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Argentina to Italy

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Tasmania. Peter Crossman reporting.
Tasrail has no public passenger rail services, not since the 1970’s, some freight, mostly timber which is a big industry on the island.

There are a number of preserved lines, the most famous is the Wilderness Railway, in the south west. This runs from its base at Queenstown, which has a large tin mine no longer railway served, to Strahan on the coast.

The narrow gauge railway runs for about 23 miles through dense tropical forest and follows a river, over a considerable climb before dropping down into Strahan. The middle section is rack on the Abt system. It was originally built to carry timber to the coast for shipment overseas. It closed down in the 1970’s but with the help of a government grant (would you believe it) to promote tourism, it was completely rebuilt a few years ago and is a very popular tourist attraction. Well worth a visit if you go to the island. The story of the railway from its inception to resurrection would fill a book and does.

One of the other railways visited was the Don River Railway, in Devonport of course. It only runs for a few miles nowadays and used to connect with the “main line” as such, which is currently used commercially from Burnie (a large container port) on the North West coast, through Devonport and then south to Hobart.

The Don railway has large and very well equipped workshops, again through a government grant, but currently no steam. Since Tasrail cut its connection with the “main line” the Don suffers from a lack of visitors and has great difficulty in raising the funds to repair one of its 4-6-0 tender locos (which was built by Robert Stephenson and Hawthorns in Newcastle. It is amazing just how many of the locos in Tas are UK built.

The Don owns a large number of steam locos including Vulcans, NBL, Dubs, Fowlers, Rustons and even a small four wheel railcar built by Riley’s! It also has a number of working diesel locos including a slightly smaller and earlier version of our Class 20’s.
There are a number of other lines, with working steam, including the Wee Georgie Wood, in the south west on which I had a cab ride on a small Fowler tank and a preservation site just north of Hobart which has a short section of track and a large workshop and visitor centre.

There is also the small working steam railway at a town called Sheffield! The railway used to run through here from Devonport years ago but was eventually torn up as a result road competition, a very common reason for extinction in Tas. It has been completely rebuilt by volunteers and runs for about half a mile in the summer.

It is situated in a woodland park and once a year they have a steamfest, with traction engines, tractor pulling, a fairground with a steam merry go round and various other country attractions.

The island is an amazing place with large tracts of dense tropical forest. Driving out there, we accumulated around 4500 miles in our large Ford Falcon, was a pleasure unlike the UK. You could drive for miles and hardly see another vehicle. Some of the towns remind you of the US Wild West in the 1870’s but with motor vehicles.

DARWIN, Australia - Genesee & Wyoming is buying Australia's FreightLink for $334 million, expanding G&W's operations on the continent, Australia's ABC News has reported. The Greenwich, Conn.-based shortline holding company said it believes it can increase FreightLink's volume by shipping more mineral traffic. FreightLink connects Adelaide and Darwin, shipping 3.8 million tons of freight annually. It had been in receivership since 2008, and G&W has been essentially operating the line under contract since 2004. "We're very familiar with the asset, and I think as a global organization, we would look to bring efficiencies into our operations as we move forward," said Robert Easthope, G&W Australia's chief executive.

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Havana January 2018

by the Webmaster

Hershey Railway

Hershey Works April 2016

We called to see a driver who had helped us in 2016.
He has been redundant without pay since the storm damaged the overhead wires. He says the section north of Hershey is being repaired and will be followed by Hershey - Casablanca which might reopen end of March (optimistic)
Casablanca station was deserted, and still has the timetable board unchanged but a tatty handwritten notice says 'Closed'. The cafe was deserted too.

Cristina Museum

Cristina Museum Tower January 2018
Work is still proceeding, the left hand tower is complete and the righthand tower nearing completion. The locos which were outside in the Arsenal Park in 2016 are still there.
1122, E1138, 1205, 1308, 1816
Posters still say completion in 2018.

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2014 Tour
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John Burdett- Paris June 2012.

SNCF 7402 preparing to couple on to the stock of the 17:06 departure from Paris Montparnasse to Le Mans. John Burdett 2012

Nice Ville. SNCF 22239/311 were standing on empty stock. 11/05/09

Photo by Howard Forster

Nice Ville. SNCF 22311 awaiting departure on empty stock. 11/05/09

Photo by Howard Forster

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Alan Baxter Reporting 2014- continued from Swizerland Report

Friday 3/10/14: Einheit Tag. A Public holiday and I proposed to do the Eifelbahn from Köln to Trier and return to Koblenz via the Moselstrecke.
143 090 was at the rear of the RB27 at 0909 to Köln, normally the loco is at the front of the northbound services. BB37008 and 186 123, the former SNCB2801, passed on the way, plus 189 081 and 152 123. Köln was busy and I noted some of the new Classes 620 (Lint 81 3 car) and 622 (Lint 54 2-car) out and about on service RB25 which goes to Gummersbach etc and uses the S-Bahn platforms at Köln Hbf. In a separate development the Rhein-Ruhr has ordered up a batch of 28 Class 1440 (an improved version of Class 440) for working S-Bahn lines S5 and S8. The Class 422s thus displaced will be cascaded to Line S6 Köln-Nippes to Essen via Ratigen Ost, replacing Class 143+stock. This is due to happen in December 2014 but the German version of the DfT has often been reluctant to allow new-build into service timeously and so we shouldn't be surprised if this change-over is delayed.

The 1021 for Trier was 644 056/053, the rear set being detached at Gerolstein. 185 246 was on a freight beyond Köln West. Eifeltor yard looked fairly full as we ran past before leaving the main line and made for the junction station of Euskirchen where some sets of Class 620 were on view among the 644s. Then it was on to Kall and after that place the line singles and the scenery gets wilder, as we ran alongside the river in beautiful weather again. At one place we stopped at there was a platform restaurant outside which the punters were enjoying their burgers and chips or whatever with steins of beer and the occasional glass of red. Passing trains were usually Class 644 but the occasional 628 was also seen. The stop at Gerolstein used to be 15 min but is now cut down to 3 min and eventually we joined the Moselstrecke at Ehrang and ran into Trier past the depot. I noted CFL2301, one of the new KISS sets and there were also several 5-car Flirt sets in white livery, one of which was identified as 429 109. This is one of a bunch of 28 units which Rheinland-Pfalz has ordered for services around Trier-Saarbrucken and will presumably displace the remaining Trier Class 143+DD services plus some Class 425. The same Trier 143s also work RB27 from Koblenz to Köln and beyond via Linz am Rhein so could that particular service be getting the 425s? Trier was hot and there was a distraction of many football fans from Berlin arriving for a match against the local club. The local police force were out in numbers to watch over them. fans. Dontcha just love them? I think not.

After a short walk around the part of the city nearest the Hbf I returned there and took a train for Koblenz which was 442 002, one of five of the 2-car version of this Class which are allocated to Trier for RB services on the Moselstrecke. There was a private 1142 635 with heritage stock in the sidings and several 143s keeping the new Class 429 company. Later on 140 840 passed with freight probably for Dillingen, and BB37011 and 189 047/032 were also heading freights going the other way.. Back at Koblenz 143 114 was motive power for the next RB27 to Königswinter and we set off past Lutzel yard where RTL 1216 902 in orange livery was stabled. A private 140 070 went past and also 189 991 before we arrived in Königswinter and soon after I arrived an Auto-Zug from Dusseldorf to Narbonne led by 120 110 arrived and sat for 10 min before the level crossing gates went down and the signal cleared allowing it to proceed. 140 528 and Green Cargo 185 406 passed before I went for dinner, and later on Re482 033, 185 636, 186 123 (again), 189 997 and 185 598 were among the items seen.

Sunday 5/10/14. A sail on the Rhein was the proposal for today. Initially I had to get to Rudesheim, which is normally done via Koblenz and the Rechte Rheinstrecke.
I took the 0943 from Königswinter which was 143 090. There was an engineering train at Neuwied which was topped by 364 850 and tailed by 203 006, two privately owned locos. There seemed to be more freight going through Koblenz Hbf than normal and I discovered that the engineers had possession of the Rechte Rheinstrecke and nothing was going that way. The communities on that side of the river were being served by a bus.

Meanwhile freights through Koblenz were headed by 185 662, 186 105, 189 988,189 112, 151 035 and 145 012. A service for Limburg was made up of two single car sets, 640 103/108, which were in HLB livery but their EVNs indicated ownership by Vectus. 648 206, one of six of this class allocated to Dortmund, was in the sidings. EC9 for Zürich, headed by 101 133, was running the wrong way round because there were engineering works on the approaches to Basel SBB on the Saturday and Sunday, and the northbound working had run direct from Muttenz to Basel Bad on the Saturday. IC2013 for Stuttgart came in led by 101 049 and I took it as far as its next stop at Bingen. We arrived at Bingen Hbf 30min later and I extracted myself from there via various metal footbridges, then through the park and down onto the river bank where there was a boat waiting to go across to Rudesheim.

I was therefore in time to catch the 1415 sailing to Boppard, which was a boat named Asbach (the local brandy!) operated by the Köln-Dusseldorfer line. We set off in sunny weather again calling at Bingen, Assmanshausen (where the paddle steamer Goethe came out as we arrived), Bacharach, Kaub, Oberwesel, then past the Loreley rock to St. Goar and St. Goarhausen, Kamp-Bornhofen, and Bad Salzig before arrival at Boppard at 1650. The Linke Rheinstrecke had been busy with passenger and freight but there was nothing on the other side except an engineers train. I got up to Boppard Hbf and noticed the 1651 for Koblenz disappearing into the distance, so I had an hour to wait for the 1751. 403 027 came past with a northbound ICE, and then a southbound intermodal was headed by 185 636. 460 016, a MittelRheinbahn set, arrived with a stopper for Mainz, and was followed by 101 093 with IC2327 for Passau. A mixed freight headed by 185 120 went through towards Koblenz, and then 650 350 crawled down the 1 in 16 from Emmelshausen and stood in Platform 3. 185 536 passed with northbound containers, and then a train called Rheintal Express arrived from Koblenz, a Sunday-only working with 628 700/450, which follows the main line to Bingen then turns right and takes to the hills calling at Neustadt (Weinstr.) and Landau before rejoining the main line and terminating in Karlsruhe. It was followed by 189 992 running light engine and then 460 004/009 showed up with the next service to Koblenz. I had time to catch the 1818 from there to Königswinter which was hauled by 143 647. 185 065 and 186 122 passed with freight before we got back and a double-headed steel train for the Saar passed with 189 030/034 as I was making my way back to the hotel.

Monday 6/10/14: Another circle via Giessen and Frankfurt was planned. I had to get from Königswinter to Troisdorf in the first instance. The 0909 was late arriving which put my connection at Troisdorf in jeopardy. 143 090 and its stock had been turned somewhere so the loco was now leading. Fortunately the RE9 to Siegen was also late and was visible in the distance, having been held up by 143 090 crossing its path north of Troisdorf. This service was formed of 442 261/254 and the run along the Sieg valley was very pretty through the hills. Passing services were Class 648, from the batch allocated to Dortmund, and the single car Class 640 was also well represented. An odd man out was 646 417 in HLB livery which was at Siegen. The connection on to Giessen was another HLB set, 5-car Flirt 429 021.

The station at Wetzlar, the last stop before Giessen, has been rebuilt. Giessen on the Frankfurt-Kassel line is also the junction of a diesel line for Fulda and 646 405/429 were providing services on this line . Continuation to Frankfurt was in another pair of 442 280/288, and I noted 145 033, 185 082/155/044 in Giessen yard while 152 162 in charge of a container train was approaching, about to make the left turn along the Giessen avoider towards Siegen.Some of the 3-car versions of Class 442 were seen as we proceeded to Frankfurt and the two-hourly REs to Kassel are now in the hands of Class 114. At Frankfurt Hbf I went down the stairs to view the S-Bahn workings and noted some of the new Class 430 working service S1 from Rodermark-ober Roden to Wiesbaden. There is another branch of S1 which goes from the main Hbf platforms to Hochst and is also Class 430. Some of the later Class 420s, 400 upwards, are working Frankfurt S-Bahn services after being displaced from Stuttgart, thus allowing the earliest 420s to be withdrawn. Back upstairs I went round to Platform 24 to get a VIAS working to Neuwied, formed of 427 153 and 428 148. This works via Wiesbaden where it has to reverse. 140 772/789 were stabled at Hochst, and after leaving Wiesbaden we took to the Rechte Rheinstrecke, open again after the weekend engineering works.

Passing freight included 185 120/278/186 and 186 105 while 221 136 went past light engine. I continued on to Neuwied where 1216 902 of RTS was shunting its train in the yard and 185 551 in Mitsui black livery went past with freight before 425 093/034 appeared with the next RE8 to get me back to Königswinter at 1839.
I went back to the station after dinner and although it was Monday it was easily the busiest evening of my holiday with more than 30 locos appearing in just over 3 hours. Northbound traffic often goes through Königswinter at the full line speed of 75mph but southbound stuff tends to bunch up, because of the signalling arrangements , and there were several instances of freight being halted at the signal protecting the level crossing before proceeding. BB37527 appeared with a single wagon at 2055 and sat for 12 minutes before continuing, and then at 2138 185 268 crawled in with a freight, for a 9-minute pause before the crossing gates went down and the signal winked over to green. Then Re421 373 crawled along the platform at 2202 with a train of Altmanns containers (car parts), restarting after 4 minutes. A new Siemens Vectron 193 208 which had some green bits offsetting its otherwise white livery, was diverted into the back platform road at 2244, and sat there until 2303 when it was given the light to rejoin the southbound road. For a time freights were following each other at 5-minute intervals, a real old-fashioned Königswinter evening. The last item to be seen was a northbound freight with a golden oldie, 139 287, in charge at 2320 before I adjourned to bed.

Tuesday 7/10/14: For my last full day in Germany I was going to Wurzburg to see if there were any developments since I was there in April.
SNCB2824 passed with southbound freight before the 0909 to Köln appeared with 143 910 leading. 155 033, 155 181,152 054 and 185 406 were noted en route. ICE 623 arrived in Köln Hbf from Dusseldorf on time, this was formed of 403 009, and reversed in Platform 6 before making for Frankfurt, calling at Köln/Bonn Flughafen and all three stops on the NBS before Frankfurt Flughafen. Beyond there was the usual congestion on the approaches to Frankfurt Hbf and we were late getting in and late leaving.

There were 3x114s in Frankfurt and also 1116 160. On the way to Hanau we passed Vectron 193 803 and after the stop at Aschaffenburg there was slow running through the Spessart hills. 151 103 and 167 were the bankers at Laufach, the latter about to lend assistance to a freight headed by 185 210. The work to provide a deviation here proceeds apace and will be completed in 2017. Presumably the bankers will be redundant after this, unless the new bit of NBS is even steeper than the 1 in 45 on the existing line. Then it was a fast run from Lohr into Wurzburg where we arrived 10min late, making a rough couple-up to 403 033 in Platform 3. I went across to Platform 6/7 to watch the passing traffic, and I noted that the passenger side was pretty much as per my last visit.

One difference was that IC2082 Bertchesgaden to Hamburg via Kassel was 101 088, which is what you would expect on a train originating within Germany (in that case, why the Taurus locos of previous years?). Trains to/from Stuttgart were Class 143+DD stock, and the locals to Nurnberg via Aisch, Treuchlingen and Schluchtern were Class 440, all pretty standard stuff. It was busy on the freight side with over 30 locos being recorded in 3 and a half hours. As well as the standard DB Classes, we had 189 995, 189 934, 185 677,182 563, 182 568,185 510/513, 189 937,182 512, 185 638, 185 526, 185 406 and 182 562. 140 070 in private livery appeared and 139 287 was seen again. At times there were 4 freights waiting to proceed. A freight for the factory at Iphofen went out behing 232 654, and a 212-type numbered V100 2335 arrived in the yard light engine from the south. Then an unidentified Voith diesel took out a southbound freight.

Eventually I went off to the Cafe Haug for a rump steak with all the trimmings plus glass of Dornfelder rotwein before returning to catch ICE1522 at 1830, which had come from Wien and was 411 018. I stayed on this train as far as Frankfurt Flughafen where I changed to ICE102 which had come from Basel and was a pair of Class 403 037/058. It was, however, running late and I decided to take it all the way to Köln and then come back out on RB27. On arrival at Köln I discovered that the DB drivers were having themselves a strike from 2100 until 0600 the following morning. This was affecting the S-Bahn services in the main, but the next RB27 appeared from the south on time with 143 366 topping and 143 073 tailing. It reversed in Platform 3 and I had no problem in getting to Königswinter where I sat for an hour while six freights passed in each direction. There was a Vossloh G2000 and 189 092, a former DB example now owned by Mitsui among the motive power before I retired to bed.

Wednesday 8/10/14: The holiday was over for another year and I was making my way back to Brussels and thence London.
Before the 0909 to Köln arrived 140 821 passed north with freight and 139 287 was seen for the third day in a row, going south. 143 263 then appeared with the RB27 for Köln. Freight going south, seen before Porz am Rhein, was 152 169, 185 213 and 155 130.

At Köln Hbf things were back to normal, more or less, after the drivers' strike, but ICE27 to Wien had been delayed somewhere and eventually appeared 40 minutes late with 411 053. I took an RE9 to Aachen which was 111 192 with DD stock. I crossed to Platform 8 at Aachen to await the inbound service from Liege, forming the 1235 back to that place, and SNCB2828 and 2814 passed with freight before grubby two-car set 653 ran into the station. ICE16 from Frankfurt to Brussels was running 20 down and eventually 406 054 hove in sight at Platform 9. We had to wait until it cleared out of the way before getting the road 7 min late. For some reason there were five members of SNCB staff sitting in 1st Class only one of whom was doing anything. We stopped at Hergenrath, where Line 37 leaves the NBS/LGV, then Welkenraedt, Verviers, Pepinster and Angleur in the outskirts of Liege, between the stops we had gone like the clappers and we arrived in Platform 2 at Liege Guillemins in 41min from Aachen. 1808 was on banking duties and three of the City line emus 999/975/979 were in the sidings. 653 set off back to Aachen and the next train to arrive at Platform 2 was the 1341 to Brussels which came in from the sidings headed by 1822.

This service runs only 8min in front of the Thalys and is fast to Brussels Nord but stayed ahead of Thalys until it was diverted onto the old line past a strangely empty Schaarbeek depot, through the station and then into Brussels Nord where set 4342 overtook as we were slowing for the stop. We then stopped at Central before arriving in Platform 14 at Midi. I had a couple of hours to spare before having to go for Eurostar and so remained on Platform 14 to view the constant traffic flow. There are more 08s in traffic with 08170 and 08581 being the highest numbers noted of the single voltage and dual voltage sets respectively. All of the 305 sets ought to be in traffic by the middle of next year. The Class 18 and 19 were in charge of many of the longer distance services often working top-and-tail. There was still a place for the standard emu sets in the peak hour and one such service was formed of 703/761/762/769. Eventually it was time to go for Eurostar train 9153 which left at 1756 and was set 373 001. Lille Fives had two BB25500 sitting idle and TGV sets 85 and 56 were in Lille Europe.

Then it was onward to the Chunnel where transit took 22 min, probably running behind a Eurotunnel service. We finally arrived in St. Pancras at 1900 after another wonderful holiday, and we got straight out to the street without any ticket/passport inspection.

Alan Baxter reporting 2013

Saturday 06/04/2013.
  I spent 90min with the traffic at Koln West before going back to the Hbf for ICE27. The first interesting item to appear was Vossloh 2000 272 410 with logo Rurtalbahn.  One of HGK's Vosslohs DE84 went past with a northbound freight and the next working was DE94/82 also northbound.  Then another Vossloh 277 030 with logo LDS went past. Private electrics included several Mitsui 189, and also former OBB 1142 579 logos North Rail and Delta Rail, north with a train of cars.   Passenger traffic was much as expected although there was a hiccup on the Eifelbahn which resulted in late running.  EC7 Hamburg-Chur is a Mitsui working again and on this occasion was 182 574. Back at Koln Hbf 411 062 arrived on time at Platform 7 with ICE27 and the trip down the Linke Rheinstrecke was a enjoyable as ever. Freight traffic was visible on both banks including private 185s 508 and 593, and at Mainz there were no fewer than 4 Class 218, 411/412/424/425, stabled at the south end of the station.

As the train reversed at Frankfurt Hbf 114 034 ran into an adjacent platform with DD stock.  This loco was numbered 112 034 until 2000 and is one of the original series of 40 112s which worked Regio trains around Berlin until it and several others were transferred to Frankfurt in December 2012 to replace Class 111 on RE Frankfurt-Fulda among others.  

Onwards towards Würzburg, then, and the bankers at Laufach were 151 001/150, the latter about to lend assistance to a freight headed by 185 277.   Arrival at Würzburg was on time at 1331 and after checking in at the Hotel Regina opposite the Hbf I came back to watch the traffic from the end of Platforms 6/7. At that time 406 010 had sat down in Platform 6 so that northbound ICEs were using Platform 5 instead.  The cavalry appeared in the shape of 218 825/812 from Nürnberg just after 1500 but it was a full hour later before the recalcitrant 406 010 was towed off probably to Frankfurt as it is allocated there.  The first freight I saw rumbled down the hill from the south behind Vectron electric 193 802 with Railpool logos.  There was some freight about, although not as much as last year, perhaps the continuing single line working at Karlstadt, on the old line towards Gemunden, had something to do with this. 

IC2082 Bertchesgaden-Hamburg appeared with Dispolok 182 525 in Wiener Lokalbahn livery.   The Nürnberg REs via Bamberg are now Class 442 in both 4 and 5 section variants, carrying the logo Franken-Thuringen Express. The Class 146.2 based at Nürnberg which used to work these services have now been displaced onto RE Würzburg-Frankfurt, which in turn have released the 111s which previously to work some of these services.  With it being Saturday, Class 146.2 were also working the REs to Stuttgart, from the batch allocated to that particular depot.  

Sunday 07/04/2013:  The first interesting working to arrive at Würzburg was 403 053 from Düsseldorf to München working ICE1223. It ran into Platform 6 (a northbound platform) where it was due to couple up to ICE923. This service starts at Wiesbaden at 0537 and runs north along the NBS to Koln, then via Düsseldorf and Dortmund and then misses out Hamm via an avoider, continuing via Soest, Paderborn, Kassel-Wilhelmshohe and Fulda to arrive in Würzburg in front of the unit which has come via Frankfurt.  However this time it was late so coupled up to the rear of 403 053. It was formed of 403 004 which has been mis-formed for some years now and the other end car is 403 522.   IC2082 was 182 570 in Mitsui black this time and an unusual item appearing from the Stuttgart direction was 650 105 which is one of the units based at Ulm to work local services in the Black Forest. There was also an IC for Flensburg with 120 102. 

Freight workings included 185 538 of TX Logistiks at the head of a northbound train of Altmanns containers.  These services have motive power supplied by all sorts of companies but never by DB. Other freight workings were worked by 185 528, 185 540, 189 930, 182 511, 182 568 as a variation from the DB classes which were also in evidence.

Tuesday 09/04/2013. I was making for Obertraubling, on the far side of Regensburg, to see whether the freight situation was any better than the last time I was there, twelve months ago. I took the 0842 to Nürnberg via Kitzingen, which was 440 326 coupled to 440 039.  A loco train of 185 272, 152 133 and 152 137 came into the yard as we were leaving. Freight on the Nürnberg leg was quiet and only 185 153 and 152 010 passed heading north.  The new Nürnberg depot was full of Class 442 and also some Class 111/143.

Although Class 442 is now in service at least one of the Nürnberg S-Bahn services is Class 143 with SD stock. 411 063 with the 1030 ICE25 to Wien arrived at Platform 9 on time but then had to wait to make connection with 401 057 forming the late running ICE783 Hamburg-München and we eventually left 7 min late.  217 002 in TEE livery was parked up east of Nürnberg Hbf.  

On the leg to Regensburg we passed 185 373 and 343 going the other way with freight and SBB Cargo Re421 390 was stabled at the west end of Regensburg Hbf. while 223 069 was just arriving with a service from Hof to München and being exchanged for 183 004.   The journey on to Obertraubling takes six minutes  and was accomplished within Agilis 440 413,  We passed Regensburg yard on the left where 233 373 and 232 589 were noted among the DB electrics.  Not long after arrival 1216 901 of RTS passed with a container service and then came 185 538 with Altmanns containers (I presume that they contain cars). 

Then Italian loco E412.015 appeared light engine from the München direction and returned a while later with a short train of Altmanns. This was followed close behind by 1116 087, the only OBB loco I saw at Obertraubling, and then 185 639 with logo Rurtalbahn Cargo went past. 223 152 with logo Integro passed towards Regensburg yard and another Altmanns service was headed by 189 926.  There was, thankfully, more freight about this time and with the Agilis sets on RBs to/from Plattling/Landshut plus the fasts to/from München which were Arriva Class 183 and DB Class 111 in alternate hours it was quite busy.

  I returned to Regensburg in 440 416 and noted some of the VBG Class 642 sets which work local services on the non-electrified lines, and then a freight appeared out of the yard with WLB 1216 950. Another freight went past in the opposite direction with a combination of 1016 016 and 185 246 before ICE90 forming the 1629 to Hamburg showed up formed of a double 411 set, 076/001..SBB Re482 020 was approaching as we left and there was also a Vossloh diesel numbered 270 010.  

  Back at Nürnberg 103 213 arrived with historic stock at the opposite platform and the return to Würzburg was completed initially in rain but then the sun reappeared although it was not particularly warm.  At Würzburg we had a pair MEG Class 143 on freight, then 1216 950, which we had overtaken somewhere, rushed through.  Another northbound Altmanns service was headed by SBB Re421 390 which had been at Regensburg earlier in the day.

  Wednesday 10/04/2013: For my last full day in Germany I had planned a trip to Hamburg-Harburg to watch some freight. Before ICE886 came in at 0830 186 340, one of the 20 examples of the DB version of this class, went past with southbound freight.  189 159 and 192 596 also passed with freight before 401 014 arrived with ICE886 to Hamburg.  It was unusually full because of people going to Hannover.   The first interesting item to be seen was a 140 in orientrot livery parked in the sidings at Fulda, and I take this to be 140 024 which was the last member of this class in this livery.  Fulda also had 114 003 on an RE to Frankfurt and RE482 026 passing on freight.  

We made a stop at Hannover-Messe/Laatzen where a bunch of people dismounted and there were stops at Uelzen and Luneburg beyond, at the former place 146 541 was waiting to attach itself to a train of Metronom DD stock.  This is one of 3 additional locos which Metronom ordered some time ago but were prevented from entering traffic for some reason. I understand that 543, the third of these locos, has not been built.  The reason for the additional stops is because Luneburg to Stelle, at the south end of Maschen Yard, is being widened to four tracks and there was also a section of single-line working so that the service has been thinned out somewhat.139 285 was seen with northbound freight at Maschen Yard and a private 204 031 and 140 038 in blue livery were parked up just south of Harburg as we ran in.  Hamburg was cold and dank and I was glad of my parka plus beany hat and gloves. 

There was also less freight passing than 12 months ago.  182 526 passed with stock labelled Nord Ostseebahn which is one of the Koln-Hamburg services.   Private freight locos included Hector Rail 241.005 (a 185) and 242.517 (a 182?) double-heading a freight to Maschen and then 241.007 passed with another freight.   Other private locos included Railpool 185 672, Mettrans 185 511 and 223 154 which was in charge of Altmanns containers.  There were also 3 examples of the class of locos I have had trouble in identifying, they appear to be Class 186 and have DB red livery and logos but they have tiny numbers front and side and they rush past with freights on the lines on the east side of Harburg too fast for identification.   I haven't seen them south of Maschen and as I saw one of them attached to a Danish EG electric last year I presume they must have something to do with freight headed to/from Denmark. If any of our readers are familiar with freight workings at Harburg and know what these locos are I would be pleased to hear from them.

Eventually 401 064 arrived with ICE883 at just after 1600 and I installed myself in the BordBistro car to enjoy another slab of their excellent chocolate cake on the return journey to Würzburg. This was unremarkable except for a 15-min delay at uninviting Kassel-Wilhelmshohe awaiting a late connection from somewhere.  One of the passengers was then concerned that he would miss his connection for Regensburg at Würzburg but this was also late and so he had no problem.  

Thursday 11/04/2013. It was time to be making my way back to Blighty but I had two hours with the traffic at Würzburg before leaving.  Private locos on freight included Railpool's 185 671, Mitsui 189 106, Wiener Lokalbahn 182 568 and HGK 185 605, and 233 217 also passed with the daily freight to the factory at Iphofen, on the direct line to Nürnberg. 146 244 was sitting with SD stock at Platform 9 forming the 1034 RE to Frankfurt and we set off via the old line to Gemunden, traversing a length of single line working at Karlstadt.

Gemunden Yard was occupied by a single freight headed by Re482 040 waiting to go south, and another freight headed by a Wiener Lokalbahn 182 raced through the yard as we made the stop.  One of the Laufach bankers was at the rear of a freight beyond Heigenbrucken, the other banker was 151 001 in the sidings at Laufach.  There were some signal checks on the approaches to Frankfurt Hbf and we arrived there 11 minutes late. Ths stock for ICE14 comes in as ICE123 from Amsterdam but this had not arrived in Platform18 by 1415, departure time 1429.  We were advised that it was running 15 late and then it disappeared off the screen as the announcement came through that it was terminating at the Flughafen.  Intending passengers were advised to go round to Platform 6 where they could catch a train to the Flughafen, this was ICE1650 Dresden-Wiesbaden formed of 2x415 sets.   It left punctually at 1442 and 10min later arrived at Flughafen's Platform 7 where we detrained.  

The next train to arrive at that platform was the late-running ICE123, formed of 406 053 and running the wrong way round, which meant that I now had a forward-facing seat.  We eventually left as ICE14 35min late and had a good run up the NBS to Koln, running through the platform loop at Montabaur to overtake another ICE, and between Troisdorf and Porz a rake of IC stock topped and tailed by 101 093 and another passed going south. 

We stopped at Köln and then Aachen, and beyond the Belgians made a contribution by routing us via the old line 37 through Verviers which is a pretty run but not very fast.  Dolhain-Guileppe, between Welkenraedt and Verviers, has acquired a new station, and there was single-line working on the Aachen-bound line between Fairpont and Chenee, in the outskirts of Liege.  Lateness had increased to 55min leaving Guillemins but spirited running on the LGV and no signal checks in the Brussels area reduced this to 45 minutes upon arrival at Midi.  

Downstairs the queue for Eurostar extended 50 yards outside the entrance to that part of the building, and we were comfortably inside the 30 min registration time as I followed a group of people who were directed past the ticket gates to the X-ray machines.  There were two passport checks and I arrived on the platform 10min before train 9157 was due to pull out-only for departure to be delayed by 15min to allow all intending passengers to get on. I detect the heavy hand of the Border Agency here.   The same organisation had another surprise in store for us when we got back to St. Pancras, still 15min late, with another full passport and ticket check before we got out to the street.  Who, or what, were they looking for?  A wonderful holiday, if a bit unseasonal, and spoiled only by the antics of the Border Agency.  

Rod Smith 25th July 2012

Std   Weinheim (Baden Wurttemberg)

  1 0-4-0 WT OC Hen 4483 1896   Plinthed by the old water tower to the North West of the station is the above which is in fine condition considering it has been there about fifty years.  

  28th July 2012   Eisenbahn Museum Dieringhausen (Nordrhein-Westfalen) Std   
041 186 2-8-2   OC Essl 4357 1933 4 THEO 0-6-0 T OC Krupp 2825 1949 93 230 2-8-2 T OC Union 2315 1917 21 0-8-0 T OC Humb 1052 1915 WALDROL 0-6-0 T OC Jung 2243 1914 POSEN 2455 4-6-0   OC LHW 1802 1919 2 0-4-0 F IC Hohen 3304 1914 95 009 2-10-0 T OC Bor 11113 1922 43 0-4-0 T OC KrM 5437 1906 KATRIN 0-6-0 F OC Mein 03060 1985 22 078 2-8-2   OC Bors 11747 1923  

I did not see 03 155 or the second 0-6-0F. The ex DB 2-8-2 now carries 041 as opposed to 042 and KATRIN is as above; no “H”.   The above were noted with WALDROL being in steam and prepared for the service on the following day; it was outside as we arrived but the torrential rain meant that it had been moved back in by the time I ventured out of the car.  

22 078 comprises frames only and in addition to the above the boiler from 45 (Jung 13240/59) was in the shed, outside on a wagon was a boiler marked 57 1841 and there was also a frame from a ten coupled loco – it could be from 043 681 which I didn’t note.  

Several people were present but they all appeared to be “associated” with particular items of stock and were unable to answer my queries about the locos that I did not see. 

    Firma Hegenscheidt, Erkelenz (Nordrhein-Westfalen)
  1 0-4-0 WT OC Hohen 3650 1919   Across the road (Neusser Strasse I think) to the East of the station, the loco is in the car park of the above firm and does not require access to the works though the people in the gate-house were interested in what I was doing.

    Dr Domagk, Kleinkunkel, Doveran, Huckelhoven (Nordrhein-Westfalen)   - 0-4-0 WT OC OK 13059 1938   The loco is in the court-yard of a large private residence at the far end of a number of minor roads. I was greeted at the portcullis style gate by a couple of large dogs whose barking brought out a lady who merely said “Allo” and then vanished inside again.

I called her back and pointed to the loco and was invited in with the dogs taking no interest – luckily. It appears that the loco is actually on some sort of rollers but whether it has ever been steamed in that position is unclear.

    29th July 2012   Selfkantbahn, Schierwaldenrath (Nordrhein-Westfalen)   1000mm  
101 0-4-0 T   KrMaf 17627 1949 20 0-4-0 T   Jung 12783 1956 5 0-4-0 WT   Krauss 3142 1894 5 2-6-2 T   Bors 12250 1930 4 RUR 0-4-0 T   Hen 5276 1899 21 0-4-0 T   Jung 12784 1956 46 0-4-0 T   SACM(G) 4805 1897 19 0-4-0 T   Jung 12703 1956   101 was being prepared for the service with 20 and 5 (Krauss) spare in the running shed along with 5 (Bors) dismantled. RUR, 21 and 46 were in the museum area and 19 dismantled in the next building. The Krauss, recently ex Alan Keef’s where it was quoted as 3192, looks very small compared with the other locos.

Visit Report. Alan Baxter reports on his travels in Ocober 2010
Friday 1 October:  Köln-West.   This is the first station going out of Köln towards Bonn on the West Bank.   It sees a lot of freight traffic heading to/from Gremberg yard and it was plenty busy during the couple of hours I was there in the afternoon.  There were several HGK Vossloh diesels and also the same company's DE13 but strangely enough no Class 66s and no class 185s belonging to the company.  Three SNCB Class 28s 2808/19/28 were seen and also 145 CL 204 (145 100) in among the standard DB motive power. 

Köln-West is served by trains making for the line towards Kall/Gerolstein, RB48 Bonn-Wuppertal and the Mittel Rheinbahn Class 460s on services to/from Mainz.  RE5 Koblenz-Emmerich does not stop here.  Königswinter later on was fairly steady with a good mix of DB and private motive power, including a pair of 143s numbered 110/112 and a new MRCE 189 104.

Saturday 2 October: A Rhein-Ruhr circular.   When I was in Köln in 1998, all the S-Bahn services serving the Hbf were Class 143 (except Gummersbach which was 218) and there were only 2 emus in the area (420 305/8).  Now only S6 Köln-Essen is still loco-hauled and this is due to convert to emu operation in December 2011.  

I took S6 from Köln Hbf, and this particular working had the 143 at the rear.  It was not the smoothest of rides, there being untidy starts and stops throughout.  This service runs alongside the main lines to Düsseldorf Hbf, and then turns right beyond Düsseldorf-Derendorf.   It runs via Ratigen Ost and passes through some surprisingly rural scenery as it runs round the south side of Essen before entering Essen Hbf at the east end.  

From here I took another S-Bahn service out to Wanne-Eickel, which is a gathering point for locos at the weekend.  The service goes from Platform 21 which is a long hike from the main station, and was formed of 422 070, one of the later examples of this class.  The stabling sidings adjacent to Wanne-Eickel Hbf held 140 024, the last example of this class to be in the old orientrot livery, 185 005, 151 155 and 155 073 plus four examples of Class 294.
From here I got an RE to Mönchengladbach with 146 007 at the rear of DD stock, which runs via Essen and Duisburg.  The yard at Krefeld works was full of various items of stock under repair, but I didn't notice any new-build.  

I continued to Aachen on another DD set headed by 111 016, passing 189 999 and 189 106 stabled at the south end of the station.  Further on, at Herzogenrath, there was a gathering of private stuff, 185 600, 189 290, 145 092 and 145 100 (CL204) being identified.   Aachen West yard was host to 185 617 and 145 099 (CL203), and SBB Cargo Re482 027/010.  It was then back to Köln on RE1, 146 009 with DD stock.  We passed 185 590, another Crossrail loco, shortly after leaving Aachen, and 182 525 also went past with westbound freight.   Later on back at Königswinter 185 524 in blue livery and MRCE 189 910 were among the items noted.

Monday 4 October: A Lahn Valley circular. 
The Rhein East Bank line was quiet, with it being a Monday, and only a couple of freights passed on the way to Koblenz (189 056 and 185 254).   At Koblenz a late-running IC to Stuttgart was first to appear at Platform 4 (101 133) and I took this as far as Mainz, then took a Frankfurt S-Bahn train (a 420 set) to Frankfurt Hbf.  Bischofsheim yard had only a single freight in it, double-headed by 185 381/346, and Railpool 185 674 was sitting at Russelheim.   Frankfurt Hbf was busy with intending passengers, and late-running trains featuring.  

I caught a DD to Limburg headed by 143 227, a pleasant run via Idstein through fairly hilly country. The Köln-Frankfurt NBS parallels this line a short distance to the west.   Limburg is the end of electric traction and the Lahn Valley line east and west and the line to Montabaur are all diesel operated.  The shorter workings, including those to Koblenz, have been worked by Vectus since the end of 2006, using their fleet of 2-car dmus which are numbered as Class 648.  There is also a 2-hourly RE service from Koblenz to Giessen which is Class 612 operated. 

I took one of the Lahn Valley stoppers, formed of Vectus 648 168, and recalled that the first time I had travelled this route, in 1999, it was in 628 674 which was so badly graffiti'd that there was no view through the right side of the train.  The Lahn Valley line back to Koblenz is another pretty run, largely single track down to the junction with the Rhein East Bank line at Niederlahnstein thence into Koblenz and finally back to Königswinter. 

Monday is not usually tremendously busy for freight yet that particular Monday evening was the busiest in my time there.  The traction included 4xClass 140 from the old order, and BB37517/9 of the Veolia batch of locos along with BB37002, there was a SBB Cargo combination of Re482 049 and 421 377, and privately-owned 185 and 189 mixing in with the DB examples of these classes.  Also appearing were two trains operated by 66s PB20 and ERS6611.  It is believed that ERS is intending to acquire some electric locos so that diesel workings from Rotterdam to Basel should eventually cease.  There was no sign of the NIAG diesels which had regular workings along the Rhein Valley last year.

Tuesday 5 October:
This was my last full day in Germany and so I decided to go to Würzburg to see what was happening since I was last there in April.   ICE623 was late leaving Köln because it was awaiting access to Platform 5 where ICE614 from München to Dortmund was also late.  This happens more often than it ought to. 

DB have decided that running all its NBS ICEs heading towards Würzburg via Frankfurt Hbf and thus incurring a 20 min time penalty, is better than having intending passengers struggling onto the S-Bahn to make their way to Frankfurt Süd.   Bankers at Laufach were 151 016/150, no sign of 1020 041 which is often to be found there.

Würzburg was wonderfully busy and in just under 3 hours 35 freights passed through. At one point there were 4 freights in the station area waiting to go north and one going south.
There was one southbound freight with two of MEG's 143s, 143 851 (MEG603) and 143 864 (MEG606), and then a 142 belonging to Westfalische Almetalbahn bearing numbers 142 126 and DP57, headed south. Another southbound freight was in charge of SBB Cargo Re421 395/376 and MWB's 212 247 coupled behind. 

New private locos included 185 676 (Railpool) and 189 280/112 (MRCE).  Most of the DB stuff was Classes 152/185 but other classes were represented.  The passenger side was also busy.  The inevitable 1016 008 turned up with IC2082/4 to Hamburg - the only IC to pass while I was there.  ICE586 München-Hamburg was formed of 2 ICE2s with the power cars together in the middle of the train.  I thought that this arrangement was not allowed!   The Class 440s have at last entered traffic on local workings and examples of the 3-car and 4-car versions were noted.  The MRCE locos which were working REs from Frankfurt to Würzburg have gone back to working freight and Class 111 has once again taken over this service together with Nürnberg-based Class 146.2 which work through from Frankfurt to Nürnberg via Bamberg.

Return to Köln was in ICE624 which, gratifyingly, was a pair of ICE3 sets, plenty of empty seats which saved me having to stand in the vestibule as happened last year!  This service uses the low-level platforms at Köln Messe/Deutz where the access to the main line platforms is by a steep staircase.
Wednesday 6 October: Back to Blighty.  Before going for my train at Köln I watched some freight firstly at Königswinter and then at Köln West.  The Classic Courier train with its preserved loco 1042 520 passed south through Königswinter, where we had 12 freights in 90 minutes.  At Köln West there were some more HGK diesels among the other motive power, plus 185 674 which I had seen several times at different locations during my holiday (it turned up again at Aachen Hbf later).

Eventually it was time to board ICE14 to Brussels (406 002) which was very busy in 1st class.  The journey to Brussels is now very quick since the NBS opened between Aachen and Liège.  Bankers at Liège were 2315/81/82.  At Schaarbeek depot I noted my first Class 18, 1809 which has been operating test trains all over Belgium and into Luxembourg.  Hopefully there will be more of these machines in traffic by the time of my next holiday but I'm not holding my breath! 
Eurostar 9153 was 3 min late in leaving Midi but otherwise the run back through the tunnel to St. Pancras was uneventful and we landed back there on time after another glorious holiday.

Visit Report. Alan Baxter reporting.
Friday 09 April 2010. Eurostar 9120 from St. Pancras, slow running past the site of February's crash at Buizingen, which extended all the way into Midi. ICE15 at 1225 was 406 001. No class 18 were sighted. I hear that 45 or so of these machines have been delivered but SNCB has not accepted any of them into traffic - miserable performers under dc catenary or something.

Köln: Before RB27 arrived at 1500 the previous departure from Platform 5 was a train of IC stock topped and tailed by two of the very rare Class 113, 267/309. RB27 was DD stock with 143 837 on the rear. Porz am Rhein now has its new station, an island just north of the previous old wooden structure which has been completely demolished.

Between Bonn-Oberkassel and Niederdollendorf some new track-work has been laid on the east side of the running lines, this is for the extension of the S-Bahn from Troisdorf to Linz am Rhein which is due for completion in 2014.

Konigswinter: the most interesting item to pass was the last of the Veolias, BB37531.

Köln West: the first station out of the Hbf on the line to Bonn Hbf and is a single island platform with freight lines on the east side. It is a good place to see HGK motive power and several of their diesels went past while I was there, including the inevitable Class 66, DE63. There was also a Vossloh G1206 numbered V2106 with MWB logos. A number of Class 189 were observed and an SNCB class 28 2808 headed north with a container train. The passenger side was also busy and 113 268 passed with IC stock heading towards Köln Hbf.

Saturday 10 April:
Köln: Saturday traffic in the Hbf at times there seemed to be too much traffic for the 9 platforms, particularly when there is late running and ICE3s are clogging up the middle of the station coupling and uncoupling and reversing. A motley selection of passenger stock came in topped by 115 154 and tailed by 110 329 in garish livery. ICE27 arrived on time formed of 411 061, this is one of the hourly services running down the Rhein Valley as far as Mainz. 186 181 with ITL logos was sitting at Köln-Eifeltor yard. Beyond Mainz the service heads for Frankfurt Hbf via the Flughafen. All trains from the Köln direction and making for Würzburg and beyond go in and out of the Hbf thus adding 25-30min to the journey time. Captrain's 186 149 was sitting at Aschaffenburg, and there was only one banker at Laufach which was 151 012.

Würzburg: The first interesting item was IC2082/4 Bertchesgaden/Oberstdorf-Hamburg which was OBB 1116 111 with DB stock. Presumably there is a service somewhere which uses OBB stock with a DB loco. The Frankfurt-Würzburg REs were hauled, in push-pull mode, by 185 552/4-7 in Mitsui black livery, the previous 111s having been borrowed to work in the München area. Some of the new stock in the form of Class 440 was sitting in Würzburg yard, this has not yet been accepted into traffic. Two 4-car sets, 440 038/041, were labelled Main-Franken Bahn and are identical to the Fuggers which were put into service around Augsburg last year. There was also a 3-car set 440 305 which had bicycle compartments in 2 of its coaches and doesn't look a particularly comfortable train to travel in. On the freight side 185 672 (EVB) went through southbound and two Vossloh types 271 020 and 275 846 with logos XR Gleislogistik were in the yard. A 218, 218 304 (D Bahn Gleisbau) ran through light engine north and there was even a 140, 140 353, in among the selection of 152s and 185s and Dispoloks which form the regular freight workings through this busy location. Another class which is rare in this area nowadays is class 155 and 155 016, which had been reinstated from the dump at Rostock, went past with a southbound freight.

Sunday 11 April: Würzburg Hbf 1100-1900.
Another busy day for traffic passing. The first item was 1116 111 returning with the train it had worked north the previous day. The next working of IC2082/4 at 1440 was 1016 005. ITL 189 200 worked north and three brand new 189s in Mitsui black, 189 153/2/5, went north light engines. A big Voith diesel with EVN 264 008 and logo Schienen Guter Logistik was pottering about in the yard. Later a Vossloh 2000 EVN 272 409, also carrying V204 and logo Rurtalbahn went north through Platform 5 with freight and a 66 with numbers DE6307 and 266 102 passed through Platform 1 in a southbound direction with a container train. Then another container train went south behind Cargoserv's 1216 930. Two of EBWs Class 221s then arrived in the yard. There was also a good mix of Dispolok 182 and 189 among the standard DB classes which even included 140 028 with southbound flats as a representative of the golden oldies. Local passenger traffic was mainly Class 111, with 146.2 and DD stock working Würzburg-Nurnberg via Bamberg, the occasional train going to/from Frankfurt. Class 143 was on the 2-hourly Stuttgart REs. There were also Class 612 formations on the even hour to Erfurt/Bad Kissingen, and at 36min past the even hour to Hof/Bayreuth. The other dmu working was a 628 to Lauda (on the line to Stuttgart) and then to Bad Mergentheim - this working was occasionally a 642. Long distance stuff was mainly ICE sets but there were two ICs for Hamburg/Flensburg which were hauled by 120 126 and 120 127.

Monday 12 April: A circular tour was planned outward to Hof then to Nürnberg and back to Würzburg. 612 064 formed the 0836 to Hof with 612 060 coupled behind which was for Bayreuth. The train left Würzburg on the left hand of three tracks as far as Rottendorf where the line towards Hof doubles and swings away from the line to Nurnberg. The first stop was at Schweinfurt where there was a connection available to Bad Kissingen/Erfurt, worked by the Erfurterbahn's single dmu sets of Class 650. The next junction is Bamberg where the train reversed before heading towards Lichtenfels.

Beyond this place we left the main line through the Frankenwald and made for the junction station of Neuenmarkt-Wirsberg where the portion for Bayreuth was detached. 50 3690 was on view in the DDM yard as well as some coaching stock. Following this there was a long stretch of single line through pleasant hilly country before joining the Saxon main line at Oberkotzau and running a short distance north to Hof. Hof is the last station before the old border, the Saxon main line remaining open during the Cold War, where the major IC service was Dresden-München worked by Class 218.

This continued until 2001 when DB introduced its new Class 605 to the route. These units were not successful, and DB next had the weird idea of painting 17 of its Class 612 in IC livery and putting those to work at the end of 2003. DB then had second thoughts about 612 as an IC unit and restored the Class 218 workings a year later but only until the end of 2006 when 612s returned, the service now downgraded to IR/IRE and cut back to Nürnberg.

We now have an hourly service alternately via Marktredwitz and via Bayreuth each taking around 4hr 15 min which is a long time to spend in a 612 without tilt! Hof then is mainly 612 with shorter services worked by 628 or by Arriva's single sets numbered as Class 650/654. A service to Regensburg is worked by Arriva's class 223 with hauled stock and 223 067 was in the yard with one such working. There was also 223 004 in Dispolok livery on freight. The electrification from Reichenbach, 44 miles north, is now in progress and will probably bring Class 143 to Hof as there are no emus in the old East. The 1437 to Nürnberg was a pair of 612s travelling a line which does not go under the wires until just outside Nürnberg Hbf. The precursor to the tilting 611 and 612, the class 610, is still working around Nürnberg. Return to Würzburg was in single deck stock with 111 226.

Tuesday 13 April: Today's outing was another circle, Würzburg to Passau then München and back to Würzburg. Before the train to Passau arrived at 09.31 another of the new 189s, 189 156 went south and a regular to the area, WLE 22 (EVN 223 056) headed north. The 09.31 to Wien was previously EC25 withÖBB stock topped and tailed by Class 1116, but has been a Class 411 since December 2007, in this case 411 059.

At Nurnberg a DB shunter with number 214 018 was sitting and I take this to be the previous 203 118. (No! 203s are ex DR 202 whilst 214s are ex DB 212- Ed) There were three Dispoloks 182 528/599/563 sitting coupled together at Regensburg, also two of the Arriva Class 183 002/005, and 223 067, another Arriva loco which had been seen the previous day, was arriving with a train from the Hof direction. Plattling contained another of the new class 440, this time 440 043 wearing the label Donau-Isar Bahn. Then a pleasant run beside the Donau before an on time arrival at Passau. This location was quiet and only 1044 036 and 1142 698 arrived and 628 578 left before I joined the train to München which was single deck stock with 111 107 at the rear. We passed the stabling point which is west of Passau Hbf, this contained 1044 017, 1016 008, 1116 279, 185 339 and RTS 2016 907, and continued back to Plattling before branching left on the single track to Landshut on the Regensburg-München line where 440 203, a five-car version of the new stock, was in the yard on a test run.

Landshut stabling point is south of the station and identifiable locos here were 185 294/359/136, 151 074/129 and 232 502. On the approach to München 1116 198 with historic stock was running in on a parallel track, and two more of the Arriva 183 001/003 were stabled outside the Hbf. München was busy with a great number of the early 111s, including 111 002, going about their business. I then joined 401 004 for the trip back to München. We stopped at Ingolstadt which has a busy yard, and two of the locos here were SBB Cargo Re482 038 and HGK DH704. Beyond Nürnberg another of the reinstated 155s, 155 040 was waiting to join the main line at Fürth.

This passed through Würzburg about half an hour after I got back, and its arrival coincided with the arrival of 143 922 from Stuttgart. The interest in this loco is that in its previous guise as 243 922 it was one of two locos hired to the Swiss SOB in 1990. The other was numbered 250 252 at the time and later became 155 252.

Howard Forster- Thursday 10/06/10
Prora Museum. It was only possible to see the exhibits in the main viewing areas. The P36 and all of the standard gauge steam & electric locos listed in the LCGB book were on view. In a side room was an exhibition of some of the Kofs from the collection. The only narrow gauge locos on display were three ex army diesels. Fire engines, cars, some of the trams and a MIG fighter were the other exhibits.

Mukran. 47 232s remained in store.
There appeared to be little work for the railway, as the shed was locked up and the offices deserted. In the shed area were six 347s, one 290 & two 291s. Locked up in the shed were two brand new, grey painted, unnumbered big diesels, presumably for export. Interestingly, on the walls of the shed are permanent notices stating that photography is forbidden.

Putbus It was not possible to gain access to the two road shed, but we were informed that it was empty. “99.4011” was being coaled between workings. 52/3 MH both in green livery were in the yard. 251.901 was shed pilot. Not previously listed 199.008 0-6-0 DH was also present.

(Photos Howard Forster) Along past the station, 99.4652 with a rake of stock was at the museum. Locked up in the small shed was a small black diesel which may have been “Kof 6001”. Storedalongside the line, opposite the museum were: 99.783, CFR 764.431, ”99.4603” & 99.594, all in reasonably good condition.

Friday 11/06/10, Pasewalk. On the assumption that one of the small diesels with no ID was LKM 252066/59, then the locos listed in the LCGB book were present. Also on site were ASF 1 ex Chemnitz, 312.253 & another 4w DH by Gmeinder.

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Budapest Childrens Railway. In the shed at Huvosvolgy was 490.056 0-8-0T Bp 5848/1950. 01/08/09

Photo by Howard Forster

Vychodne. '331.037' 2-6-2T Bp 5884/48 was brought from MAV and is now in working order. 02/08/09
Photo by Howard Forster

Vychodne. ZSR Museum, 310.097 0-6-0T PCM 67/01 has been beautifully restored. 02/08/09

Photo by Howard Forster

Vychodne. ZSSK 240.078 was recently ex works. 02/08/09
Photo by Howard Forster

HUNGARY: 09th – 21st SEPTEMBER 2000 by Mike Swift

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Howard Forster July 2009.

Isafjordur. Some 600mm trackwork and a 4w wagon were pictured at the Maritime Museum. 03/07/09

Photo by Howard Forster

Reykjavik. PIONER 0-4-0WT Jung 130/92, has been preserved in the Arbaer Museum on the west side of the city. 02/07/09

Photo by Howard Forster

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