So, finding myself down there with a free Saturday, I thought I'd check out the last extra train of the season. As I expected, the outward journey was only carrying enthusiasts, anxious to bag a last ride behind a pair of 47s. The return journey from Skeggie would, I reasoned, be packed with holidaymakers.

Alas, not so. No more than half a dozen "real" customers took advantage of the extra seats. By my reckoning, the return trip couldn't have generated more than £800 in extra revenue. The hire-in costs must have been much, much more than that.

So, where did it all go wrong?

Firstly, marketing. The extra train didn't make it into East Midlands Trains' normal timetable leaflets or station posters. Neither was it showing up on some on-line booking systems. It was mentioned on the EMT website, and on posters at stations showing details of service changes. This, of course, forgets that holidaymakers tend to book their travel arrangements well in advance.

Secondly, the train.

It was a nice idea to run "seaside specials" with old-fashioned locomotives and carriages in a traditional maroon livery. Sadly, instead of conjuring up a travel experience reminiscent of the great days of the railways, the train was a bit of a letdown. The stock hasn't had a deep clean since 2001 - I know this because enthusiasts on the train found old bus tickets and reservations from seven years ago around the train. Clouds of dust came out of the seats, should you give them a thwack with your hand. Of the five toilets, none were working properly.

Thirdly, the track. The usual diesel multiple units are limited to a maximum speed of 50mph between Boston and Skegness. But locomotive hauled trains, being heavier, are limited to just 25mph (it's called a differential speed limit). Which meant the last leg of the journey took a very tedious hour and a quarter to do just 25 miles. And because long sections of the line are just a single track, we ended up waiting for oncoming trains to pass. Even the enthusiasts were getting bored.

Getting people to switch to the railways from cars is about more than just running extra trains. The trains have to be properly marketed. They have to be clean on the inside, not just the outside. And Network Rail has to be given the resources (ie., money!) to enable it to upgrade or renew track which, even to the untrained eye, is close to being worn out.