An excursion from the convict colony

[railfan99]

My September-October excursion in 2025 began with a comfortable business class flight from Melbourne to Manila on Philippine Airlines. The J cabin was full. Uneventful with arrival at the gate being early due to excess time in the schedule for average flying conditions.

A few days later I was on Air France for the 13 hour flight to Paris. AF had not served MNL for two decades, but returned late in 2024 with a thrice-weekly offering. The J cabin had all but five seats occupied. I snared a window seat which was pleasant, although even in business class the crew served the evening meal quickly. I expect they wanted to 'disappear' to their 'secret bunks'. In Paris early morning I had a few hours' wait for the short flight to London Heathrow.

You may ask 'why not use Eurostar?'

The answer is that AF had cheap business class fares available on a few days to London and back from a European city that wasn't Paris, but obviously via Paris to Manila. Airlines often want this sort of 'connecting' traffic.

The day flight to London had 133 passengers on board an Airbus 220-300, so it was full. However it took an incredible 35 minutes to taxi at Charles de Gaulle Airport, with the trip gate-to-gate taking an hour and 33 minutes. This demonstrated how uncompetitive the airlines are on this route compared to the city centre to city centre offering of Eurostar. Many of the users of this Air France short hop were connecting to or from international flights.

At London Heathrow after transferring by train from T4 to T2, I eventually found where the RailAir coaches to Woking depart from. It wasn't well signed in the terminals. I bought a ticket costing £13 from the driver: my information said £11 so fares must fairly recently have risen. The RailAir coach on route RA2 departed T3 arrivals at 1145 hours, arriving Woking at 1237 hours. Along the way I noted a massive traffic jam on the freeway/motorway stretching for at least two kilometres, but in the other direction thankfully. This was at just after 1200 on a Tuesday!

I then had my paper Eurailpass stamped at Woking station and boarded the 1255 hours to Portsmouth Harbour that departed a minute late with 450125 as the leading four cars followed by another 450 class. We arrived Portsmouth Harbour bang on time at 1403 with my ticket having been checked en route by Revenue Protection officers.

Along with at least 20 others, I walked down the ramp to the WightLink ferry booking window and purchased what must be one of the most expensive ferry/catamaran tickets in the world, a return to Ryde Pier that cost more than GBP31. I had thought the Heathrow-Woking RailAir coach expensive but the ferry took the cake!

With Wight Ryder 1 as the vessel, we departed at 1417 and arrived on the island 19 minutes later. There were at least 70 passengers, so not busy.

I then caught 484002 at 1447 for the two minute trip to Ryde Esplanade station and walked via the coast road and then uphill (steep!) to my accommodation.

 

[railfan99]

The next day after posting some postcards at a street posting box with a 1200 clearance, I joined two car SWR train 484004 at 0955 for the 17 minute run to Smallbrook Junction where six of us alighted. The next train also offered a connection to the first train of the day of the Isle of Wight Steam Railway but I didn't want to risk the 'suburban' running late. The 1024 hours arrival that had come from Shanklin had an incredible 13 off at Smallbrook Junction (perhaps one of the fiove most isolated railway stations in the UK given no road access) while the 1057 hours arrival ex Ryde Pier Head had two off, so in total 21 passengers connected. Great usage of a link to a heritage railway.

(The postcards took nine calendar days to be delivered to family and friends in Melbourne which was quite good. However the English postage rate of £3.20 was about double the 2 Euro rate I paid in Germany and Austria to post cards to Oz.)

Steam loco 198'Army' hauled a five coach train and after we'd purchased Day Rovers, departed a minute late at 1113 hours. The train was extremely busy: in excess of 150 passengers, almost all of whom presumably joined at Haven Street, the line's major stop.

I alighted at the latter at 1151 after the loco spent 1136 to 1145 running round at the other end (Wootton) and purchased lunch from one of the railway's cafes. I walked down and inspected the Traqin Story display, which was quite impressive.

The next train that left Haven Street at 1347, five minutes late had the same loco and cars but was lightly patronised. Coach parties and families must prefer the late morning departure. We were at Smallbrook Jct from 1359 to 1411, the latter being eight minutes late, and then spent not long at Wootton (1433-41) but longer at Haven Street (1446 to 1502) before arriving at the Junction at 1514, on time.

The final IofW train in theory made a zero minute connection to the SWR Island Line at the Junction but I didn't want to risk it, so instead was on the 1536 hours to Shanklin with 484004 again. Eight joined at the Junction and there were also many schoochildren using the train. My ticket was checked on board. After a 15 minute stop at Shanklin (1552-1607), we were at Smallbrook Junction 1623-1624 as the IoW Railway steam train pulled in but the electric did not wait for anyone connecting. Phew - I dodged a bullet, and arrived Ryde Esplanade at 1631 hours after a pleasing day ticking off yet another attractive preserved railway.

The UK really does have the best preserved railway scene worldwide, and this line was further evidence.

A staff member at the IoW Railway informed me that patronage was probably down on 2024 but that the railway was still doing OK. While the volunteers were OK, most were rather sombre, the exception being the friendly loco crew. Perhaps the Bank Holidays had worn them down?

 

[railfan99]

For some variety, the next day saw me on SWR's 484005 at 0831 from Ryde Esplanade (where there were six joining) for the two minute electric railway trip to Ryde Pier Head (where 20 alighted, all connecting to the ferry).

The ferry departed six minutes late at 0851. The ferry building was under renovation or being painted externally.

We arrived Portsmouth two minutes late at 0909 hours, with about 170 passengers having to disembark via some stair climbing as the more usual, level access exit had somehow failed. Thankfully there were staff members to lift my 18 kilogram suitcase.

I joined four car train 377457 at Portsmouth Harbour station. This operated via Gatwick Airport, and was quite busy, with many connecting to flights for their holidays. We were at Horsham 1044 to 1049 where we attached to the rear of the four-car train from semaphore signalled Bognor Regis. Arrival at St Pancras after a pleasant run was at 1159 hours.

 

[railfan99]

It was an easy transfer to Azuma 801219 that formed the 1230 hours from London Kings Cross to Edinburgh.

Apparently the 1330 hours that day was cancelled: the staff were discussing how crowded the 1230 might be.

I was immediately served the charcuterie plate (with a Pepsi) on departure. It was most enjoyable.

The train rode smoothly. Well done Network Rail and whoever designed the bogies.

After stops at Peterborough, Newark Northgate and Doncaster, arrival for this LNER service was 30 seconds early at York, at 1431 and a half. I alighted and stayed overnight.

 

[RuddA]

Very enjoyable read.
Looking forward to the rest.

 

[railfan99]

The next morning I caught York Pullman's route 16A bus from Piccadilly to York station and was surprised that the single fare was only £1.40 when I'd thought it'd be £3.

I then travelled on the 0836 hours Azuma, 801207, from York the short distance to Darlington where arrival was at 0905, five minutes late.

This was Friday 26 September, so I wasn't surprised when the Northern Trains 0955 hours Bishop Auckland trip (railcar 156469) departed with 60 plus passengers at 0957. At Shildon (1015 to 1019) at least 80 alighted, but I went to the terminus where arrival was six minutes late at 1024.

The environs were well equipped with a takeaway food van as well as an excellent Morrison's supermarket that thankfully had a toilet (not normal in my country, although overall we have more standalone facilities than in Europe or I daresay the UK).

As I was changing accommodation, I had a suitcase and backpack with me so was grateful that Bishop Auckland West station was only a short distance from the eponymous Network Rail/Northern Trains platform: Wiki or some other source claims it's only 170 metres which may be a bit of an underestimate.

Like Wensleydale that I did last year, Weardale wasn't easy to fit in for an overseas visitor: neither run every weekend at that September time of year, and weekday running is unusual, so it was great that Weardale had this particular Friday scheduled. (A Railway Touring Company special that I'd failed to book on quickly enough was to visit the next day, Saturday 27 September, for Rail 200).

I had expected the hard to do (due to limited running days) Weardale Railway would have a Pacer for this Friday duty. Delightfully, I was incorrect: M50980 and M52054, Class 108 DMU(s) greeted me.

We departed at 1130 hours.

The front car was reserved for a group. There was one seat vacant in the rear car. The friendly travelling ticket inspector sold me and many others a return ticket to Stanhope, the other terminus.

There were two passengers off at Kingfisher Halt prior to a 1224 hours arrival at Stanhope.

The line was more scenic than I'd expected: the River Wear is close by, and there was some forest with loads of pheasants and other wildlife.

The station cafe did a steady trade. Another coach party (of railfans, including amazingly a tour leader from New Zealand and some Australians) arrived and like me patronised the food and drink on offer. There was also a souvenir shop on the second platform, accessible via the station footbridge: I bought a fridge magnet that in retrospect was a waste of money as sadly it wasn't attractive. A Mk 3 coach was stabled in the second platform.

Apparently the canopy on platform 1 was erected about 10 years ago: it added hugely to the atmosphere, while the floral displays pleased my mother when I dispatched a photo or two via WhatsApp.

There had been a timetabled short trip to Wolsingham and back but this was cancelled. No volunteer explained why.

Returning to Bishop Auckland West, the similarly full railcars departed on time at 1515 mid afternoon. I sat up the front in one of the 'view seats'. Great!

We arrived BA West at 1608 hours. I can't recommend this heritage railway highly enough, but very sad that due to loco unavailability it's had at short notice to cancel its Santa Specials.

My other concern would be 'how do they afford the expense (and find the volunteers) to maintain 18 miles of heritage railway?' There was one small section where the track (to my untrained eye) was in a shocking state with a 5mph restriction but other than that the DRCs rode well.

Let's hope this excellent preserved railway soon has some operarable locos (or at least one) to complement its Mk 3 carriages.

 

[railfan99]

Railcar 156469 was again the 'unit' on my train, the 1627 hours from Bishop Auckland. 25 or so joined here, more than 30 at Shildon given the excitement Locomotion Number 1 had been creating, 5 on and i off at Newton Aycliffe and 3 on at Heihinton if I can ever spell it correctly. Darlington arrival was at 1653. (I saw Number 1 in steam at North Road. Amazing, and thank you to those incredibly intelligent Britons who two centuries ago overcame so many obstacles to work out how to build locos, wagons and carriages, and railways themselves, and for overcoming numerous objections from landholders). Stunning to think what the British achieved!

Loads of passengers joined London-bound trains but mine was the 1737 hours TransPennine Express 802218 that departed punctually. It was also well patronised, and stopped at Manchester Victoria from 1955 to 1957 hours, four late before arriving at Newton-le-Willows at 2014, six late where I alighted.

My first class, two month consecutive Global (33 countries) Eurailpass also delivered free refreshments on mainline trains. I didn't write down what TPE staff gave me but it was fine: nothing adverse.

Clean 195129 (three cars) then departed at 2039 (13 late) to arrive Warrington Bank Quay at 2050, seven late where my and a friend's accommodation was.

At Newton... I'd also had the joy of seeing steam engine 'Blue Peter' rush by with a special: it was in the platform at Warrington Bank Quay when I arrived.

 

[railfan99]

The day for which the world owed thanks to England 200 years ago (and still does today!) dawned and we made our way from our digs to Warrington Bank Quay station.

We'd booked 'enthusiast' seats on this Vintage Trains excursion. This meant we'd travel close to the loco, in carriage W7157.

37418 hauling a seven coach train departed Warrington BQ on time at 0913 hours. We were soon overtaken by a Glasgow-bound Pendolino.

We stopped at Preston 0944-1010: this was scheduled. As in 2022 I'd spent three nights staying in Preston, I was broadly familiar with this heritage station.

The train staff/volunteers were not particularly communicative. The Train Manager didn't greet us by table despite sometimes being in our car. The announcements could be hard to hear, especially if they were made when we were passing through a tunnel.

As the four seats were now occupied, it again brought home to me how cramped these Mk 1 or II (I forget which they were) carriages are.

At Carnforth, the real fund began. During our stay from 1043 to 1150 which included signal problems that delayed departure, we changed locos to 7029 'Clun Catsle'. A magnificent GWR beast: so stylish and beautifully presented.

It was marvellous to shoot through Oxenholme at 1209 before we were put away at Grayrigg loop (1225-1246) for a Pendolino and a TPE train to pass us.

The speed of the 'Castle' was impressive: later, I believe we may have reached 130kmh.

Shap was passed at 1304, and we arrived Carlisle at 1340 hours after a spirited run for a drastically curtailed stay compared to the originally published and hoped for timetable.

There had been very large numbers in the hilly sections watching our steady progress.

A great way to celebrate Rail 200.

 

[railfan99]

Departure from Carlisle was at 1527 hours, 63 minutes late with the scenic run on the Settle and Carlisle my third trip on this wonderful line. Appropriately named Blea Moor was passed 57 late at 1644. 7029 was leading but 37418 was on the rear.

At Settle Junction (1707-1722), 37618 was detached. Remote Hellifield, a station at which I'd changed trains a couple of years ago on an earlier Eurailpass, was another stop from 1732 to 1755. Here 37618 was placed on the front of the train.

I was then on a line on which I'd not previously travelled. There was a stop at Clitheroe from 1816 to 1832, perhaps due to pathing reasons - it wasn't explained - and another at Whalley (1843-45).

The Blackburn set down stop was from 1910 to 1913, the latter being 43 late, so we were beginning to make up time.

Arrival at Warrington Bank Quay was at 2000 hours, only 10 minutes late, where my friend and I alighted.

A good day though the lack of room to comfortably place one's legs in a bay of four passengers was a negative. One of the two other passengers in our bay was friendly, but the fourth was uncommunicative. Each to their own I suppose.

On balance, it was worth paying the extra to be in the 'enthusiast coach' as the sound of 7029 battling Shap was terrific. I understand why leaning out of doors and droplight windows is prohibited but in jurisdications with more generous loading gauges (such as my own) where this is OK, it adds to the fun. However, when in Rome...

 

[railfan99]

Sunday was a late start due to the UK's general lack of early morning Sunday trains.

Unfortunately the Mass times at the local Catholic church didn't align, so a poor substitute was a hot chocolate at a trendy cafe.

We then boarded the 0948 hours three-car 185134 (Cleethorpes-bound) at the elderly Warrington Central station after quite a decent walk from our digs.

It was crowded, with the 15 plus joing at WC adding to the patronage. Naturally I was unable to obtain a seat, and this continued all the way to Sheffield given there were 50 plus on at Manchester Piccadilly and 30 plus joining at Stockport. However apart from the discomfort of having to stand with my backpack and suitcase needing looking after to boot, it was a pleasantly scenic journey. I got the impression many passengers had enjoyed a Saturday night somewhere else and were returning home, as there was quite an exuberant amount of chatter.

While it was good to see so many using rail, it's about time the UK matched other countries and didn't just commence Sunday trains at such a relatively late hour. There's clearly demand.

I was also surprised that TransPennine Express didn't operate two coupled sets instead of just a single three-car unit. Surely on Saturday night they'd be able to place a further three cars at this train's origin? I'd hate to think what loadings would be like on this train in the summer peak travel period!

Sheffield arrival was at 1106.

There was a pleasant atmosphere on the platforms: lots of passengers, a cafe that was open and doing a reasonable trade, some available seating and best of all, the DRAX freight train occupying one of the platforms from 1126 to 1129.

We joined an East Midlands Railway train that departed at 1139 hours, with me having to walk through one full first class car to find a seat in another as I hadn't reserved. My friend had a standard class ticket was he was elsewhere. I was given some biscuits and a drink by a pleasant staff member, another benefit of my first class Global Eurailpass.

We were at Derby from 1209 to 1219 and arrived Loughborough at 1242, a minute late where we quickly found a taxi for the 10 minute trip to Loughburough Central railway station, home of the Great Central Railway.

 

[railfan99]

My normal practice when visiting heritage railways is to be on the first (or closest practical) train of the day to maximise use of a Day Rover.

However I'd been to GCR before on an excellent Friday steam Gala Day in 2022, so the objective this time differed: it was top travel on the short Mountsorrel branch line, another one that's difficult to achieve for overseas visitors as GCR does not operate on the branch every running day.

The railcar departed on time at 1330 hours with about 40 passengers - good - and visited the aforementioned branch as well as Leicester North station before returning us to Loughborough Central station at 1511. A taxi was then requisitioned and got us to the mainline Network Rail station by 1527 where we joined 222022 nine minutes late as it departed at 1537 hours.

There was no trolley service due to one staff member being absent. After a slow run at the end, arrival at London St Pancras was 15 minutes late at 1708 hours.

 

[railfan99]

It was an easy transfer at St Pancras to a multiple unit electric train for which one in the consist was 395007. This express departed from platform 12 and may have been 12 cars long: I didn't observe.

After stops at Stratford International and Ebbsfleet International, we arrived Ashford International bang on time at 1818. Overall it was an impressive fast run, with patronage quite good though far from full.

I had been dubious about making a six minute connection to the Hastings line but need not have worried. From memory we used lifts.

My notes record the 1824 hours ex Ashford Intl as '171' that I assume was the class of railcar. Arrival at Appledore was at 1836 where my friend had his car parked. This 'branch line' train had many passengers: good to see.

 

[CarltonA]

Interesting report so far. Covering some places I've not been to yet.

 

[railfan99]

All good things must come to an end so a Monday saw me bound for The Continent.

My friend kindly drive me to Ashford International where upon showing my paper Eurailpass, the lady station assistant said she hadn't seen one before, so she eyeballed it closely and wished me happy travels.

395001 formed at least some of the high speed train to St Pancras, with the trip taking from 1019 to 1054. I was of course to redouble this route later in the day.

After an obligatory stop at one of the M & S Food outlets to load up on snacks, I was through (albeit slowly) security and immigration at 1200 (noon) for the 1301 hours Eurostar to Brussels.

I boarded at 1237 which given previous experiences I though was early for ES.

Lunch was served on board: salmon with capsicum and something else that's illegible in my notebook.

We arrived Brussels Midi at 1607, just under a minute late after a pleasant journey. There were a couple of spare seats in my car 1 (at rear of the train, as always seems to be the case for me) but overall the train was busy.

At Brussels I briefly visited Brussels Central where the platforms needed a good scrubbing to remove years of accumulated grime, and made my way back to 'Midi' by 1720 hours.

The best was yet to come.

 

[eastwestdivide]

After stops at Stratford International and Ebbsfleet International, we arrived Ashford International bang on time at 1818. Overall it was an impressive fast run, with patronage quite good though far from full

Those are the fastest domestic trains in the UK, up to 140mph (~225km/h). The only faster train in the UK being the Eurostars.

 

[railfan99]

I had wanted to travel on European Sleeper for a while, attracted by the promise of a 'proper' 1950s sleeping car, although my enthusiasm was tempered by many reports of passengers being downgraded to a couchette car and substantial (hours) late running, not that I was in any great hurry.

Thankfully electric loco (of Railpool Lineas) E186-182-02 turned up with an impressively long train at about 1905 hours at Brussels Midi, not that there was any indication which car would be where.

I soon boarded. Strangely, we departed two minutes early at 1923. I checked that my watch was accurate: it passed.

We were on time at Antwerp Central (1958 to 2002) but had an unscheduled swtop from 2012 to 2020, and proceeded very slowly through Heide at 2032.

By Roosendaal we were 11 late on departure at 2055 hours and then at Rotterdam Central (2132 to 2140), we were 18 late.

The conductor informed me there were about 380 passengers on the train that night (or would be, once Netherlands boardings had occurred), but she said as many as 610 had been carried on some previous trips.

We then made stops at Den Haag (2155 to 2158, 16 late) and Amsterdam Central (2241-47) and Amersfoort Central (2321-27, 12 late) after which I settled in to the comfortable mattress, linen and doona/duvet.

Both toilets in the two sleeping cars were inoperable - not good - but one in an adjoining couchette worked, and oddly despite the high patronage in those cars, I never had to wait (unlike the infamous wait for aircraft toilets).

I awoke at Bad Bentheim (0110 to 0116 on Tuesday morning) where we waited to cross a freight.

We were held adjacent to freight yards between 0620 and 0635 prior to a late Berlin Hbf stop from 0654 to 0700 where many alighted.

At Dabendorf (0743-0747), we crossed another freight. By then I was enjoying the provided breakfast that pleasingly had yoghurt and a juice plus a croissant and some other items. Satisfactory! (I had paid a supplement of from memory 160 Euro for sole occupancy of a sleeping compartment: this compared to the walk-up fare of about 320 Euro, so a substantial 50 per cent or so saving).

I gather we were using an alternate route due to trackwork, so arrival at the lovely Dresden Hbf was at 0938, 44 minutes late. Quite good in the circumstances.

I had no complaints apart from the toilet being unusable. Of course, the sleeping cars are a massive step down from what I once enjoyed in Australia on board 'Southern Aurora' (Sydney-Melbourne) or 'The Overland' (Melbourne-Adelaide) with showers in every twinette compartment or at the end of the car in roomettes, and individual toilets, but no matter: it's great that European Sleeper is operating.

Clearly there's demand for this service. 380 using it at a non-peak time of the year is very good, so I'm unsurprised that ES now plans to operate Paris to Berlin via Brussels three nights a week, giving Brussels a six nights/week link to Berlin and vice versa.

The sleeping cars are not cheap, though a little less per person if there's two of you (each compartment can accommodate three), but if you can afford it, I highly recommend using this valuable, interesting service that doesn't terminate in Dresden but goes on further using the scenic line to Prague.

 

[railfan99]

Those are the fastest domestic trains in the UK, up to 140mph (~225km/h). The only faster train in the UK being the Eurostars.

I'd been on Eurostar at least four previous times, always from (not to) London, but hadn't travelled on these local high speed trains. Impressive, as is much of the UK rail network, and I'm not jesting or being sarcastic: clearly, you are in the top 10 worldwide even if there are a lot of local complaints.

 

[Daniel_P]

I'd been on Eurostar at least four previous times, always from (not to) London, but hadn't travelled on these local high speed trains. Impressive, as is much of the UK rail network, and I'm not jesting or being sarcastic: clearly, you are in the top 10 worldwide even if there are a lot of local complaints.

Just to pick up on the various comments about not knowing specific units in the UK, If you sign up for RTT+ you will be able to access this information to fill in the blanks for this trip (and indeed previous ones as well).

 

[railfan99]

My itinerary involved some backtracking thanks to travelling on European Sleeper but this was a small price to pay.

The next objective was to experience preserved railway MolliBahn in northern Germany.

As luck would have it, Deutsche Bahn has direct trains from Dresden all the way to Rostock, which is a hop skip and jump from MolliBahn.

I'd planned to travel on the 0930 hours departure but settled for the 1130 after admiring Dresden station, not alone in Germany in having a good trainshed and some pleasant (and useful) shops, including a supermarket.

The 1130 hours was a four car train, 4110 as IC2178.

I sat in the third car's lower deck despite having a seat reservation elsewhere. It was too hard to move, my lazy self thought.

We departed a minute late and made two stops in Berlin (not at Hbf) from 1329 to 1333 and 1342-49: the latter was at Berlin Gesundbr...

Eventual arrival at Rostock Hbf was at 1537, bang on time. It was a pleasant enough though not spectacular, scenically speaking, trip. I was in my hotel room within 20 minutes.

 

[Mike99]

This is a really interesting report, thank you for sharing

 

[pokemonsuper9]

Just to pick up on the various comments about not knowing specific units in the UK, If you sign up for RTT+ you will be able to access this information to fill in the blanks for this trip (and indeed previous ones as well).

Just to note it depends on when, plenty of TOCs didn't have allocations until recently so they might not be available.

 

[railfan99]

The next day, a Wednesday, after a nice sleep in I made my way to a Rostock platform with 2-car railcar 642046 forming the 0906 hours to Wismar that departed on time.

I was worried about making the 10 minute connection to MolliBahn at Bad Doberan but as is often the case for first-timers, any concerns proved unforunded.

After four intermediate stops, Bad D arrival at 0926 was a minute late with 12 passengers alighting. MolliBahn was right next to the train on which I'd arrived, and it was easy to locate the ticket office for the preserved railway.

A very grumpy woman sold me a return ticket. She incorrectly informed me that the ticket could be used all day like a UK Day Rover. From my research, I knew this to be false but didn't want to start an international argument by disagreeing.

992323.6 was the nicely turned out steam loco hauling nine short wheelbase passenger cars and a guard's van.

Only five passengers formed the initial complement at 0936 as we steamed out on time, soon undertaking the famous street running. Two joined at Bad Doberan Stadmitte in that street, and we were then at Heiligendamm from 0954 to 1001 hours for the cross with 99.2324.4 that only paused for a minute from 1000 to 1001 hours. A small number joined here, while at Kuhlungsborn Ost (1012 to 1014, a minute late) there were seven on and three off, followed by one person joining at the K. Mitte station before arrival at K. West a minute late at 1022.

Amazingly there were three British railfans with whom I briefly conversed before they each enjoyed a beer, something I could never do before 12 noon. (Apologies, it's just my practice not to imbibe in the morning).

The loco wated no time in running round and taking water, and departed with about 59 passengers - much heavier patronage - at 1036 hours. I alighted at Heiligendamm and joined the second train for the run back to K. West with arrival at 1123 hours.

A pleasant walk of about 12 minutes occurred so I could view the Baltic Sea. It was a sunny day, the sand seemed clean, there were a few tourists about and views were good.

I bought some postcards from a bookshop. The lday enquired in perfect English as to whether I'd like stamps, and I said 'yes'. She then asked where I was from and replied she'd not heard an Australian accent before. She even told me where the nearest street posting box was. Most helpful and very pleasant.

I then had 'second loco' 99.2324.4 at 1336 from K. West back to Bad Doberan where arrival was at 1418.

DB railcar 642543 at 1433 (3 minutes late) departed Bad Doberan after crossing an opposite number in the same platform, with one train using an intermediate crossover. The locals knew where each train stopped as the cross was a regular occurrence. I was back at Rostock by 1452 hours.

MolliBahn's line was flat but it was worth doing, as in contrast to one other tourist railway I was to encounter later in the trip in a different country, MolliBahn did not require pre reserving. Nor I might add do the vast majority of heritage railways in the UK: this is my preferred system, although it'd be better if MolliBahn offered a day rover as I had to buy a single ticket for my final journey.

 

[Daniel_P]

Just to note it depends on when, plenty of TOCs didn't have allocations until recently so they might not be available.

Given he was travelling in late September all the sticky digits were appearing then.

 

[railfan99]

My afternoon in Rostock enable extensive travelling on the local tram network. There wasn't a ticket machine at the railway station but I found one at a nearby stop.

Next day I arrived at the station in plenty of time for the 0854 hours loco hauled to Hamburg. The first class car was the second of five cars, but strangely, it was locked. Other passengers with first class tickets looked similarly nonplussed.

It turned out the aircon was defective, or there was some other fault with the head end power.

The loco was 218.385-3 (diesel) at the front and an electric loco (91 806 101 135-2) with its pantograph(s) down at the rear. Unusual but welcome.

We departed two minutes late. Almost all seats were occupied in my car, and the three other open carriages were also well loaded.

En route, more passengers joined, but some travellers declined to remove bag(s) occupying a second seat. I had to politely ask two passengers sitting opposite to remove them: clearly, they didn't like to do it but complied. Otherwise, elderly patrons would have had to stand.

Bad Kleinen (0946-0952) had many wagons loaded with wood. This proved to be a common sight in some other nations I later visisted. Good to see some rail freight.

We were at Lubeck from 1041 to 1053 (a lengthy stop was scheduled) and arrived wonderful Hamburg Hbf four minutes late at 1134.

In the late afternoon, I travelled by metro to Minatur Wunderland, the world's largest model railway and a wonder of detailed engineering. I spent almost three hours there: it stays open late on many nights, but was not as crowded as reports indicate it often is at 1100 in the morning. Well worth 20 Euros to visit!

 

[railfan99]

The next day was a Friday that saw me departing Hamburg on ICE1609, the 0937 to Berlin Hbf that left at 1001, 24 minutes late.

There were no hot drinks available from the buffet/diner as the machine had apparently failed. So no hot chocolate.

Due to track upgrading, the train operated via Salzwedel and at times had to switch onto the 'wrong line': this occurred efficiently.

Berlin arrival was at 1235, 17 minutes late.

One of the wonders of Berlin's main railway station is direct lifts between platforms on different levels. The lifts were very busy, and quite slow, but faster than trying to find various escalators.

Electric loco 193.978-4 was on Czech Railways' EC175 bound for Prague, which was a comfortable and (obviously) loco hauled intercity express.

The platform was extremely crowded, but we eventually got away at 1308 instead of 1256 as there had been a DB ICE in the platform until 1301 hours.

I made a beeline for the restaurant car that featured a beer tap (something I'd never seen elsewhere). My meal and a drink cost a reasonable 11.70 Euros: the staff member was very efficient, although all he had to do was microwave the various offerings (and pulla beer!)

There was no ticket check on this train, which surprised.

Arrival at Dresden Hbf was nine minutes late at 1515 after an enjoyable journey.

 

[railfan99]

Finding my hotel was easy, so I dumped my bags and went back to the Dresden Hbf.

Electric loco 146.007-0 was on train RE2, the S1 route to Bad Schandau.

I didn't write down how many double deck cars it was: I think only 2. About 45 joined.

We arrived Pirna at 1652, where I sought directions unsuccessfully for a few minutes from locals re how to get to the wharf, as hardly anyone spoke English. A very kind man who did accompanied me some of the way and after that it was plain sailing. (My phone was relying on WiFi so no Internet access in the street).

My friend from Australia was operating a group tour that included a trip on a Dresden paddlesteamer, hence my quick trip to Pirna.

The 'Leipzig' departed from Pirna's wharf at 1737 hours with five passengers joining but about 50 off, as parking here was apparently much easier than in Dresden. The single far of 27.50 Euros was steep: Eurailpasses, as expected, not accepted.

A three course meal was served en route in a delightful dining area. The ferry was not overcrowded, it being off season, but there were probably still 100 plus on it.

Dresden arrival at 1918 hours was eight minutes late after admiring various castles and stately mansions en route on one side of the riverbank.

 

[railfan99]

Saturday was the next day, occupied by riding the surprisingly lengthy Dresden Park Railway (loco EA02), then route 61 bus , the 274 metre long Schwebebahn suspension railway and close by, the Stanseilbahn cableway.

All were enjoyable. As it started to rain when we alighted from a tram, the rest of the day was a catch up in my hotel with an opportunity to write postcards among other activities.

On Sunday I joined the S3 S-Bahn route for an 0834 hours departure with two double deck cars (a driving trailer at the front, and loco 143647 at the rear.

I alighted at Freital-Hainsberg station at 0847, on time. This train wasn't busy: as one would expect, many more were travelling into central Dresden than out of it.

The Weisseritztalbahn had been recommended. Years ago I had been on another steam narrow gauge railway around Dresden, so I thought 'why not?'

Steam loco 99.1762-6 hauled an eight carriage narrow gauge consist at 0926 hours from Freital-Hainsberg with 15 passengers joining. The line parallels the standard gauge tracks for maybe 1.5 kilometres before swinging away. A further 12 joined at the town stop, including cyclists.

I was able to travel in an open wagon that rode smoothly: it had plenty of transverse seating that was a bit wet upon entry, but a tissue or two soon removed the dampness.

This was a very scenic run through forest in the first two-thirds of the journey. Some impressive stone viaducts and creekside running adding to the beauty.

The train stopped briefly at every station even if there was no one waiting to join, as it was probably impossible for the conductors to remember if anyone was alighting at each stop.

The terminus at Kurort Kipsdorf (594 metres above sea level) was reached at 1052, a minute late, with 17 passengers alighting.

The timetable did not provide long here: the former GDR station had steps up to it, and was decorated inside with many photos and figurines of locals. It looked like something out of World War II (not that I was born remotely close to that). There weren't any station staff. While passengers peered at the seemingly deserted town (I spotted one possibly closed cafe), the loco took water and ran round.

Departure from the outstation was timely at 1111.We were back at Freital-Hainsberg after a very pleasing trip at 1230 hours. A terrific preserved railway, and certainly not overcrowded in offseason. If you have the time and funds to do it, include it.

I walked up the stairs to the S-Bahn station and joined loco 94.80.1440-12 and a five car train built by Alstom. On time at 1250, I was in Dresden.

I used my tram ticket (complimentary from my hotel) to travel on the almost 'inter-urban' like semi-rural route 4 to Weinbohla and back: enjoyable with a mix of street running and reserved track, some of which at the outer end was single track. The relative lack of cars on the streets I found odd, coming from Melbourne where this is never the case on Sunday afternoons. (Melbourne has the largest, by route kilometres, tramway network worldwide).

 

[railfan99]

On Monday, it was time to leave lovely Dresden which I did on a truly international train.

This was the 1110 hours EC173 'Hungaria' bound for Buadpest, although I travelled only as far as Prague.

Siemens Vectron loco 193.688-9 hauled a consist of two first class cars, dining car and seven standard (second) class cars.

There were two police on board when we departed.

I'd been between Dresden and Prague before: a scenic trip as the railway follows a major river for much of the way.

After departing Decin at 1203, 11 late, I enjoyed a Coke for 1.50 Euros in the dining car, served by a friendly and efficient waitress.

Oddly my ticket wasn't checked until 1240: we arrived Prague Hl.n. at 1342 where the train reversed direction.

I spent the rest of the day riding trams, something I'd done before in Prague and enjoyed. The drivers ensure acceleration is quick (much quicker than on many other worldwide tram networks). Trams were very busy: there's probably lower per capita car ownership in Czechia: if you live in the major cities, it must be challenging to find a street parking space.

 

[Egg Centric]

My other concern would be 'how do they afford the expense (and find the volunteers) to maintain 18 miles of heritage railway?' There was one small section where the track (to my untrained eye) was in a shocking state with a 5mph restriction but other than that the DRCs rode well.

The answer to this, by the way, is Johnathan Ruffer. Man deserves a state funeral for what he's done for Bishop.

 

[railfan99]

It was now a Tuesday.

Joining the 0817 ex Prague - a loco and five cars, number not recorded - I travelled to Olbramovice on the recommendation of a forum member whose handle I've long forgotten. (Thank you).

A 2-car DRC with me as the sole passenger formed the one-station shuttle to Votice, a trip through a tunnel that took all of four minutes from 0942 to 0946. I returned on the same railcar at 1011 to 1014, this time with two other passengers, and then returned to Prague thanks to electric loco 362.127-3 by 1112 hours. The rest of the day was spent riding trams. I assume that the hourly railcar shuttle is so longer distance trains don't have to stop at Votice. It seems inefficient though.

In the afternoon my friend and his group did a chartered, catered tram tour of Prague for a bit over an hour that was excellent. The tram used was 5593, a spiffy specially modified vehicle that was open to the elements at its rear, and which had tables to lay out the food and drinks provided. A lovely occasion, with many stares from numerous regular tram passengers on this very busy network that has a complex web of routes crisscrossing Prague.