Even on a Saturday morning this station had plenty of movements with trains from Hull like this Class 158.

The once a week summer special EMT HST set also trundled thru on its way to Scarborough for the day.

Another train to Leeds, this one going via Barnsley and Wakefield

To make the connection we left the Shepley flyer at Meadowhall to intercept the York train at Meadowhall station.

Here the luxury pacer is just approaching the station, will there be a refreshment service on this train?

The three ladies en route to a weekend away to celebrate a birthday certainly came prepared with Champers and strawberries.....seemed slightly out of place as we passed Goldthorpe.

Yorkshire is still living off the effect of the Tour de France "Grand Depart". Holmfirth is still decorated with bunting and yellow bicycles, and every weekend the place is inundated with cyclists all wanting to pit their skills and strength against the Holme Moss climb.

Here the rebranded Northern 158 had just arrived from Carlisle.

The Steam train arrived into the platform just as we arrived, here its being prepared to run round the train

The boiler just showing behind the carriages as the engine takes on water for the climb back up to Oxenhope

The end of the line is Oxenhope, 600+ feet above sea level. its a nice steady climb all the way from Keighley

The class was introduced in 1951. They were designed for mixed traffic use on secondary routes where the otherwise ubiquitous BR standard class 5 and their predecessors, the Black Fives, would be too heavy. They were essentially a tender version of the standard 4 2-6-4T, with similar characteristics to the GWR Manor Class, though unlike the Manors they were built to the universal loading gauge. They used the same running gear as the tank engine (with the leading bogie from the Standard Class 5), and substantially the same firebox, smokebox and boiler, although the boiler barrel was increased in length by 9 inches (229 mm).

Design work was done at Brighton by R. A. Riddles, with help from Swindon, Derby and Doncaster. Construction was at the BR Swindon Works.

The engine weighed 67.90 long tons (68.99 t; 76.05 short tons), was 60 ft 0 in (18.29 m) long, with 5 ft 8 in (1.727 m) diameter driving wheels. It had two cylinders of 18 inches (457 mm) diameter and 28 inches (711 mm) stroke operated at maximum boiler pressure of 225 lbf/in2 (1.55 MPa), to produce 25,515 lbf (113.5 kN) tractive effort. Its British Railways power classification was 4MT.

It normally used the standard BR2 or BR2A tender, which weighed 42.15 long tons (42.83 t; 47.21 short tons) and carried 3,500 imp gal (16,000 l; 4,200 US gal) of water and 6.00 long tons (6.10 t; 6.72 short tons) of coal. In this configuration its route availability was 4, almost universal over the British Railways network.

Having run round the engine pulls forward to re join the carriages

Here the STD 4 had just arrived with our train back in Keighley and was being prepared to run round to the rear of the train for its return journey

I believe that there was a former work colleague on the platform but for the life of me I cant remember his name...and so didn't make my introduction....if you read this and recognised me...I apologise for not saying hello.

Not much to note at Bradford, just a procession of 150/156 and 158s going to Leeds or Manchester

Our 150 turned up on time and trundled its way round via Halifax to Huddersfield