Next was the pick-up goods.
Running demonstration goods trains is a feature of most preserved railway's galas but I've not heard of another which runs a traditional branch line pick-up goods train and, while this has been a feature of the K&WVR for a few years now, this was the first time I've been able to get a recording of it doing its stuff. In past years the pick-up has always been the first train up the branch meaning that, for me with no car, actually getting to Oakworth in time for it would have been very difficult if not impossible.
This year, and I'd like to think that some serious lobbying from me has had some effect, the pick-up ran later in the day so I was able at last, to get a recording.
To keep the recording featured here to a reasonable length, (Including 16 minute recordings on the site would cost me far too much in bandwidth!) I've had to truncate it somewhat so I'm afraid you'll have to miss the sound of the BR Standard Class 4 2-6-4T 80002 climbing up from the loop with 6 wagons and a brake van. As this clip begins, 80002 has already uncoupled from its train and set back into the siding in Oakworth goods yard where three more wagons are waiting. With these attached the Standard Tank, slipping a little on the pointwork in the yard, takes them back out onto the main line before setting back onto the rest of the train.
Once the wagons are coupled and following a brake test, the Standard Tank takes the train away towards Haworth and Oxenhope while some of the many lineside photographers set off for their next master shot.

Although the weather forecast wasn't all that good there were plenty of lineside photographers about. Now, while it's nothing personal you understand, I find photographers are best avoided. You see they have a nasty habit of being unable to stop talking! Well, I think it's a nasty habit anyway and for my next recording, which was made a little way further down the line from Oakworth station towards Damems Loop, I found a large 'gallery' of them not far from my recording spot.
Hearing photographers talking on recordings is a something of a fact of life, particularly at a preserved railway gala and while I would happily do without it, as long as they aren't too intrusive, I can accept it as a bit of extra atmosphere but on this particular recording I must admit, I found them quite amusing!
Waiting for the next train to come up from the loop I was monitoring on headphones ready to start recording and could clearly hear them discussing what the chap at the top of the cutting at the other side of the line could be doing as I obviously wasn't getting much of a view up there. If you listen really carefully to the first few seconds of this track (try headphones) you will hear that they did eventually work it out, even identifying me almost correctly, just not quite getting the name right and confusing me with another David who owns a few locos and a railway company!
The next train was hauled by the WD 2-8-0 90733 which never seems to disappoint for noise and with 6 coaches behind the tender sounds fine climbing the gradient up from the loop.

The next train from Keighley was hauled by the visiting N2 and, as I wanted as good a recording as possible, I moved a little further down the line towards Damems Loop to try to minimise any 'photographic interference'!
I have to say that 1744 in its GNR livery with 5 teak coaches did look the part and didn't sound too bad either climbing the 1 in 60 gradient into Oakworth station.

As I needed to get home at a reasonable hour, after the last recording, I caught the train hauled by the N2 back down to Keighley but before leaving, I wanted just one more recording.
The Hudswell Clarke 0-6-0T 1704 'Nunlow' which is looked after by the Bahamas Locomotive Society at Ingrow usually only sees use on the railway at galas and, even then, only on short trains of two or three coaches usually running shuttles between Keighley and Ingrow but, for this, gala the loco was being allowed to stretch its legs over the full line, what's more with a train of 5 coaches.
To be honest, as I set up my equipment at Keighley I expected that I would be recording a bit of a struggle as ‘Nunlow’ attempted to drag 5 round the curve out of the station but, as you'll hear, I was wrong!

They say that lightning never strikes twice. Well, they are wrong.
Saturday 13th February 2010 should have seen the re-run of the train that we went out to record two weeks previously hauled by 46115 which failed at Preston with brake problems. As the re-run featured an improved itinerary which gave us more opportunities for recording we went out for this again.
This time 46115 got a bit further failing near Eccles with the more serious problem of a badly damaged middle cylinder. Once again, while waiting on Platting Bank, thanks to mobile 'phones, we learned of the failure and cancellation not long after the train had been due and, after apprising a few other lineside observers of the news, headed off for, for me at least, a second visit to the K&WVR's Gala.
After a very scenic drive over the moors we reached Oxenhope and, not having lineside passes or hi-viz with us, we headed for the usual field and were in plenty of time to record 90733 coming up from Haworth.
As well as being unprepared with lineside passes we also didn't have a copy of the timetable having only managed to get a look at it on the web via a mobile 'phone; not the easiest thing to read on a tiny screen so when the WD stopped at the loco shed we assumed that it was to attached another loco but this proved not to be the case.

We remained where we were for the next train which we expected to be hauled by the N2, 1744 double heading with 41241.
I'm no great fan of double-headers, especially on short trains but there is something worse than a double header and when we heard the train stop at the loco shed we feared the worst; a triple header!
In due course 80002 was attached to the pair and the Standard Tank is just about all that can be heard as the three pass on the way up to Oxenhope If only we'd thought to bring a copy of the timetable with us, just in case...

After that we moved down to a spot near the river between Ingrow and Damems and after just missing a recording of the WD we got 41241 on just two coaches with the Jinty 47279 on the back passing with an 'express' shuttle to Damems.

For our last few recordings we went down to Keighley to a spot not far from the station near Globe Curve with the prospect of three trains to record in just over half an hour.
The first of these was a short freight train running to Ingrow hauled by 47279 with 41241 on the back and while banking passenger trains on the railway isn't normally permitted, there is no such restriction on goods trains so the Ivatt can be heard providing some healthy assistance in the rear.

Next was a passenger shuttle also running to Ingrow hauled by 1704 'Nunlow', this time with a more usual two coaches.
If five coaches the previous day weren't a problem, two made very easy work.

The last train we recorded leaving Keighley was hauled by the N2.
With a full 6 coach load, 1744 makes a steady and solid, if unspectacular departure on the steep curving gradient out of the station before accelerating a little as it passes.

As we were in the area and had to return through Bury anyway, we decided to have a look to see if there was any scope for getting a recording of the K4 going over the notorious 'Ski Jump' where the line crosses the Metrolink tramway not far from Bolton Street station.
In a busy town centre location such as this we didn't hold out much hope but did find a spot near the lineside in the small park between Knowlseley Street and Manchester Road by the Whitehead Clock Tower.
With all the traffic noise, this was never going to be a long recording but, very briefly, 61994 does sound fine as it passes - though we could have done without the motorbike!

After the previous recording steamsounds returned to normal and I headed off to Whitby station for a ride on the North Yorkshire Moors Railway and despite having recording equipment with me, instead of going for one of my usual lineside recording sessions, I just intended to have a relaxing ride. However, before returning to Whitby I did have an opportunity for just one recording.
This was of the line's resident star loco, the ex LNER A4 Pacific 60007 'Sir Nigel Gresley' which is heard leaving Grosmont for Pickering with a very well loaded 7 coach train in this recording made during the afternoon of 28th October 2009.

On the following day, Saturday 28th November 2009, we had two steam hauled trains on the main line to go out for and the first of these saw another LNER Pacific visiting York. This time it was the A4 60007 'Sir Nigel Gresley' which, now that the NYMR season is over, can escape for a few trips on the main line. The train that day was running from Newcastle to Kings cross before returning north diesel hauled.
Having seen the A4 arrive at York station for a water stop we went off to a spot near the site of Chaloners Whin Jc. to get a recording of 60007 heading south.
Like other locations to the south of York, there being 4 tracks, this one suffers from the risk of a recording being spoiled by other trains passing. We were lucky this time as only one, fairly quiet DMU passed while we could hear the A4 approaching and the road noise from the nearby A64 wasn't too bad either.
With 13 coaches behind the tender the A4 was accelerating well when it passed and the driver even gave us an acknowledging whistle; Tony was most impressed!
I'm told that the run down to Kings Cross was excellent. The diesel hauled return however, wasn't as the diesel suffered brake problems shortly after leaving London resulting in the train reaching Peterborough very late. Worse still, there were engineering possession further north which meant that the train couldn't proceed further and passengers had to wait for coaches to get them home, most not reaching their beds until the early hours of the following morning. Not good...

A water stop at Hellifield gave us plenty of time to get in front of the train for a recording on Giggleswick Bank.
Giggleswick Bank used to be very popular with sound recordists but that changed with the arrival of the Settle Bypass which meant that the best spots were all blighted by road noise and there is now only one place almost at the summit that is useable as, at that point, the road is about a 1/3rd of a mile away.
Conditions on this particular evening were excellent with almost no wind and, aside from the distant road noise, all we had was silence until the faint sound of the Jubilee's whistle as it passed Settle Jc. about 3 miles away alerted us and we were able to record 5690's climb all the way from Settle Jc. The clip here is just the last part of an 8 minute recording of the Jubilee's climb until it passed the top of the bank just beyond our recording spot and accelerated away on the falling gradients after the summit. The complete recording is available on the steamsounds from the Lineside 2009 audio CD!
As the rear of the train passes, it sounds as though the Class 47 had been providing some assistance on the climb but that in no way spoils the recording.
As the sound of the train fades away on the falling gradient towards Eldroth a skein of geese are also heading north; an excellent way to end an excellent recording.

On the following day, despite providing my Antipodean visitor with a sample of Yorkshire Sunshine, the wet variety, we set off to have a look at the Keighley and Worth Valley Railway.
Of course, it's that time of year again when the preserved lines make lots of money by running Santa Trains and the K&WVR is no exception. Indeed, I think I may be right in saying that they were if not the first, then certainly one of the first to run them.
On Sunday 29th November 2009 the 'Santa' locos in use were ex LMS Ivatt 2-6-2T 41241 piloting BR Standard Class 4 2-6-4T 80002 which were hauling a 6 coach train with the railway's Class 25 diesel attached at the rear.
We reached Keighley just in time to see the pair departing but without time to set up for a recording.
For the next Santa train up the valley we went to a spot between Ingrow and Damems by the River Worth which, with all the rain, was in spate and the pair are heard in this recording climbing the 1 in 56 gradient.

Before his return home, Tony was back with me for some more steam the following weekend but the Saturday saw a marked lack of it on the main line here in the north and we had to make do with a preserved Class 52 diesel instead!
Fear not, you will not be hearing a recording of it here but for those interested, you may find a recording on Tony's site; yes, believe it or not, there really are people who record diesels. And there's even a video on YouTube; though you may not believe who took it!
On Sunday 6th December 2009 we did a little better as the K&WVR isn't the only one to cash in on Santa; the North Yorkshire Moors Railway does it too and they were running Santa trains from both Grosmont and Pickering. As running up to Goathland wasn't a possibility due to the on-going work on Bridge 30, the Grosmont Santas were running on the Esk Valley line through Glaisdale toward Lealholm with the ex SR Schools Class 4-4-0 30926 'Repton' on a 7 coach train with the Class 25 diesel on the back. Would the diesel be pushing? You bet it would!
This recording was made not far from Grosmont station near the spot where the Murk Esk joins the Esk; both rivers carrying plenty of water after heavy rain that morning. I suppose you'd have to call this a steam/diesel recording!

In addition to Santa trains from Grosmont and Pickering, there was also a diner running from Pickering to Goathland and back. This train had ex LMS Black 5 4-6-0 45212 on the Pickering end and the Class 24 on the other. At the moment, due to the line being blocked beyond Goathland due to the work on Bridge 30, trains are being topped and tailed to avoid the need to run round and, for some reason, the railway seems to have decided to have the diesel leading out of Pickering. I'd have prefered things the other way round so that Tony could have had a recording at Levisham but that will have to wait until next time.
Instead we went to Moorgates to record the Black 5 heading back to Pickering. Once again, we wondered if the diesel would be pushing? Once again,it was!

Also out on the main line that day was the LNER designed A1 Pacific 60163 'Tornado' which was working a train over the Settle to Carlisle line before returning south over Shap.
It was unfortunate that timings didn't permit us to get a recording of this train on the climb to Ribblehead as well as 6233 on Shap but we were able to get to Appleby in good time to record the loco departing for Carlisle.

Our next recording was to be of 6233 returning south from Carlisle and we went to a spot not far south of that city at Harraby about 2 miles from the station.
There was a bit more breeze here which can be heard in the nearby trees as 6233 can be heard on the initial steep climb out of the station.
Bill Andrew is nothing if not a good engineman and, as you can hear, isn't pressing 6233 hard on the rising gradient. After all, there's nothing worse than starting with a cold engine and thrashing it - that sort of thing isn't good for the engine and certainly won't make you popular with your fireman!
Even so, 6233 sounds fine as it passes and to our surprise, in spite of the breeze not being favourable, sound carried back for a long time, much longer than we expected.

After this summer I wouldn't be surprised if the LMS Jubilee 4-6-0 5690 'Leander' wasn't able to find its own way over the Settle to Carlisle line without needing a footplate crew! Well, it has been over the line rather frequently this year.
The loco's latest run over the line was on 17th October 2009 when it worked a charter for Vintage Trains from Hellifield to Carlisle before returning south via Shap and as I was passing through Settle that day I thought trying for a recording worthwhile.
I've commented before on the downside to the new intermediate block signals at Horton in Ribblesdale. Trains are now able to follow each other with much shorter headways than in the past and while this is excellent for increasing traffic on the line it doesn't make it easy when you arrive at Settle on a service train if the steam hauled charter is just 10 minutes behind and you need 15 to get to a recording spot. It's even worse if the service train is running late so I had no option but to try for a recording on the station; not something that I would normally contemplate but there was no alternative.
Shortly before the Jubilee arrived Leeds bound service train arrived on the opposite platform and, no doubt, caused some panic among the many photographers who don't want a DMU spoiling their master shot. Panic increased as steam appears over the trees in the distance and the DMU was still in the platform but, fortunately for them, the DMU departed before 'Leander' appeared coming up the gradient and, as you can hear, passes going well at the head of 9 coaches.
It was a shame that I couldn't go elsewhere for a recording as conditions were excellent with only a very light breeze but at least I got something.

By way of contrast, the conditions on the following Saturday, 24th October 2009, were the exact opposite of excellent when a train hauled by the ex LMS Royal Scot 4-6-0 46115 'Scots Guardsman', running from Hellifield to York via Carlisle and the outskirts of Newcastle was accompanied by strong winds and, at times, heavy rain!
For our first recording, the dry stone walls at Selside provided some much needed shelter from the wind and thanks to the wind direction we could hear the Scot soon after it came into sight above Horton-in-Ribblesdale but the strength of the wind meant that there was nothing to be heard once the train had passed.
This was not a day for heroics or record breaking attempts but, even so, 46115 sounds to be going very well as it passes with 12 coaches behind the tender.

After our previous experience trying for a recording on the climb out of Carlisle on the Newcastle line, in one way, we were quite pleased that the weather wasn't too good since that meant that there would be less chance of any aerial interruptions so we went to the same location near How Mill that we had tried with 'Oliver Cromwell' some weeks previously.
Here we found a few problems. First was the wind which had shifted and seemed stronger than it had but we managed to find a reasonably sheltered spot which had the disadvantage of being surrounded by trees. Now, while the trees provided some shelter from the wind, especially at this time of year when the leaves are dry, in the wind, trees can be very noisy. Still, there was nothing we could do about that.
As this recording begins the Scot can be head approaching.
Trees weren't just causing us problems as rail conditions here were not good and 46115 can be heard slipping. More slips follow and by the time the train passes it is almost down to walking pace on the 1 in 107 gradient.
Once again, thanks to the strength of the wind, nothing can be heard once the train has passed but a few miles further on the Scot slipped to a stand requiring hand sanding to continue.

Our final recording was made at Durham just south of the station on the climb to Relly Mill.
This proved to be our most sheltered location for the day but did have some more noisy trees with the added nuisance of traffic noise from an over bridge further up the line.
While waiting for 46115, which arrived about 20 minutes late, we had heard quite a few trains pass including a HST heading south on the gradient; its leading power car was having a great deal of difficulty with adhesion on the climb so we knew what to expect.
As this recording begins the Scot is heard as it passes Durham station.
Once into the tree lined cutting beyond the viaduct it begins to slip but is in no danger of stalling this time.

An hour later 70013 returned from Pickering and as this recording begins is waiting at Levisham while the ex LNER A4 Pacific 60007 'Sir Nigel Gresley' departs heading for Pickering.
70013 soon gets the right away and makes a fine sound climbing the gradient into Newtondale.

One of the sets of coaches in use that day was the LNER teak set and we had already seen these coaches being hauled by the SR S15 but far more appropriate motive power for the teak set would have been the loco which hauled the next train up the gradient; 60007 which had 7 plum and custard coaches plus the GW Saloon behind the tender.
I’ve had days recording in this field opposite Green End when every recording has featured a fly past by the RAF but on this day, while we had heard them flying around, not once had they coincided with a train. Perhaps they were looking at the wrong timetable?
Well, they managed to arrive at the right or, depending on your point of view, wrong time for this recording but even then, the aircraft didn’t totally spoil the recording. So far, so good!

In our previous three recordings of it, 70013 hadn’t disappointed and this next recording of the Brit climbing the gradient at the other side of the Murk Esk valley was no exception.
What an excellent recording!

The demonstration freight train was running between Grosmont and Goathland and had already had two runs up the bank behind the Q6 but for its last run it had the ex Somerset & Dorset 7F 2-8-0 53809 as motive power.

The last train we recorded from the field below Dowson Garth farm during that afternoon was hauled by the ex LNER Q6 0-8-0 63395 which sounds to have its load of 7 teak coaches well in hand on the gradient.

After that and some excellent fish and chips in Pickering we returned to Darnholm for a recording of the Pullman dining train which was to be hauled by 70013.
In the dark, sound was carrying well and we could hear the loco coming up to Beck Hole bridge before passing and reaching Goathland going steadily with this heavy 8 coach train.
Yet another excellent recording.

Our final recording of the day was of the returning Diner at Gallock Hill in Newtondale about half way between Levisham and Newtondale Halt.
Once again we had a few owls for company, adding to the atmosphere but our recording spot proved to be a little breezy. However, despite the breeze sound was carrying very well and we could hear 70013 approaching Levisham.
After a short pause in the station and as this recording begins, the Brit departs for Grosmont sounding fine running tender first climbing the gradients before passing and fading away towards Newtondale Halt.
An excellent finish to an excellent day for sound recording. If only we could have more days like this!

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

I was keen to get a lineside recording of 30926 on its second run up to Battersby and walked to a spot below Southside Farm overlooking the Esk Valley about half way between Grosmont and Egton Bridge.
I’ve had some good recordings from this spot in the past but, to be honest, I didn’t expect a great deal of noise from 'Repton' with its short train.
As the recording begins 30926 is approaching the first bridge over the Esk after leaving Grosmont which has a speed restriction over it.
The regulator is closed approaching the bridge and the safety valves soon lift but once the loco is working again they close and the loco makes a bit of noise for me on the gradient through Egton station.
Due to the wind, sound carried back very well and I could hear Repton most of the way to Glaisdale.
Of course, on a fine afternoon I would have been surprised not to have seen and heard a few light aircraft about but the timing of that one was a bit unfortunate!

My last lineside recording of the day was made back on the hillside overlooking Esk Valley, of a Pickering bound train double headed by the railway’s newly purchased BR Standard Class 4 2-6-0 76079 piloting the ex S&D 7F 2-8-0 53809. Their 6 coach load sounds to be easy work for the pair on the climb to Goathland.

After that I travelled back to Pickering behind 70013 and, as it had 8 coaches behind the tender; the Brit’s support coach had been added also ready to leave the railway by road during the following week, I decided that I may as well try for an on-train recording of the climb to Goathland.
This is a recording begins as the train crosses the soon to be replaced Bridge 30 and ends at Goathland.

On 19th August 2009 I passed through Settle and just by chance(!) happened to time my arrival on the service train that precedes the weekly Fellsman running from Lancaster to Carlisle and back via Preston and Blackburn.
Earlier this year I was pleased to see that the additional intermediate block signals on the line had been commissioned. Now, while it's nice to have the extra capacity on the line, these signals do have one less welcome side effect.
I had already seen the train I was there to record, the service train having passed it at Hellifield and knew that it would be following, able to pass Settle Jc. as soon as the train I was leaving at Settle had passed the IBS at Horton-in-Ribblesdale.
Not wanting to record on the station I headed for a field on the west side of the line just to the south but I didn't realise how little time I would have and only just got set up in time to hear the LMS Jubilee 4-6-0 5690 'Leander' approaching the junction.
On 10 coaches, 5690 sounds to be going well and had it not been for the noise from the nearby road and someone using an angle grinder, I would have got a much longer recording!

Returning from a few days in Ingleton on Wednesday 9th September 2009 and the day being particularly fine I decided to go via Ribblehead to try for a recording of that day's steam hauled Fellsman running from Lancaster to Carlisle and back.

Now, Ingleton and Ribblehead are only a little over 5 miles apart, 15 to 20 minutes with a clear road you would think but I took more than 1 1/2 hours travelling via Settle by bus and train; such is the price of not having a car!

The Fellsman has run very successfully throughout the summer with each train being virtually fully booked. So far each one has been hauled by the LMS Jubilee 4-6-0 5690 'Leander' and I did wonder if I might be lucky and see a change of motive power for this day's train but no, 5690 was in charge of the 10 coach train once again.

Blea Moor proved to be a bright but breezy spot and on the hillside to the east of Blea Moor box I had to shelter my microphone behind a makeshift wind break. Despite this I was reasonably happy with the recording of the Jubilee coming up past Ribblehead, crossing the viaduct then continuing past into Blea Moor Tunnel.
And the sight was superb!

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

As the train had a 2 1/2 hour break in Carlisle, we had plenty of time to try to find a suitable recording spot to get 70013 on the climb up to Brampton and eventually ended up just to the east of How Mill level crossing about half way between Wetherall and Brampton.
Although I had never made lineside recordings on this route I had travelled over it on a number of occasions but had never had a run that could be described as really good. In view of this, our expectations of getting a good recording here weren't high.
However, sooner than we expected, we heard 70013 on the climb, probably still somewhere near Wetherall, and an unexpectedly good recording seemed to be in the bag.
The clip here is just part of a 6 minute recording and I'll say no more, just listen. Sometimes things just aren't fair; it's enough to make you weep!

Our next recording of 70013 was to be at Durham, providing we could make it in time.
The problem was that, as the train had passed us at How Mill running about 10 minutes early and the timings across to Low Fell seemed generous to say the least, we knew that we could probably expect it to leave Low Fell early.
Well, in the event the roads were clear and, from a previous recording attempt, we knew exactly where to go we made it with about 20 minutes to spare.
70013 was running around half an hour early when it came through Durham station going very well on the climb to Relly Mill and passed our recording spot high up at the top of the cutting just south of Durham Viaduct.
A much shorter recording than the last one but at least, this time, we were undisturbed!

The last of this year's regular mid-week trains over the Settle to Carlisle line ran on 23rd September 2009 and it's good to note that the Fellsman has run pretty well fully booked right throughout the season which must bode well for more trains next year.
This particular Wednesday proved to be a windy one with a strong westerly making it difficult for me to find a suitably sheltered recording spot somewhere around Settle.
Everywhere I tried seemed unsuitable either because of the wind or some annoying extraneous noise and I seemed doomed to have to use the spot on the hillside south of the station and hope for the best with the road noise.
I had walked up the river bank north of Settle in the hope of finding shelter from the wind and, while there was shelter, there was also the sound of a jack hammer in use from the edge of town. Reaching the road near Stackhouse I decided to see if I could find a suitable dry stone wall on the slopes leading up to Giggleswick Scar and ended up going much further uphill than I had intended eventually settling for an eminently suitable wall right at the top of Reinsbur Scar. While the wall was most suitable, the location was a bit of a gamble. While I am always happy to follow Peter Handford's excellent advice of not getting too close to the line when recording this location was perhaps taking that advice a little too far as I was a good 300' above the line which was well over half a mile distant. Worse still, the wind would be carrying sound away from me. The view however, was excellent.
Most of the Fellsman trains had been hauled by the Jubilee 'Leander' but for a change, this one had the ex LMS Black 5 4-6-0 45231 as motive power for the 10 coach load.
45231 turned up just about on time and I was able to hear it as it passed Settle station a mile and a half away.
The Black 5 seemed to be going well on the gradient but the sound tended to fade out a little as the train passed through cuttings around Stainforth and Langcliffe finally fading away as the RAF arrived.
You can usually count on the RAF!