Scarborough Spa Express 1984

In the first edition of the web site I included some recordings made on board the Scarborough Spa Express in 1983. The Scarborough Spa, particularly the so called evening circle (from York, back to York via Leeds and Harrogate) became a firm favourite with many people a small, dare I say elite group,myself included, who made a point of traveling on the train for at least part of each day that it ran. As the SSE ran on 22 occasions each summer we soon became know as Club 22. A few members can be seen spoiling a photograph of the 9F on the right!
During the 1983 season, traveling so regularly we had started getting to know the York steam drivers and found that, with a bit of chatting up, many of them, given the chance would produce some really good performances for us, particularly on the evening circle. If the 1983 SSE season had been pretty good 1984 was even better.
'Duchess of Hamilton' was confidently expected to provide us with the best performances but the loco suffered from one disadvantage in that, due to it's size and limited clearances it had severe speed restrictions in a few places. The most serious of these from the performance point of view was the one under an overbridge just beyond Chaloners Whin soon after leaving York. One of our hopes for this year was that we would manage a York to Leeds run in under 30 mins. and this restriction, which only applied to the Duchess, was going to be a big handicap to that loco.
Heard on the evening of 12th July 1984 46229 begins to regain speed once clear of the bridge. On this particular evening, despite this check, we went on to reach Leeds in a little over 32 ½ mins. thanks to a clear road and a maximum speed of 76 mph at Church Fenton.

There were a number of places where whatever the running had been like good noise could almost be guaranteed. One such location was the climb from Crimple Viaduct up into Harrogate.
At a gradient of 1 in 91 and without the possibility of getting a run at the climb thanks to the sharp curve preceding Crimple Jc. whatever happened elsewhere this section could be counted on to produce something for the tape recorder!
On the evening of 19th July 1984 777 reaches the top of the climb in fine style.

The steepest gradient encountered by the Scarborough Spa Express was the 1 in 66 climb into Harrogate approaching from York.
During the morning circle on 24th July 1984 Black 5 5305 is heard approaching the top of this gradient which finishes almost at the platform end at Harrogate station where we stopped to pick up more passengers.

The loco in use on 31st July 1984 was 34092 'City of Wells'.
I had long been of the opinion that this engine was the one to give us the hoped for under 30 minute run from York to Leeds. I was wrong, but more of that elsewhere. There was no doubt about the Bullied Pacific's ability for fast running, it would go up Leeds Bank form Church Fenton to Garforth Ok and it didn't suffer the bridge restriction at Copmanthorpe that the Duchess did. All we needed was the right driver and a clear road!
On this evening, as we approached Micklefield I was beginning to think that, with a fast run into Leeds this could be the night. After departure from York we were doing 60 mph before Copmanthorpe and, after a max. of no more than 66 mph at Church Fenton we had sailed up Leeds Bank in almost total silence (most frustrating!) and were still doing 57 mph when the signalman in Peckfield Box saw fit to give us a red and that was the end of that.
Despite this check which brought us down to 17 mph we still took a little less than 33 minutes to reach Leeds. This how 34092 sounded soon after recovering from the check. Note how just before this track ends the exhaust falls away to almost nothing. I can almost hear Jock Adams muttering about drivers who can't even work a simple steam reverser! And who was the driver? I'm afraid I have no record of his name.

As far as enthusiast patronage was concerned the two busiest trains of this Scarborough Spa season were those hauled by 60009 'Union of South Africa'. After the stunning, or perhaps I should say, blazing performances that the loco had produced over the S&C we expected great things.
On the evening of 14th August 1984 the climb to Horsforth was marred by a signal check leaving Leeds nevertheless 'Union of South Africa' reached 45 mph approaching Horsforth.
This recording was made passing the top of the climb from Leeds at Horsforth and ends as the train enters Bramhope Tunnel.
The climb from Wortley Jc. to Horsforth was completed in a very good time of 6 mins. 23 secs.

The evening circle on 23rd August 1984 brought together my favourite loco, Black 5 5305, with one of York's best drivers, Derek Gell.
Given the right circumstances Derek was a driver who was prepared to run hard and run fast. That evening Derek got his chance to do both. The start out of York was marred by signals, nevertheless we had had a maximum of 75 mph before Church Fenton. The minimum on the climb beyond was 53 mph and it was only because of adverse signals at the start and finish of the journey that we took almost 32 ½ minutes to reach Leeds.
Now for the climb to Horsforth. I seem to recall that, on this occasion we were more than usually troubled by noisy kids! Fortunately they did not intrude too much on what I have long considered to be one of the best sound recordings that I have ever made. Once again signals spoilt the start out of Leeds and it was almost 7 minutes before we passed Wortley Jc. and Derek could begin to get 5305 on the move. In the front coach we had just been able the sound of the AWS horn in the cab as the loco approached Wortley Jc. but, despite not being assured of an unchecked climb Derek opens the Black Five up no doubt hoping for the best.
Passing Wortley Jc. speed had risen to 29 mph, by Headingley we were doing no less than 43 mph and speed continued to rise on the 1 in 100 gradient to a magnificent and sustained 46 mph, an absolutely superb performance. And the noise was tremendous!
Approaching Horsforth the distant signal was seen to be on but Derek, knowing that he would easily be able to stop the train at the home signal on the rising gradient, keeps the loco going all the way to Horsforth station where he shuts the regulator having taken just 6 minutes 22 seconds from Wortley Jc.
Lots of noise from a Great Western engine running to Scarborough is better than nothing these days I suppose but what I wouldn't give to do that again!
This recording was made on the final mile or so to Horsforth. What a superb sound.

The Scarborough Spa Express of 26th August 1984 will always stand out in my memory as one of the most remarkable steam hauled journeys that it has ever been my good fortune to make. The loco was 5305 with the usual 9 vehicles behind the tender.
Performance got off to a good start with what proved to be the fastest run from York to Harrogate for the season followed by an equally good, if not record breaking run from there to Leeds. Performance deteriorated a little after that and the running from there on to Scarborough was merely satisfactory.
It was during the evening that sparks really began to fly! From Scarborough to York although there was plenty of scope for fast running this rarely materialized with the usual running time being somewhere around an hour. We always felt that a time of 50 minutes or less should be achievable and, earlier in the season 'City of Wells' had done the run in just less than 51 minutes. On this occasion with a previously unknown driver by the name of Anderson we completed the run in no more than 50 minutes 11 seconds net despite a signal check near Malton and being brought to a stand by signals approaching York!  
Waiting to take over at York was Bernard Wilkinson who was another York driver who could always be counted on to do his best for us. On a Sunday at York we had plenty of time to talk to him while the loco took water and after ensuring that he knew what the current state of play was regarding fastest times the subject of a run to Leeds in under the half hour came up. I seem to recall that Bernard made some comment about having to put in a stop at Church Fenton to get the running time up to that figure. Someone then suggested that his young and only recently trained fireman might not be sufficiently capable. Bernard's reply was, 'I can fire it as well if need be!'.
This first recording was made departing from York. By the time the front coaches were clearing the end of York's Platform 8 we were left in no doubt that Bernard was really going for it although I'm sure that no one quite expected what followed.
As early as Chaloners Whin, passed in under 4 minutes from the start we were over 50 mph and 60 was exceeded before Copmanthorpe and speed was still rising

A little later, approaching Church Fenton I was in my usual back to the engine seat and was in a good position to see the expressions on the faces of spectators standing on the platform as we swept through the station at no less than 77 mph with the whistle sounding!
With the train onto the curve beyond the station and Leeds Bank ahead Bernard soon had the engine opened up until, a mile or so up the 1 in 143 gradient the loco was really roaring. The fireman was obviously doing a good job as despite the way the loco was being worked the safety valves lifted.
This was a really remarkable performance. Approaching Micklefield, passed in 4 minutes 31 secs. from Church Fenton, speed had only just dipped to below 60 mph and reached a minimum of 55 mph at the top of the bank before Garforth. On the falling gradients beyond Bernard kept steam on until we recorded a maximum of 74 mph at Cross Gates where the regulator was closed.
After this it would have been a shame had we been checked on the approach to Leeds and, fortunately we were not and came to a stand alongside Platform 6 in just 27 minutes and 6 seconds. I hardly need add that this time has never, to the best of my knowledge been bettered.
Oh, and the fireman? He coped perfectly well. Not surprising since he had hardly left his seat. Bernard was as good as his word and had fired it himself. What a driver!
This track was made near Micklefield.

Great things were hoped for from 92220 'Evening Star' since this was the loco that had provided us with some excellent performances on Scarborough Spa Expresses in 1983. So it was a great pity that the loco was only rostered for the last two days of the 1984 season. Even worse, the quality of the coal that was provided for the loco left a great deal to be desired. It was black but that was just about the only property it shared with proper coal. It seemed capable of producing vast quantities of ash but very little heat.
As we approached York on 28th August 1984 ready for the evening circle after some of worst running of the season things did not look promising. What made matters worse was the fact that our driver that evening was none other than Derek Gell who was as disappointed as we were when he heard about the coal. Nevertheless, as the loco took water Derek assured us that he would do his best for us while Kim Malyon and other support crew members were up in the tender trying to unearth some decent coal.
Under the circumstances the run to Leeds, although not very noisy was very good taking less than 33 minutes after a max. of only 62 mph at Church Fenton followed by a minimum of 49 mph up Leeds Bank.
Now for the climb to Horsforth. As we pulled out of Platform 9 at Leeds no one expected a really fast run. A little over 4½ minutes later, as we passed Wortley Jc. at 38 mph we realized that we could be wrong and 2½ minutes after that as we passed Headingley at 50 mph we were no longer in any doubt! We continued to accelerate and reached a max. of 56 mph before adverse signals at Horsforth put an end to things. Once again Derek had kept the engine going until we reached the station and the time of 9 minutes and 3 seconds from Leeds was the record for the year and the time from Wortley Jc. was only a few seconds slower than the record set by 'Duchess of Hamilton' earlier in the season.
This track was made near Headingley.