As the morning dawned, after a long but enjoyable weekend, exploring the West Highland Lines to their extremities at Oban, Fort William and Mallaig on our BWC2 tour, it was time for the re- (or should that in fact be de-) positioning move back to Derby. A tour on a Monday is unusual; in the old days it would have been ECS.

However, as the departure time was later, I decided to cover a little bit of track that I'd never done and visit three stations. I caught the 08.12 Edinburgh to Tweedbank service, ScotRail DMU 170410 (not required for sight or haulage), to Shawfair, then visited Newcraighall and Brunstane on the way back to Edinburgh. The two units, 170427 and 170396, I'd seen before but were still required for haulage.

My 09.15 Edinburgh arrival gave ample time for a PNB (Personal Needs Break) to grab some food and drink before the 09.45 Edinburgh to Glasgow Queen Street train, which I caught as far as Linlithgow. This time however it was an AT2OO Class 385 EMU assembled by Hitachi in Newton Aycliffe.

I boarded 385115 (required for haulage) in P10 and settled down for the 22-minute run to Linlithgow, calling at Haymarket. Shortly after leaving there, we passed Haymarket Depot, with examples of ScotRail Class 156, 158 and 170 DMUs, used on local services as well as longer distance services to other parts of Scotland further north. There were also many Class 43s and Mk3 stock stabled, awaiting their next turns of duty. These HST power cars and their shortened rakes provide services between Edinburgh / Glasgow, Dundee, Aberdeen, Stirling, Perth and Inverness, branded 'Inter7 city'; unfortunately, this once nationwide fleet is now only found in Scotland and the Southwest of England. Linlithgow arrival was a minute late at 10.03 (lost between Edinburgh Park and Newbridge Jn) but, with plenty of time to spare before the tour arrived to take us south, it wasn't an issue. The stock duly arrived ECS from Bo'ness, 7 minutes early at 10.33 and took me by surprise as I wanted to be at the eastern end of the platform to take some pictures but had been deep in conversation with some fellow participants. After a brisk walk up the platform, I was glad that the driver had stopped short of the end so I could take a good shot of our steed for the day, 57303.



57303 is a 95mph ETH-fitted (Electric Train Heating) loco recently acquired by GBRf from DRS who have sold their heritage fleet over the last few years. They were re-engineered from Class 47s and had General Motors engines fitted for WCML Thunderbird duties (hence the 'International Rescue'). This example is, ironically, the only one converted from the original Class 47/7 subclass (47705), to work the Edinburgh to Glasgow push-pull services (which was the reason she was deliberately chosen).

We left on time at 10.43 for the short trip into Linlithgow Up Passenger Loop, where we had to wait for two services to pass; a ScotRail service to Edinburgh (on time), and an LNER Azuma from Inverness to London King's Cross, which was four mins late passing, but we left on time at 10.57. It was a spritely run along the 17 miles of her former stomping ground to Edinburgh and by the time we passed Princes Street Gardens we were two mins early; booked for P11, we ended up in P7, three mins early at 11.17.






With the obligatory photographs taken, we left on time at 11.49, being routed through the south tunnel joining the Up Berwick at Abbeyhill Jn. At Craigentinny Depot to the right were examples of LNER, ScotRail and CrossCountry fleets, a Class 73/9 Caledonian Sleeper loco was in the inspection shed, as was the current depot shunter 08480 and a little yellow battery 'Niteq 5000-U' shunter from the Netherlands.

Bearing right at Portobello Jn onto the Edinburgh Suburban Line, our train ran parallel to the line I'd travelled on three hours earlier (this time on our left), then right again to Niddrie West Jn onto the Down line passing the former stations of Duddingston, Morningside Road and Craiglockhart. Bearing left onto Craiglockhart Loop, at Slateford East Sidings some Engineer's plant was seen and four rakes of ScotRail Mk3 HST coaches, only on one rake were the numbers visible (if anyone noted the number of the third coach along in this rake, it would be much appreciated).

We stopped before Slateford Jn, awaiting our path following a TPE Edinburgh to Manchester Airport four mins late but this only cost two. We took the Up Midcalder line to Carstairs South Jn, losing more time behind the TPE; Midcalder Jn to Carstairs South Jn (16¾ miles) was my first section of new track.

The train turned south onto the WCML and, at a fair lick, continued the next 15 miles to Abington Up Passenger Loop, where we were due to wait for the 12.40 Glasgow to Euston to pass, which it did four mins down. We set off south again at 13.20 (five late), to my next bit of required track, Beattock Up Passenger Loop. This was a bit of a nemesis for me as I've been on numerous tours due to do it which did not. This time I was successful and I expect that there were others in the same boat on the tour. After another fast run between these two loops, we arrived at 13.37, making up four minutes.

During the next 40 miles to Carlisle, 57303 could stretch her legs and, by Kingmoor Jn, we were five mins early. Pulling into Carlisle a minute early at 14.16, a few Class 156 DMUs (ScotRail and Northern) were noted in the bays awaiting their next turns to the north and south. A fair few alighted here.

After a prompt departure from P4 at 14.19, we took the Up Newcastle at Petteril Bridge Jn. Following the previous brisk run down the WCML, the next 60 miles along the very attractive Tyne Valley was at a rather more sedate pace. However, we kept right time up to our next call at Blaydon, for a photo stop and leg stretch of 10 mins; in fact we had eight, as we arrived one late and left a min early at 15.40 (it was ample but I couldn't scratch the shack under my criteria as it was the same service).

My next bits of red pennage followed with the crossover at Norwood Jn from the Up Carlisle to the Low Fell Single and, after passing Tyne Yard, the connection from Down Main to Up Main at Birtley Jn. The first was a success; at Birtley Jn we continued southbound on the bidirectional Down Main to Ouston Crossovers to join the Up Main (missing crossing at Birtley Jn but a much better scratch!!).

We continued south for 30 miles to our next calling point of Darlington P1, reached two mins early at 16.36; a few more disembarked, this time it was more noticeable. At 16.40 we left not expecting much but with a solid performance for the next 40 miles towards York, our charter halted just north of Northallerton, sat for four mins, then crossed from the Up Main to Down Main on the bidirectional section through Northallerton P2 (with many surprised faces on the platform). At Longlands Jn we crossed back to the Up Main and, although I'd done the previous crossover, this one was needed (they were on the day Adlam extras). The next 30 miles at full International Rescue speed helped claw back the lost five mins, reaching York on time at 17.22, leaving two mins late, and much lighter, at 17.27.

The tour progressed south before taking Hambleton North to East and Selby Canal Curves to rejoin the ECML at Temple Hirst Jn on to Doncaster, where we were booked Up Fast. Instead, we crossed from Down Main to Down Platform Loop (P8), pausing for three mins then leaving on time at 18.10.

My last section of required track, the second longest of the day at two miles, was from Masborough Jn to the Masborough Sorting Sidings South Jn (what a mouthful) end of Up Canklow Goods Loop.

After leaving Doncaster we turned right towards Hexthorpe Jn, passing Roberts Road EMD (Electro-Motive Diesel) Depot on the left but by now it was too dark to identify any locos. Shortly after passing Mexborough, we swung left towards Aldwarke Jn and onto the Up Main for the short run to Masborough (former Station North) Jn, past Rotherham Masborough platforms (closed 3 Oct 1988), gaining time to Barrow Hill South Jn (20 mins early) and reaching Chesterfield P3 for our penultimate drop off 13 mins early at 19.02. By then, my dream of catching the 19.47 Derby to Crewe looked like a distinct possibility; we left Chesterfield at 19.05, 14 mins early but were held at Chesterfield South Jn for the 15.08 Edinburgh to Plymouth and the bang on time 19.00 Sheffield to St Pancras both to pass.

We eventually left at 19.16, four minutes early but by now my connection was touch and go and despite a beer being planned with my fellow traveller to Derby in the hour until my next train to Crewe, the thought of my bed calling after 5 days away far outweighed any need for a beer! We were routed Up Fast to Derby, arriving 12 mins early at 19.36 on P2; I had 10 minutes! A few goodbyes were exchanged until next time, (no pictures due to time restraints, as was the beer ... next time, Trev!). I made my way to P4a for my dream service to Crewe (now there's something I never thought I'd say).

We left a minute late at 19.48; 170517 was on duty this evening (not required), but by Tutbury & Hatton had made up time, keeping this to Crewe, where we lost a minute entering the station arriving at 20.59. It was to be my lucky night as the 19.02 Euston to Holyhead was running late. I couldn't remember which of the Avanti Voyagers I needed for haulage, so I boarded the rear set (detached at Chester). We reached Chester 13 mins late but there was ample time to switch to the front unit for the rest of my journey, usually to my home station of Llandudno Junction but this evening to Prestatyn (reached at 21.58 - much appreciated after a long five days away - against the planned time of 23.24).

Many thanks to Kev and everyone in the Society involved, GBRF, NR and SRPS for, in my view, a very successful and enjoyable long weekend helping to raise money for Martin House Children's Hospice and Great Ormond Street Hospital charity. I look forward to the next one... Far North lines, please!!