1985

1985 was quite a year. For one thing it almost bankrupted me. You see during the course of those 12 months I travelled almost 12,000 miles behind steam locomotives on the main line.
At times it was quite hard work.
1985 was the year of the 150th Anniversary of the Great Western Railway. Sadly, the GW150 celebrations never quite lived up to the hype. Then there were 22 Scarborough Spa Expresses to do. Steam out of Marylebone was just beginning. There were a few trains in Scotland to do. Add to these the normal round of Cumbrian Mountain Expresses etc. and you can see how the mileage (and expense) added up.
Still, despite everything, I'm glad I did it. I couldn't even contemplate it at today's prices!

The first stirrings of GW150

Anyone who experienced it (I'm tempted to say the full horror of it!) will never forget that 1985 was the year of the 150th Anniversary of the Great Western Railway.
The events celebrating GW150 were spread throughout much of the year involving a great deal of what, on the face of it, sounded like some very attractive main line steam activity. The reality proved to be somewhat different!
Actually, to use the word 'horror' isn't quite fair. Much of what we experienced was quite good and there were one or two outstanding runs to offset the disasters.
Sadly, the running behind 4930 'Hagley Hall' on 2nd February 1985 although not a disaster could not in any way be described as even 'quite good', it was dire in the extreme!
The train was the first over yet another new route for steam. Starting from Newport we ran through Chepstow to Gloucester then headed for Swindon over Sapperton.
With a train of just 8 coaches we expected the Hall to do well on Sapperton bank which steepens to 1 in 60 but, thanks to the crew working the engine very easily (I don't believe that the regulator was out of the pilot valve at any time) we fell to just 10 mph on this section.
This is how the Hall sounded climbing the last of the 1 in 60 gradient and entering Sapperton Long Tunnel where the gradient eases.
And the excuse for this 'performance'? There were to be a series of steam hauled shuttle trains between Gloucester and Swindon during the summer months and the powers that be wanted to see how easily the Hall could cope with the load! Nice of us to pay for them to practice wasn't it.

SLOA stewards (nearly) always remained calm!

On 23rd February 1985 Black 5 44767 and Jubilee 5690 'Leander' double headed the Thames - Eden Express which was steam hauled from Manchester to Carlisle.
With two engines to service frequent water stops were the order of the day. Despite having taken water at Blackburn we had another water stop at Long Preston. In this recording the pair are heard departing and heading for Settle Jc.
So, what does this have to do with SLOA Stewards?
Those of you who were regular travellers on specials at this time will recall that there were always plenty of stewards on hand on these special trains, indeed sometimes it seemed that there were more stewards than passengers and at water and photo stops stewards were positioned at various points to ensure that none of the passengers trespassed on running lines.
Well, as you will hear, it seems that the tenders were topped up far sooner than at least one steward, who had best remain nameless, expected!
Fear not, he wasn't lost forever, he was waiting for us at Garsdale when we stopped there for water having cadged a lift with a lineside photographer

A Jubilee in Scotland

Jubilee 5690 'Leander' and Black 5 44767 after having worked northbound over the Settle-Carlisle route had continued into Scotland.
The pair were booked to work the Fair Maid from Edinburgh to Perth and back on 30th March 1985 with 'Leander' working the outward journey and the Black 5 taking the return.
In this recording the Jubilee is heard recovering from a PWS near Larbert and starting on the short climb to Plean.

GW150 - Steam to Plymouth

Easter Sunday 7th April 1985 was confidently expected to go down in the history of railway preservation as a very memorable date and, indeed, it did, though not for the right reasons.
One of the main events was the planned 6 steam hauled trains on the main line between Bristol and Plymouth including the steep South Devon banks and the first of these trains ran on that date.
Motive power for this first train was King 4-6-0 6000 'King George V' and 4-6-0 7819 'Hinton Manor' and, in true Great Western tradition, the train engine was coupled in front of the assisting loco.
This recording was made as, just a few minutes late, the pair at the head of 13 fully laden coaches depart from Bristol Temple Meads as a band on the platform plays what later proves to be some very appropriate music. Leaving Bristol almost every vantage point was packed with spectators. We must have presented a magnificent sight and one group of onlookers burst into spontaneous applause as we passed

Later, after a satisfactory run from Bristol with speeds in the mid 60's it became apparent as we approached Taunton that all was not well with the King. Smoke could be seen emerging from underneath the right hand side of the tender and, once we had stopped in the station for our booked water stop the King was detached and moved to the bay platform. On the tender, the right hand leading axlebox had run hot and the damage was serious enough to preclude the King continuing further west. While we passengers were very disappointed the King's support crew members were devastated and a few had tears in their eyes.
Meanwhile we were left with 7819 at the head of an almost 500 ton train and lots of climbing ahead.
The decision was taken to allow the Manor to continue but with diesel assistance on the banks. Two Class 37s appeared and were coupled at the rear of the train, initially as far as Tiverton Jc. to provide assistance over Whiteball. The plan was that the Manor would then run unassisted from Tiverton Jc. to Newton Abbot where the diesels would be reattached for the South Devon banks.
Over Whiteball, despite the diesel assistance the crew on the Manor were doing their best to provide some entertainment and, after the diesels had been detached at Tiverton Jc. we had some sprightly running down to Exeter.
They say that lightning never strikes twice in the same place but, on that Sunday, it did. Approaching Exeter we were stopped by signals at Cowley Bridge Jc. Having got the road 7819 soon has the train under way but we were all too aware what the clearly audible high pitched whistle indicated.
You guessed it, another overheated axelbox. What was even more remarkable was that the offending axelbox was the right hand leading one on the Manor's tender the same one that had affected the King.
And that was the end of steam haulage. We continued with diesel haulage to Plymouth in a very sombre mood, especially since some of us had booked to do the return journey from Plymouth to Bristol on the following day.
So, why was the music at Bristol so appropriate? Well, 'Wish me luck as you wave me good-bye' was reputed to be the tune that was played at Southampton as the 'Titanic' departed on her maiden voyage.

Came the dawn.
On arrival at Plymouth North Road station on the morning of Easter Monday 8th April 1985 we were delighted to discover that, not only had 'Hinton Manor' been repaired but that 4930 'Hagley Hall' had arrived having travelled overnight from the Severn Valley Railway.
What was not quite so good was the quality of the coal provided for the journey. Someone had ordered the wrong grade of coal and the small stuff delivered caused problems for the fireman. Still, we were getting our steam hauled run where, 12 hours before it had seemed most unlikely. So, 15 minutes later than planned, in somewhat higher sprits than we had expected to be, we departed from Plymouth for Bristol.
The first of the South Devon banks, Hemerdon, is encountered just a few miles from the start. Falling gradients soon after leaving Plymouth usually allow the bank to be approached at a reasonable speed but we were denied this by signal checks out to Laira and passed Plympton at the foot of the bank with speed in the low 30's.
Once on to the bank itself and on a gradient of 1 in 41 speed fell with alarming rapidity. What we didn't know was that Manor was down to 120 psi and the Hall wasn't doing a great deal better. Still, the pair soon settled down to a steady 10 to 12 mph on the gradient and the sound effects were quite satisfactory as you can hear in this recording made as the pair reach the top of the climb at Hemerdon Sidings.
Despite the poor coal the rest of the run to Bristol was accomplished successfully and without any drama or too much excitement. But at least we made it.

The next attempt to have a steam hauled run run from Bristol to Plymouth was made on 7th July 1985. This time motive power was to be Castle 5051 'Drysllwyn Castle' and Hall 4930 'Hagley Hall'.
We had been on a railtour the previous day which had not been without it's problems. The motive power had not been as booked as this train had been intended to be hauled by the 4-4-0 'City of Truro' which wasn't ready in time so we had 7029 'Clun Castle' instead and the other loco involved, 4930, wasn't steaming well. This proved to be due to leaking tubes. 5051 almost became involved in this railtour as a replacement for the Hall but it failed with brake problems.
By the following morning both locos had been repaired, the Castle's brake problem proved to be minor and the Hall's tubes had, apparently, succumbed to treatment and we were able to depart from Bristol no more than 30 minutes late.
Time was gained to Taunton where the Hall's tubes were found to be leaking again but this wasn't thought to be serious enough to cause problems.
Soon after leaving Taunton the Hall's fire began to give cause for concern. Nothing to do with leaking tubes but clinker. Still we made it to Exeter and took water and had a photostop at Dawlish Warren. This was followed by a run along the sea wall in glorious sunshine and yet another water stop at Newton Abbot from which we departed about 50 minutes late.

Now for the main event, the South Devon banks.
The chance of getting a run at the ascent of Dainton was denied us by a track circuit failure at Aller Jc. requiring us to pass a signal at danger under the control of a hand signal man at a much reduced speed.
Once onto the bank, at first, although the locos did not seem to be being worked particularly hard but things appeared to be Ok.
By the time we were approaching Stoneycombe where this recording starts, although speed is low it appears that we are actually going to make it. Then the Castle, which is on the front of the Hall in correct GWR practice, loses its feet, is unable to get a grip and continues slipping. The Hall on the other hand does not slip and can be heard chuffing gently!
Unbeknown to us in the train the Hall's fire had clinkered up once again and, with boiler pressure and water level very low the crew were considering stopping for a blow up when the Castle began slipping. Eventually we come to a stand with the steepest part of the bank still ahead

An initial attempt to restart the train was unsuccessful and the crew hand sanded the track for a second attempt which was also unsuccessful.
Eventually the decision was taken to summon diesel assistance and, in due course, diesel 50045 arrived having been detached from a service train standing at Aller Jc. and was coupled on to the rear of the train. Initial attempts to restart resulted in the diesel suffering an overload trip but eventually we got under way but had to have a further stop at the summit at Dainton as the crew on the Hall did not want to proceed onto the falling gradient beyond for fear of the change in gradient to causing the low level of water in the boiler uncovering the fire box crown! At this point the diesel was still in Dainton tunnel and had to be uncoupled there before it could return to it's train standing at Aller Jc., one of ten that we had delayed.
Eventually we proceeded down to Totnes where after yet more delay the tour reversed before returning to London diesel hauled.
After this fiasco it came as no surprise that steam hauled trains were now banned from running westbound between Bristol & Plymouth!
A week later 5051 & 4930 worked a train back to Bristol but with steam haulage starting at Newton Abbot, the excuse being 'fire risk'.
It was to be 13 years before I was able to get steam haulage into Plymouth from on the east!

The last 'proper' SSE season

After all the trials and tribulations of GW 150 help was at hand for, on the 9th July 1985 the Scarborough Spa Express season began. With 22 trains booked to run in the next two months we had plenty of entertainment to look forward to!
The operation of these trains changed slightly in 1985 with the use of two locomotives each day, one to cover the morning and evening circles and another to run from York to Scarborough and back. The cynics amongst us felt that this was probably just an excuse to increase the running costs so that the trains would prove uneconomic and could be scrapped after this year. Sadly, this proved all too true and this was the last year that 'proper' SSEs ran.
Initially we found that we had a shortage of locos. Some previous performers were unavailable. Sadly 5305 was out of service undergoing overhaul, 46229 was down at Marylebone and 92220 was away doing GW 150 things until the end of July. However 4771 'Green Arrow' was expected to be returned from overhaul at Dairycoates 'any day now'. Indeed, a certain Humberside loco engineer kept telling us how glad he would be to see the back of it. He threatened to return it with new nameplates reading 'F***ing Arrer' since that was how it was usually referred to in Hull having been nothing but trouble since they got it for overhaul! This meant that the only locomotives available at the start of the season were the Southern Railway pair King Arthur 4-6-0 777 'Sir Lamiel' and West Country Pacific 34092 'City of Wells' which was usually turned out in full Golden Arrow regalia!

The best part of an SSE from the enthusiast point of view was the 'Evening Circle' from York via Leeds & Harrogate back to York, particularly the climb from Leeds to Horsforth and, in the previous year we had been witness to some remarkable running up the gradient, generally at 1 in 90 and 1 in 100. On the final train in 1984 we had had a run in just over 9 minutes Leeds behind 92220 which we thought pretty well unbeatable.
On the 14th July 1985 34092 'City of Wells' in the very capable hands of York driver Derek Gell completed the same run in less than 8½ minutes taking just over 5 minutes from Wortley Jc. with a sustained speed on the gradient of 55 mph. A remarkable performance!
This run proved to be the record for the season and, to the best of my knowledge has never been bettered. This recording was made passing through Headingley at a little over 50 mph.

9F 2-10-0 92220 'Evening Star' returned from it's GW150 commitments at the beginning of August and was able to take over from 'City of Wells' which was returning home to the Keighley & Worth Valley Railway.
On 4th August 1985 the 9F is heard in this recording departing from York for Scarborough.

The V2 4771 'Green Arrow' did actually put in a rather late appearance on the SSEs and worked for the first time on 25th August when it was booked for the morning and evening circles.
On arrival back at York after the morning circle the loco was found to have run a driving wheel axle box hot and took no further part in the proceedings.
The loco that did most work on the Scarborough Spa Expresses in 1985 was the King Arthur 777 'Sir Lamiel'.
This recording is of the Arthur, the loco that worked on 20 out of 22 days in the course of which covering almost 2300 miles, making a fine sound passing Headingley during the evening circle of 22nd August 1985.

Sadly 1985 proved to be the last 'proper' season of Scarborough Spa Expresses. Our fears about the new area management at York wanting to show the operation in a bad light economically proved only too true and, although the Scarborough Spa Express ran in the following and some subsequent years, it was only been between York and Scarborough and there has never been a regular operation over the complete route since.
For myself it was sometimes quite hard to arrange things to be able to get out on each of the 22 days that the SSE ran each year but I'm certainly glad that I did.
That I did turn out each day was mainly due to the enthusiasm shown by the York loco crews, not just drivers but firemen and loco inspectors too. I always felt that, since they appeared to be doing all this for me and the other regulars, it would be the height of bad manners not to be present!
Without them and their enthusiasm for the operation, which built up over the years it would just not have been the same.
We will never see the like again.

Steam into Cornwall...

One thing that we did do in 1985 was travel about a lot! After being in Scotland the previous week, Friday 6th September 1985 saw steam return to the main line in Cornwall for the first time since the 60's and, of course, the regulars were all there. That's 'all there' in the physical sense, mentally I'm not so sure.
As part of the GW 150 celebrations 3440 'City of Truro' was booked to work a train from Plymouth to it's namesake city but, as you might have guessed, the loco wasn't ready in time so the honour fell to Castle 7029 'Clun Castle'. An early start from Plymouth saw us reach Par without any difficulty or excitement and not very much noise either.
From Par to Truro the loco worked tender first having turned on the turntable still in existence at St. Blazey depot not far away. With 7029 back from turning and servicing it sounds like the entire population of Par has turned out to see us as we depart. And why weren't those children at school?

...and into West Wales

Another new route saw preserved steam for the first time on 21st September 1985 when, as part of the GW 150 celebrations a series of trains were run over the weekend from Swansea to Carmarthen with Hall 6960 'Raveningham Hall' and Castle 5051 'Drysllwyn Castle' although the later only worked the last train on the afternoon of the following day.
I didn't reach Swansea until the Saturday afternoon and was only able to do the final run to Carmarthen.
I recall meeting another regular on the platform at Swansea who had done the other trips that day and who took great pleasure in telling me that, until then, the trash had been tremendous! He then took even greater pleasure in informing me that for the last trip that day we were having a change of crew and that the driver taking over was reputed to be a 'gnome'! Sadly this proved to be the all too true.
The main interest from the point of view of noise was the steep climb from Swansea to Cockett but this was taken fairly gently by this driver.
Had this run been really good I would have been rather annoyed as, soon after we started on the climb I was accosted by a very large, very Welsh lady who insisted that she had to get to the window that I was using to record from. Since it was obvious that she wouldn't have taken no for an answer and she was a lot bigger than me I let her. It turned out that she wanted to wave to her house as we passed! Due to her size I was unable to see if it waved back.
Eventually I was able to reclaim my window and was in time to record 'Raveningham Hall' reach the top of the 1 in 52 gradient and enter Cockett Tunnel where the gradient eases.

Maximum Power!

Throughout the summer of 1985 46229 'Duchess of Hamilton' had been based at Marylebone and in the capable hands of the steam drivers there had provided some remarkable performances.
On 5th October 1985 the locomotive travelled north on it's way back to York to work it's last few trains before coming out for overhaul and, on this last run out of Marylebone we were hoping for something special!
During the early stages of the journey, while the running was good enough, the engine wasn't worked particularly hard. This situation changed dramatically after High Wycombe.
This recording starts soon after passing through the station, where there is a speed restriction, at around 30 mph.
Clear of the restriction the driver opens the engine up ready for the climb to Saunderton.
On gradients never steeper than 1 in 164 speed rose rapidly and, in just over 2 miles had topped 60 mph. The driver gradually extended the cut off and speed continued to rise and, after this section of the complete recording has ended, reaches a little over 72 mph before the regulator is closed close to the summit.
A truly remarkable performance with a 12 coach load providing us with one of the highest power outputs ever produced by a steam locomotive in the UK. We had been hoping for something special and we certainly weren't disappointed!
The Duchess worked two more trains after this, both over the S&C before coming out of traffic for an overhaul which, for various reasons became quite protracted and it wasn't until 1990 that we saw the locomotive back on the main line.

Success!

The last Great Western Limited, in connection with GW 150, ran from Plymouth to Bristol on 27th October 1985.
This run was an extra that had been arranged specially for those who had suffered the disappointment of the very first train in the series. The motive power was the same locomotives that had both failed with hot tender axle boxes on that first run, 7819 'Hinton Manor' & 6000 'King George V'.
I'm glad to be able to report that no similar problems occurred on this occasion and, indeed, the entire run went very well with some quite good running at times.
When double heading was called for it was normal GWR practice was for the smaller pilot engine, in this case 7819, to be coupled behind the train engine. No other railway did it this way but the GWR believed that there were just two ways to do things, their way and the wrong way. However, on this occasion, when we left Plymouth we had 7819 on the front of the King.
The GW took over during the water stop at Newton Abbot as both locomotives had to come off the train to reach the watering point the opportunity was taken to get them back on the train in the right order, with the King on the front of the Manor in correct GWR practice!
Later, after a crew change and another water stop 6000 & 7819 are heard departing from Exeter ready for the climb to Whiteball

Marylebone again.

Steam out of Marylebone was proving to be a great success and the next visitor to work trains to Stratford should have been 60009 'Union of South Africa'.
The A4 had worked a train for the SRPS from Kilmarnock to Keighley from where it continued to York and had been booked to continue south to take up it's workings out of Marylebone on September 28th.
While at York it was intended that the A4 would have some work carried out to rectify a problem with its springs. However, the problem was found to be far more serious than had been anticipated and, eventually it was decided that, instead of proceeding to Marylebone it would be going to Doncaster Works instead where facilities were available to carry out the work.
As they say, it's an ill wind, and while we were disappointed not to have the A4, we were pleased to discover that the replacement engine was to be 34092 'City of Wells' which ran, engine and coach down to London on 1st November to work to Stratford and back on the following day.
In this recording made soon after the start of the return journey from Stratford upon Avon, 34092 with 12 coaches behind the tender is just beginning to climb the 1 in 75 gradient in fine style.

The V2 at last

After it's much delayed return and subsequent failure with a hot axle box on the Scarborough Spa Express many were looking forward to having the V2 2-6-2 4771 'Green Arrow' back on the main line.
This happened on 9th November 1985 when the loco worked the White Rose with steam haulage from Sheffield to Manchester then back to York.
Like every other train that had worked this itinerary the V2 suffered a signal check before being allowed to cross to the Hope Valley line approaching Dore & Totley. In this recording we hear 4771 recovering from the check and continuing the 1 in 100 climb towards Totley Tunnel.

Round and round the 'Sub' with Santa

After the success of running Santa Specials around the Edinburgh Suburban line in 1984 the SRPS decided to repeat the exercise over the weekend of 14/15th December 1985.
Motive power was, once again, the veteran North British Railway Class C Goods 0-6-0 673 'Maude'.
This year, unlike 1984, trains ran clockwise around the suburban line. From a sound recording point of view this was rather a pity as the gradients in this direction are much less severe than travelling the other way. Still, once the priming stops, 673 makes a fine sound climbing away from Portobello Jc.

Black 5 Back

Black 5 5305 just made it back into traffic after overhaul before the end of the year in time to work a Santa Special for the Humberside Locomotive Preservation Group from Hull to Scarborough and back on 28th December 1985.
After an excellent climb of Bridlington Bank we were checked by signals approaching Filey, presumably while the signalman closed the gates on the level crossing beyond the station. Eventually the signals clear and 5305 begins to accelerate through the station and on towards Scarborough

102.3?

One of the locomotives most looked forward to in connection with GW 150 was the 4-4-0 3440 'City of Truro'. As you will have read in notes to previous recordings this locomotive had been booked for various trains throughout the year but had never been ready in time to take up it's booked workings.
At last, in late October, the locomotive was ready for it's first main line passenger run. This was advertised originally for 13th October but actually ran a week later on 20th because, surprise, surprise, the engine wasn't ready for the earlier date. The booking form for this tour said that it was 'a rare opportunity to spend an afternoon in the West Country with 3440'. And the bargain fare for this outing? Just £45! Which, to be fair, did include Lunch and Dinner.
After much speculation, because the route and destination for this first run was supposed to be kept secret, we discovered that the route for this train was going to be Gloucester to Newport and back. Hardly West Country!
Under the circumstances it was hardly surprising that the train attracted less than 100 passengers, which of course did not include me!

So it was that my first opportunity to ride behind the engine came on the final main line steam trip of the year on 30th December 1985. This was yet another Santa Special, this time from Kidderminster to Hereford and back and with 'City of Truro' we also had 4930 'Hagley Hall'.
On the climb into the Malvern Hills we were stopped by signals at Malvern Wells awaiting a train clearing the single track section that begins there.
With the section clear the pair restart on the 1 in 80 gradient while a spectator's dog sounds to be trying to get in on the act!
But hark! What is that high pitched whistling sound that we can hear? No, surely not! It couldn't be, could it? But it was. When we stopped at Ledbury a little later it came as no great surprise to us in the train when it was found that an axle box on the Hall's tender had run hot. We proceeded from there to Hereford at reduced speed with the prospect of a diesel hauled run back to Kidderminster to look forward to.

We were booked to have a break of about 90 minutes at Hereford while the engines were turned and serviced but, since they had decided to try to get the Hall fit for the return journey and we had been quite late arriving it was well after dark when steam was seen approaching from the north and we discovered that the Hall had been repaired and that we were to have a steam hauled run back to Kidderminster after all.

This final main line steam trip for 1985 saw the end of what, for me proved to be my busiest year for main line steam during which I travelled behind steam on the main line on no less than 77 days, covering a little less than 12,000 miles behind 22 different locomotives and paying far more than I could really afford for the privilege.
If 1986 had proved as busy I would have been penniless by the end of the year!