Hudswell Clarke 0-6-0T.
'Nunlow' seems to appear only at galas and it was this loco that took the next train, made up of the 5 vintage coaches from Ingrow, that we recorded departing from Keighley.
'Nunlow' was carrying a wreath on the smokebox in remembrance of John Tait who had dies a short time before the gala, John was a long standing BLS member and volunteer, K&WVR guard and a good friend and regular travelling companion on main line steam runs dating back to the early 80s.

Trains were running well into the evening so we went to Oakworth for a couple of recordings.
As wandering around on the lineside in the dark is understandably frowned upon, we made our recordings on the station platform and the first train we recorded was hauled by 45212 which can be heard approaching from Damems Loop as the recording begins.
As the loco approaches the platform the safety valves lift but close before the train departs with the Black 5 rousing echoes from the goods shed.
Soon after the start the loco is eased for a speed restriction over the bridges which are currently in need of repair and subject to an appeal for funds. Mytholmes tunnel is not far away but the Black 5 is clearly audible all the way to Haworth. A very satisfactory recordings.

We had one more recording to make before calling it a day and expected this train, which was running 'Express' to Haworth, would be hauled by the GWR visitor but as it came up from the Loop it obviously wasn't and the loco proved to the ex MR 4F 0-6-0 43924 which failed earlier in the day with injector problems now repaired.
The loco was eased considerably passing the platform but even if it didn't quite fulfil anyone's idea of an express, it was nice all the same to get a recording of a loco that I haven't recorded for 25 years!

On the following day, Sunday 9th October 2011, we had only time for a short visit as my Australian friend had to make his way down to Heathrow to begin his journey home later that evening.
We only had time to record two trains and returned to Oakworth where we found that the persistent light rain that had been a feature of the previous day had been joined by a much stronger wind. Nevertheless we found some shelter at the end of the goods yard in time to record 2807 come up from the loop and stop in the station before departing for Haworth and Oxenhope.

Our second and last recording was much better as the loco was 45212; much louder than the GWR 2-8-0!
Once the Black 5 has reached Oakworth, departing sound carries back very well and we could hear the loco all the way to Haworth. A fine recording to end the weekend.

At the very end of September the North Yorkshire Moors Railway held their usual Autumn Steam Gala and, also as usual, having advertised various visiting locos, none of them actually turned up and they ended up with just one visitor, obtained at short notice from Llangollen in the shape of GWR Manor 4-6-0 7822 'Foxcote Manor'. I decided not to attend on the Friday so missed seeing the Manor disgrace itself by stalling and requiring rescue on the climb to Goathland then delaying matters considerably at the end of the day by having lubrication problems, not an uncommon thing with GW locos in my experience!
My first visit along with a friend from Australia was on Saturday 1st October 2011 and arriving at the railway mid-morning we headed first to Beck Hole and got there just in time to record the demonstration freight which was hauled by the ex LNWR Super D 0-8-0 49395 which with about a dozen wagons behind the tender sounds to be going very well on the climb.

Next came the visitor!
With the usual 7 coaches in tow 7822 isn't going quite as fast as the Super D was in the last recording but, at least it was on time and didn't sound to be having any difficulties on the climb this time. So far, so good.

After that we headed off to Levisham which, in the fine, sunny and hot weather was very busy but we still managed to obtain bacon sandwiches from the Weighbridge!
Aside from the catering, we were also there to make some recordings but as there was a jazz band playing we headed off into Newton dale and chose a spot at Gallock Hill about a mile and a half from Levisham station for our next recording which was of 7822 returning from Pickering.
Once again the Manor wasn't being worked too hard but sounds to be coping well with the 7 coach train on the gradient.

Hoping that the band would have ceased activities we returned to Levisham station having time for tea and cake before recording the next train from Pickering.
Due to the temporary withdrawal of the S15 there ad been a few changes to the roster which, I have to say, proved to be far more accurate than usual; at previous galas, the roster has usually proved to be something of a work of fiction.
According to the roster, the next train which after reaching Grosmont would run through to Whitby was down to be hauled by the ex LMS Black 5 4-6-0 44767 with rear end assistance provided by the Super D but as that loco had been retained at Grosmont to work the freight that the Q6 should have been working, 45428 which had brought the train from Whitby earlier was on the back providing assistance.
With a Black 5 at each end of the 7 coach set perhaps we had the LMS answer to a HST to record and the pair, both making plenty of noise, sound fine heading away into Newton Dale while 7822 heads off to Pickering.

For our last recording we returned to the north end of the line and went to Darnholme to record the last train of the day from Grosmont which was hauled by the SR S15 4-6-0 825.
I have to say that, while 825 isn't my favourite engine, it did sound to be going particularly well as we heard it climbing up from Beck Hole. An excellent performance with 7 coaches on the 1 in 49 gradient.

On the following day, Sunday 2nd October 2011, we had expected to be mixing our visit to the North Yorkshire Moors Railway with some main line steam further north as 48151 had been booked to work a train to Boulby but, thanks to the hot and dry weather in the previous week, Network Rail wouldn't permit a steam hauled train and it ran with diesels instead. You can guess what sort of weather we had can't you? Spot on, it rained! Still, never mind, there was plenty of entertainment to be had on the NYMR including trains to Battersby so we would still get some main line steam to record.
To start the day we went to a spot above Esk Valley for our first recordings which began with the first train off Grosmont hauled by 49395 along with 63395 at the rear.
In the damp conditions we weren't surprised to hear the Super D begin to slip as it started on the gradient but the Q6 is soon hard at work at the rear so there's no danger of the slipping being a problem with this train.

Having been very pleased with our recording of 44767 on an earlier Esk Valley train at Glaisdale we decided to stay where we were for the next Battersby train, this one being the diner hauled by 45428.
We didn't hear quite so much of the approach to Glaisdale where 44767, having returned from Battersby was waiting to cross but 45428 sounds good departing and passing us on the 1 in 102 gradient.

Before 44767's second run to Battersby we had time to return to Esk Valley where we recorded 63395 climbing towards Goathland making a fine sound and showing how it should be done!

Back at Glaisdale for the last Battersby train, 45428 is already waiting as the train from Whitby approaches on the climb from Grosmont then, with tokens exchanged, 44767 sounds very good departing and we must have still been able to hear it passing Danby almost 4 miles away.
Also audible is 45428 departing from Glaisdale with the diner returning to Grosmont.

Returning to Esk Valley we were in time to record 7828 departing from Grosmont.
Now, while I am usually happy to get long lineside recordings, sometimes they go on for a bit too long and this was one of those occasions.
The performance of the Manor with its 7 coach train on the 1 in 49 gradient is probably best described as steady although plodding would also be appropriate.
Try not to nod off while listening to this one!

For our last two recordings we went to Darnholme where we found it was a little breezy but despite this 825 sounds good passing on its way to Goathland

On the last train from Grosmont was a loco that had eluded us so far; the BR Standard Class 9F 2-10-0 92214 which is probably the loco on the railway at the moment that can almost be guaranteed to have least difficulty with the climb to Goathland. As you can hear in this recording, it's no problem.

On 28th September 2011 our long wait for a steam hauled train on the line south from Scarborough towards Bridlington ended. Why this line down the Yorkshire Coast doesn't see more charter trains is something of a mystery as it can be included in an excellent round trip from York.
Motive power for this train was the ex LMS 8F 2-8-0 48151, a loco that I haven't had the chance to record from the lineside for some time and our first recording of the loco on its way from York was made at Malton at a spot we have used before by the river bank to the east of the station.
We've had mixed results when recording here but this was one of the good days as 48151 was going very well indeed when it passed heading for Scarborough.

Of course the recording we really wanted was later in the day on the steep climb away from Hunmanby and we went to a spot about a ¼ mile away from the station where we found it some difficulty in finding shelter from the wind which, although it was stronger than we would have liked, was at least coming from the right direction to carry the sound back to us.
The line from Hunmaby to Bridlington was singled many years ago and 48151 was booked to cross a service train on the double track section between there and Filey but the service train was late and can be heard coming down the gradient as this recording begins. I've left it in as it's a not all that common to hear main line trains running on jointed track these days with so much have been replaced with the continuous welded variety!
With the service train away, 48151 can proceed and after an initial slip on starting, makes a sure footed start on the climb accelerating this heavy, 13 coach train in fine style as it passes.
As we hoped, the wind did carry the sound back well and we were more than happy with our recording. Let's hope we don't have to wait too long for another chance to record on this excellent route.

The third and fourth weeks of the SSE were originally booked for 46115 but, at the end of the Scot's first week it went back to Carnforth and was replaced by 44932, a loco that gave me some good recordings last year, however my attempt to get more recordings failed when the loco failed its fitness to run exam and was replaced by a Class 37 diesel!
After my failure to get recordings of the Black 5 the previous week, I decided to have another go on 17th August 2011 and failed to get any recordings of the Black 5 once again. Although the loco had worked the previous day's train, it had been replaced by 46115 which had arrived from Carnforth to replace it. Perhaps some things are just not meant to be.
Departing from York, on time for once, I was less than impressed to hear that the Scot had a bad blow probably coming from a stuck cylinder cock. Not what's wanted at all.

The climb from Wakefield Kirkgate to Westgate didn't provide any drama so let's move on to the climb from Westgate to Ardsley.
When I travelled behind the Scot on this route previously, while the noise on the climb to Ardsley was Ok, I wasn't all that impressed with the performance which didn't compare favourably with that produced by 45407 at the beginning of the season. This climb was very similar although perhaps the noise was a little louder!
Once again we reached the high 20s before Outwood but didn't exceed 32 mph on remaining climb. I really would have expected 46115 to be capable of much better. This recording ends approaching Outwood.
The remaining run back to York was beset with more signal stops and as a result we were late reaching the water stop at Bootham. After that, performance improved dramatically with a start to stop run from Bootham to Scarborough in 48½ minutes and a maximum speed of 74 mph after Malton. There was some good noise too but I'd given up recording by then!

Having been robbed twice of the opportunity to get recordings of 44932 working the Scarborough Spa Express I was pleased to get another chance on 23rd August 2011 although the reason for this loco's unexpected appearance was not a happy one. On the day after my ride behind 'Scots Guardsman' the previous week, the loco had failed while working the SSE with middle cylinder problems causing damage to the motion. That day's train was taken over by a diesel and 44932 was despatched to work further trains from York.
For all my previous SSE rides I had had the same driver each time but this time I had a change with Albert Seymour in charge of the Black 5 and, as you can hear in this recording made departing from York, he doesn't intend to hang about!

After 45407's excellent performances earlier in the season I'd been a little disappointed with subsequent runs on this section. Would 44932 do any better?
Well, I won't leave you in suspense - it didn't!
The start out of Westgate although gentle to begin with to avoid a slip soon began to sound as though Mr. Seymour was going for it but after reaching around 25 mph speed seemed to fall off a little before we reached the easier section at Outwood. Beyond there, once the gradient resumed, speed fell again and I'd guess the summit was passed at no more than 30 mph. Not bad I suppose for a Black 5 with such a heavy train and as for the noise, well, I certainly had no complaints on that score!
This recording is of the complete climb.

For the final week of SSEs we were told that the loco would be the BR Standard pacific 70013 'Oliver Cromwell' however the owners were not happy with the rearranged loco rosters so, for a while, it seemed unlikely but then there was a change of heart. However, there was also some work required on the loco and this caused yet more doubt as to whether the loco would be ready to move to York in time.
So, when I set off for York on Tuesday 30th August 2011 I was still unsure of what would be waiting and I had slight hopes that, if a change had been made, we'd be getting three days with my favourite Black 5 instead. These hopes were further fuelled by the sight of a Black 5 in steam outside the NRM but this proved to be 44932 ready to return to Carnforth with a couple of coaches.
Indeed it was 70013 that appeared with the stock and reversed into Platform 5 ready to go.
While waiting to depart 44932 appeared heading through the station and, as we departed very soon after, I did wonder if we might catch it up and not far from Chaloners Whin, indeed we did.
We overtook the Black 5 with its two coaches and were two or three coach lengths ahead before Ron Smith on the Black gave the reverser a couple of turns. The Black 5 on just two coaches responds by accelerating back into the lead making plenty of noise as it does so.
This recording ends not far from Colton Jc. but the parallel running continued all the way to Church Fenton. That's not something I'd expect to record again!

Two days later on 1st September 2011 I was out again for a final SSE ride for this year and, after the parallel running during my previous ride, this time the additional entertainment was provided by a diversion from the booked route. Due to an incident, probably cable theft, we were diverted to run via Leeds.
With the old SSEs running via Leeds and Harrogate I always used to enjoy passing Church Fenton at speed with the climb of Leeds Bank ahead so it was nice to get this unexpected opportunity once again.
This recording begins as we negotiate the crossover to the east of Church Fenton station which fortunately has been upgraded from the 20 mph that used to be required, so we were able to pass through the station at some speed and with the whistle open in traditional style.
The run up to Micklefield wasn't in the record breaking category and any chance of a fast run was scuppered when we found ourselves following a stopping train into Leeds but it was nice to do it again, just the same.

My last recording on board the SSE for this year was, of course, the climb from Wakefield Westgate to Ardsley during the evening run around the 'circle' and it was very enjoyable to be able to record it from the most civilised environment of a first class compartment in the leading coach. I wish I could do that more often!
It's almost as though someone somewhere arranges these things but, yet again, spectators on the opposite platform at Westgate had an arriving East Coast service to contend with as we departed.
An initial slip is soon controlled and our driver makes a very gentle start out onto the main line before getting 70013 opened up a little for the climb.
This wasn't a particularly fast climb although we must have been up to around 35 mph when we reached the top at Ardsley and, once again, I have no complaints about the noise!
Well, that's it for this year's Scarborough Spa Express which, aside from a couple of problems, appears to have gone very well with plenty of passengers hopefully having enjoyable days out riding to Scarborough. I'm looking forward to next year already!

I had been very much less than impressed at not being able to be present on Shap to see my favourite Black 5, 45305 on its first northbound runs on the route but luckily my friend and his car were available on 20th August 2011 for what was expected to be the third and last run, for the present at least, for the loco over Shap. Third time lucky perhaps?
On its previous two runs 45305 with a 10 coach train had, as I would have expected, acquitted itself well on the climb and we had hopes that the same would apply on this run but, arriving at Shap Wells, we weren't expecting the kind of performance we were about to witness.
Conditions were not at all bad; there was a little more breeze than we would have liked but at least it wasn't carrying the sound of the motorway towards us and there was a chance that it would carry the sound of 45305 from further down the bank.
At around the expected time a little smoke appeared down towards Tebay and we were pleased to be able to hear the Black 5 before we could see it as it came out of the cutting above Greenholme Bridge.
As I stood watching and listening to the approaching train it seemed to me that it was going far too fast for a Black 5 on 10. Was there an assisting diesel? No there wasn't, this was simply a Black 5 in top form going very well. Indeed, going amazingly well and it passed us making a truly superb sound. Definitely a spine tingling experience to be there!
Although speed had fallen on the 1 in 75 gradient it hadn't fallen as much as I'd have expected and I'm told that it was still doing 34 mph passing the summit, surely some kind of a record for a preserved Black 5 on 10.
Third time lucky? I'll say we were!

After recording 45305 on Shap we had another Black 5 hauled train to record that day. This one was running from York to Carlisle and back hauled by 44932 so we headed for Lunds between Garsdale and Ais Gill to see if we could get a better recording than the last time we went there.
As you can hear, we didn't. The Black 5 was just motoring nicely as it passed.

For 45305's return from Carlisle we headed for the tried and tested spot we had used many times before near Greengate Bridge a little way south of Kirkby Stephen where a dry stone wall provided useful shelter from the strong breeze that was now blowing.
As with our recording on Shap earlier, 45305 sounded absolutely spot on when it passed heading for Birkett Tunnel running just about on time.
We've recorded here many times in the past and occasionally have heard the loco after it has passed through the tunnel, once or twice as far as Mallerstang where the gradient eases. This time we heard 45305 not only reach Mallerstang but start on the continuing 1 in 100 gradient beyond and we must have been able to hear the sound, albeit very faintly, almost to the summit at Ais Gill. That's never happened before!

Two hours later it was 44932's turn to pass Greengate Bridge and it made an interesting comparison with 45305.
Our recording spot behind the wall wasn't quite so comfortable as it had been as, although the wind had dropped so we didn't need as much shelter, it had started raining and worse, the still conditions proved ideal for lots of midges to attack us. They were biting too!
As often happens here the train arrived a little earlier than expected, no doubt due to needing less time than booked for water at Appleby and it was a little unfortunate that this seemed to coincide with some noisy traffic on the road about a mile away down in the valley but once again, sound carried back well. 44932 wasn't going as fast as 45305 had been (it did have 12 rather than 10 coaches behind the tender) and I have to say it didn't sound quite so spot on. No complaints though, it was certainly going well enough.

Two days later there was another chance for me to record 45305 working a train from Liverpool to Carlisle and, as the weather seemed fine and calm, I decided to try Blea Moor.
Waiting at Settle for the train up to Ribblehead there was hardly a breath of wind but, as you might expect, up at Blea Moor there was a strong breeze so I wasn't able to set up my equipment in as good a spot as I might have wished but did find enough shelter eventually.
Once again, 45305 with 11 coaches behind the tender was just about on time. Once over Ribblehead Viaduct and clear of a short 20 mph temporary speed restriction 45305 again sounds absolutely spot on taking this heavy train on the gradient into Blea Moor Tunnel.

On the Scarborough Spa Express on 21st July 2010 I had my first ride behind 46115, indeed my first ever ride behind a Scot and I have to say I was quite impressed.
The main interest for sound and performance on this route is the climb from Wakefield Westgate to Ardsley which begins with the train on a 1 in 100 gradient in the platform at Westgate. This was always a difficult start in steam days so it will be interesting to see how locos cope with a 12 coach load this year.
To be honest I expected that with the difficult start and 12 coaches behind the tender 46115 would probably complete the climb with speed in the high 20s. I hadn't expected we would reach the mid-30s. And I have no complaints about the noise either!
As you can see, I've published the complete recording, over 12 minutes long; I hope my bandwidth allowance will stand the strain!

The NYMR Autumn Steam Gala in 2009 had mixed fortunes as far as the weather was concerned. Friday had been overcast and rainy at times it had been reasonably calm; Saturday, on the other hand, brought plenty of sunshine but also gale force winds. I stayed at home but did venture out on Sunday 4th October 2009 when the wind had died down a little with the intention of having a ride particularly as the ex SR V Class 4-4-0 30926 'Repton', which had recently been certified to work on the Esk Valley line, was going to venture out on the main line and this would be the first time that a Schools had worked a passenger train on the main line since 1963.
I travelled on the first train through from Pickering behind 45212 as far Grosmont where 'Repton' took over to run tender first to Whitby. At Whitby, as the run round is off the platform, all passengers had to disembark which meant that when the train returned to the platform there was a real scrum to get back on and I didn't expect to be able to get anywhere to record from. Imagine my surprise when I eventually made it through the leading door in the leading coach I found that the window opposite, right behind the tender on the correct side for the wind was unoccupied!
After easy gradients from Whitby the 1 in 102 climb from Grosmont continues through Glaisdale to just beyond Lealholm, the next station.
This recording is of the start from Glaisdale.
To be honest, with just 5 coaches behind the tender I didn't expect there would be a great deal of noise form this normally fairly quiet engine and while I would not describe this recording as particularly loud it is a little better than I expected.
But then, however good or bad the recording, I never expected to ride behind a Schools on the main line!

Scarborough does very well for steam during the summer months as, in addition to the Scarborough Flyer, heard elsewhere, we also get the Scarborough Spa Express running three days each week from the end of July to the end of August.
The first of these trains for the 2009 season ran on 21st July 2009 with ex LMS Black 5 4-6-0 45407 as motive power for this 12 coach train and two days later I decided to have a ride.
Over the years that the SSE has run, the evening ride round the circle has always been the part of the day that has interested students of locomotive performance (as well as those interested in noise) beginning with, hopefully, a fast run from York to Leeds. However, for some reason this year, the SSE is routed from Colton South Jc. to Church Fenton along what we used to call the slow lines. To me, this seemed like a pointless exercise as nothing was booked to overtake us on this section but, if it's programmed into the computer, that's what happens.
I thought that this was rather a pity as, while the crossover at Colton Jc. is a high speed one, crossing over at Church Fenton was always a leisurely affair and gave no opportunity for a run at Leeds Bank beyond. However, I had forgotten that during the winter there had been extensive engineering work at Church Fenton which had included upgrading the turnouts on the crossover to high speed ones and thus, on this particular evening, were able to cross back to the Leeds line at the Black 5's maximum permitted speed of 60 mph.
Once onto the curve beyond the regulator was opened a little and speed rose very slightly before we started on the climb.
A little later, as this recording begins, our driver decides that we are going to have a proper run at the bank and produces sounds from the Five that I haven't heard the like of for quite some time!
Approaching Micklefield everything is looking good for a very fast time to Leeds but, alas, it was not to be as we had caught up with a preceding train and the regulator has to be shut.
Back in the 80s on an SSE with a load of 10 coaches we always thought that we were doing well if our minimum speed on the bank stayed above 40 mph, on this run with 2 coaches more we had only just dipped below 50 passing Micklefield; a remarkable performance, such a shame that it wasn't allowed to continue right to the top of the climb!
Later, I was told by another passenger that when he had spoken to the driver, David Blair, commenting that he had never heard a Black 5 worked as hard as that, the reply was that the loco had only been in 45% with full second valve. ONLY 45%!
All in all, an excellent recording; I'll risk that spot again.

5:26 cd23_052
The final two weeks saw the BR Standard Britannia Pacific 70013 'Oliver Cromwell' in charge of the Scarborough Spa Express.
By this time we had discovered the reason for the slow line shuffle at Colton Jc. It seems that, in the working timetable there is a path for one of Network Rail's measurement trains running to Neville Hill for stabling and the shuffle was to allow this to overtake. No one on board the SSE ever actually saw this train pass mainly because it runs Mondays only! Apparently it did run on Bank Holiday Monday but passed through York half an hour before we arrived there.
However, on Tuesday 25th August 2009, a minor miracle occurred and we went straight through Colton Jcs. on the Leeds line!
Staying on the Leeds line meant that 70013 was able to pass through Church Fenton in the time honoured fashion at line speed with the whistle open. Very nice!
Our driver, Peter Walker, soon had the regulator open and we were doing well on the gradient and I was delighted when, approaching Micklefield, we appeared not to be getting a check before the junction but with the fast run up to this point the inevitable happened; we caught up with a stopping train and soon after passing Micklefield the regulator had to be closed yet again. Ah well, it was good while it lasted.

8:47 cd15_080
During the Summer of 1995 Mel Chamberlain's Days Out programme of steam hauled trains suffered considerably from the fire risk ban and, in the case of trains that could have run, lack of bookings.
One series of trains that we had been looking forward to was three trains run from Crewe and reaching Carlisle via Shap. These, originally booked for August, were cancelled due to fire risk but new dates in the Autumn appeared in due course. These were advertised as the Shap Time Trials with the three engines booked to work one train each over Shap to Carlisle.
The locos were LNER A4 60007 'Sir Nigel Gresley' which worked the train on 30th September 1995, BR Standard Pacific 71000 'Duke of Gloucester' on 2nd October and LMS Pacific 46229 'Duchess of Hamilton' on the 3rd October each loco having 11 coaches behind the tender weighing in at a little over 430 tons.
While it would have been nice to have travelled on all three I decided to do just one, the last one with 46229 and despite the eventual result of the 'trials' it is a decision that I have never regretted!
The run wasn't without problems. Whilst climbing Grayrigg the loco began priming which caused a considerable loss of water level in the boiler and it proved difficult to restore this as the exhaust steam injector was playing up. In addition to this when the safety valves lifted one of the two valves refused to seat until the boiler pressure had dropped to 180 psi.
Falling water level meant that the driver had no option but to ease the loco on the upper part of the bank where speed quickly fell from around 60 mph to the mid 40's at the top of the climb.
During the course of the climb the weather deteriorated with rain coming down like stair rods at one point!
At the top of Grayrigg with the climb to Shap still to come speed was allowed to fall to 20 mph on the easier gradients to allow the water level in the boiler to recover before reaching Tebay.
In charge of 46229 on that day was Crewe driver Frank Santrian who was without a doubt as keen as we were to get the best out of the loco on the climb to Shap Summit. Aided by fireman Bob Morrison, in the short distance between Low Gill and Tebay they managed to get a satisfactory amount of water back into the boiler but, because of this were unable to do much to raise the boiler pressure. All this meant that, instead of starting the climb at 60 mph as was intended we were only doing 54 mph.
As this recording starts we are approaching Tebay and as the sound of steam blowing through indicates, the fireman's side injector is still playing up.
Once on to the 1 in 146 through Tebay Frank soon has the regulator open and speed rises to 57 mph before the 4 miles of 1 in 75 commence.
As we proceed Frank opens the loco up more and more until he has the loco working in full forward gear with the regulator fully opened on to the second regulator valve.
With a slower start and the boiler pressure being maintained at around 175 psi rather than the 250 psi it should have been there was no way that we were going to beat the Duke which on the previous day was able to pass Shap Summit maintaining 51 mph. However, just listen to the noise! I can honestly say that it is one of the finest sounds I have ever heard from a steam locomotive.
In the report published in the December issue of Railway Magazine detailing the performance of the three engines involved the caption to a photograph of the Duchess passing Greenholme read; 'The assault on Shap by Stanier's 'Duchess of Hamilton' in the pouring rain had to be heard to be believed.' I'll second that! The Duke might have put in a sparkling performance but I know what I'd rather listen to!!

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 aforementioned 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.

On 12th September 2009 I was back at Blea Moor to record the BR Standard Britannia Pacific 70013 'Oliver Cromwell' hauling The Hadrian, steam hauled from Hellifield to Carlisle then via Hexham, Low Fell and the ECML back to York.
Just one year, one month and two days previously I had wanted a recording of this loco at this spot but the weather conditions that day made it impossible. That day over a year ago saw the re-run of the 15 Guinea Special which had marked the end of steam on BR 40 years previously. I had no recorder in those days but, having seen the loco there on that supposedly final train it had long been an ambition of mine to get a recording of 70013 at Blea Moor.
41 years earlier I had seen the Brit pass Blea Moor box from the bridge over the line just to the north and while it would have been nice to have gone there to repeat the photograph I took, a recording wouldn't have been a possibility so I returned to the hillside to the east of the line from where I had seen and recorded the Jubilee a few days before.
Conditions were slightly better than they had been on the previous Wednesday when I recorded 5690; although it was still breezy, the breeze was far less strong so makeshift wind breaks were not required this time.
70013 with its 12 coach train turned up about 5 minutes early. After being eased approaching Ribblehead Viaduct the Brit sounds fine passing and can be heard all the way to Blea Moor Tunnel.
Even if it was over a year (or 41 years!) late, it was really nice to finally get that recording of 70013 at Blea Moor!

Having recorded the loco heading north earlier in the day, because of the wind, we were in a bit of a quandary as to where to go for 46115's return. Ais Gill would have been first choice but, with the wind direction and strength, the lack of shelter there made that seem a bad idea. Tramping through the lying snow wasn't all that attractive either so we plumped for the second favourite at Greengate Bridge near Wharton. This proved to be an excellent choice.
While my friend went to our usual spot at the top of the cutting north of the bridge, I went along the farm track heading the other way where I found a suitable dry stone wall for shelter.
46115 was due off Appleby at 15:43 but, knowing that times are not always adhered to and that there was a chance that as soon as enough water had been taken that the train might leave, I had my recorder turned on shortly before ten to five.
And not a minute too soon as no sooner had I got the recorder running than a faint but distinct roar could be hear coming from the north.
Now, I've heard similar sounds before and thought it was a train only to discover that it was actually coming from an aircraft but this time there was no mistake for the sound continued to grow becoming clearer and clearer on the gradient to Kirkby Stephen.
While the wind might have been a problem for choice of location, at least it was also carrying the sound well and I suspect that we could hear the Scot as far away as Smardale.
In due course Scots Guardsman burst under the Greengate Bridge and passed going very well indeed.
The gradient leading up to Birkett Tunnel often used to be the slowest part of the climb to Ais Gill but no one watching would have thought so on this day. An excellent performance and what a superb sound - I shall look forward to many more recordings with the fine loco!

The best laid schemes of this particular man certainly went decidedly agley on Saturday 4th August!
That day should have seen three locos working in the North West; first there was 60009 doing an out and back CME, then there was 6201 working south over the S&C and lastly an ECS move from Carnforth with 48151 to round off the day.
First the weather; let's just say that the rain and miserable conditions would have done justice to January, only a bit warmer.
Then a late start meant that we would miss the northbound run with 60009. Well, we should have missed it but passing Hellifield a cloud of steam indicated that the A4 was running late but, as we didn't want to risk missing 6201 coming south, we pressed on to Ais Gill hoping that we would beat the A4 to the summit and perhaps have a chance of a recording. We just made it but without time to set up! As things turned out, we would have had plenty of time for a recording on the climb to Blea Moor but hindsight is a wonderful thing - if only we could have it in advance!
So, on to Kirkby Stephen and Bull Gill about a mile south of the station to wait for 6201.
We stood there in the rain for quite a long time. It was the sort of rain that seems light but makes you very wet in quite a short time. It was also quite windy. Worse was to come.
The train turned up a little late hauled by a Class 67 diesel! We later found out (but still can't quite believe it) that although in steam and ready to go, 6201 was unable to work the train south from Carlisle due to a problem concerning some paperwork that Network Rail needed! Getting wet and no recording is a minor disappointment compared with that felt by the passengers who had paid £79 or more for the privilege of travelling on the train.
We had plenty of time to cheer ourselves up with Fish & Chips and then went on to Appleby to discover that due to the late running during the outward journey, 60009 would be leaving Carlisle behind the last service train rather than in front of it.
So we decided not to try for a recording north of Appleby as well since the A4 wouldn't be having an hour's stop there and went straight back to Bull Gill where it was still raining and, if anything, the wind was stronger. Oh joy!
Very fortunately as things turned out, our wait and another soaking proved worthwhile as 'Union of South Africa' was going very well indeed with a load of 12 coaches as you can hear.
But our day of getting it wrong wasn't yet over!
Now, the A4 was a little late but we still felt that we had a sporting chance of reaching Clapham before 48151 and, thanks to empty roads we got there just a little before the time that we could have reasonably expected the 8F to arrive.
We rushed to get set up feeling fortunate to have got there, pleased that the rain had eased a little, that there was hardly a breath of wind and sounds seemed to be carrying very well. As an added confidence booster that we hadn't missed it, we could see what appeared to be at least one spectator waiting in the dusk on the platform at Clapham station not far away.
I'm sure you can guess the rest - after waiting for about 30 minutes we realised that we had missed it. The spectator proved to be part of a fence!

Perhaps still trying to make up for the disappointment caused by the non-event that the Spring LNER Gala proved to be, the North Yorkshire Moors Railway declared that the last week in October, the schools half term holiday week, was to be LNER Week with up to 5 LNER locos in use. The half term holiday week is usually quite busy on the moors and, through most of the week, the full peak timetable is in operation anyway so it was easy for them to enhance the timetable on a couple of days and make an event of it.
I was able to visit on Wednesday 24th October 2007 when four of the five available LNER locos were in use, only the Q6 was missing, but it rather amused me to note that the first two trains of Pickering that morning were hauled by GWR 6619 and BR Standard 75029 top and tail with Lambton Tank No. 29 - hardly typical LNER!
As the years go by, things seem to happen occasionally that reminded me that I'm getting older! This time I was reminded that the latest thing that seems to be deteriorating is my memory as, arriving at Moorgates, I had opened my rucksack to find that I had forgotten my windshield and, if I might remind you, the windshield I use is rather large, gray, hairy and not easy to miss!
Help was at hand fortunately as my friend Mike had a spare small one and, as luck would have it, the day was remarkably calm.
The area around Beck Hole has interesting acoustics. Under normal conditions it is rare to hear the loco until it is quite close as the line down towards Grosmont is hidden behind a hillside. The first warning that the train is on its way is given by a gradually increasing roar which builds slowly and often sounds to be coming from the opposite direction.
Our recording there proved to be of the ex LNER B1 4-6-0 61264.
Once again, the first thing we heard was the echo from the opposite side of the valley before the sound of the loco became clear.
The B1 was working tender first which doesn't make things easy on the steep gradient as the sanders are less effective and the loco shows a tendency to slip especially with 7 coaches strung out round the sharp curve before Beck Hole Bridge.
Speed is not particularly high as the loco passes but once onto the straight track up towards Thomason Foss the driver can work the loco a little harder and it begins to accelerate.
Further on, passing Thomason Foss, the loco slips again and speed begins to fall again but the sound carried back well all the way past Darnholme until the train reaches Goathland.

During North Yorkshire Moors Spring Gala, in the evening of May 1st 2009, the A1 was to work the diner from Grosmont to Pickering and back and, as the dining Pullmans were fully booked, we dined on the somewhat cheaper alternative of Fish and Chips in Pickering before heading off to Darnholme to hear 60163 come up the gradient from Grosmont.
Fortunately the earlier rain had stopped, the strong breeze had died down a little and it was rather nice that on the first day in May, we should hear a cuckoo calling from the trees nearby as 'Tornado' first came into earshot approaching from Beck Hole.
While the A1 is going well enough on this heavy 8 coach train, I really would have expected it to be going a little faster than this on the gradient.
Still, no complaints, the slow speed had one advantage; we could hear the loco's three cylinder beat more clearly than we would have done had it been going faster!

For our last couple of recordings of the NYMR Autumn Gala on 30th September 2007 we went down to Levisham.
Our usual recording spot at Levisham has always been just to the north of the station not far from the line but, having arrived only a little time before the penultimate train of the day departed but with insufficient time to get to our usual spot we stopped on the road heading down to the station, tried a recording from the hillside there and we were very pleased with the result. Not only could we hear the Grosmont bound train depart on the steep gradient into Newtondale but we could also hear the Pickering bound train depart.
In view of this we decided to stay there for the final train, 49395 would be departing for Grosmont and we expected to see the Black 5 on the train to Pickering. Wrong again! This recording provided us with out tenth engine of the day, the BR Standard Class 4 4-6-0 75029.
As this recording begins, the Super D has just got the 'right away', departs heading north and, as the sound of the 0-8-0 fades away, 75029 departs for Pickering.
What made this particularly memorable and an excellent way to round of a truly excellent day was, as there was hardly a breath of wind, we had almost perfect recording conditions. Also the smoke from each loco hung in the still air for quite some time, quite a sight with the addition that, although we couldn't see the Super D passing through the trees below us, as well as the smoke we also saw a couple of perfect smoke rings rising gently above the trees!

During a recording session in one of my favourite spots on the Keighley and Worth Valley Railway between Damems Loop and Oakworth I was pleased to be able to get another recording of the 'new' Austerity WD 2-8-0 90733 which, as this recording begins, has been waiting for a Keighley bound train to pass.
With the train from Oxenhope safely out of the way and the points and signal set, 90733 makes a really fine sound heading for Oakworth.
'Storming' is a word that I often see describing loco performance, often in the caption to a photograph where the loco so described clearly isn't storming. Making lots of smoke is not storming. It's a word I usually avoid using but, this time, I think it's a fair description!
Oh yes, one other thing, listen carefully as the loco drifts into Oakworth - did you detect a clank?