A UK and European excursion from the colony

[railfan99]

Two years ago, I'd been thwarted in an attempt to include the Strathspey Railway in the itinerary due to a rail strike, so it was good on a Sunday morning to be on Aviemore platform 3 soaking up the atmosphere.

46464, a relative steam youngster built in 1950 was the loco hauling a six car train.

We departed at 1015, on time, with 39 passengers. 37674 and D3605 were noted at the loco depot.

At Boat of Garten (1033-45), the loco took water. It was lovely to observe the upper quadrant semaphore at the station's down end.

A downside was no food on sale: overall, this preserved railway was a fail on catering - no hot food at any station, unlike many English preserved railways that excel in that department.

One day recently, the railway had 260 passengers use it: a contrast to the day I was travelling.

After ten minutes at the terminus, we arrived back at Aviemore at 1157 hours.

I watched a ScotRail HST depart at 1240 and joined the 1245 hours preserved railway departure to get my money's worth.

At Boat of Garten (1300-13), I quickly walked to the general store/post office and obtained sustenance.

We were back at Aviemore by 1425. This preserved railway was pleasant though not scenically spectacular. Staff were good: happy to chat but not overbearing.

 

[railfan99]

After another hotel night, a Monday morning saw me present for the 0952 from Aviemore the short distance to Inverness. 170411 (a three-car unit) was the motive power, departing two minutes late but arriving bang on time at 1029 hours. It was very pleasing to observe 18 on, and five (plus) off at Aviemore, again showing that local residents use their railway. There was fog at Carrbridge along the way.

Inverness station was very busy. I was not a fan of how the staff keep passengers from going onto the platforms until the last minute. They were held back for the 1050 hours to Edinburgh, so I had to battle my way through the crowd to join two-car 158719 that formed the 1056 hours to Kyle of Lochalsh, departing five minutes late with few passengers.

We arrived at destination at 1349, 14 late with eight passengers detraining though there had been a small number of intermediate journeys. A hotel night ensued.

 

[D6130]

Corrbridge

Carrbridge. However I'm very much enjoying your reports, as I have done for past three years or so. Please keep them coming!

 

[railfan99]

Up at well before 0530 hours for the few minutes' walk from my hotel to join the 061i hours (158717) from Kyle to Inverness.

I neglected to mention above that the previous day saw 66746 arrive on the Royal Scotsman at 1519 hours. All doors on this luxury train were closed but one staff member briefly peered at me, no doubt thinking I was a peasant. The train was still at Kyle on this next morning when we departed in darkness. I had mailed postcards from Kyle: these all arrived in Oz.

We had three passengers leaving Kyle but among pickups, 12 boarded at Dingwall, eight at Muir of Ord and 4 at Beauly, as arrival at Invereness after a scenic run was at 0852, only two late and in nice time for an 0900 hours start in an office. Not that this worried me, leisure traveller such as I was.

The nearby M&S food hall proved an excellent choice to obtain breakfast. I didn't find the prices extortionate, even with a depreciating Pacific peso conversion.

The next train was formed with 170393 - three cars.

The Inverness to Aberdeen line was new trackage. It was most attractive. Is it the most underrated line in Scotland? History abounded, plus good rural scenry. There were many intermediate passengers: 16 plus on at Elgin, 10 on at Keith - a preserved railway I've yet to do - and at least another 25 joining at various other intermediate stations, so the conductor was kept busy.

Aberdeen arival was at 1313 hours.

Given the suitcase and backpack were present, I couldn't be bothered straying far from rail. The 1st class lounge was initially for my sole use until three others arrived.

The station architecture was interesting though I couldn't help thinking "in 1920, it must have been busier than today'. The historic photos were viewed in an empty walkway.

800107 formed the LNER 1452 hours southbound that departed bang on time.

60 plus joined at Dundee, there were more than 40 on at Leuchars, 23 plus on at Kirkcaldy and 20 plus on at Haymarket. At least 30 alighted at Dunbar after 200 plus had joined at Edinburgh. Standard class must have been very busy.

I was very pleased that so many were using trains such as this LNER, but every time I travel, patronage north of York in particular seems heavy.

We had to follow another train into Newcastle so arrival at 1918 for my hotel stop was 14 minutes late. It's always a bit peeving when one wants to get to the hotel and there's a sudden last minute delay. First world problem, I reminded myself in an attempt to extinguish the very selfish thought.

 

[railfan99]

On a Tuesday morning I rose bright and early for the 0800 Azuma (801227) that departed bang on time from a busy Newcastle. A forward-facing seat was secured, as 1st class was only moderately busy.

It was an uneventful trip, arriving London Kings Cross at 1050, three minutes ahead of time.

I caught the 12-car 700120 the short distance to London Bridge station (1125 from St Pancras, arriving at 1136).

Here I transferred to an eight coach Southeastern train (375814 bound for Hastings. Quite some greenery along the way: being used to Australian uran settings that go on 'for ever', it made a nice change to so quickly see semi-rural life.

We left on time at 1154 with arrival at my destination of (Royal) Tunbridge Wells at 1240 hours.

After dumping my suitcase at the chosen hotel, I enjoyed a pleasant lunch.

 

[railfan99]

The Spa Valley Railway was fortunately operating in late October 2024 thanks to the USA celebration of Halloween that has gradually extended its tentacles into other Western nations.

Many excited children were entertained prior to departure from Tunbridge Wells West. There was also entertainment at Eridge that kept the masses entertained.

The 1410 hours special departed at 1414 with diesel 73140 leading five coaches and steam 34053 at the rear, which would lead on the way back from Eridge. The heritage line parallels 'the normal railway' for some hundreds of metres.

We were at the latter from 1435 to 1447 with arrival back at TWW at 1509, a minute realy. I then travelled on the 1535 second train that arrived back at 1635.

It was then a fairly lengthy walk back to the hotel but with only a backpack to carry, it was easy going.

Another heritage railway ticked off.

 

[railfan99]

The next morning the very generous @paul1609 picked me up for the drive to Bodiam Castle, a National Trust property also featuring Halloween, although the latter wasn't the raison d'etre for my visit.

We then joined trusty steam loco 76017 on a five car train that departed Bodiam on time at 1125, arriving Tenterden at 1220, six minutes late. Patronage was good, but from memory mostly adults rather than Halloween attendees.

The K&ESR has many restored passenger carriages and an excellent Colonel Stephens railway museum that I'd visited last year at Tenterden.

The return trip took from 1310 to 1353 after which we had a late lunch back in Tenterden.

There was to be a later Halloween-specific trip.

A very well organised heritage railway that is relatively close to London. Tenterden is also an attractive market town.

 

[railfan99]

All good things must come to an end so it was time (for the moment) to bid 'adieu' to Mother England.

And so it was I boarded 375706-375824 and another four cars from Tunbridge Wells at 0752 hours (28 minutes late!) with comfortable seats for the short journey to London Bridge where arrival occurred at 0840 hours. I then changed to 700035 at 0858 (five minutes late) that was a West Hampstead train. I alighted at St Pancras at 0913 hours.

The queue for passport control at St Pancras International was minimal so I was through at 0947 hours, joining the 1131 hours to Paris with 4024. Annoyingly, as was the case a year ago, I was in car 2 that was near the back of the train meaning a long walk along the Paris Gare du Nord platform. I had managed to secure a seat in the waiting area as no trains were delayed, but agree that this facility badly needs expanding.

A falafel dish was served for lunch. Eurostar was chockers: good to see.

We had some running in France on the so-called 'classic (old) line' due to trackwork so while arrival was on time according to the amended timetable's stipulation of 1531 hours, it was a slower trip than I'd previously experienced.

Here I walked to Paris Gare de L'Est that took all of 10 minutes given the lift near the latter was working.

The East station is most attractive but laden with my suitcase, I didn't explore much.

The TGV loco was 4714. The usual scrum at the barrier gate ensued with not much time to get aboard and find one's seat.

Departure for the 441 kilometre run to Strasbourg was on time at 1724 with arrival (after some excellent 320kmh running) similarly 'on the knocker' at 1910. The TGVs are ageing but my seat was in OK condition.

I then took a taxi to the hotel but would use trams back to the station two days later. The Turkish taxi driver complained that he'd 'waited an hour for an 8 Euro fare'. Hmmm, taxi drivers worldwide always have a sob story.

 

[D6130]

Annoyingly, as was the case a year ago, I was in car 2 that was near the back of the train meaning a long walk along the Paris Gare du Nord platform.

For future reference, you can select your seat and carriage on the Eurostar website. Should your ticket have already been booked for you, you can change your saet and carriage on the same site.

 

[Ant1966]

All good things must come to an end so it was time (for the moment) to bid 'adieu' to Mother England.

And so it was I boarded 375706-375824 and another four cars from Tunbridge Wells at 0752 hours (28 minutes late!) with comfortable seats for the short journey to London Bridge where arrival occurred at 0840 hours. I then changed to 700035 at 0858 (five minutes late) that was a West Hampstead train. I alighted at St Pancras at 0913 hours.

The queue for passport control at St Pancras International was minimal so I was through at 0947 hours, joining the 1131 hours to Paris with 4024. Annoyingly, as was the case a year ago, I was in car 2 that was near the back of the train meaning a long walk along the Paris Gare du Nord platform. I had managed to secure a seat in the waiting area as no trains were delayed, but agree that this facility badly needs expanding.

A falafel dish was served for lunch. Eurostar was chockers: good to see.

We had some running in France on the so-called 'classic (old) line' due to trackwork so while arrival was on time according to the amended timetable's stipulation of 1531 hours, it was a slower trip than I'd previously experienced.

Here I walked to Paris Gare de L'Est that took all of 10 minutes given the lift near the latter was working.

The East station is most attractive but laden with my suitcase, I didn't explore much.

The TGV loco was 4714. The usual scrum at the barrier gate ensued with not much time to get aboard and find one's seat.

Departure for the 441 kilometre run to Strasbourg was on time at 1724 with arrival (after some excellent 320kmh running) similarly 'on the knocker' at 1910. The TGVs are ageing but my seat was in OK condition.

I then took a taxi to the hotel but would use trams back to the station two days later. The Turkish taxi driver complained that he'd 'waited an hour for an 8 Euro fare'. Hmmm, taxi drivers worldwide always have a sob story.

Really enjoyed reading these reports, thanks for posting. Also nice to see someone from outside the UK having a (positive) experience of our trains. Although 1st Class might have helped in some cases!

 

[railfan99]

One of my aims on this trip was to travel on many new (for me) tram networks.

Older trams (Konstal, Tatra and so on) were a particular attraction.

Strasbourg didn't have any of these operating.

My first terminus was the rather ugly Hoenheim Gare (railway station) that was reached on a Saturday morning at 0926 hours for an eight minute stop.

I then joined the fast moving queue to visit Strasbourg Cathedral. Being Catholic, it was a chance to pray, and the Cathdral wasn't too crowded despite this being a French long weekend (All Saints Day was the Friday).

A vanilla slice at a cake shop would cost 4.9 Euro so I declined, but the shop looked most attractive.

Homme de Fer was 'tramway heaven' with routes crossing each other: visiting also allowed me to orient myself for tomorrow's trip back to the railway station.

Eventually my tram travel took me across the French-German border to Kehl where I admired the Rathaus - what a great name for a town hall - and enjoyed a pizza at a restaurant, probably at less cost than in France. My extensive day of tram travelling was over by 1805 hours after a most enjoyable day.

 

[railfan99]

Also nice to see someone from outside the UK having a (positive) experience of our trains. Although 1st Class might have helped in some cases!

Interrail and Eurailpasses may not be for everyone, but provided one is undertaking a fair swathe of travel in nations where fares are more expensive - the UK, France etc. qualify - despite supplements payable for some trains, the passes very quickly pay for themselves.

I couldn't imagine saving a few Euros and slumming it in economy/standard class. 1st class isn't always empty - far from it - but it's a far better travel experience, and in the UK comes with free food and beverages from main line operators, even if the 'food' is sometimes just crumpets.

It was fortunate not to experience cancellations (with the possible exception of Tunbridge Wells to London Bridge, but that's a normally high frequency route so I didn't really 'notice'), and to only have relatively minor delays. I don't doubt for some of you locals, the experience isn't as crash hot.

 

[railfan99]

The next morning being Sunday it was great that trams were opereating early enough for my trip to the station. I used one tram (Line B) from 0714 to 0721, changing at Homme de Fer to Line C with tram 3017 conveying me for the four minute remainder of this short trip.

I then joined DB ICE train number 9571 with 717 as the railcar set. This had come from Paris Est. 1st class was full, but of course I had a reserved seat.

We departed Strasbourg at 0846, four minutes late and by 0855 had passed through Kehl, so I could say I'd 'been there' by both tram and rail.

At 0930, also four late, I alighted at a busy Karlsruhe where I was able to wonder at the lovely station architecture, a common feature in Europe being magnificent rooves.

ICE 372 was the next train: again, I had a reserved seat. It departed on time at 1000 with 9022. (I hope my recording of railcar numbers was correct).

After Mannheim I bought a Snickers bar and 500ml Coke from the dining/buffet car for 6.7Euro: expensive, but lumbered with a suitcase it's often easier to buy on train.

At one stage we were travelling at 251kmh. German ICEs aren't the fastest trains worldwide, but I love the seating arrangements, the classy tables, the smooth ride even when accelerating or decelerating and the overall vibe.

We became a double set at Frankfurt (1150-57) and not long after, around 1300 hours, encountered some dense fog.

The train continued to be well patronised. At Hannover (1417-20), more than 80 joined.

We were checked prior to arriving at my destination of Hamburg so arrival was at 1551, 15 minutes late into platform 13.

 

[railfan99]

Hamburg station was super busy, but thanks to good signage including destination boards, and efficient lifts, I was able to quickly find my `606 hours scheduled departure to Lubeck, off platforms 6A-C.

Amazingly, this train was two four-car sets (one of which was 4445122) but at least in my car had every seat taken. I had to sit on a longitudinal seat as it was mission impossible to haul the suitcase up stairs on this double deck train. I wondered how many of the passengers were using the DB monthly passes available previously for a bargain 49Euro if my memory is correct.

We arrived Lubeck at 1650 whereupon I retired to a trendy but excellent hotel that next morning gave me a terrific breakfast. German efficiency!

 

[railfan99]

It was most unusual for me to have a rail or tram-less day but this was about to occur.

In the morning I had an uneventful walk around Lubeck looking at the well preserved city gate as well as the Rathaus.

Lubeck station was almost deserted at 1130 when I arrived for the 1203 hours trains to Travemunde-Strand.

This was four-car 445124. It departed and arrived right on time, at 1203 and 1226 respectively.

My next journey was on a ferry but it was impractical to alight at one of the closer Travemiunde stations to the port as I wasn't sure if one could walk to the office where no doubt there'd be a shipside shuttle bus.

I could have come from Lubeck by bus but wanted to do the rail line, so at the Strand station I joined bus 394 on route 40 for the 12 minute trip (1304-16) to the Stena Line domestic terminal.

I quickly checked in, as the bus stop was only 150 metres from the double storey port office.

Waiting for the ferry was boring. A few truck drivers and I were the only ones in the terminal. I observed a grand total of one person purchasing duty free alcohol from the large shop. I bought some hot chips from the cafe.

I was shipside by 1411 and walked on board, using an escalator to reception. A kind staff member carried my suitcase to the deck where my cabin was.

We had 67 passengers: mostly truck drivers, but a few passengers travelling in their cars. I was the only foot passenger! My fare was 125 Euros, uncompetitive probably with low-cost airlines but my rule is "where there's rail/ferry/bus available, try not to fly".

The ship departed 15 minutes early at 1545. I had brought my own food. The retsurant (and separate shop) had different operating hours. Fewer than half seemed to dine.

The ship also had a pleasant lounge, and the sea was a milky like smoothness all night.

I slept well and showered in the en suite.

 

[railfan99]

Having previously been to Estonia but not the other two Baltic republics, rectifying was another aim of the trip.

My Stena Line ship arrived Liepaya, Latvia on Tuesday afternoon at 1412 hours, 48 minute early after a restful voyage.

An employee at the Stena office kindly called me a taxi whose courteous driver (I'm looking at you, Australia) took from 1450 to 1507 hours to reach my very comfortable olde-worldle accommodation.

Liepaja has one tram line. Unlike Strasbourg, it was extremely difficult to work out how to purchase a ticket. There were no ticket machines, and locals asked did not indicate that tobacconists or other shops sold tickets.

So I travelled on tram number 253 to each terminus - both were devoid of shops nearby - but on the way back encountered ticket inspectors who eventually let me go after they tested my phone to find it lacked internet access (as I was relying on WiFi.)

Phew: I always pay a fare, and did so subsequently on every other tram network on which I travelled (of which more later).

I walked back at night to my accommodation without anyone hassling me. I had an initial positive impression of Latvia.

 

[railfan99]

The next morning, my fear was that my alarm wouldn't go off or I'd sleep through it.

The reality was that given the need to rise at 'sparrows', I didn't sleep overly well. First world problem.

Liepaja only has one passenger train a day to Riga, the capital. I was determined to use it.

I arranged a taxi for the morning with reception at my excellent villa - great staff, so pleasant - and rose at 0325 hours.

The taxi took from 0414 to 0421 to reach the railway station, which has the sole tram route outside. En route we passed a tram as there was one trip that in theory would have got me to the station in time for the 0502 hours train, but at a cost of just 6 Euro, the taxi was worth it given I was lumbered with not jkust the trusty backpack but also a 20kg plus suitcase.

With no station staff on duty, I had to wait outside: it rained a little.

Eventually the driver and then the conductor appeared.

The train was a railcar that was unusual as the first car was half loco/half passenger accommodation.

The seats were rigid commuter-style but just tolerable.

We departed in the gloom at 0502 hours, bang on time: my ticket was checked by the efficient conductor within four minutes. He was kept busy issuing tickets although many did this via their smartphones. There was a 1 Euro surcharge for travelling on this train from stations closer to Riga as it was regarded an an express even though the rollingstock was much older than the relatively new electric trains Riga and environs enjoy.

We had at least another 100 passengers join en route after departing Liepaja with only 11.

Riga arrival was at 0816, a minute late. Initially I exited via stairs but found later that when the shopping centre that backed onto the uncovered platforms was open, one could use its escalators for step free access, very welcome given my suitcase.

I found my hotel whose staff must have taken pity on me as by 1000 I was in a very nice room close to the station.

 

[RuddA]

I don't usual read anything in the Trip planning and reports section, but I'm hooked on your thread. Thank you for sharing.

 

[railfan99]

I don't usual read anything in the Trip planning and reports section, but I'm hooked on your thread. Thank you for sharing.

The forum has been an inestimable source of tips and information, so my pleasure.

 

[railfan99]

The 'Urban Rail' website is a great source for the finer details about trams including very good maps. I have bought some of Mr Schwandl's books but not one covering Riga.

This city has an extensive tram network with a mix of fairly elderly and newer trams: variety is the spice of life.

My first trip (after buying a 3-day pass from a nearby store) was on route 1 to Imanta: the terminus area had large numbers of Soviet-era flats. No great surprise there.

I then travelled quite a way to the other end at Jugla, a 65 minute trip.

Alighting near the city centre, I enjoyed a burger with chips and an orange juice for 11.50 Euro that while not 'southeast Asian cheap' was nonetheless less costly than I'd pay in my nation.

I then had a brief trip on older (coupled) trams 30591-30569 to round out the day with its early start, no doubt showing one's increasing resistance to an 0325 hours commencement and consequent inability or unwillingness to keep going until 1800 hours as I would have when younger. Slackness personified.

 

[railfan99]

The next morning was a thankfully late start that saw me on a train (the same type of ageing railcar from Liepaja - in this case, unit number DRIA.311.3).

Its destination was Valga, on the Latvian/Estonian border.

It was a pleasant trip marked by conifer and birch forests. Speed picked up once out of the Riga suburbs: there were about 12 intermediate station stops timetabled.

We all do silly things. I excelled myself in that department.

Thinking it was the last stop, I alighted at the penultimate station. I soon recognised my error but too late, the train was departing.

Fortunately there was a minibus waiting as a route bus service. Two other passengers joined and I paid the cheap fare. Fortunately one passenger spoke English: she informed me that the bus would indeed go to the city centre.

We departed the station at 1301 with the driver dawdling. After what seemed an eternity, we arrived at the Valga bus station (deserted: no taxis) at 1322 hours, having picked up a further five patrons on our roundabout route.

I had been told the railway station was 'a kilometre' from the bus terminus. This seemed an underestimate once I began walking.

Worried I'd miss my train, I came across a family of four outside a supermarket. Fortunately the man (who was Estonian by birth but lived in Valga) spoke English. I offered them 5 Euro and they kindly drive me to the station. Phew!

The station appeared to be unattended but of course my Eurailpass was to hand. Valga station had much freight: timber was among the commodities for which wagons were stabled.

We departed at 1452 with me occupying the middle car (coach) that had 96 seats, fixed like the Liepaja train.

We had 13 on at the terminus but another 20 or so joined en route. The train doors at stops opened and closed promptly: perhaps joining passengers were required to be gymnasts?

Riga arrival in the dark at 1746 was six minutes late.

I wasn't to know that my stay in this city would bring a further challenge...

 

[railfan99]

The next morning saw a pleasant walk to Riga's Old Town where I toured the Lutheran Cathedral and later found a pleasant Catholic Church for some brief reflection and prayer.

Armed with my three day tram ticket, I joined 30896-30906 from the National Opera stop to the terminus at Ilguoiems where I purchased two croissants for the princely sum of 1.89 Euro. They were very nice but what was even better was that the delightful bakery had a lavatory. Typical Europe: no public facilities. The business model seems to be 'spend money in a cafe and then spend a penny at their loo'.

Patronage of Riga's trams was excellent: passengers boarding and alighting all the way, unlike say in Melbourne where some routes have thin patronage during offpeak times close to suburban termini.

I was at this end of route from 1200 to 1219, and then used the tram to the National Library stop where I viewed the excellent railway museum until 1353 hours. Well worth a visit!

Later I travelled by tram to Milagros that was notable for having a single track section near the end of the route. The area was somewhat run down but at no time did I feel unsafe. Large trucks to and from the port were sharing the road with trams.

I finished the day with an out-and-back trip on trolleybus route 15 - bus 17965. This was heavily loaded outbound so I had to stand for part of the way. I got back to Riga's central station at 1718 when it was naturally already dark.

 

[railfan99]

Consulting my notes, I failed to mention that on my first morning in Riga on a tram at about 1130 hours there were two seriously inebriated males drinking openly from bottles of what may have been vodka. There were standees on the coupled set so apart from being annoyed at their constant shouting, I didn't pay them much attention and certainly did not stare at them.

A lady sitting one seaty ahead of me (the configuation was 2+1) then screamed at them, presumably telling them to shut up. That had no effect.

A much younger, tall and athletically built male then ventured down to them.

Within 10 seconds after he'd spoken to them, firsts were flying. Snap! Crackle!

It was very scary. I reflected later as to how incredibly slow I was to move, fearful that one of the drunk fellows would hit me. I decamped onto the tram stop probably 20 seconds after most others.

As with others, I moved into the rear tramcar and after a delay of a couple of minutes, we continued our trip.

That I'd be useless in any disturbance was glaringly obvious.

 

[30907]

Fascinating, we don't often get reports from the Baltics, thanks.

Skandinavienkai is an odd place, to put it mildly. We had an apartment by the station for a few nights in 2019, and caught a bus at a desolate-looking stop on the port side of the track which then took us through the secure area to the terminal and on to Lübeck. Looks as though it doesn't run any more, and you certainly couldn't walk that way. The station itself was very little used.

 

[railfan99]

A Saturday saw me travelling from Riga to Vilnius, Lithuania.

This international train had not long recommenced after an absence of years.

It was a three-car railcar, 770ML, probably about a decade old though hard to judge.

It docked well before its 1528 hours scheduled departure. There was a female conductor for each of the three cars. Staff were very pleasant. My ticket was checked as I boarded. I had to pay cash as a 5 Euro reservation fee as I had not been able to reserve in Riga as Latvian Railways say "it's not our train, but Lithuania's."

We had six 1st class passengers and 30 in standard clsss leaving Riga bang on time.

I was immediately given a cup of tea and some light refreshments. Very good!

At Jelgava, more than five boarded. At Siaulial, 15 more boarded.

The railcar rode smoothly.

Arrival at Vilnius after a comfortable journey was at 1959 hours, eight minutes late. My hotel was nearby, but I couldn't get to it by tram even if I so desired as Vilnius lacks trams, sadly.

 

[railfan99]

Sunday was occupied by going to Mass at an attractive Catholic Church and walking around the Old Town. I only encountered three tour groups. There were quite a few independent travellers but overall, not crowded: one of the advantages of avoiding summer in Europe that I assume would see many more tourists. There were some lovely Advent displays including lights at shops, but I didn't come across a Christmas market.

 

[railfan99]

On Monday I was up for more rail travel while still based in Vilnius.

The 0730 hours to Klaipeda fitted the bill. This was a four car train, loco hauled. It won points for the latter as it's always great to travel in traditional style, not just on another railcar/unit.

This route saw many freight wagons at various stations.

We were at the terminus from 1202 (three minutes early) to 1243: there was a takeaway shop at the station, so I purchased two pieces of chicken, a Coke and chips for 8.80 Euro, quite reasonable.

1st class on the way back was almost full: it had 19 seats and a conductor's compartment, plus a vending machine and dining area. Quite a nice setup.

We were back at Vilnius bang on time at 1717, so effectively the trip was in daylight even in mid November.

 

[railfan99]

It can be great to enter a nation by a backwater rail route.

You see "real people", not just tourists (the latter of which I am one, but prefer to call myself a "traveller".)

The seat reservation fee for my next train was inexplicably 3 Euro, not 5.

730ML was the horse. 1st class was at the rear.

We departed on time at 1230 hours.

At Kaunas (1337-39), many joined.

It was quite scenic: many wheat fields.

Mockava arrival was a minute late at 1458 hours.

The Polish (PKP) train was across the platform so thank God, no need to haul the suitcase up and down stairs. Mockava even had a transhipment platform catering to the change of gauge from 1520mm to standard gauge's 1435mm.

There were many tank wagons on multiple tracks, and other freight as well.

IC143 was the next train. It was loco-hauled with seven coaches: I omitted to obtain the loco number. Blame it on my suitcase.

Some seats in my car faced a blank wall. I had a window seat: fortunately the passenger next to me didn't travel far.

At the dilapidated border crossing station, we had a five minute stop (1440 to 1445) with Polish police coming through the train.

Suwalki (a long stop 1512-38) saw a train examiner checking the train. We reversed direction. The station was a magnificent red brick building.

Eventually a trolley came through offering refreshments.

Bialystok arrival was on time at 1727 hours.

I had trouble finding my booked apartment near the station, and then had to wait for the estate agent's representative (who didn't speak English) to arrive. I had booked this nice apartment instead of an hotel to save 40 Euro. In retrospect that was a mistake. I am not a fan of AirBnB type arrangements: my experience here confirmed that, much as the apartment was trendy.

 

[railfan99]

Bialystok is similar to Vilnius in that it lacks trams. I did not do any bus travel, as I was reluctant to leave the apartment due to worrying I would muck up the door codes for re-entry. Another reason to book hotels not apartments.

Infrastructure near and at the station was in very good condition, including pedestrian subways that looked only a few years old if that.

This was to match what I gradually discovered about much of Poland: it was more 'advanced' than one might have thought, despite hotel rates (of say a typical GBP55-70 for three stars) being well below western European and UK locations.

I boarded three car fairly elderly electric (but with good heating) EN57AL.

It departed in a timely fashion at 1010 hours. My ticket was checked 12 minutes after departure.

Prsotki station was staffed (1130, three minutes late as had been one other.

I arrived at Elk at 1145 with the train terminating there. The platforms here were very modern. A loaded coil steel train was stabled.

An hour later departure was on two-car diesel-electric unit SA133, which had two conductors. I wondered why, but the reason soon became apparent: heavy patronage.

At least 47 passengers joined at intermediate stations. The conductors had to sell most a ticket, but were very efficient with handheld devices assisting.

It was an enjoyable journey through rural Poland. The railcars' interior lights were turned on at 1403 hours as it was becoming dull.

We arrived at Olsztyn's main station at 1518.

There was footpath and other reconstruction outside the platforms with a new sttaion building part or all funded by the European Commission being built.

I walked across to the large tram stop, bought a 24-hour ticket and travelled on tram 3002 (Route 2) two stops to the Filharmonia stop as my hotel was conveni9ently close.

I normally avoid expensive hotel meals but treated myself that evening: a lovely meal in pleasant surroundings with English speaking waiters and top notch service. Well done.

 

[railfan99]

Olsztyn has only three tram routes so next morning I was out the door by 0715. The route to Kanta had a minority of street running (i.e. shared with vehicles) but wa smainly very much a 'light rail' route, with stops 400-500 metres apart.

The ticket machine at the terminus sold me a 45 minute validity ticket, as yesterday I failed to locate such a machine.

The Old Town route was interesting as there was a small section of single track.

I then returned to my hotel by 0850 hours and again used the tram to connect to the station.

The lifts were not working at some new platforms so from memory I had to lug my suitcase up some stairs. Not my favourite activity.

There was no trolley service on the well patronised 0943 hours loco-hauled train to Gdansk. There were only three first class compartments (each seating six: I had five passengers in mine) but these were at the back of the train so I was able to take some attractive autumnal photos of yellow-brown leaved trees. The track was in good condition.

We crossed an up passenger train at Partek and arrived at Gdansk again bang on time at 1210 hours. My hotel was close by.