It's difficult to imagine anyone complaining about having too many holidays, but with this Royal Wedding weekend falling so soon after Easter, and with my own break up in Scotland looming, there are far too few days to accomplish what's needed at work just now. However, being able to escape on these weekends has been a pleasant change from watching static traffic outside my window as people head for the south west. However, I found myself in Crewe once again - the second time in mere days, and this time back at the old faithful Crewe Arms once again. I was here to pick up Spitfire's trip into South Wales which I'd learned only yesterday had changed it's destination considerably having originally been heading for Tenby but now being retimed for Carmarthen and Fishguard. I'd considered getting up early and heading north to pick the tour up at Preston, but the lack of a reasonably timed connection along with the lure of a comparatively late start, breakfast and coffee won. Thus, I found myself waiting for the train on a busy and confused platform 5 some time after 8am - almost unheard of these days! As a bonus it arrived with 37688 on the front - which I'd missed on an earlier tour - and Stratford liveried 47580 on the rear.

Once on board, a chat with the staff revealed the reason for the changes - with two West Coast Railway Company drivers qualified to take the train to Tenby, one had been allowed off on holiday. However, the other had broken his leg earlier in the week. Thus the swift retiming was a bit of a win in some ways - saving the trip for most passengers. There were a few gripes, mostly from the faces who'll chase a refund whatever happens, but generally people seemed happy enough. The 'normals' would have around three hours in Carmarthen, whilst the die-hard enthusiasts would press on for the end of the line at Fishguard Harbour. The first leg of the journey took us onto The Marches via Shrewsbury, where a short layover meant time to get pictures in what were shaping up to be sunny conditions. Under way again, we turned onto the Heart of Wales line. I've written many times before about how this line, though scenic and interesting at times, can be incredibly dull. As it goes, on a decent day in good weather it was pleasant enough. Better still was passing through Llandrindod Wells with only the briefest of stops, having long since exhausted my interest in this really strange little town!

We made excellent progress as far as Morlais Junction, where we sat for some time. The train was getting warmer, and time was slipping by. Things were clearly not going to plan - and we soon found out why. Our long train, including no less than three locomotives, was longer than the signal section in Carmarthen Station. Whilst the powers-that-be decided what to do, we waited - and were witness to the unusual but welcome sight of a catering trolley on a Spitfire tour. Once moving again, we were very late - and it was unclear quite what would happen to the train. A swift set-down at Carmarthen followed, with the train shuffling up to the buffer stops in order to reverse. Now, with splendid looking 47580 leading we headed west towards the coast, arriving and departing Fishguard Harbour in record time - just pausing long enough to dash down onto the track for a snap. Again, there are few delights left to sample at Fishguard, but a leg stretch would have been welcome. Had to make do with a stroll up and down the train to chat to a few folks I hadn't seen for a while. The catering trolley resurfaced again, this time bearing real ale too - celebrated with a couple of pints, both of which I managed to spill in a remarkable display of clumsiness. We entered Carmarthen via a complicated sequence of moves, passing the junctions with the triangle serving the station, before 47580 led the train in - thus leaving the pair of 37s on the front for the ride home.

This was via the South Wales mainline as far as Maindee East Junction, passing through and briefly stopping at Newport. I could have alighted here and been home in just over an hour, but as the official timings hadn't included a stop I'd planned to head back to Crewe. Largely on time now given the savings via a quick turn around earlier, the route took us back to Shrewsbury via Abergavenny in a stunning hazy sunset. The day hadn't gone to plan in many ways - but with a couple of winning engines, great weather and a sociable trip as ever, I'd had a great time. I didn't hear many complaints from the rest of the customers either. Once again, despite the odds Spitfire seem to have turned a tricky situation to a good day out for a very busy trainload of people.

Day Two of the Branch Line Society's big weekend away started at a much more reasonable hour, and I was pleased to find that breakfast and coffee were available at Crewe despite it being Easter Sunday. This set the tone for a nice, easy day's travel which was again focused on points east of here. This train had suffered even more than yesterdays with changes, mostly due to late notification of possessions, or odd knock-on effects from issues elsewhere. Thus, our first target was Peterborough - travelling initially via the line to Stoke-on-Trent, taking in the very rarely used Alsager loop at the same time. With this under our belts we set off again in good spirits for the Midlands. The air-con had been fixed overnight, and things were looking pretty good for today. Then we stopped near Rugby....and waited. Waited for quite a while in fact. Our driver had realised that the route into the sidings at Peterborough wasn't set correctly. Credit to him, he reported this back along the train, with the message eventually reaching the Tour Organiser. Not all drivers are particularly attentive or bothered about the details, but this one clearly was. The instructions were clear - we were to traverse these sidings. And so a fifty minute stand-off ensued as the signaller insisted he knew nothing of our trip, but the rest of the world did it's utmost to convince him.

We finally proceeded into the sidings around fifty minutes late. It's testament to Gas Hill's persistence that this happened at all - because quite amazingly, given that we were blocking the flyover at Rugby on a day when a lot of services were diverted to use it, the signallers seemed content to let us sit there. So we covered the stub of the former Peterborough line as far as the link back into the Track Machine depot sidings, before reversing into the North Side sidings, not far from the alignment of other former branches in this once even more important junction station. Briefly back into the much remodelled station before setting off, very late but satisfied that justice had been done.

Our next reversal took place near Castle Bromwich Junction, again due to works elsewhere, but we were soon off and heading for Burton-on-Trent. Here things got very interesting, as at Barton South Junction we deviated into Bombardier's purpose built Central Rivers facility where the Voyager and Meridian units receive maintenance. Slowly passing through the site using Line 13 - usually reserved for tilt testing - we were quite a curiosity to the few workers on site on a Sunday afternoon. Quite an unusual bit of track, and again credit to the organiser for getting permission to do something so unique. After leaving the site, we took the Stenson to Sheet Stores Junction line to head into Nottinghamshire and the Toton area. I'd covered the Stanton Gate Branch on a trip some time back, surprisingly reaching the limit of the passable line - so it was pleasant to sit back and note the changes here. Surprisingly there were few in fact, with the area as desolate and abandoned as it had been on my last visit in fact. However, for some this was new track and it's always a good atmosphere on these trips when the excitement about rare track surfaces. My own excitement was somewhat tempered by the sight of the rows of redundant locos at Toton - an utter waste of usable assets which seems plainly criminal. Another chance to view them as we made slow progress back along the Mapperley Goods line into the sidings to reverse once again and head north to Sheffield.

Our business in the Sheffield area was with some fairly unusual sidings. Firstly though we passed through the station, entering on the through line before crossing to Platform 1 via the crossover between the 'a' and 'b' ends of the platform face. From here we turned east and passed through the former Brightside station on the Goods Lines before reaching Holmes Junction. Here the train reversed on the short stretch of line leading into C.F.Booth's scrapyard, otherwise known as Westgate Siding. It really wasn't a long piece of track, with the train barely clearing the mainline as we waited to reverse. Next, heading back towards the city, we curved away from the mainline once again into Attercliffe Sidings. This fairly lengthy branch has clearly received some attention lately, not least the installation of a new bridge span. What use it's destined for is as yet unknown, but it was good to see a survival in this area, given the evidence of long since removed lines around the Tinsley area. Reversing again we crossed over to the line tucked behind the now disused platforms at Brightside station, rendered unnecessary when Meadowhall Interchange opened nearby.

And so we began the long trek back towards Crewe, travelling via Heeley Loop - much to our organiser's very evident delight - and the Hope Valley, before skirting the southern suburbs of Manchester via the 'ghost train' route through Denton and Reddish South to Stockport. One last loop was traversed at Chelford - a veteran of previous railtours in fact - before we arrived at Crewe a few minutes early despite leaving Sheffield around 33 minutes behind time. It had been another successful day visiting the less travelled corners of the network - where the more prosaic bits of industrial line become our exotic destinations. Testament must once again go to Gas Hill for pulling off what other tour operators neither dare or desire to undertake. Lets hope for more of these trips soon.

The end of April is a confusing mess of Bank Holiday's this year, and to combat it I'd planned to spend most of them somewhere else. Last year, the presence of loco-hauled trains to Paignton meant that most of these breaks were spent in the fairly reliable pursuit of more mileage before the trains disappeared. This year however, a number of more ambitious plans have been made possible by railtours. Not least this weekend's BLS jaunt - two trips running out of Crewe and mostly focusing on the East Midlands and South Yorkshire. It's not been an easy passage for these two tours either - with frequent changes imposed by Network Rail who seemed to have abandoned the Possession Plan and made things up as they went along. Equally, the negotiations with third party owners for site access are never straightforward. Thus we had to bear a number of truncations, and a much earlier than usual start for BLS trips today. However, as the pair of Class 66's rolled into Platform 12 - both fairly desirable from a haulage point of view I'm informed - the air of anticipation which accompanies these always interesting runs was already apparent.

Things kicked off with a fairly straightforward run through Staffordshire to Derby, providing an opportunity to catch up with people I'd not seen for a while. Once in Derby things started to get interesting with a reversal in the middle section of Chaddesden Yard followed by a traversal of the Sinfin Branch. This latter bit of track is something I've been intrigued by for years. When I first started to think about track coverage in the mid 1990s it had just switched to become a taxi due to issues with lightweight units and track circuits. It was unclear if it would ever see another passenger train, and was indeed later closed. But not before I'd pored over each new timetable in the hope trains were back. We reached a point beyond Sinfin Central station - not quite the end of the branch, but further than a passenger train would ever have managed. Another one off the wish list then! From here we set off northwards again, taking a lazy route through loops at Bredsall, Treeton, Cadeby and Barlby to reach the Selby area. Here we deviated into the headshunt which provides a reversal into the Potter Group sidings. This logistics firm appears to specialise in using old railway installations for new purposes - hence this distribution depot on a former sugar processing plant site. A swift reversal and we heading back into the site - in fact the loco practically touched the doors of the warehouse. Another very curious bit of line managed without incident - this was shaping up to be a good trip.

We proceeded next to the Scunthorpe area. The plans here had changed a lot over the weeks as bits of line became available, or we ruled out due to timings and possessions elsewhere. The bad news was that the Foreign Ore Branch was out, however we were able to cover nearly the entire length of the branch to Roxby Gullet. A swift reversal at Normanby Park, and we were also able to creep into the sidings at Dragonby. However, the branch to Flixborough Wharf was out of bounds, not least because of an absurdly tight curve which simply couldn't accommodate passenger trains in any way. Progress was a little slow here, and the afternoon was beginning to feel warm and lazy - in part because something had knocked the air-conditioning out in the otherwise very comfortable Tour Office FO. Vegetation strikes are a common mishap on these unusual and rarely used branches of course, and this one caused quite a sweat. However, we were soon on our way back towards Derby travelling via Lincoln and Newark. As ever, the conversation was pleasant and a constant supply of coffee kept me awake and alert, and as the afternoon cooled a little it was pleasant just to be out and about on what would otherwise for me have been a pretty dull Easter weekend.

It seems there has been a bit of criticism around this weekend's BLS extravaganza, in part because it's difficult for people to get away for two days at a time - especially during the family-unfriendly Easter Holiday time. However, from my perspective this has been an absolute boon. To escape the South West and it's influx of tourists by travelling in exactly the opposite direction is welcome. Alongside this, missing out entirely on any 'Easter' related goings on is another plus. I can see the point of those with families of course, but I hope that Gas Hill continues with these trips, even if only at less controversial times of the year.

A couple of years back there was a flurry of activity on preserved lines, where tracks were extended or connections to the mainline remade. This meant trips to the North Norfolk, Weardale and Swanage Railways all became possible for railtours or special trains. Then of course everything went quiet - the preservationists were left to deal with the aftermath of a couple of pretty tough winters, and the recession began to bite despite more people staying in the UK for holidays. Times were tough, and I wondered if all of those interesting projects to squeeze a few more yards of line out of even the smallest railway had dried up? Happily it seems not - and today I had the choice of two railways running on extensions. I thought about a trip to the Ecclesbourne Valley Railway, now running from the junction platform at Duffield mainline station - but it was their opening weekend and seemed both busy and a bit pricey. So instead I elected to revisit an old friend - The Spa Valley Railway - now running into the disused down platform at Eridge.

This meant a run up to London on the first train of the day. It was a perfect morning - a little chilly and misty but with the promise of a fine day ahead. I changed trains at Weston-super-Mare to find no buffet on board until later in the journey, but didn't let that spoil what was a relaxing trip. Having not been this way for a few weeks it was interesting to see activity around Reading station where huge changes are beginning, and with headphones on I dozed and daydreamed my way west. At Paddington, I switched onto the Circle Line and headed for Monument, where I surfaced to find a really fine morning. The mist had evaporated, and I strode over London bridge, dodging tourists and feeling in surprisingly good spirits. I was surprising even myself today. Got a late breakfast and settled into the Class 171 which was bound for Eridge. Another fine journey, initially through the always interesting suburbs, then into rolling Kent countryside with surprising suddenness.

The connection at Eridge was pretty tight but I was reassured by a couple of other enthusiasts who seemed to be planning the same thing. In the event we arrived a little early, and I was able to dash over the footbridge to the ticket office very quickly. Noted 37254 sitting at the southern end of the train, about to be detached. A shame I couldn't have done this the other way around and caught one of only two diesel operated trips today. Instead, the train was to be hauled by 5521 - a Small Prairie way off it's Great Western territory. Found a seat in beautifully restored 1961 buffet car "Kate", ordered a coffee and sat back to watch the line roll by. Also got chatting to a local character who routinely walked the line prior to it's reopening and was heading South West shortly. Despite an extended wait for the diesel to be detached, the journey went surprisingly quickly - and it was good to see this fine little railway again. The extension should make it far more accessible, and indeed useful for local journeys - that holy grail of preservation which never quite seems to work out. At Tunbridge Wells West, sadly I couldn't get near to the yard to look at the diesel fleet, but managed to dodge the sizeable crowds gathered for a steam ride and have a poke around in the shed before heading across town to the mainline station.

Despite a lazy walk, I caught the slightly late running train I'd planned to, and made a quick run into London Bridge. Spent a little time on the platform here, enjoying the sunshine and chatting while I figured out my next move. The plan was to get a train out to New Cross Gate to gain the East London Line. This all worked surprisingly simply, and I was able to very quickly change trains there for a Highbury and Islington bound unit which would traverse the newly opened curve from Dalston Junction. Noted how busy the East London Line was becoming - which compared to its former rather downtrodden feel in Underground days, was quite a change. The Overground network seems to have become part of peoples travel habits very quickly, and these extensions can only help. As ever, an interesting and rather mysterious journey into Hackney and into the dark cavern of Dalston Junction. After a short wait we pressed onward, taking the fairly sharp West Curve with occasional flashes of daylight above as we emerged into the cutting at Canonbury. Highbury and Islington is transformed - a busy, multi-platform station with lots of transferring passengers even on a lazy and hot Saturday afternoon. A quick platform change got me onto a Richmond bound North London Line service heading for Willesden Junction. This set-up just works - no fuss, modern trains - a real success.

At Willesden I waited for a DC line train northwards in order to get to Harrow and Wealdstone. This move has become a staple - a chance to pass the depots at Willesden and Wembley, and easy access to services back into Euston. Lingered a while at Harrow in the quiet, very warm afternoon before I realised I was attracting the curiousity of a couple of BTP Officers. So, headed back into Euston and then by bus to Paddington. It's a rare privilege to be able to get two bits of new track on the same day nowadays - and that one is on a successful preserved railway and another a busy commuter route is all the more surprising. It's going to be a busy few weeks once a rather quiet April is out of the way, and I hope I can get to more of these opportunities during the summer.