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. Definately 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.

The second loco to work the Scarborough Spa Express was the ex LMS Royal Scot 4-6-0 46115 'Scots Guardsman' and after the excellent sounds I recorded riding behind this loco last year, I decided to have a ride on Wednesday 3rd August 2011.
This first recording was made departing from York and ends near the site of Chaloners Whin Jc. where the original ECML diverged before the new faster route avoiding Selby and the Selby coalfield was built in the 1980s.

My previous two recordings made departing from Normanton had been pretty good and I was hoping for a repeat performance with 46115 but when we departed, the loco was worked very easily and we crept along at slow speed until past the site of Goose Hill Jc. and this recording starts there as 46115's driver gets the regulator open and off we go.
So, what was the reason? Well, on the previous day, the same driver had committed the unforgivable sin of dropping his radio, an essential tool when stopping at some of the short platforms on the route, and was hoping to spot it on the lineside and get it back. Sadly, there was no sign.

Two weeks earlier I had been most impressed with the performance of 45407 on the climb from Wakefield Westgate to Ardsley and with the same driver in charge of 46115, I could have reasonably expected the performance to be even better. Sadly, it wasn't.
This recording is just of the initial start out of Wakefield.
Although 46115 sounds Ok on the gradient our speeds were much lower; in the low 20s until reaching the easier gradient at Outwood then no more than 32 mph at the top of the climb which is poor compared to the high 30s achieved by the Black 5. The only explanation I can think of is that perhaps crews had been warned to take it easy due to fire risk. Indeed, on the previous day's run the Scot, allegedly, had set fire to, of all things, a trampoline in someone's back garden. I kid you not!

On Tuesday 26th July 2011, with a good weather forecast I decided that it would be a good idea to get out for a couple of lineside recordings of the SSE while 45407 was still in use and naturally my first post of call was Wakefield where I walked up to the park at Wrenthorpe.
Now recording in a public park on a fine day is fraught with difficulty as there may well be lots of other people about who, quite understandably, will be curious as to what that man is doing with that hairy thing on a tripod! Still, as other than recording at Outwood, something I'd planned for the evening, I don't know of anywhere else in the area so set up my equipment in what I hoped would prove to be a less frequented spot where I was lucky in that the few passers by either didn't notice me or thought it best not to approach the strange man!
Running just about on time I could just hear 45407 departing from Westgate as an East Coast service propelled by a Class 91 headed down the gradient into the station and once the London bound train has passed the Black 5 sounds to be going very well with its 11 coach load on the 1 in 100 gradient.
Once past, 45407 is clearly audible all the way to Outwood, where you can hear the loco begin to accelerate. Beyond Outwood, as the wind was in just the right direction to carry the sound back, the Black 5 can just be heard almost to the top of the climb at Ardsley despite interruptions from an aircraft and another southbound train.
All in all, an excellent recording; I'll risk that spot again.

After an afternoon visit to the Keighley & Worth Valley Railway, for a recording of the evening Scarborough Spa Express, I met up with a friend at Outwood and we walked up to the site of Lofthouse Colliery where we found that the wind which had done such a good job bringing the sound back to me that morning was now carrying the sound from the M1 motorway about half a mile away but despite this, we set up our recorders only to have to move almost at the last minute after the arrival of a couple of noisy families out to see the train.
Running on time once again we first heard 45407 as it approached Outwood station and it sounds to be going well enough as it passes heading for the top of the climb at Ardsley.
Any chance of getting a long recording here were spoiled by the arrival of an aircraft and a southbound train. Next time, we'll try the park again!

Another linesiding opportunity came our way on Saturday 30th July 2011 when there were two steam hauled charter trains running in the north west.
The first of these was the Cumbrian Mountain Express hauled by the LMS Princess Royal Pacific 6201 'Princess Elizabeth' running from Crewe to Carlisle over Shap before returning via the S&C and, as we'd recorded the loco on Shap quite a few times before, we decided it was time for a change so instead of the usual spot at Shap Wells we investigated a few locations on the climb to Grayrigg before choosing a spot near the top of the climb about half way between the long vanished signal boxes at Lambrigg and Moresdale Hall Crossings.
Conditions were not far short of perfect with a very light breeze coming from just the right direction to carry the sound to us and best of all, unlike Shap, no motorway!
At about the expected time, smoke appeared in the far distance and we were able to hear 6201 long before we could see it. 6201 was going very well with 12 coaches behind the tender and we thought that the recording we got was excellent, dare I say better than Shap? We'll be trying that spot again.

Our next recording was of the other steam hauled charter, the Waverley running from York to Carlisle and back behind hauled by the ex LMS Royal Scot 4-6-0 46115 'Scots Guardsman'.
We didn't think we would have time to get from Grayrigg to anywhere suitable on the climb to Blea Moor so headed for the short climb to Ais Gill from Garsdale where our chosen spot was at Lunds between Moorcock and Shotlock Hill Tunnels.
46115 also had 12 coaches behind the tender and was motoring along nicely when it passed us.

Both trains that we had recorded in the morning were returning over the Settle - Carlisle line, the first being 6201's train and still wanting to try somewhere new, we headed for the top of Birkett Tunnel, another spot we had considered before but somewhere that is only possible in the calmest conditions.
Although wind wasn't a problem, flying ants were; there were hordes of the things which made standing around not the most pleasant experience. Still, the recording made it all worthwhile as we heard 6201 all the way from Kirkby Stephen then after passing through the tunnel below continuing on to the easier gradient at Mallerstang and accelerating well on the way to Ais Gill.

Our last recording was of 46115 returning from Carlisle and as we'd never recorded this loco at Ais Gill, we went there and found yet more flying ants though not quite the swarms of the things that had been so troublesome at Birkett.
While the Scot was going well enough with its 12 coach train when it arrived I had expected something a little better from this loco but, no real complaints and I was quite happy with this recording to round off what had been a most successful day at the lineside.

Two days later on 1st August 2011 there was yet another steam hauled train over the Settle - Carlisle line. This one, The Mersey Moorlander originating from Liverpool was hauled by my favourite Black 5 45305 and, as I was still in the area I decided to try for a recording of it passing through Settle.
Conditions were still pretty good so I headed for the hillside north of the town to the east of the line from where I'd had some reasonable recordings in the past and once there found that, although there was a bit of wind, it wasn't too bad and anyway, there was a short section of dry stone wall to provide a little shelter.
45305 hauling 11 coaches appeared just about on time and sounded to be going well enough with such a heavy train but once past, the sound soon died away as the train entered the cuttings above Langcliffe. Not a bad recording all the same.

Not that many years ago travelling behind steam on the main line was a regular occurrence for me but nowadays, for various reasons (both financial and practical!) it's a rather rare event so on Tuesday 19th July 2011 I was very pleased to be able to have my first main line run behind steam for the year thanks to the start of the Scarborough Spa Express season; hopefully, with a few more to follow before I go into 'main line retirement' again until next year!
The loco for the first two weeks was Ian Riley's ex LMS Black 5 4-6-0 45407 with I'm told the owner, not only on the footplate but also on the shovel, and our driver was Chris Cubitt.
The departure from York can often, but not always, be an indication of what sort of run we are going to get and, as you can hear in this recording which begins as we depart, with a Grand Central HST arriving in the adjacent platform and ends near Colton Jc., things sound promising.

Our first stop for passengers was at Normanton and despite a slightly slippery rail 45407 sounds fine getting this 11 coach train away and once away accelerating well on the falling gradient towards Wakefield.

The steep, sharply curved gradient from Wakefield Kirkgate up to Westgate caused a few problems last year with at least one loco coming to grief when stopped by signals on the climb and most drivers tended to wait until they were assured of a clear run through into Westgate. On this occasion Mr. Cubitt seemed quite happy to depart with just a single yellow at the platform end.
The start was gentle enough and it was only when the signal on the gradient was seen to be clear that 45407 was opened up for the climb which was completed easily despite a flange greaser near the top causing a little slipping.

As I found last year, the best part of the run for sound recording was the start out of Wakefield Westgate.
Once again, having been given the right away 45407 slips a little but once well on the move the loco sounds fine accelerating on the 1 in 100 gradient. The recording ends near Outwood where the gradient eases slightly.

Before returning to York we had two more passenger stops at Woodlesford and Castleford. This recording was made leaving the latter after 45407's driver has had a more personalised right away from the guard. Much better than that impersonal whistle or flag!

Having had such a good day out on the first SSE, I decided to have another ride two days later on Thursday 21st July 2011. Well, why not especially while the trains are reasonably quiet; I'm sure by early August they will be full and standing and worse still, full of noisy kids!
As two days before, as we got the right away, a Grand Central service arrived at the adjacent platform but, for a bit of variation, this time it was a Class 180 DMU rather than a HST.
With Driver Chris Cubitt at the regulator once again 45407 makes a fine start away from the platform and accelerates well towards Colton Jc..

Approaching Castleford we had quite a lengthy signal stop, about 10 minutes, waiting for a service train to clear our path.
Now, while signal stops are not something to be welcomed, this one couldn't be in a better place being adjacent to two car parks serving a nearby shopping centre. From a publicity point a regular stop here must improve the potential number of passengers who will be joining SSEs at Castleford later in the season!
With the service train out of the way 45407 soon has our train on its way through Castleford station and on towards our next stop at Normanton.

Now for the main event, the climb from Wakefield to Ardsley.
Two days previously I had been more than happy with my recording of 45407 on this climb but this run was even better.
While the loco was probably being worked in much the same way, the wind was in just the right direction to carry the sound back.
Once again, 45407 accelerated the train to a fraction over 30 mph before the 1 in 100 gradient eased a little at Outwood and we topped the gradient with speed in the high 30s. A very satisfactory performance for a Black 5 from a standing start with a heavy train on this gradient.

Little did I think that on 20th July 1986 when I left Scarborough behind 5305 on board a Scarborough Spa Express, running that year just between York & Scarborough and only on Sundays, that it would be almost 25 years before I would see the loco back in Scarborough.
So, on 2nd July 2011, I made a point of being there to see my favourite ex LMS Black 5 now carrying the number 45305 depart with a 10 coach charter returning to Liverpool.
Ok, this may not be one of my best recordings, not even one of my best Scarborough departures but I couldn't leave it out now could I?

Ok, I should start by explaining that, as far as I'm concerned, if a trip involves a boat, it can count as overseas. In this case, as you may well have guessed already, this trip overseas took me no further than the Isle of Wight!
I'd only visited the Island once about 30 years ago and that was only a very brief visit of an hour or so. I'd been meaning to pay a proper visit for some time and my opportunity came in early May this year and, having had more time, I have to say that I was quite taken with the place; I'll certainly be going again.
Of course, one of the things I wanted to do was take a ride on the Isle of Wight Steam Railway.
I stayed in Shanklin and travelled to Smallbrook Jc. by the Island Line hoping that the loco in use during my visit would be the O2, 'Calbourne' or perhaps the Terrier, 'Freshwater' and please, not a J94 but it came as no great surprise when I arrived to find that the day's locomotive was indeed a J94. Yes, I know, there's nothing wrong with J94s but it would have been nice to have had a ride behind an 'Island' loco; perhaps next time...
This particular J94 was 'Waggoner', an ex War Department example and after a very pleasant ride to Wootton I travelled back to Havenstreet and left the train there intending to try for a lineside recording of 'Waggoner' departing before visiting the tea room.
I expected my recording to be fairly short and indeed it was due to the fact that I was unable to get very far from the station and even then, I was right next to a road. Still better than nothing and incidentally, nothing is exactly what I got at the tea room. Oh, it was open and doing a roaring trade; the railway was very busy with coach and school parties, excellent business for the railway and it was good to see so many people about on a midweek, low-season day but I just didn't fancy joining the enormous queue!

When 'Waggoner' returned from Smallbrook Jc. I rejoined the train and was able to get another recording of it departing and climbing the short, steep gradient towards Wootton.

Back at Smallbrook Jc. at the end of my visit, before catching an Island Line train I had time to see 'Waggoner' depart and thought I might as well try for another recording.
Smallbrook Jc. is only accessible by train so the only place I could record from was the end of the platform, hardly ideal but the result doesn't sound too bad.

After my previous two visits there were still a few a few locos that I hadn't recorded and one I was particularly keen to get a recording of was the ex NER Class J72 0-6-0T 69023 which was actually built by BR in 1951. This loco was booked to be working a single coach shuttle between Grosmont and Goathland and we headed down to Beck Hole and settled down to try for a recording.
We were in for a disappointment as shortly before the loco became audible we heard a chime whistle. No, it wasn't an A4, it was my least favourite loco, 6619.
I'm sorry to be so negative about this loco which I know is popular with some but, with its modifications, it just doesn't sound right!
There was one piece of (good?) news about 6619 though. The loco is up for sale by its present owner (no, Steamsounds is not interested!) and apparently this was its last day in service on the NYMR.

One train we were keen to record was one of the usual Sunday runs on the Esk Valley line to Battersby and the first one was booked to be hauled by 45407 so, as the rain had stopped, we headed off to a spot overlooking the line between Grosmont and Egton Bridge not far from South Side Farm although, when I say 'overlooking', there isn't much of a view among the trees.
Running a little late, 45407 can just be heard departing from Grosmont.
Soon after the start, the regulator has to be closed for a speed restriction on a bridge over River Esk but once clear the Black 5 sounds fine with its 7 coach train on the rising gradient towards Egton and Glaisdale.

After that, we didn't quite have enough time to get anywhere with sufficient shelter for a recording of 44767 with the next departure for Pickering and what would have been a fairly poor recording was spoiled by wind noise so, after a quick look at Grosmont station to see what was on the next shuttle, we went back to Beck Hole with some confidence that the loco we would be recording would be 69023.
Indeed it was 69023 that turned up hauling the GNR saloon and while it was going well enough, a little more noise would have been nice!

Next we decided that it was time to change ends and headed off to Levisham, the prospect of a bacon butty having absolutely nothing to do with this decision...
The bacon sandwich was very welcome before our first recording there which begins with 71000 departing for Grosmont.
With 71000 heading off into Newton Dale, 80072 piloting 92214 can be heard departing for Pickering.
After that, the entertainment wasn't over as, standing in the siding at the north end of the station was the replica Liverpool & Manchester Railway 2-2-0 No. 9 'Planet' with its 2 coaches. This loco was providing a short shuttle run at Levisham between service trains and once the signalman has cleared the route out of the siding, 'Planet' propels its coaches back into the down platform.

I was quite surprised by the distance covered by these 'Planet' hauled shuttles.
Having set back towards Pickering, 'Planet' can be heard heading back through the station. Nice to hear something a little different.

At the end of April the North Yorkshire Moors Railway held their Spring Steam Gala, this year over a 10 day period, to celebrate the 175th Anniversary of the opening of the Whitby to Pickering Railway.
As usual, great things were promised and a particular attraction for me was the presence on the railway of no fewer than five Black Fives. Also as usual, things didn't quite work out as planned and the loco roster which I bought before the event proved once again to be something of a work of fiction.
My first visit was on Monday 2nd May 2011 and the original roster had promised three of the five Black 5s in service including 44767, a loco that I was keen to record.
Arriving at Pickering for the first train I was able to get an updated roster to find that there were indeed three Black Fives out that day but 44767 wasn't among them. Worse still, one of them, 45212 was only booked to appear late in the day and only on the train that I would have to catch back to Pickering to return home. Even worse, the two Black 5s working, 44871 & 45407 were also working Whitby trains so I'd only get one chance to record each. Ah well, there was nothing to be done and I still had hopes that the updated roster might prove just as fictional as the original!
At Levisham I found it was rather windy but I found a reasonably sheltered spot on the hillside to the west and the first Grosmont bound train I could record was hauled by 44871.
As this recording begins, the visiting BR Standard Pacific 71000 'Duke of Gloucester' has just been given the right away and can be heard departing for Pickering before 44871 departs for Grosmont.
Not too bad for a first recording.

Next was 71000 returning from Pickering which was crossing the other Pacific out that day, ex LNER A4 60007 'Sir Nigel Gresley'.
Despite the dry conditions, 71000 produces a few slips as it departs but sounds to be making easy work of 7 coaches on the gradient into Newtondale.

As the wind had strengthened I decided that my spot on the hillside was becoming too exposed so decided on a change of location to the other side of the line; I also thought it would be a good time to visit the Weighbridge for refreshments; good timing as I just got there in time for the last bacon sandwich!
Suitably refreshed, I headed off into the trees on the east side of the line and found that, at ground level, there was very little wind however, the tops of the trees were waving about nicely and causing some interesting creaks and rattles.
Returning from Pickering was 60007 which also manages to slip on starting but again, 7 coaches proves an easy load on the gradient.
Heading the other way is BR Standard Class 4 2-6-0 76079 which is heard departing for Pickering as the sound of the A4 fades away. 76079 was carrying the number of class mate 76084. The 'real' 76084 is currently under restoration and may well appear on the NYMR at some point in the future.

76079 was next and I was more than happy with the sound of it departing for Grosmont!
Heading for Pickering was another visiting loco, BR Standard Tank 80072 which was piloting 44871. 80072 was also in disguise and was running as 80116, a loco at one time allocated to Whitby.

When 80072 and 44871 returned from Pickering, 44871 had been left at the rear of the train leaving 80072 to take it, plus 7 coaches away into Newtondale. As you can hear, this doesn't sound to be a problem.

71000 was next making its second round trip of the day.
Once again the loco produces a slip on starting and the other Black 5 I was able to record, 45407 can just be heard departing for Pickering as 71000 gets away.

My last recording for the day was of 45407 returning from Pickering and as the recording begins you can hear the panting of the loco's air brake pump.
Without the usual warning whistle, 45407 makes a most satisfactory, and very solid, start out of the station; no slips this time!
As the sound of the Black 5 fades away, 60007 departs for Pickering.
I should just add that it wasn't 45212 that I rode back to Pickering behind an hour later on my way home, it was 80072 but the rest of the roster was spot on.
Not too bad a way to spend a day even if I did only get two Black 5s!

Friday 6th May 2011, the last Friday of the NYMR Spring Gala was advertised as Black Five Friday intended to feature all five Black Fives that were on the railway for the Gala. Despite having only a little confidence that the railway would actually produce what was advertised, I couldn't risk missing such an the opportunity.
Arriving at Grosmont in time for the first train I was pleased to see that I was to, at least start the day with a Black 5 as 45428 was waiting with the 09:30 to Pickering.
Not having time to get anywhere further up the line (or so I thought) I headed to a spot at the top of the tunnel where I found it was quite windy but took shelter behind a gorse bush.
09:30 came and went but 45428 stayed put. No idea why but perhaps they were waiting for someone to start up the Class 24 down at the shed and for the RAF to arrive to try to spoil my recording both of which can be heard as the recording begins and as 45428 starts from the station, 45407 is moving about down at the shed.
Although the wind was a nuisance it did bring the sound back well and once through the tunnel the sound of the Black 5 comes back well.
A good start. One down, 4 to go!

Before the next train I walked up to my favourite field near Dowson Garth farm at the other side of the valley from the line at Green End and found a nicely sheltered spot to await events.
The next train allowed me to cross off two more Black Fives; 45407 & 44871 were double heading.
7 coaches isn't a heavy load for two Black 5s so neither have to work all that hard on the 1 in 49 gradient.

Next came the Black Five that I had been looking forward to record; 44767.
Listen to this recording and you'll soon realise that I wasn't disappointed!
I'd strongly recommend headphones for this and most of the other recordings.

So, that was four down, just one to go. Could the railway do it? Actually produce all five Black Fives?
You bet. 45212 was on the next departure from Grosmont and sounds very good on the gradient.
In this, as well as the previous track, I could just hear the locos all the way up to Goathland.

The next train made a change from wall to wall Black Fives having 80072 piloting 76079.
Earlier in the day, 80072 had been booked to work a demonstration freight but, aside from the loco making a light engine run to Goathland and back, no freight train appeared. No idea what happened to the freight or indeed, why there was a light engine move.
Once again with this double header, the pair weren't too noisy climbing to Goathland.

After that, it was back to Black Fives with 45428 sounding satisfactorily loud.

My last recording here was of 44871 meaning that, unless it was on the 16:30 which I intended to record nearer to Grosmont station, 45407 would be the only one of the five that I wouldn't get on its own.
44871 sounds to be going very well indeed but isn't perhaps the loudest Black 5; it does sound nice and sharp though.
I did make one more recording near to Grosmont station before returning home but as it features 6619, I wouldn't be troubling you with it (it was rubbish anyway) unlike the rest of the day which had been excellent.
A day spent comparing Black 5s; what could be better?

On 16th March 2011 Vintage Trains had yet another tour featuring their GWR Castle 4-6-0 5043 'Earl of Mount Edgcumbe' intended to demonstrate once again that GW locos can climb hills!
The route of this tour included the steep climbs out of Manchester Victoria and to Copy Pit.
Our first recording was made at our usual recording spot on Platting Bank not far from Rochdale Road bridge and, as the recording begins a Metrolink tram can be heard descending towards Victoria. The Castle was booked to run non-stop through Victoria and, by the sound of things, that's exactly what has happened as speed seems far higher than it would have been from a standing start.
Once under Rochdale Road the sound of the hard working loco quickly dies away but a little sound did come back to us from the other side of the bridge. The Castle sounds to have lost a lot of speed; I wonder if it slipped or perhaps there was an adverse signal?

Our next recording was on the climb to Copy Pit and we decided to try the spot we had used many times before, high on the opposite hillside overlooking Lydgate Viaduct.
Conditions in Manchester had been nice and calm but here there was quite a stiff breeze which made it difficult to find shelter while still minimising the noise from the road down in the valley.
Because of the strong breeze we didn't expect to hear much as 5043 approached and so it proved but once through the short tunnel the Castle sounds to be going well with its 9 coach load.
We had hoped that, thanks to the breeze, the sound would carry back to us as 5043 continued on the climb but the arrival of a light aircraft scuppered that!

For our final recording we went to a spot about 4 miles west of Blackburn that we'd never tried before near Hoghton Tower where, although the gradient away from Blackburn is generally downhill there is a short uphill 1 in 110 at this point. Better still, we were able to find an excellent, well sheltered spot to set up our microphones and although there was no view of the line near our spot, we did have a distant view of the train's approach; something usually lacking at the spots we usually choose for our recordings!
We didn't expect 5043 to be working particularly hard here and, when it passed it was just motoring along nicely. Not a bad recording all the same.

An opportunity to get a recording on Shap presented itself when, on 26th March 2011 Vintage trains ran a tour from Tyseley to Carlisle and back, out via Shap and returning via the Settle - Carlisle line hauled by the LMS Princess Royal Pacific 601 'Princess Elizabeth'.
The date for this train was particularly fortuitous as I had an Australian friend visiting at the time who was understandably keen to see steam on Shap for the first time and I'm pleased to say that he wasn't disappointed in 6201's performance with its 11 coach train.
Conditions at Shap Wells were far from ideal; there was an easterly wind blowing which was difficult to avoid and worse, it carried the sound of traffic on the motorway to us a little too well. Still, there was nothing to be done about that and, at least it was dry with a little sun at times.
6201 turned up at about the expected time but it was well above Scout Green before we began to hear it. We could tell it was being worked very hard before we heard it by the way the exhaust was lifting and when it passed sounding particularly sharp, I would guess that speed was around 30 mph.
Nothing wrong with that with 11 coaches, including the usual Pullman cars at the front, behind the tender.

For the return, my Australian friend would have liked to have made a recording at Ais Gill but two factors made that location unsuitable. Firstly, it was exposed to the easterly wind but more importantly we spotted a short temporary speed restriction on the approach to the summit. Perhaps next time!
Instead of Ais Gill we chose the tried and tested spot at Greengate Bridge about a mile south of Kirkby Stephen station.
Again, the wind was a bit of a problem but at least, even if the view wasn't as good as at the summit, there was some shelter here.
Once again, Lizzie appeared just about on time and was going very well indeed on what is often the slowest part of the climb to Ais Gill.
One side effect of the wind was that it carried sound back from the other side of Birkett Tunnel not far away so we were also able to hear 6201 accelerate once it reached the easing of the gradient at Mallerstang.
I think my Australian friend was quite pleased with his first S&C lineside recording!
After that we headed down the motorway to try for a final recording on Whalley Bank and made it there with plenty of time to spare. Our fast run down the M6 proved fruitless as, long after the train should have passed, the information reached us that there had been difficulties with watering at Hellifield and in view of this we decided not to wait. As things eventually turned out we would have spent another hour waiting in the cold and dark so I think we made the correct decision!

On the day following our visit to Shap & the S&C my Australian friend and I went out for some more steam, this time on the North Yorkshire Moors Railway where, after the winter shut down and a few weekends of diesel haulage the railway was confidently expecting, unlike last year, to have plenty of locomotives available to start running a full steam service. Indeed, a press release suggested that it was full steam ahead. The reality proved a little different!
We had already heard that things had not gone according to plan on the previous day and knew that the first train off Pickering and the return from Grosmont would be diesel so we were able to have time for a later start and to call in at Pickering to see the almost complete new station roof.
Due to the works on the roof the railway was unable to have locos run round at Pickering which required locos to lay over at Pickering between trains and, thanks to having had one failure on Saturday, diesels were required to provide sufficient locos to operate the service.
After a look at the new roof we proceeded to Levisham and went up to Yorfall Wood for our first recording which proved to be of the Southern Railway S15 4-6-0 825 which had an easy job with just 5 coaches.
Some trackwork had been done here during the winter so there was a 15 mph speed restriction in force and as 825 approaches, the regulator is eased which causes the safety valves to lift.
Once clear the loco is opened up again and heads off into Newton Dale with the sound of its exhaust almost drowned out by bird song!

After recording 825 we headed back to the station where, of course, we took advantage of some refreshment (Bovril for me!) from the ladies at the Weighbridge before heading off again to record the next train from Pickering which was hauled by the BR Standard Class 4 2-6-0 76079.
As the recording begins, 45428 heads off towards Pickering raising some fine echoes in the valley before 76079 departs for Grosmont and Whitby.
As the sound of 76079 fades away into Newton Dale the volunteers down by the line continue building the smart new lineside fence!

As we knew that the next train off Pickering would be diesel hauled we headed off to Darnholme to record the heaviest train of the day, the diner.
This was hauled by 825 which sounds to be coping well with its 7 coach train on the gradient.

Having messed up getting a recording of 76079 at Esk Valley due to assuming that it was going to be diesel hauled I was quite keen to get what I expected to be a final recording of the day back at Levisham where, instead of the expected 825, 76079 turned up and, as you can hear, makes a fine sound departing. As the sound of the train fades away, a signal clatters back to danger.
After that, we thought that we'd be able to get a final recording of the last train off Grosmont which, according to the diagram, was booked for steam haulage. But I didn't think it would be. Unfortunately, I was proved right. Although the last train from Whitby was booked to run through to Pickering, the railway seemed quite happy to have their passengers trek across from as far down platform 2 as it's possible to stop then over to platform 3 and join the DMU to complete their journey. Why they didn't have the DMU in platform 2 and bring the train from Whitby in behind it, there was plenty of space, is beyond me!

On 26th February 2011 the Railway Touring Company ran a railtour from Lancaster to Buxton and back. I didn't think I was going to get out for this first outing of the year for main line steam but a good friend made my mind up for me.
The route for this train was out via Manchester and Stockport, returning via Peak Forest, Sheffield and the Calder Valley so our first recording was on Platting Bank of the pair climbing out of Manchester Victoria up the 1 in 59 and 1 in 47 gradient.
The train had been worked down from Lancaster by the Jubilee on its own and we expected to see 44871 come past light engine while we waited but there was no sign. It turned out that it had gone down early and been attached to the train at Eccles while the Jubilee took water so it was a bit of a surprise when, bang on time, we heard it departing from Victoria!
Eleven coaches was the load so, as you can hear, the pair had no problems on the steep gradient.
As they approach, a descending DMU squeals to a stop at a nearby signal and once the pair have passed the sound of the locos soon fades away beyond Rochdale Road Bridge.
Not a bad recording to start the day.

For our recording of 44871 & 5690 on their return from Buxton and we had chosen Peak Forest as our best chance of getting a good recording on the climb from Millers Dale.
Arriving there in good time we discovered that it appeared that everyone else had the same idea; the area was thronged with linesiders. I haven't seen so many in the same place since the early days of steam over the S&C when Ribblehead used to attract hundreds!
As well as trying to find an undisturbed recording spot we also had the problem of finding shelter from the now very strong wind and the best we could do was get a little protection behind the remains of a dry stone wall but the spot we chose had the added annoyance of a Class 66 diesel ticking over on a waiting northbound freight train at the other side of the line.
At about the expected time a little steam appeared away down the line as the pair came up from Millers Dale heading for a booked brief stop at Great Rocks Jc. about half a mile away. What happened next was almost unbelievable.
As the train reached Great Rocks Jc., the freight train across the line set off out of the siding onto the main line and stopped at the DBS signing on point just beyond Peak Forest signal box. What on earth were they thinking of? Surely it would have been sensible to give the charter a run through and let the freight, which I gather left almost 15 minutes later than its booked time, follow.
As this recording begins 44871 & 5690 can just be heard pulling away from Great Rocks Jc. while the freight can still be heard heading away from Peak Forest.
Of course a signal stop is inevitable and the Black 5 & Jubilee eventually come to a stand almost opposite my recording spot.
The signal remained at danger for almost another 10 minutes and by the time it clears the Black 5's safety valves have lifted.
Still, the pair sound well climbing away past Peak Forest heading for Dove Holes Tunnel.
Not a bad recording I suppose but it would have been so much better without the signal stop.

We had one more recording to make before calling it a day and headed for South Kirkby Jc. where the line from Sheffield joins the Doncaster to Leeds line.
We had recorded here some years before but the area now has a new road running across it which rather spoils things. Unfortunately, if the train was punctual, we didn't think we'd have enough time to find anywhere else so set up and hoped for the best.
It came as no surprise to find that the train was not running to time as, on our way from Peak Forest we had seen it awaiting a path at Chinley through the Hope Valley and it was about half an hour late when it passed.
Not the best recording I've ever made but it's always was worth a try.

After that first recording we headed to the other end of Summerseat station for a recording of the next train which would be heading for Bury. This was hauled by the visiting BR Standard Class 5 73129.
When I recorded this loco working on the Keighley & Worth Valley Railway last year I had been most impressed by the noise so was quite keen to get another recording of this loco.
Even though the line is descending towards Bury 73129 sounds good departing and although this is only a short recording, I was quite happy to get it.

After that we returned to our previous spot near Brooksbottom Tunnel for the next Rawtenstall bound train which was hauled by another visitor; BR Standard Class 4 2-6-4T 80072 from the Llangollen Railway.
Heard from the other side of the line the Tank makes a very gentle start out of the station but is opened up a little once clear of the speed restriction before entering the tunnel.

Back at the other end of the station, the next Bury bound train was hauled by 80080 which, according to the timetable was being banked downhill by 71000 at the rear of the train.
80080 sounds Ok departing but, aside from its whistle, the banker isn't audible!

Returning to Brooksbottom Tunnel we had another double header to record.
So far the railway had managed an all BR Standard line up of motive power but the next train spoiled that as piloting 73129 was the Ivatt Class 2 2-6-0 46443 which, while not a Standard design was built by BR in 1950.
As the train departs it is the Ivatt that is doing most of the work and 73129 remains almost silent until just before entering the tunnel when it is opened up dramatically.

Our last recording at Summerseat was of 80072 departing for Bury.
Once again the initial start is gentle but once under way, the loco is worked a little harder and accelerates away towards Bury.

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

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

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

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

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

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

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

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

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

In early December I found myself with a couple of hours to spare in York and naturally spent them in the National Railway Museum. Reaching the turntable in the main hall I was most surprised to run into an old friend that I hadn't seen in ages; none other than 'Maude'. I'm referring to the loco of that name, of course, rather than a lady friend!
'Maude', having served in France during the first world war was named after the general of the same name rather than a lady and looked a bit different to the way the loco used to look when I travelled behind it back in the 1980s. Then the loco carried the number 673 and North British Railway livery as a Class C Goods 0-6-0 but there on the turntable, looking very smart, 'Maude' had returned to BR black livery carrying the number 65243 as a J36 which was how I first saw the loco on Bathgate shed back in the 60s; an old friend indeed!
In the 1980s the Scottish Railway Preservation Society regularly made use of the loco on railtours from their Falkirk base and days out with 'Maude' could always be guaranteed to be entertaining...
My first outing with 'Maude' was on 15th October 1983 when this 1891 veteran worked a four coach train from Falkirk to Perth and back out via Stirling and back via the Forth Bridge.
During most of the day the loco never seemed to be steaming well but we did get to Perth without any unnecessary stops to regain boiler pressure or water level.
Returning from Perth via Ladybank, the final steep gradient to be climbed was that from Inverkeithing up to the Forth Bridge and would have been a most embarrassing part of the journey to stop short of steam!
Fortunately 673 was able to make the ascent on to the bridge without stopping - just!

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

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

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

On 1st December 1984 the SRPS ran a most interesting tour with 'Maude'. The train, named the Suburban Centenarian, was to celebrate the centenary of the Edinburgh Suburban line but the route of the tour also took in most of the Edinburgh - Glasgow main line.
We left Falkirk heading west and having passed under the Edinburgh - Glasgow main line 'Maude' had to tackle the rising gradient from Castlecary towards Cumbernauld. On the 1 in 98 gradient, although speed fell the loco sounded to be doing Ok but approaching Cumbernauld, although the gradients had eased a little it soon became apparent that all was not as it should be and eventually the sound of dragging brakes could be heard as the boiler pressure fells lower. The end result was never in any doubt.
A blow up was the order of the day and, with the boiler pressure at a more respectable level 'Maude' restarted the train and continued on the climb to pass Cumbernauld station which marks the summit where this recording begins.
The driver decides to take full advantage of the falling gradients beyond and allows the loco to reach our top speed for the day, 45 mph. Not bad for a loco restricted to 35!

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

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

A good 15 minutes after the previous track ended 'Maude' has finally reached the final steeper gradient to the summit of the line at Morningside Road.
It's a shame that these trains no longer run. Do you know, I really miss riding round the Edinburgh Sub a dozen or more times in a weekend with Santa and 'Maude'!

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

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

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

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

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

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