railfan99
Established Member
What an amazing story, assuming Wiki is correct. Good on him. A true Christian.
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An excursion from the convict colony
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What an amazing story, assuming Wiki is correct. Good on him. A true Christian.
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Wyrleybart
Established Member
Really enjoying your review, but I suspect your train to York depart from Kings Cross rather than St Pancras
Loving this - it’s so good to see how ‘outsiders’ view our rail system
The M25. There are routinely queues on any section, but especially on the SW quadrant between Heathrow and Redhill. A 2km is nothing - 20km is common. Sometimes twice that.
The M25. There are routinely queues on any section, but especially on the SW quadrant between Heathrow and Redhill. A 2km is nothing - 20km is common. Sometimes twice that.
Egg Centric
Established Member
Yup. A really lovely guy by all accounts. There are who have an issue with the size of his influence or some of his religious focuses* (I understand this to an extent but my challenge to them is go out and find another centi-millionaire to donate if you want him 'balancing' out) but you won't find anyone (other than personally slighted inadequates) who think he's anything other than a principled and excellent chap.
*English evangelism is totally different to US evangelism and basically "nice" so it's churlish imo to have an issue.
railfan99
Established Member
Yes, apologies for that.
railfan99
Established Member
It was now Wednesday and after dragging my suitcase and carrying my backpack 'upgrade' to Prague Hl. n., I slipped into 'commuter mode' as I again boarded the 0817 hours train, this time with electric loco 362.122-4 and five cars, Tabor-bound.
There was one first class car so I made a beeline.
After admiring the route 22 tram terminus at Prague Zharadni, the train arrived Cercany at 0859 on platform 3 where after using a ramp to exit and lifts, I joined the delightful railcar and trailer (810.644-5 and 93.29-018) as the 0916 hours departure. We had 13 passengers upon pulling out, but six or more alighted at Zlenice.
There were three on at Chocerady but one off (with dog) at Hvezdorice and by then we were following a river or creek. The scenery was most pleasant, and the track good considering this is a branchline.
At Sagava we had a group of 15 (almost all ladies) join us while more than five alighted.
A further two joined at Samopse. Ledecko had a lovely double storey station building and like some other stops was staffed.
Malovidy lacked a platform but we made a six second stop at close to 1014 hours, though no one joined or left.
Cesky Sternbeck was from 1016 to 1017: it had a crossing loop, but 17 of us alighted at the stop for the CS Castle, Cesky Sternbeck vast at 1019. A platform and a bus shelter (with current timetables) was all that was here.
The lovely castle was a five minute walk across the river and on the road followed by a five minute ascent to reception. Hardly anyone was there, unlike what I assume occurs in summer. The group who'd alighted from my train were having a tour at 1300 hours, but mine was at 1100 with four from USA also joining. They had driven, and amazingly, later that night I saw them at the Prague Astronomical Clock: they said the drive back and finding somewhere to park had been slow and challenging. (I explained how good Eurailpasses were!)
The castle tour was excellent, but the cafe lacked hot food due to low season lack of demand.
DRC 810.644-5 and trailer 93.29-080 formed the 1346 hours back down, which departed a minute early.
We arrived Cercany at 1459 with me joing the 1513 hours train, a (six?) car double deck, back to Prague where we arrived at 1616. That main line train was busy, though not every seat was occupied.
Visits to tourist sites such as the Charles Bridge and aforementioned clock occupied the late afternoon and evening: I'd been to both before but not for in excess of 15 years.
Czech Railways have much to recommend them.
There was one first class car so I made a beeline.
After admiring the route 22 tram terminus at Prague Zharadni, the train arrived Cercany at 0859 on platform 3 where after using a ramp to exit and lifts, I joined the delightful railcar and trailer (810.644-5 and 93.29-018) as the 0916 hours departure. We had 13 passengers upon pulling out, but six or more alighted at Zlenice.
There were three on at Chocerady but one off (with dog) at Hvezdorice and by then we were following a river or creek. The scenery was most pleasant, and the track good considering this is a branchline.
At Sagava we had a group of 15 (almost all ladies) join us while more than five alighted.
A further two joined at Samopse. Ledecko had a lovely double storey station building and like some other stops was staffed.
Malovidy lacked a platform but we made a six second stop at close to 1014 hours, though no one joined or left.
Cesky Sternbeck was from 1016 to 1017: it had a crossing loop, but 17 of us alighted at the stop for the CS Castle, Cesky Sternbeck vast at 1019. A platform and a bus shelter (with current timetables) was all that was here.
The lovely castle was a five minute walk across the river and on the road followed by a five minute ascent to reception. Hardly anyone was there, unlike what I assume occurs in summer. The group who'd alighted from my train were having a tour at 1300 hours, but mine was at 1100 with four from USA also joining. They had driven, and amazingly, later that night I saw them at the Prague Astronomical Clock: they said the drive back and finding somewhere to park had been slow and challenging. (I explained how good Eurailpasses were!)
The castle tour was excellent, but the cafe lacked hot food due to low season lack of demand.
DRC 810.644-5 and trailer 93.29-080 formed the 1346 hours back down, which departed a minute early.
We arrived Cercany at 1459 with me joing the 1513 hours train, a (six?) car double deck, back to Prague where we arrived at 1616. That main line train was busy, though not every seat was occupied.
Visits to tourist sites such as the Charles Bridge and aforementioned clock occupied the late afternoon and evening: I'd been to both before but not for in excess of 15 years.
Czech Railways have much to recommend them.
Every other hour, the S90 continues to Tabor. It'll be to give the unit and crew something to do before they do another trip all the way. Presumably some of those shuttle trips carry more passengers!
Votice is also served by the R49 line which is a semi-fast Tabor to Prague service that runs in the peaks only.
railfan99
Established Member
Great local knowledge, which I as a foreigner from the other side of the world will never have. Thanks!
railfan99
Established Member
Thursday was next: it was to be one of the highlights, although initially with a small potential hiccup.
I was at the station by 0710 hours for the 0747 hours RegioJet to Kosice, Slovakia: basically an all-day (and all-daylight!) run from Prague Hl. n.
I had booked a business class seat for 3.50 Euro (reservation fee only) using my Eurailpass.
I made my way to platform 5 which was what the screens indicated.
15 or so mulled on the platform. I was occupied with watching other trains: these prospective passengers disappeared. There had been an announcement in Czech but unlike the frequent recorded announcements, nothing in English.
I looked around and noted a large crowd on platform 3. I twigged that the RegioJet train must have had a platform change.
RJ1003 was announced as delayed. It docked at 0743 with electric loco 8-212 in RegioJey yellowish livery.
The train was heavily booked, although not all travelled to Kosice.
We departed at 0755 hours. The business compartment had only four seats: mine was forward facing. Two of the three other passengers (one of whom did not join until later) conversed with me in English.
I ordered a hot chocolate that in line with RegioJet's low food and beverage prices was only 90 Euro cents. Bargagin.
Ceske Trebova (0925-26) had a loco depot and at least 15 tracks.
We stopped 0941-43 and then had some single lane working due to trackwork. Great that they didn't substitute road coaches.
At Olomouc (1018-20) a large number boarded including the fourth in my compartment, a Czech man who of all places resided in Southampton UK and who worked at the port.
We became half an hour late due to further slow running. Hranice's stop was from 1106 to 1107 instead of 1033-35. At 1119, I saw an Austrian OBB loco in a siding.
Ostrava-Svinov (1133-35) had a most attractive station building but too many pigeons.
At Ostrave Kunice (1156 - express), there were loaded motor car wagons in the yard. I would see many more later in the excursion.
After Cesky Tesin (1224 to 1226) where we crossed a RegioJet in the platform, I ordered lunch: a beer, chicken wrap and excellent salted caramel almonds for the absolute cheap price of 4.9 Euro. As you would say: "winner".
Soon afterwards I did a passenger count in some of the cars: c8 not counted (compartment car), c7 (2+2 seating) 37, c6 (compt.) 12, c5 (compt.) 35, and c4 that was mine 37, this having a mix of 2+1 seating in open plan and 4 4-seat business class compartments.
By Krol'ovany (1418 - express), the scenry was terrific: lakes/river and hills to the right.
We arrived Kosice at 1649 instead of 1612 after a very comfortable journey in ex DB cars.
I was at the station by 0710 hours for the 0747 hours RegioJet to Kosice, Slovakia: basically an all-day (and all-daylight!) run from Prague Hl. n.
I had booked a business class seat for 3.50 Euro (reservation fee only) using my Eurailpass.
I made my way to platform 5 which was what the screens indicated.
15 or so mulled on the platform. I was occupied with watching other trains: these prospective passengers disappeared. There had been an announcement in Czech but unlike the frequent recorded announcements, nothing in English.
I looked around and noted a large crowd on platform 3. I twigged that the RegioJet train must have had a platform change.
RJ1003 was announced as delayed. It docked at 0743 with electric loco 8-212 in RegioJey yellowish livery.
The train was heavily booked, although not all travelled to Kosice.
We departed at 0755 hours. The business compartment had only four seats: mine was forward facing. Two of the three other passengers (one of whom did not join until later) conversed with me in English.
I ordered a hot chocolate that in line with RegioJet's low food and beverage prices was only 90 Euro cents. Bargagin.
Ceske Trebova (0925-26) had a loco depot and at least 15 tracks.
We stopped 0941-43 and then had some single lane working due to trackwork. Great that they didn't substitute road coaches.
At Olomouc (1018-20) a large number boarded including the fourth in my compartment, a Czech man who of all places resided in Southampton UK and who worked at the port.
We became half an hour late due to further slow running. Hranice's stop was from 1106 to 1107 instead of 1033-35. At 1119, I saw an Austrian OBB loco in a siding.
Ostrava-Svinov (1133-35) had a most attractive station building but too many pigeons.
At Ostrave Kunice (1156 - express), there were loaded motor car wagons in the yard. I would see many more later in the excursion.
After Cesky Tesin (1224 to 1226) where we crossed a RegioJet in the platform, I ordered lunch: a beer, chicken wrap and excellent salted caramel almonds for the absolute cheap price of 4.9 Euro. As you would say: "winner".
Soon afterwards I did a passenger count in some of the cars: c8 not counted (compartment car), c7 (2+2 seating) 37, c6 (compt.) 12, c5 (compt.) 35, and c4 that was mine 37, this having a mix of 2+1 seating in open plan and 4 4-seat business class compartments.
By Krol'ovany (1418 - express), the scenry was terrific: lakes/river and hills to the right.
We arrived Kosice at 1649 instead of 1612 after a very comfortable journey in ex DB cars.
railfan99
Established Member
Kosice isn't a large city, but it excelled with an historic main street including a wonderful Catholic Cathedral, a good tram network albeit lines to US Steel and part of another route were out of service (possibly due to track upgrading: I was unable to confirm), pleasant parks and plenty of dining options. I spent Friday in this manner.
Saturday was the first day when I struck dreaded bus replacements.
The 1122 hours train with diesel 751.011-2 and three passenger cars would operate only to Fil'akovo, and there would be a bus to Lucenec. Not lengthy, but annoying all the same, especially with a suitcase and backpack.
We departed on time. Realising I didn't speak Czech, the conductor intelligently used Google translate on her phone to inform me about the bus replacement. Very kind.
At Turna (1153-54), there were US Steel wagons in a siding as well as a castle on a hilltop.
The countryside became hilly, was forested and lakes were present: attractive.
At Plesure if I have its spelling correct (1227-29), loaded wagons of wood filled the siding. Great to see this being carried by rail.
The major stop of Jesenke (1309-10) had two DRCs waiting, presumably for branch line timetabled services.
We arrived Fila'kovo at 1335 hours where it was a relatively easy transfer, walking across tracks on a path after manouvering my suitcase down the carriage steps to the ground, and having one's suitcase placed in the coach bin by the driver, unlike in the UK where it seems coach drivers are reluctant to do this. (Perhaps I'm spoilt coming from Australia where coach drivers always load and unload luggage into and from the bins).
It was the usual quick transfer, so quick that I lacked time for a photo, scared of being left behind.
The coach departed at 1339 outside the front of the station building. The town had what looked to be a lovely castle, as well as a large Catholic church that dominated the streetscape. There were 25 passengers on this coach.
We arrived Lucenec at 1400 to find not a loco-hauled train but a modern railcar in the shape of 861.110-9 that in typical fashion promptly pulled out, at 1404 hours. Again, no time for a photo given I had to drag the suitcase.
Arrival at Zvolen (main station Os. St.) was at 1447 where there were no taxis to be found outside the station, but across a multi-lane road there was a solitary example waiting in a car park so the driver conveyed me to my accommodation at the very reasonable cost of 3 Euro, a contrast to what I'd find in one larger European city later in the excursion.
Saturday was the first day when I struck dreaded bus replacements.
The 1122 hours train with diesel 751.011-2 and three passenger cars would operate only to Fil'akovo, and there would be a bus to Lucenec. Not lengthy, but annoying all the same, especially with a suitcase and backpack.
We departed on time. Realising I didn't speak Czech, the conductor intelligently used Google translate on her phone to inform me about the bus replacement. Very kind.
At Turna (1153-54), there were US Steel wagons in a siding as well as a castle on a hilltop.
The countryside became hilly, was forested and lakes were present: attractive.
At Plesure if I have its spelling correct (1227-29), loaded wagons of wood filled the siding. Great to see this being carried by rail.
The major stop of Jesenke (1309-10) had two DRCs waiting, presumably for branch line timetabled services.
We arrived Fila'kovo at 1335 hours where it was a relatively easy transfer, walking across tracks on a path after manouvering my suitcase down the carriage steps to the ground, and having one's suitcase placed in the coach bin by the driver, unlike in the UK where it seems coach drivers are reluctant to do this. (Perhaps I'm spoilt coming from Australia where coach drivers always load and unload luggage into and from the bins).
It was the usual quick transfer, so quick that I lacked time for a photo, scared of being left behind.
The coach departed at 1339 outside the front of the station building. The town had what looked to be a lovely castle, as well as a large Catholic church that dominated the streetscape. There were 25 passengers on this coach.
We arrived Lucenec at 1400 to find not a loco-hauled train but a modern railcar in the shape of 861.110-9 that in typical fashion promptly pulled out, at 1404 hours. Again, no time for a photo given I had to drag the suitcase.
Arrival at Zvolen (main station Os. St.) was at 1447 where there were no taxis to be found outside the station, but across a multi-lane road there was a solitary example waiting in a car park so the driver conveyed me to my accommodation at the very reasonable cost of 3 Euro, a contrast to what I'd find in one larger European city later in the excursion.
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railfan99
Established Member
After a pleasant Sunday in Zvolen attending Mass at the conveniently located Catholic Church and visiting the rather average castle that had displays of religious art but little or no explanation of the building, I walked to Zvolen mesto station as it was closer than the main railway station.
I joined a 4-car electric at 1516 and alighted at Zvolen's main station at 1519, transferring to a train due to depart at 1545: this was railcar 812.021-8, a delightful older single car unit.
We had nine passengers on board.
At Hronsha Dubrava (1555-59), there were three on and one off: we reversed and soon joined a delightful branch line with steep gradients and thick forest, as well as some tunnels including one that seemed lengthy.
We arrived at the terminue, Banksa Stavanica, at 1628: the town was in a sort of valley below. Nine alighted here.
It was a lengthy layover, the train pulling out at 1713 with 10 passengers on.
We reversed at the junction (1742-50) and arrived back at Zvolen main at 1800 hours with 13 off. I quickly joined a train with modern rollingstock and was back at Zvolen mesto at 1809 after a pleasant Sunday late afternoon trip.
I joined a 4-car electric at 1516 and alighted at Zvolen's main station at 1519, transferring to a train due to depart at 1545: this was railcar 812.021-8, a delightful older single car unit.
We had nine passengers on board.
At Hronsha Dubrava (1555-59), there were three on and one off: we reversed and soon joined a delightful branch line with steep gradients and thick forest, as well as some tunnels including one that seemed lengthy.
We arrived at the terminue, Banksa Stavanica, at 1628: the town was in a sort of valley below. Nine alighted here.
It was a lengthy layover, the train pulling out at 1713 with 10 passengers on.
We reversed at the junction (1742-50) and arrived back at Zvolen main at 1800 hours with 13 off. I quickly joined a train with modern rollingstock and was back at Zvolen mesto at 1809 after a pleasant Sunday late afternoon trip.
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railfan99
Established Member
The start of the week (Monday) dawned but I had another latish start from Zvolen.
It was an easy 700 metre walk to Zvolen Mesto station where after watching a couple of other passenger trains, I boarded the 1034 hours with electric 4-car set 660.016-7.
We made a long scheduled stop at the main station in Zvolen, 1037 to 1056 after which I retraced my steps to Hronsha Dubrava but then the train naturally continued on the main line towards Bratislava.
A large number had joined at Zvolen Main as 36 intermediate passengers alighted at various locations.
We arrived Kozarovce at 1157 where a dreaded bus replacement occurred. About 50 alighted.
It was a level easy transfer across tracks on a pathway, similar to the previous one above.
There were no buses waiting on arrival but two turned up within a few minutes, so we were able to depart at 1206 hours.
Similar to the previous time, this was short: only to Levice where arrival was at 1222.
A loco hauled train with 362.021-8 greeted me. The sole first class car with an unusual seating configuration was next to the loco.
We didn't wait long with departure at 1228.
Progress to Bratislava wasn't particularly fast with arrival after an unspectacular journey, scenically speaking, at 1418.
But this was at B. Nove Mesto station, remote from my hotel that was near the main Bratislava section.
I need not have worried, as there was a cross-platform change to Leo Express 2-car railcar 648.729-10 that with me as the last passenger to board departed at 1420. Efficient.
We pulled into the main station at 1427 hours.
My hotel was not far away, but given a busy road outside the station I was unsure how to get to it. (I also lacked Internet access once away from WiFi).
So in the one time I perceived a 'ripoff' during my excursion, I hired a taxi for the short distance to the hotel. The taxi driver had the meter on Tariff 2, which I queried, but he didn't change it back to '1'. The flagfall seemed to be an extraordinary 10 Euros, and he had to go a kilometre or more along a road before he could turn back towards the hotel. The fare was 17.7 Euros when I could have (as it turned out) used a diesel bus for one stop (as I later discovered).
Put it down to Australian stupidity!
It was an easy 700 metre walk to Zvolen Mesto station where after watching a couple of other passenger trains, I boarded the 1034 hours with electric 4-car set 660.016-7.
We made a long scheduled stop at the main station in Zvolen, 1037 to 1056 after which I retraced my steps to Hronsha Dubrava but then the train naturally continued on the main line towards Bratislava.
A large number had joined at Zvolen Main as 36 intermediate passengers alighted at various locations.
We arrived Kozarovce at 1157 where a dreaded bus replacement occurred. About 50 alighted.
It was a level easy transfer across tracks on a pathway, similar to the previous one above.
There were no buses waiting on arrival but two turned up within a few minutes, so we were able to depart at 1206 hours.
Similar to the previous time, this was short: only to Levice where arrival was at 1222.
A loco hauled train with 362.021-8 greeted me. The sole first class car with an unusual seating configuration was next to the loco.
We didn't wait long with departure at 1228.
Progress to Bratislava wasn't particularly fast with arrival after an unspectacular journey, scenically speaking, at 1418.
But this was at B. Nove Mesto station, remote from my hotel that was near the main Bratislava section.
I need not have worried, as there was a cross-platform change to Leo Express 2-car railcar 648.729-10 that with me as the last passenger to board departed at 1420. Efficient.
We pulled into the main station at 1427 hours.
My hotel was not far away, but given a busy road outside the station I was unsure how to get to it. (I also lacked Internet access once away from WiFi).
So in the one time I perceived a 'ripoff' during my excursion, I hired a taxi for the short distance to the hotel. The taxi driver had the meter on Tariff 2, which I queried, but he didn't change it back to '1'. The flagfall seemed to be an extraordinary 10 Euros, and he had to go a kilometre or more along a road before he could turn back towards the hotel. The fare was 17.7 Euros when I could have (as it turned out) used a diesel bus for one stop (as I later discovered).
Put it down to Australian stupidity!
railfan99
Established Member
The next day was spent travelling on Bratislava's trams.
The following day was a Wednesday.
I boarded Czech Railways 'Metropolitan' EC173 that had electric locomotive 193.292, five second class cars, a restaurant car then a solitary 1st class car.
We departed at 1023, 18 late and had quite a slow journey to Budapest Nyugati with arrival at 1309 being 44 minutes behind schedule.
I'd previously been to Budapest so wanting this just to be a fill-in journey, I didn't travel on any trams. I lacked the local currency and also hadn't told my bank I'd visit Hungary, so based on past experience I was concrned the fraud section of my bank would block the card even if I just purchased lunch or used an ATM to withdraw cash, so I went without.
IC272 was the return train with the same loco: I was back in Bratislava by 1810 (15 late) after enjoying a caramel honey cake and Pepsi in the much smaller dining car for 6 Euro.
The following day was a Wednesday.
I boarded Czech Railways 'Metropolitan' EC173 that had electric locomotive 193.292, five second class cars, a restaurant car then a solitary 1st class car.
We departed at 1023, 18 late and had quite a slow journey to Budapest Nyugati with arrival at 1309 being 44 minutes behind schedule.
I'd previously been to Budapest so wanting this just to be a fill-in journey, I didn't travel on any trams. I lacked the local currency and also hadn't told my bank I'd visit Hungary, so based on past experience I was concrned the fraud section of my bank would block the card even if I just purchased lunch or used an ATM to withdraw cash, so I went without.
IC272 was the return train with the same loco: I was back in Bratislava by 1810 (15 late) after enjoying a caramel honey cake and Pepsi in the much smaller dining car for 6 Euro.
Banska Stiavnika is a lovely historic mining town, but definitely up a long hill from the station - even the bus (which we used from Zvolen) only terminates half way up. Shame you missed it, even though the branch is lovely.
PS your US acquaintances didn't even need a Eurail pass to get to C Sternberk - it's covered by a cheap local tariff.
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railfan99
Established Member
Thank you. I corrected the errors re the branch line.
The USA acquaintances had been travelling quite a lot in Europe by car, so a Eurailpass would have been, to my mind, a superior alternative. They took down on their smartphones the Eurail and Seat 61 websites after I informed them, so hopefully these first timers consider using rail next time. The USA (with 350 million people) is Eurail's biggest market but on a per capita basis Australia would do better, since the USA unfortunately mostly lacks 'use rail' culture.
railfan99
Established Member
Thursday had a reasonably tight connection at Villach so I idly wondered if I'd make it.
I caught a diesel bus one stop down the hill to Bratislava's main railway station and realised while I'd ridden trams extensively, I had neglected to travel on a trolleybus. Next time.
The 0850 hours train to Vienna was electric loco 383.108-8 and four cars, but was second class only.
Given the short distance and its mainly Austrian focus, it had the feel of a commuter train, evidenced by many joining being dressed for that pursuit.
Arrival at Vienna Hbf was at 1000, four minutes late.
Here I made an easy transfer to RailJet service RJ535 that had electric loco 81.1116.216-8. I still don't understand the Continental numbering system for locos and cars and perceive I never will. Complex.
Unsurprisingly, we departed on time and after pickup stops at Meidling and Neustadt, were a minute late departing the latter at 1057 hours.
This train gave the opportunity to revisit the excellent Semmering route that IIRC by December 2025 is set to be bypassed by a massive new tunnel.
The views were very pleasant as it was a sunny day.
After seeing a few freights passing along the way, including one with loaded log wagons, arrival at major railway junction Villach (Hbf) was bang on time at 1446.
Transferring to the Ljubljana-bound modern railcar was simple, via two sets of escalators broken by a short subway walk.
Slovenian Railways' railcar 510.040 (2 car electric) also departed on time at 1453.
We spent 26 minutes at Podnart (1601-27) crossing a 2-car DRC at 1619 and a loco-4/cars at 1626.
After a number of suburban stops and lovely scenery en route given the railway line is close to famous Lake Bled, arrival at Ljubljana's main station was ten minutes late at 1710.
There was ongoing major construction at the station and nearby. The lift I used was grotty, and the exit I chose required me to haul the suitcase up steps as well: not fun.
My hotel was a few hundred metres away, thankfully the walk being level. I had not stayed overnight previously in Slovenia.
I caught a diesel bus one stop down the hill to Bratislava's main railway station and realised while I'd ridden trams extensively, I had neglected to travel on a trolleybus. Next time.
The 0850 hours train to Vienna was electric loco 383.108-8 and four cars, but was second class only.
Given the short distance and its mainly Austrian focus, it had the feel of a commuter train, evidenced by many joining being dressed for that pursuit.
Arrival at Vienna Hbf was at 1000, four minutes late.
Here I made an easy transfer to RailJet service RJ535 that had electric loco 81.1116.216-8. I still don't understand the Continental numbering system for locos and cars and perceive I never will. Complex.
Unsurprisingly, we departed on time and after pickup stops at Meidling and Neustadt, were a minute late departing the latter at 1057 hours.
This train gave the opportunity to revisit the excellent Semmering route that IIRC by December 2025 is set to be bypassed by a massive new tunnel.
The views were very pleasant as it was a sunny day.
After seeing a few freights passing along the way, including one with loaded log wagons, arrival at major railway junction Villach (Hbf) was bang on time at 1446.
Transferring to the Ljubljana-bound modern railcar was simple, via two sets of escalators broken by a short subway walk.
Slovenian Railways' railcar 510.040 (2 car electric) also departed on time at 1453.
We spent 26 minutes at Podnart (1601-27) crossing a 2-car DRC at 1619 and a loco-4/cars at 1626.
After a number of suburban stops and lovely scenery en route given the railway line is close to famous Lake Bled, arrival at Ljubljana's main station was ten minutes late at 1710.
There was ongoing major construction at the station and nearby. The lift I used was grotty, and the exit I chose required me to haul the suitcase up steps as well: not fun.
My hotel was a few hundred metres away, thankfully the walk being level. I had not stayed overnight previously in Slovenia.
railfan99
Established Member
It became Friday and after watching a wheat train roll through Ljubljana, Slovenia's main station at 0859 hours, I went to platform 2 via a temporary path across a (former) track and boarded a fairly elderly 2-car DRC, 713.105.
We departed on time for what was to be one of the more enjoyable days, because it involved travel on a branch line.
Many stops occurred.
After Radohava Vos (1026) where we crossed another DRC, I counted 33 passengers on board. Not bad for a branch line at an offpeak hour.
At the major station of Trebjne (1045-46), there were five passengers on and 11 off, so well used. A Plasser track machine crossed us and departed.
There was a tunnel at 1053 hours, but at Mirna Pec (1056 hours) we had to transfer to a replacement road coach. That made two in Slovakia and one in Slovenia thus far.
It departed bang on 1100 with the temperature at 11 degrees. (Any more '11s' and we'll be thinking of and praying for departed soldiers, sailors and airmen).
The coach had all but one seat occupied.
We arrived Novo Mesto station at 1116, with a very quick transfer onto the train - again, no time for photos even though I merely carried a backpack - with the latter pulling out at 1118: 715.102, also a 2-car DRC.
There were three other stops in this town, with a total of 11 on and 6 off, so no one ought propose a Dr Beeching-style cut.
Once we left that sizeable town, there were excellent views to a ridge line, and later by Senic some vineyards.
We arrived the terminus at Metlika at 1217 hours, ten minutes late. This was almost at the Slovenian/Croatian border. (Shamefully, I still have not been to Croatia: next trip maybe).
We were due to depart at 1226 and did so, so no time to explore the town, sadly. Beggars can't be choosers.
At Conomelj there were nine on and one off. At Senice I took a lovely photo to the right of the train with a Catholic church dominating a picturesque valley. Magical stuff: the real Slovenia.
Given it was Friday perhaps students have only a half day's school, as at the Novo various stops, in excess of 95 new passengers joined.
At Novo Mesto (1332 hours) there were loaded log wagons - great to see - but only two road coaches for the rail replacement.
I was slow at getting to the bus stop outside the station and thought I'd get left behind, but some students either voluntarily or forcibly alighted and seemed to be left behind as the coaches departed at 1343. Note the long (for Europe) transfer time to the coaches as there was a bunfight for seats. In the end, many students stood.
We arrived back at Mirna Pec at 1402.
Railcars 610.012 and 610.032 were our transport back to the capital, but inexplicably the rear railcar was locked.
I alighted at Trebjne at 1417 after a pleasant half day.
There was a good cafe at the station where I obtained refreshments.
The next train was railcar 713.126-8 that was the 1457 hours departing two minutes late.
it went on what I'd describe as a crosscountry line that included a slow climb to Gomila station, where 11 alighted. At Mirna ((1511-12), 10 plus alighted, and more at various other 'ports of call'.
Many trees were displaying autumnal colours so my smartphone occupied itself.
Sevnica arrival was at 1544, nine minutes late.
The mainline train was 312.119 coupled to 312.101. It left Sevnica at 1549 hours with the train following a river.
The junction station of Zidani Most was a major stop that saw 70 plus join our train. On approach, there were most attractive stone viaducts carrying the railways.
From then on it was terrific scenery, a river gorge constantly featuring, mostly just a few metres from the train. I got the impression there may have been a hydro-electric pumping station at one stage, and there seemed to be cement works or similar along the route.
We were going well but at Jevnica where we arrived at 1704 and departed at 1705, we then stopped from 1708 with the conductor advising of a likely half hour's delay. However we left at 1734 and arrived back at Ljubljana at 1758.
I walked to the Old Town to familiarise myself with where the funciular to the castle was, and then enjoyed a small meal.
The trip I did that day is highly recommended: no pressure, wonderful scenery, true branch line operation with locals travelling (no other tourists) and best of all, no noisy road coach parties or tour groups.
We departed on time for what was to be one of the more enjoyable days, because it involved travel on a branch line.
Many stops occurred.
After Radohava Vos (1026) where we crossed another DRC, I counted 33 passengers on board. Not bad for a branch line at an offpeak hour.
At the major station of Trebjne (1045-46), there were five passengers on and 11 off, so well used. A Plasser track machine crossed us and departed.
There was a tunnel at 1053 hours, but at Mirna Pec (1056 hours) we had to transfer to a replacement road coach. That made two in Slovakia and one in Slovenia thus far.
It departed bang on 1100 with the temperature at 11 degrees. (Any more '11s' and we'll be thinking of and praying for departed soldiers, sailors and airmen).
The coach had all but one seat occupied.
We arrived Novo Mesto station at 1116, with a very quick transfer onto the train - again, no time for photos even though I merely carried a backpack - with the latter pulling out at 1118: 715.102, also a 2-car DRC.
There were three other stops in this town, with a total of 11 on and 6 off, so no one ought propose a Dr Beeching-style cut.
Once we left that sizeable town, there were excellent views to a ridge line, and later by Senic some vineyards.
We arrived the terminus at Metlika at 1217 hours, ten minutes late. This was almost at the Slovenian/Croatian border. (Shamefully, I still have not been to Croatia: next trip maybe).
We were due to depart at 1226 and did so, so no time to explore the town, sadly. Beggars can't be choosers.
At Conomelj there were nine on and one off. At Senice I took a lovely photo to the right of the train with a Catholic church dominating a picturesque valley. Magical stuff: the real Slovenia.
Given it was Friday perhaps students have only a half day's school, as at the Novo various stops, in excess of 95 new passengers joined.
At Novo Mesto (1332 hours) there were loaded log wagons - great to see - but only two road coaches for the rail replacement.
I was slow at getting to the bus stop outside the station and thought I'd get left behind, but some students either voluntarily or forcibly alighted and seemed to be left behind as the coaches departed at 1343. Note the long (for Europe) transfer time to the coaches as there was a bunfight for seats. In the end, many students stood.
We arrived back at Mirna Pec at 1402.
Railcars 610.012 and 610.032 were our transport back to the capital, but inexplicably the rear railcar was locked.
I alighted at Trebjne at 1417 after a pleasant half day.
There was a good cafe at the station where I obtained refreshments.
The next train was railcar 713.126-8 that was the 1457 hours departing two minutes late.
it went on what I'd describe as a crosscountry line that included a slow climb to Gomila station, where 11 alighted. At Mirna ((1511-12), 10 plus alighted, and more at various other 'ports of call'.
Many trees were displaying autumnal colours so my smartphone occupied itself.
Sevnica arrival was at 1544, nine minutes late.
The mainline train was 312.119 coupled to 312.101. It left Sevnica at 1549 hours with the train following a river.
The junction station of Zidani Most was a major stop that saw 70 plus join our train. On approach, there were most attractive stone viaducts carrying the railways.
From then on it was terrific scenery, a river gorge constantly featuring, mostly just a few metres from the train. I got the impression there may have been a hydro-electric pumping station at one stage, and there seemed to be cement works or similar along the route.
We were going well but at Jevnica where we arrived at 1704 and departed at 1705, we then stopped from 1708 with the conductor advising of a likely half hour's delay. However we left at 1734 and arrived back at Ljubljana at 1758.
I walked to the Old Town to familiarise myself with where the funciular to the castle was, and then enjoyed a small meal.
The trip I did that day is highly recommended: no pressure, wonderful scenery, true branch line operation with locals travelling (no other tourists) and best of all, no noisy road coach parties or tour groups.
railfan99
Established Member
While I remember, can I give a recommendation for Robert Schwandl's huge and growing series of books with detailed maps of tram networks (and sometimes metros) in a large number of European (and other) cities?
These were a big help when navigating various European tram networks, some of which, such as Prague and Vienna are complex.
Mr Schwandl is the Austrian-born gent who runs the Urban Rail (dot) net website. How he's managed to produce these tramway route books is absolutely amazing, and a huge credit to him.
I have no connection with him other than as someone who's purchased a few of his books. Worth every Euro cent.
These were a big help when navigating various European tram networks, some of which, such as Prague and Vienna are complex.
Mr Schwandl is the Austrian-born gent who runs the Urban Rail (dot) net website. How he's managed to produce these tramway route books is absolutely amazing, and a huge credit to him.
I have no connection with him other than as someone who's purchased a few of his books. Worth every Euro cent.
railfan99
Established Member
After looking at the heavily modified Ljubljana Castle via its funicular - not as impressive a castle as a few others I've visited including Cesky Sternbeck above - I made my way with luggage to the main station.
Due to the aforementioned construction works, there weren't many screens to let one know from which platform each train would depart, but I found one in a subway.
I was hoping to catch what I incorrectly thought was the 1135 hours Slovenian Railways train to Villach.
It appeared on the screen, but continued to lack a platform number. Two British backpackers on Interail passes joined me, as they were travelling to Venice via Villach. With a few minutes to go, one of them scotted up via stairs to a platform, but still no joy.
1135 came and went.
Eventually I left the subway and went to where there were some road coaches lined up at the side of the station, away from the main road coach departure points that were in a roadway parallel to the station building.
I found a conductor who told me buses were replacing trains due to trackwork. Dash!
The next departure was at 1250, but would only go to the major station of Jesenice, not Villach: the destination of the coach was not evident from the sign attached to the bottom of the windscreen.
The coach departed, almost full.
Eight minutes later, we arrived at Ljubljana Siska sttaion to be informed we were transferring to a train, which turned out to be Stadler railcar 313-010.
If only I'd known how short the bus trip was, I could have been on the 1135 hours.
The train journey was uneventful, but through some attractive scenery given Lake Bled being along the route.
Jesenice arrival was at 1411 hours. The railcar soon departed back to Ljubljana, at 1422.
There was a group of American tourists also waiting for the 1700 hours train to Villach, the next one given the frequency was sparse.
As time went on, numbers built. We were assured by a station staffer that the train would pull up on platform 1 where we were all waiting.
510.042-5 (railcar IIRC) arrived, but proceeded through the platform. Inexplicably and to my mind stupidly, it stopped at the extrme Villach end of Jesenice's main platform, so a large number of passengers had to run to catch it.
We then had to make stops along the way totalling 14 minutes to cross an electric loco hauling a railcar (had the latter broken down?) and then another loco followed by a loco hauled express.
Villach Hbf arrival was at 1752, not the scheduled 1707 where I retired to my conveniently located hotel, only to find that the sole supermarket had closed as of 1800 hours and, being Austria, would not be open on Sunday.
Still, Villach was a lovely city/town that I'd passed through previously but never stayed in.
Due to the aforementioned construction works, there weren't many screens to let one know from which platform each train would depart, but I found one in a subway.
I was hoping to catch what I incorrectly thought was the 1135 hours Slovenian Railways train to Villach.
It appeared on the screen, but continued to lack a platform number. Two British backpackers on Interail passes joined me, as they were travelling to Venice via Villach. With a few minutes to go, one of them scotted up via stairs to a platform, but still no joy.
1135 came and went.
Eventually I left the subway and went to where there were some road coaches lined up at the side of the station, away from the main road coach departure points that were in a roadway parallel to the station building.
I found a conductor who told me buses were replacing trains due to trackwork. Dash!
The next departure was at 1250, but would only go to the major station of Jesenice, not Villach: the destination of the coach was not evident from the sign attached to the bottom of the windscreen.
The coach departed, almost full.
Eight minutes later, we arrived at Ljubljana Siska sttaion to be informed we were transferring to a train, which turned out to be Stadler railcar 313-010.
If only I'd known how short the bus trip was, I could have been on the 1135 hours.
The train journey was uneventful, but through some attractive scenery given Lake Bled being along the route.
Jesenice arrival was at 1411 hours. The railcar soon departed back to Ljubljana, at 1422.
There was a group of American tourists also waiting for the 1700 hours train to Villach, the next one given the frequency was sparse.
As time went on, numbers built. We were assured by a station staffer that the train would pull up on platform 1 where we were all waiting.
510.042-5 (railcar IIRC) arrived, but proceeded through the platform. Inexplicably and to my mind stupidly, it stopped at the extrme Villach end of Jesenice's main platform, so a large number of passengers had to run to catch it.
We then had to make stops along the way totalling 14 minutes to cross an electric loco hauling a railcar (had the latter broken down?) and then another loco followed by a loco hauled express.
Villach Hbf arrival was at 1752, not the scheduled 1707 where I retired to my conveniently located hotel, only to find that the sole supermarket had closed as of 1800 hours and, being Austria, would not be open on Sunday.
Still, Villach was a lovely city/town that I'd passed through previously but never stayed in.
railfan99
Established Member
After an excellent hotel overnight in Villach where I was able to attend Mass and enjoy a pleasant, good value meal at a cafe, I retraced my steps from Villach to Vienna on an OBB RailJet, the front driving trailer being 80.90-756.
The train only pulled in at 1312 hours with departure achieved three minutes later. Many boarded here, but the train had originated in Venice.
First class was at the front. En route, even first filled.
It was another chance to sample the Semmering Pass before the replacement tunnel opens.
Vienna Hbf arrival was two minutes late at 1738. Another day with great European scenery.
The train only pulled in at 1312 hours with departure achieved three minutes later. Many boarded here, but the train had originated in Venice.
First class was at the front. En route, even first filled.
It was another chance to sample the Semmering Pass before the replacement tunnel opens.
Vienna Hbf arrival was two minutes late at 1738. Another day with great European scenery.
Last edited:
eastwestdivide
Established Member
Think the Semmering base tunnel opening is a few years off yet - 2030 according to ÖBB’s infrastructure page at
infrastruktur.oebb.at
It’s the other tunnel, on the new Koralmbahn, that’s opening now.
Semmering base tunnel
It is one of the most important infrastructure projects in the heart of Europe. As part of the new Southern Line, the Semmering Base Tunnel creates a fast and safe connection between Lower Austria and Styria.
infrastruktur.oebb.at
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I think the stopping position is to do with the voltage changeover from Slovenian 3000V DC to Austrian 15kV AC.
railfan99
Established Member
Think the Semmering base tunnel opening is a few years off yet - 2030 according to ÖBB’s infrastructure page at
It’s the other tunnel, on the new Koralmbahn, that’s opening now.Semmering base tunnel
It is one of the most important infrastructure projects in the heart of Europe. As part of the new Southern Line, the Semmering Base Tunnel creates a fast and safe connection between Lower Austria and Styria.
Thank you.
A local lady who travelled often told me it was to open in December, so there must be some misinformed passengers in Austria.
railfan99
Established Member
I ummed and aahed when to do the next excursion as I was staying in Vienna for three nights.
Ultimately I decided to do it on the Monday and leave Tuesday for city sightseeing.
So I had a fairly lengthy walk across to platform 1 at Vienna Hbf., busy with commuters. Do they have Monday and Friday at home like so many in English-speaking countries? Perhaps not.
My train to Vienna Neustadt departed five minutes late at 0858, arriving at the latter at 0929, two minutes late where I transferred to the 0937 hours train, railcar 5022.043-1 that left at 0940.
This was a scenic run up a mountain, crossing its opposite number at Willendorf.
We arrived Puchberg am Schneeberg at 1024, on time.
This lovely town had a nice little park with seating outside the station around a small lake.
The Schneebergbahn advertises that extra trains are provided if loadings are heavy. While it was offseason when I travelled - the last day of the year for operating (bar 24 December 2025) was to be 2 November 2025 - this was not in evidence on the day of my visit.
The 1030 hours train was booked out: 111 seats. Most had booked online.
I asked if I could stand, which was met with a refusal, so I bought a ticket for the 1200 hours train.
The cost of a return for a senior was 39 Euros: mountain railways are always expensive, but they have limited running days and must be expensive to maintain.
We were held in a small pen inside the station building until shortly before 1200 when we walked across tracks and joined the 'Salamander' train, painted in an appropriate livery. This was a railcar with a generator or similar at the front.
At Herggtal, a couple with a huge dog got on. The dog was annoying, constantly trying to lurch towards me. What made me further slightly peeved was that these two passengers stood for the journey, even though I'd not been allowed to. I wondered if they had tickets as there was no checking from intermediate stations, unlike at the origin where my ticket had been scanned.
At Baumgartner (1224-31), there was a refreshment kiosk in the station building. The small island platform allowed us to obtain photos of the rack railway climb ahead.
Arrival at Hochschneeberg was (as expected) on time at 1240.
Next to the station in an historic lodge/hotel was the cafe: this was expensive, and I'd brought snacks. I went for a mountainside work, and being Australian, admired small patches of snow nearby as well as more in the distance.
On the walk I also obtained photos of a departing train: there was only the one set in use.
There was also a Catholic church (perhaps more a chapel) at the terminus that IIRC was built in 1899 to 1901, or similar. It looked the place.
Without any discussion I'd been booked back on the 1645 hours train back down the mountain. However the 1515 hours had 11 spare seats so after the lady at the top slightly grumbled and said she should have changed my time in the shop, she let me board. Do they have to have exact passenger numbers for insurance and safety purposes?
I joined OBB railcar 5022-045.6 at 1636 hours for the run back down to Vienna Neustadt, with passengers including a few students joining enroute. We arrived at 1724 and I transferred to a well patronised RailJet that departed at 1730, travelling in second class as it was too far a walk to first class. Vienna arrival was at 1805 hours after an interesting day, but I don't overly like tourist railways that limit capacity in the way this one did. The majority English system of 'turn up and go' is far preferable.
Arrival at the origin was two minutes late at 1557.
Ultimately I decided to do it on the Monday and leave Tuesday for city sightseeing.
So I had a fairly lengthy walk across to platform 1 at Vienna Hbf., busy with commuters. Do they have Monday and Friday at home like so many in English-speaking countries? Perhaps not.
My train to Vienna Neustadt departed five minutes late at 0858, arriving at the latter at 0929, two minutes late where I transferred to the 0937 hours train, railcar 5022.043-1 that left at 0940.
This was a scenic run up a mountain, crossing its opposite number at Willendorf.
We arrived Puchberg am Schneeberg at 1024, on time.
This lovely town had a nice little park with seating outside the station around a small lake.
The Schneebergbahn advertises that extra trains are provided if loadings are heavy. While it was offseason when I travelled - the last day of the year for operating (bar 24 December 2025) was to be 2 November 2025 - this was not in evidence on the day of my visit.
The 1030 hours train was booked out: 111 seats. Most had booked online.
I asked if I could stand, which was met with a refusal, so I bought a ticket for the 1200 hours train.
The cost of a return for a senior was 39 Euros: mountain railways are always expensive, but they have limited running days and must be expensive to maintain.
We were held in a small pen inside the station building until shortly before 1200 when we walked across tracks and joined the 'Salamander' train, painted in an appropriate livery. This was a railcar with a generator or similar at the front.
At Herggtal, a couple with a huge dog got on. The dog was annoying, constantly trying to lurch towards me. What made me further slightly peeved was that these two passengers stood for the journey, even though I'd not been allowed to. I wondered if they had tickets as there was no checking from intermediate stations, unlike at the origin where my ticket had been scanned.
At Baumgartner (1224-31), there was a refreshment kiosk in the station building. The small island platform allowed us to obtain photos of the rack railway climb ahead.
Arrival at Hochschneeberg was (as expected) on time at 1240.
Next to the station in an historic lodge/hotel was the cafe: this was expensive, and I'd brought snacks. I went for a mountainside work, and being Australian, admired small patches of snow nearby as well as more in the distance.
On the walk I also obtained photos of a departing train: there was only the one set in use.
There was also a Catholic church (perhaps more a chapel) at the terminus that IIRC was built in 1899 to 1901, or similar. It looked the place.
Without any discussion I'd been booked back on the 1645 hours train back down the mountain. However the 1515 hours had 11 spare seats so after the lady at the top slightly grumbled and said she should have changed my time in the shop, she let me board. Do they have to have exact passenger numbers for insurance and safety purposes?
I joined OBB railcar 5022-045.6 at 1636 hours for the run back down to Vienna Neustadt, with passengers including a few students joining enroute. We arrived at 1724 and I transferred to a well patronised RailJet that departed at 1730, travelling in second class as it was too far a walk to first class. Vienna arrival was at 1805 hours after an interesting day, but I don't overly like tourist railways that limit capacity in the way this one did. The majority English system of 'turn up and go' is far preferable.
Arrival at the origin was two minutes late at 1557.
railfan99
Established Member
The next day, Tuesday, was occupied with Vienna trams and various tourist attractions such as St Stephen's Cathedral, which on previous visits I'd not seen.
On Wednesday, the 0828 hours combined RailJets (RJX662) for Munich (front) and Bludenz (rear section) docked at Vienna Hbf platform 8 at 0816.
I had a first class compartment (I call it that, even though it didn't from memory have a door) to myself. Luxurious.
Along the way, I was filmed and interviewed for a Japanese TV program aimed at those who love railways so I gave Eurailpasses a good plug, and when asked what item on my travels was indispensable, replied 'my notebook'.
At Linz Hbf ()948-50), a large number of passengers had to run along the platform to join the Munich section. This suggested the platform screen was incorrect when indicating which lettered section to wait in for each portion.
Salzburg was at 1103-07, being 11 minutes late on departure. Here the Munich section efficiently detached.
I did a partial passenger count but there'd have been many more in standard class: car 37 = 9, c36 = 34, c35 (buffet) 5.
After Bad Endorf that we passed at 1151 hours, three freights went by in the opposite direction within 10 minutes: impressive.
We were still 12 minutes late at Innsbruck (1257-59) with the train arriving Otztal at 1322, which I think was also 12 minutes late.
Here it was a transfer via ramps to road coaches.
As usual, the transfer did not take long, with my coach departing at 1329. I had been on this rail line before, so while sad to be just on a bus, it wasn't a case of missing out on new trackage.
The road had some tunnels with one lane each way together (not world's best practice for safety: imagine a head-on smash - no thank you) and many other conventional tunnels with two lanes in the same direction.
We got to Bludenz at 1436: the four car electric train (4748.516-3) departed just three minutes later. I reflected that in Australia, a coach to train transfer would never be acheived this quickly.
After four intermediate stops, I alighted at Feldkirch, Austria at 1459, four minutes late.
To avoid the unattractive bus travel, I could have routed my itinerary via Munich but from memory this would have involved a couple of train to train transfers, so messy in its own way. With a suitcase and backpack it's not impossible to change trains, but it is relatively slow and can be cumbersome if for whatever reason lifts and escalators are unavailable.
On Wednesday, the 0828 hours combined RailJets (RJX662) for Munich (front) and Bludenz (rear section) docked at Vienna Hbf platform 8 at 0816.
I had a first class compartment (I call it that, even though it didn't from memory have a door) to myself. Luxurious.
Along the way, I was filmed and interviewed for a Japanese TV program aimed at those who love railways so I gave Eurailpasses a good plug, and when asked what item on my travels was indispensable, replied 'my notebook'.
At Linz Hbf ()948-50), a large number of passengers had to run along the platform to join the Munich section. This suggested the platform screen was incorrect when indicating which lettered section to wait in for each portion.
Salzburg was at 1103-07, being 11 minutes late on departure. Here the Munich section efficiently detached.
I did a partial passenger count but there'd have been many more in standard class: car 37 = 9, c36 = 34, c35 (buffet) 5.
After Bad Endorf that we passed at 1151 hours, three freights went by in the opposite direction within 10 minutes: impressive.
We were still 12 minutes late at Innsbruck (1257-59) with the train arriving Otztal at 1322, which I think was also 12 minutes late.
Here it was a transfer via ramps to road coaches.
As usual, the transfer did not take long, with my coach departing at 1329. I had been on this rail line before, so while sad to be just on a bus, it wasn't a case of missing out on new trackage.
The road had some tunnels with one lane each way together (not world's best practice for safety: imagine a head-on smash - no thank you) and many other conventional tunnels with two lanes in the same direction.
We got to Bludenz at 1436: the four car electric train (4748.516-3) departed just three minutes later. I reflected that in Australia, a coach to train transfer would never be acheived this quickly.
After four intermediate stops, I alighted at Feldkirch, Austria at 1459, four minutes late.
To avoid the unattractive bus travel, I could have routed my itinerary via Munich but from memory this would have involved a couple of train to train transfers, so messy in its own way. With a suitcase and backpack it's not impossible to change trains, but it is relatively slow and can be cumbersome if for whatever reason lifts and escalators are unavailable.
railfan99
Established Member
After an enjoyable time in Feldkirch visiting the excellent, underrated castle and walking around the Old Town, on Thursday I caught the 1552 hours 4-car electric (47-48.012) that was all stations to St Margrethen, where we arrived at 1640.
At 1659, I left (47.48-509) for the short distance to Bregenz, where the train sat from 1717 to 1725. I alighted at Bregenz-Riedenburg at 1728. This is merely an island platform but it serves as an interchange and was busy. Great to see many using.
The next electric was 47.48-012 that departed a minute late at 1744, taking me back to Feldkirch with the usual great scenery, but skipping many stations. Arrival at 1813 hours completed the day.
Feldkirch may not be Austria's biggest railway station but it had at least three largely takeaway outlets plus a smallish supermarket. Well set out.
At 1659, I left (47.48-509) for the short distance to Bregenz, where the train sat from 1717 to 1725. I alighted at Bregenz-Riedenburg at 1728. This is merely an island platform but it serves as an interchange and was busy. Great to see many using.
The next electric was 47.48-012 that departed a minute late at 1744, taking me back to Feldkirch with the usual great scenery, but skipping many stations. Arrival at 1813 hours completed the day.
Feldkirch may not be Austria's biggest railway station but it had at least three largely takeaway outlets plus a smallish supermarket. Well set out.
railfan99
Established Member
It became Friday and I rose early, arriving at Feldkirch station for the 0739 hours NJ466 NightJet to Zurich.
It was advised to be arriving at 0843 hours, 64 minutes late, but goodness, this was further put back to 0921.
After a long wait interposed with watching streams of commuters pour into Feldkirch by train, electric loco 1116.127 and 10 cars pulled out at 0921 hours after reversing, as there was trackwork and it had taken a diferent route.
At Buchs SG, we again reversed (0939-53) with elderly SBB electric loco 1120 taking over.
Some of the trip was slow due to us having lost our path: Zurich Hbf arrival was at 1120, exactly two hours late.
Here I had a choice: rush for the 1133 hours to Milan Central, or wait for the 1333 hours.
I chose the former, so joined the rear of two coupled sets. I'd done this route before but it is very scenic.
We left on time and were at Arth Goldau 1216 to 1219, two minutes late. I purchased a ham and cheese roll from the buffet: expensive at 8.90 Euro, but pleasant and filling.
I alighted at Lugano at 1328 hours and walked across the forecourt to the wonderful lake and Catholic church views. The sun was out and the world seemed at peace, at least there.
Electric 524.313 and 524.307 formed the next train at a scheduled (and met) 1402 hours from Lugano.
We stopped at aptly named Paradiso 1405-06 while at Como San Giovanni, 1438-39 (four minutes late), an estimated 90 plus joined with 35 plus on at the next stop, Camelata.
I alighted not far from Milan at a very busy Monza at 1506, having not had my ticket checked on this train.
EMU ETR526.009-A and 425.034-B formed the final train for the day, departing Monza three minutes late at 1535 with some scenic Lake Como running en route.
I left at Colico at 1655 hours, nine minutes late. This was a good day with relatively easy train to train transfers.
My hotel was again fortunately very close by, always welcome after a day on the rails.
It was advised to be arriving at 0843 hours, 64 minutes late, but goodness, this was further put back to 0921.
After a long wait interposed with watching streams of commuters pour into Feldkirch by train, electric loco 1116.127 and 10 cars pulled out at 0921 hours after reversing, as there was trackwork and it had taken a diferent route.
At Buchs SG, we again reversed (0939-53) with elderly SBB electric loco 1120 taking over.
Some of the trip was slow due to us having lost our path: Zurich Hbf arrival was at 1120, exactly two hours late.
Here I had a choice: rush for the 1133 hours to Milan Central, or wait for the 1333 hours.
I chose the former, so joined the rear of two coupled sets. I'd done this route before but it is very scenic.
We left on time and were at Arth Goldau 1216 to 1219, two minutes late. I purchased a ham and cheese roll from the buffet: expensive at 8.90 Euro, but pleasant and filling.
I alighted at Lugano at 1328 hours and walked across the forecourt to the wonderful lake and Catholic church views. The sun was out and the world seemed at peace, at least there.
Electric 524.313 and 524.307 formed the next train at a scheduled (and met) 1402 hours from Lugano.
We stopped at aptly named Paradiso 1405-06 while at Como San Giovanni, 1438-39 (four minutes late), an estimated 90 plus joined with 35 plus on at the next stop, Camelata.
I alighted not far from Milan at a very busy Monza at 1506, having not had my ticket checked on this train.
EMU ETR526.009-A and 425.034-B formed the final train for the day, departing Monza three minutes late at 1535 with some scenic Lake Como running en route.
I left at Colico at 1655 hours, nine minutes late. This was a good day with relatively easy train to train transfers.
My hotel was again fortunately very close by, always welcome after a day on the rails.
eastwestdivide
Established Member
It's a nice stretch of line there - a bit like an extended Dawlish but with better ice creams.
railfan99
Established Member
It wasn't ideal to be travelling by ferry on Lake Como on a Saturday as even though it was off season, my guess is that there are always more weekend than weekday passengers.
However joining at Colico meant there were only 12 passengers initially, though hundreds by the time we got to Bellagio. The single fare was 8.30 Euro, probably substantially more than FS would charge for a similar distance. MV Bisbono was the ferry. The lake is well known for its wonderful scenery. It was interesting calling at many smaller villages, with passengers joining at every stop. Bellagio was crowded with tourists, including some who'd come on a Viking cruise ship and who were presumably bussed to Bellagio. Very few cars interrupted pedestrians: I assume those that did were driven by residents or businessmen with special permits, as the car park was located beyond the narrow town streets.
Later I joined a crowded with foot passengers car ferry (MV Lario) for the 16 minute Bellagio-Varenna trip. The 'car ferry' was however only half full of cars and a couple of smaller trucks.
I walked to the railway station in lovely weather - it had been chilly that morning but no longer - and boarded an eight car train at 1433 (eight minutes late), arriving Colico at 1452.
After a short visit to my hotel, the 1553 ex Colico with ETR204.010-B (4 cars) departed from the dock platform, conveying me on the scenic line to Chiavenna where we sat from 1628 (three late) to 1636 (a minute late) for arrival back at Colico by 1714, where an impressive 32 passengers alighted. The branch had tunnels plus was in between hills: it parallels the main line for at least a kilometre into Colico.
However joining at Colico meant there were only 12 passengers initially, though hundreds by the time we got to Bellagio. The single fare was 8.30 Euro, probably substantially more than FS would charge for a similar distance. MV Bisbono was the ferry. The lake is well known for its wonderful scenery. It was interesting calling at many smaller villages, with passengers joining at every stop. Bellagio was crowded with tourists, including some who'd come on a Viking cruise ship and who were presumably bussed to Bellagio. Very few cars interrupted pedestrians: I assume those that did were driven by residents or businessmen with special permits, as the car park was located beyond the narrow town streets.
Later I joined a crowded with foot passengers car ferry (MV Lario) for the 16 minute Bellagio-Varenna trip. The 'car ferry' was however only half full of cars and a couple of smaller trucks.
I walked to the railway station in lovely weather - it had been chilly that morning but no longer - and boarded an eight car train at 1433 (eight minutes late), arriving Colico at 1452.
After a short visit to my hotel, the 1553 ex Colico with ETR204.010-B (4 cars) departed from the dock platform, conveying me on the scenic line to Chiavenna where we sat from 1628 (three late) to 1636 (a minute late) for arrival back at Colico by 1714, where an impressive 32 passengers alighted. The branch had tunnels plus was in between hills: it parallels the main line for at least a kilometre into Colico.
railfan99
Established Member
A late start travelling on the next day, a Sunday, gave me plenty of time to attend a convenient 1030 hours Mass at a nearby Catholic church.
ETR204.020 and ETR 204.028 was the eight car coupled railcar sets that departed Colico four minutes late at 1151. I went to the end of the line at Tirano (again through great scenery) and enjoyed a quick lunch after our 1300 hours arrival (eight minutes late). The town plaza/square was busy with some having just arrived from the famous Bernina Express line, the Swiss station being adjacent to the Italian one. Fortunately the waiter and kitchen at the cafe were efficient, and the food pleasant.
At 1408, ETR 204.032 and another four cars conveyed me from Tirano on a lovely sunny day. Milano Centrale arrival was at 1640: by Varenna, my car had become crowded with standees, perhaps to be expected on a Sunday afternoon even though it wasn't summer peak travel time.
I checked into a nearby hotel less than 10 minutes' walk from the station, admired the 1920s trams that I'd travelled on in previous visits and wound down after a few weeks' travel.
ETR204.020 and ETR 204.028 was the eight car coupled railcar sets that departed Colico four minutes late at 1151. I went to the end of the line at Tirano (again through great scenery) and enjoyed a quick lunch after our 1300 hours arrival (eight minutes late). The town plaza/square was busy with some having just arrived from the famous Bernina Express line, the Swiss station being adjacent to the Italian one. Fortunately the waiter and kitchen at the cafe were efficient, and the food pleasant.
At 1408, ETR 204.032 and another four cars conveyed me from Tirano on a lovely sunny day. Milano Centrale arrival was at 1640: by Varenna, my car had become crowded with standees, perhaps to be expected on a Sunday afternoon even though it wasn't summer peak travel time.
I checked into a nearby hotel less than 10 minutes' walk from the station, admired the 1920s trams that I'd travelled on in previous visits and wound down after a few weeks' travel.
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