As August continues its strange and disjointed progress, I find myself filling a couple of weeks with hastily planned trips which score little bits of track or follow diversions, just to get me out and about. If nothing else, this presents the opportunity to relax between trying weeks, in anticipation of more extensive jaunts to come later in the Autumn. So today I'd planned a relaxing circuit of the East Midlands, based on a diversion noted in a BLS communique. Given that last week I'd over-taxed my injured knee I'd left plenty of time between trains - not difficult because it seems that the timetable hadn't been fully updated in time to book some of the diverted services. The plan was for an easy time with some scope for wandering in London should the mood take me later. Set off for the station early, noting that the mornings were getting a little darker once again. Caught the customary 05:50 to Bristol, which deposited us just feet from our next train, allowing time to stock up on provisions for breakfast as we sped north. Have to say though, that I found the idea of a cheese and scrambled egg sandwich rather odd - whether hot or cold! The weather seemed a little brighter too as we left Bristol, and the only surprising event in this otherwise pleasantly calm and quiet trip was the use of platform 4 at Bristol Parkway - certainly the first time I've done this on a Voyager. Arrived in Birmingham and having missed the passing of a charter down to Paignton from Chesterfield, we headed straight for a decent cup of coffee, whilst watching the world go by. We'd try to catch up with the charter on it's homeward run.

The next train was the main object of today's trip. The CrossCountry service between Birmingham and Stansted was unable to take it's booked route through Melton Mowbray and Stamford, and thus was heading north to Nottingham, then onto the East Coast Mainline to reach Peterborough and regain it's usual route. No new track, unless of course we used the through roads at Nottingham, but an interesting journey nonetheless. Set out in blazing sunshine, with a woman moaning to everyone but us that we'd taken her seat. We hadn't - as my reservation proved - but this didn't stop her. She eventually located herself close enough to let us hear her continual 'shock' at the contents of copy of The Sun she was reading. As we left Leicester and headed into uncharted waters, she and her offspring became distinctly jittery about being on the wrong train! Through Loughborough and East Midlands Parkway, before turning east and a slow crawl into Nottingham. Always a congested station, it seems that a booked crew-change here meant that we had to call in a platform. We seemed to wait ages to get into the station, with Fastline's 66301 and 303 passing, then again to leave. Once on our way in brilliant weather, we headed to Netherfield Junction, turning south east and soon reaching the new alignment at Allington Junction. A quick blast down the ECML and we were soon in Peterborough, with our neighbouring passengers rather bewildered by the route taken - but visibly relieved that they'd got here.

A little time to kill here before the next leg, and a chance to watch operations at this busy and varied station. Not as many locomotives stabled outside in the yards as usual - but this may point to a buoyant time in the track renewal programme, so perhaps no bad thing! Found a spot on a windswept but warm platform 3 and watched a parade of HSTs, a Hull Trains operated 180 and numerous local workings. Typically, just as my camera was safely back in it's bag, the distinctive howl of an unrefurbished HST engine signalled the passing of Grand Central's service to Sunderland. Soon time for our own train south, with 91101 bringing up the rear of an Edinburgh-Kings Cross service. Found a surprisingly very comfortable seat in standard class, and relaxed once again as we sped south.

A brief wander around the building site which is Kings Cross, before walking out to St Pancras and Euston to see what was happening. Noted the Domestic Highspeed platforms were closed, so no chance of seeing if any 395s were stabled over the weekend. No hurry to be anywhere, and whilst there was plenty of time to wander, my leg was much improved it seemed today, and I didn't want to risk changing that. Decided on a meandering bus trip back to Paddington, before some shopping, coffee and our trip back to Bristol. Again, a smooth-running and quiet trip spent trying to predict where we'd cross the path of the charter returning from Paignton. The hope was that we'd do so at either Bristol or Highbridge - allowing a swift photograph. In the event, we crossed the train somewhere south of Nailsea, with just 47501 working it in fact. Even the boarding of an incredibly raucous hen-party at Weston couldn't disturb my peace and quiet - despite other's best efforts to get very much involved in their celebrations!

So, a quiet, uncomplicated and varied day out spent just travelling for the sake of it. It was just the kind of day I needed today - and despite not scoring any new track or attempting any sort of epic quest, I'm quietly pleased to have travelled 450 miles or more around the country just watching, listening and enjoying the place.

August is shaping up to be a rather odd month - with lots going on at each end but very little in the middle weeks. After a busy week with a jaunt up to London and family visits, I was looking forward to a fairly gentle day out today. Also, given what promised to be an expensive few months ahead, conserving funds appeared to be a sensible strategy. Started out with the usual first train off Highbridge and subsequent connection into a London service at Weston. A nice, quiet and rather sleepy trip - disturbed only by a bunch of odd teenagers who boarded at Chippenham and attempted to strip the antimacassars from the carriage I was in. They were soon removed from the train at Swindon with no delay. Arrived a little early into London, only to remember I hadn't checked for engineering on the Underground. Discovered that as I feared, the Circle Line was out and thus wasted precious minutes getting to the bus stop for a service to Charing Cross. Missed one by seconds in fact, but my dodgy knee wasn't up to the dash - and would be needed for the walk across Tunbridge Wells later! Finally on board for a quiet trundle through the West End. Arrived in good time for my planned train, but couldn't help feeling I could have made it earlier if I'd been a bit more alert last evening and checked as I'd planned. The rest of the journey into the Kent countryside was quiet and uneventful, and we rolled into Tunbridge Wells exactly on time.

The walk across town wasn't quite as bad as I'd thought and the place seemed very well-to-do and rather busy with a market and some very upmarket shopping going on. The West station now appears to be a large wild west theme pub, with the locomotive shed across the access road to a large Homebase now providing the facilities. Arrived to find the next service out was the 11:08 - using the line's resident Oxted thumper unit. This was also departing from the non-preferred platform two. Not much of a platform in fact, as steps were required to get up to the doors! Soon away and making a huge racket as we chugged and thumped our way to High Rocks. The operation at this station is odd - with the train guard unlocking a gate to let passengers in and out, and then closing and padlocking it after them. This effectively ruled out nipping out for a quick photograph, as staff were keen to clear the platform swiftly and get the train moving. This occurs I understand because High Rocks station is at the foot of a pub beer garden, and the risk of people straying on to the railway is high. Pressed on and eventually arrived at Groombridge where this service terminated and headed back. Here too, the original station and alignment seem to have been sold - with the station in new use, and the former alignment built on. The new station is a simple affair with a shed acting as a very neat little refreshment stall. The line actually heads on further to Birchden Junction where it comes alongside the Uckfield branch, then proceeds to Eridge station - however this section remains out of use at present for work to make this a regular part of the line's operation.

Headed back to Tunbridge Wells West and settled into a pattern of hopping trains to try to get the best out of the day - with a double-headed service using the Spa Valley's E6047 (73140) and 33063 next. These services called at Groombridge then headed a little further to the loop at Groombridge Junction to return to the station top-and-tailed, before working back to Tunbridge Wells West. Visiting 20110 from the South Devon Railway lead a trip next, performing extremely well as ever. The timetable began to slip pretty badly here, with around a 20 minute delay. This meant arriving back to find that the shuttle to High Rocks with 15244 hauling the Thumper was packed to the gills already. Decided to flag this, get a drink and relax in the bright sunshine and pleasant surroundings. My aim was to get at least one trip involving 37254 - another resident, and this became more and more doubtful as the delays mounted. Finally, the time came for a double-headed run with 20110 and 37254. These were quickly and expertly hooked on to the front of the train and we were off. Both locos were working hard and we made some very fast getaways from station stops. A quick run around took place, but another delay in setting off meant plenty of pressure on the crews of the top and tailed locos. Shouldn't have feared, as they again worked the locos brilliantly, and the sound of both the 20 and 37 echoing past High Rocks was very memorable. Spent much of this trip happily with my head out of the window in the sunshine, listening to the engines!

Mindful of needing to get a bus across London in the much busier afternoon, I made a dash back to the mainline station after hopping off this service. Made it in good time for a slightly earlier service than planned, despite limping much of the way. In fact, I've developed a sort of 'fast limp' over the past few weeks which was put to good use today. Pleased to be in the cool of the air-conditioned unit, and had a productive ride back to Charing Cross with a good few units spotted on route! The bus was, as expected, pretty packed. Found myself becoming increasingly annoyed with tourists during the trip - which was rather hypocritical because I was one too, so to speak. However, I'd never turn up in another country without have done some basic research on how to get around. Disembarked at Paddington with about 45 minutes to grab a bite to eat whilst waiting for the 19:00 which took me directly home. A fine, uncomplicated day out on a small but well-run railway. Definitely due another visit when the full extent of the line is available.

The opportunity to get out and about midweek doesn't arise very often these days. However, with a few days off this week and a chance to sample a free first class journey courtesy of friends at First Great Western, I decided to design myself a day catching up on changes on the network around London. My visits to London usually take two forms - either fleeting cross-city dashes to get from one station to another, or long drawn out psychogeographical rambles which lead me into hitherto unexplored bits of the area. Today though was to be dedicated to new track and new trains. This short break having crept up on me, still found myself shuffling about and deciding what I needed to take this morning. Would I get a chance to take pictures in the now enthusiast-unfriendly city? Would I need a coat, as Highbridge was very wet indeed. Erred on the side of caution and took both camera and raincoat. Soon on board the 07:12 to Paddington which provided a relaxing, easy journey into the capital.

A swift Circle Line trip to Kings Cross followed, and then a rather long walk to the Highspeed Suburban platforms at St Pancras International. They weren't well signposted, but I suppose this is the 'preview' service, and they wouldn't have been ready when the station opened and original signage was erected. Used my vague knowledge of the track layout to get myself into the far northeastern corner of the station, and sure enough found a small temporary sign pointing up to the concourse. Took the opportunity to pack my coat away, as despite the dreary weather at home, London was sweltering in a steamy, humid haze. Ascended to the platforms and spied a line up of Hitachi Javelin trains. The sleek, blue forms were rather breathtaking up close - a real vision of the future like we used to see in science fiction books. A friendly and helpful member of the gateline staff came over to chat. He was happy for me to take pictures, and seemed proud of what Southeastern were doing here. Finally boarded 395011 finding a comfortable and cool - but strangely rather ordinary interior. I'm not sure what I expected, but I was happy enough with a good seat and plenty of legroom!

And then the entertainment began...a crawl out of the station and onto the CTRL relief lines was taken slowly, but as we climbed towards the covered tunnel high above Kings Cross, the train began to accelerate. Once inside the tunnel, there was a sudden feeling of speed and dive-bomber whine from the train. It's difficult to gauge speed underground, but from the tunnel lights flashing by it felt fast! It wasn't until we breached ground at the concrete box which is fast becoming Straford International Station, that I appreciated just how quickly we were moving. Blasting back into tunnel, there was a perceptable pop as my ears adjusted to the sudden change in pressure. Meanwhile onboard, things were far from futuristic. Announcements were made, and the polite and friendly staff checked my ticket and crossed it with a pen mark. It seemed almost like the staff had been told to play down the fact we were hurtling along at high speed.

We burst into open air again near Rainham. The yards at Ripple Lane and Dagenham beside the line flashed by, and we skirted the road to the Queen Elizabeth II Bridge. Once again into tunnel, this time to pass under the Thames. And strangely, all too soon, we were slowing for Ebbsfleet! We entered another concrete box - the lines connecting to North Kent leapt up and over, and we came to rest in platform 2 beside another pair of Javelins on test. A surprising amount of people had travelled, and some were waiting to come back. People are taking the new service in their stride it seems, which made my furtive photography and foolish excitement seem all the more strange. I calculated 14 minutes for the 22 miles or so to Ebbsfleet - an average speed of 94mph including all the accelerating and decelerating around the stations. Sadly, as the route is mainly in tunnel, I couldn't get a maximum speed reading from my GPS. I can't wait to get a longer run on one of these remarkable machines when they enter squadron service next year!

Next it was time to sample another way in which London was catering to it's embattled commuters needs. After making my way back to St Pancras via another exhilarating trip on 395011, I hopped back onto the tube to Liverpool Street and after a quick bite to eat onto a 321 to Stratford. Seemed odd to be arriving at a station I'd just passed under at extreme speed. Had a brief wander around the busy station front. It was now fairly bright and very warm out, and I was suffering under the weight of my ill-considered raincoat, now stuffed into a bulging rucksack. Dodged the charity muggers and headed back to platform 1, where the London Overground service has been diverted into new platforms to leave those bisecting the concourse free for the DLR extension. Here I became rather muddled about which diagram was planned for one of the new trains. However, waiting around here wasn't an option - there were a huge amount of staff milling around, and their constant looks and patrols indicated that they felt my presence was a threat in some way. Decided to find a place further along the line where my presence wouldn't be questioned. Naturally selected Dalston Kingsland - if there is anywhere it's possible to fade into obscurity it had to be there. So compromised by doing the first bit of my trip on a battered but still reliable 313, covering the new curve and passing the Olympic Park with its profusion of frames and skeletons. Popped out into Dalston on arrival for a brief walk around Ridley Road market and the shopping centre before heading back down to the platforms. I comfortably let two trains pass here with no comment or concern from anyone. While Stratford becomes nervous in anticipation of it's Olympic future, Dalston soldiers on - unsuspecting and unsurprised. Finally my patience was rewarded. The sight of a high intensity headlamp signalled the arrival of 378007 into the station.

Inside the unit gave an impression of space. The longitudinal tube-style seating and full-width gangways allow sight all the way through the train. Settled on a sort of 'perch' seat beside the doors and watched how people avoided standing near the corridor connection. This however allowed a travelling busker to set up his stage for a swift rendition of 'King of the Road'. The guard came to move him on and a dungaree-clad Islingtonite and her friend defended him "Leave him alone, he's done no harm" they protested. Confidentially, a fellow passenger beside me whispered "Dunno, I thought he murdered that one". I nodded tacit agreement and stared ahead in the time-honoured London fashion. At Willesden, a small gaggle of Bombardier workers boarded and began a complicated series of ambient temperature checks on the unit. This seemed to involve them leaning over passengers and waving a probe about, quite unsure of where it ought to be. The unit was cold - for me pleasantly so, because I appreciate well air-conditioned trains. However the chill wasn't to everyone's taste and I can only assume it's this the deputation had been sent to asses scientifically.

We progressed around the North London Line, and I heard plenty of positive comments about the new train as people remarked on it's arrival. Eventually into Richmond where the turn around allowed time to get a quick snapshot of the unit before it worked back. I travelled back as far as Willesden Junction, with the Bombardier guys struggling to finish their measurements before getting off too! With the start of a nagging headache from the humidity, feeling much too hot and weighed down by my rucksack, I decided to get a coffee - I must have looked downtrodden because the barista was extra nice to me today! Spent a pleasant few minutes drinking coffee, chatting and watching trains pass by on the West Coast Main Line below. Eventually time to do one of my signature moves - back to Paddington via West Brompton.

Enjoyed a quiet ride back on the busy 16:30, regarding today's trip as a success. Perhaps most excitingly I've seen the developments which have caused so much speculation and debate in railway circles over the past few years finally come to fruition. Of course the common thread in terms of both the Overground renewal and the Highspeed Service is the Olympics - an uncomfortably transient phenomenon. London is beginning to get the modern railway it deserves, but I hope the momentum can be sustained into projects like wider electrification and new trains for the provinces.

It was also interesting to think that thundering west in a 1970s built HST on a century old rail alignment, I wasn't really going so much slower than the Javelin...

There hasn't been a good old fashioned spin'n'win tour for a good while now, so when Spitfire announced this trip, using a variety of traction from the varied and interesting DRS fleet, I was keen to book. Thus I found myself in the familiar surroundings of Birmingham New Street at an unearthly hour once again, grabbing a rushed breakfast whilst trying to find a member of staff willing to commit to a platform for the tour. In the end descended to a very congested platform 7 still in some doubt, but sure enough the parade of Voyagers all left for their various destinations in time for our stock to crawl into the platform behind 66430 - and then to stop dead at the mid-platform signal. Rushed back to board as close to my carriage as possible, and found myself seated in a very strange saloon called "The Red Knight" - clearly not one of WCRC's finest efforts. The train did eventually pull forward enough for it all to be accommodated, and we finally left around ten minutes down. However, things soon seemed to be picking up as we gathered speed via a pick-up at Burton-on-Trent and then took the Stenson to Sheet Stores freight line to head through Toton and further stops at Alfreton and Sheffield. As we headed north again via the Dearne Valley, noted that the skies were darkening somewhat. Indeed from Wakefield Westgate onwards the storm deepened. As we arrived in Leeds via the Copley Hill Chord, the rain was falling hard from a slate grey sky. Thus, only headed briefly out onto the platform to see that 37607 and 604 were already on the back of the train and preparing to work forwards. The start-up on 37604 was particularly noisy, smoky and impressive! One of these locos was of course supposed to be a Class 20, but the shortage of this class while most members are at Eastleigh receiving attention made this impossible. Not a big issue for me, with the second 37 being an fine choice of replacement.

Returned to our strange carriage to dry off and enjoy a run along the legendary Settle and Carlisle line. It's been a while since I've been in these parts, and I'd forgotten just how impressive the scenery and the isolation is up there. The Ribblehead Viaduct as ever, made a huge impression on everyone on the train. Amazingly too, as we passed over the Pennines and into the west, the clouds broke and the sun came shining through. We descended into Carlisle in strong midday sunshine, with a few hours to spend in the border city. Since my injured knee was still giving me a fair amount of grief, I hobbled carefully into the centre and found some food which led to an impromptu picnic in the grounds of the Cathedral. Decided I wanted decent coffee now, and thus made for the Market Square, formed by the confluence of English Street and Scotch Street. The significance of this was not lost, as while I cooled off in the coffee shop, the sound of pipes drifted in. Drank up and headed out to find a small band of pipers and brass musicians performing for charity. Stayed and watched for quite a while, particularly enjoying the moment when two Buckfast-swilling neds on tour persuaded the bandleader to strike up 'Flower of Scotland'. The locals took it in good humour, however!

Back to the station to find out what Kingmoor Depot had turned out for our trip back. After a short exploration of the station, 57007 arrived with the stock of our train - indicating that this would be hauling the final leg of our tour after a reversal at Wakefield Kirkgate. Walked to the front to find DRS 37087 paired up, rather unexpectedly with WCRS's 37676! Another failure at Kingmoor had meant this late substitution - and while 676 wasn't a winner for me (having featured on a couple of trips this year) the leading 37087 was. Back on board in great weather for and on-time departure, and things were looking good for a fine run home...

..but these things almost never work out quite that easily - and would of course, be dull if they did. What would people find to gossip and whinge about on the internet for starters! Out first problem, it seemed related to the roof-mounted horns on 37676 which were out-of-gauge for tunnels on the booked route via Barnsley! A substitute plan was concocted with us heading instead via Wakefield Kirgate, not reversing as planned but progressing presumably via Crofton and Hare Park to gain the route via Moorthorpe. We would then reverse at Sheffield and take the 'Old Road'. However, just west of Blackburn the brakes went on pretty sharply. At this point someone leaning out of a window said with some dismay "Hmm. We seem to be on fire!".

Indeed there was a great deal of smoke pouring from one of the wheelsets on 57007. Whether there was in fact a fire, or just lots of heat, oil and therefore smoke is hard to establish. Suffice to say that 57007 had appeared to have been moving for a good few miles with it's brakes on. Enough in fact to cause the tyres to shift. After a long, quiet delay when the broken PA meant that at least we didn't get any speculation, 6201 'Princess Eliabeth' arrived with it's steam special. We endured a good few minutes ribbing from the steam cranks' on board, but they were soon away and that just left the local youngsters to have their own pop at us!

Finally the decision was taken to move forward to Blackburn on the Up & Down Goods line, then to detach 57007. All this was duly accomplished very swiftly and efficiently and we were under way once more - delayed, but with some prospect of making up time as a reversal would now not be necessary at Sheffield. Despite some slow running, presumably due to following units over Copy Pit, we seemed to be holding time and not getting any later. The loss of a potential haulage was disappointing, but we were moving which was positive. Until of course we stopped - just outside Wakefield Kirgate, and for no apparent reason. As we had no PA in "The Red Knight" we had to wait for the news to filter back - a points failure, and cable theft in the Dearne Valley. We sat for a long time, chatting through the various options available. A mention had been made of travelling via Doncaster - but that meant a likely very much longer route out to the ECML. Eventually, as we set off through Kirkgate and turned north at Altofts Junction it became clear. We in fact travelled via Methley Junction and almost back to Leeds, before taking the Whitehall Curve and the spur line to avoid the station. Throw in for good measure a second traversal of the Copley Hill Chord in the other direction, and within the space of a few minutes we'd scored a fair bit of very rare track indeed! Feeling much better about things now, we sped off south towards Doncaster, crossing over the bridge above the spot where we'd waited outside Kirkgate almost an hour earlier!

37087 and 676 did solid work in getting us home, especially as I understand they were being driven in tandem due to problems persuading them to work in multiple. We made very good progress south via the Erewash Valley and into the Midlands, and arrived at New Street at around 00:38 - about 80 minutes late - which given the challenges which the day presented, is far from bad going! The tour terminated here as Network Rail had already taken possession of the line between New Street and Wolverhampton. So we were efficiently shepherded out of the station via a secret exit onto the cab road and while the Wolves-bound passengers headed for their coaches, I very gratefully descended the stairs to Station Street and my hotel. It would be easy to use the usual term 'farce' for this tour - and some of the situations were pretty unlikely. For them all to crop up on the same trip is incredibly bad luck. However, the way things were handled, the positive attitude to getting everyone home and the general good humour on board reflected very well indeed on Spitfire. The bonus of some extra mileage and some extremely hard-to-get track made my day, and you'll get no complaints from me!