Shreds European Trips, Volume 2.

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Czech Republic, German Borders, and Slovakia, (Day One). Wednesday 18th September 2024.

Another 14 days roaming around Central and Eastern Europe, although storm Boris had been flooding and causing havoc in southern Poland, Eastern Czech and parts of Austria, so I spent the first week traveling around western Czech, as Ostrava had been particularly badly hit with most of the yards and main locomotive depot under 70 cm of water, my Czech locomotive driving friend “Vita”, had sent me a few photographs and the shed and yards looked absolutely horrendous. I flew into Prague from Manchester on a 07.15 flight, arriving into the city just before lunchtime, and in time for a traditional Czech Goulash in one of my favourite restaurant’s. After the usual recce around the main railway station Hlavni Nadrazi.

I took a later afternoon train in a northeasterly direction, towards the town of Chodov, where I had booked the Nautilus Hotel for two nights, as this was the closest location I could find to get me to the small town of Vintirov, home to the centre of operations for the Lignite Mines of Sokolov and the difficult to access class 127 Crocodile mining locomotives. I had visited the mines a few years earlier, but they are largely in accessible, with little public access, and this time I was aiming to get to the locomotive depot a locomotive dump, so with information from a friend I was studying Google Earth extensively that evening in the hotel, I was excited about returning to this area and once again track down these rarely photographed exclusive beasts.

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Czech Republic, German Borders, and Slovakia, (Day Two). Thursday 19th September 2024.

I had stayed at the Nautilus Hotel in Chodov, the only accommodation for miles and the nearest village I could find to Vintirov, the main operating area for the Sokolov Lignite Mines and its internal Standard gauge 1500 V DC electric railway network, which is largely hidden from public viewing. Chodov is about 3 km away from Vintirov, which is walkable, but considering the amount of walking I would be doing around the railway network, I thought it easier to catch a bus, and that I did. A bus at 08.30 from Chodov bus station, which is next to the Tesco. The bus dropped me off in the village centre and from there I needed to remember how to get onto the railway network.

Security was tight when I last visited the mines with my mate Rob Level a few years ago, sadly my mate has since passed away, we had actually got kicked out of the mines by 3 different sets of security personal, as we kept entering the network from different locations, (the Sovolov Mining Basin occupies an area of 22 mile long by 6 miles wide), but it didn’t take me long to find my way back to the tracks.

After accessing the system, I soon found the exchange siding, this can be accessed across some fields at the back of a small gypsy area and you can take pictures from what appears to be a public area in open fields. I next walked out to the depot, which again is part of a publicly accessible area, viewed from a level crossing near the main gates, only two locos were on shed though. Although I later found the area known as the dump, where the older locomotives finish their days, basically the scrap lines, three of the class 127s were found there, along with some older shunting type locomotives and redundant track maintenance vehicles.

I did however fail to find the loaders, but now know where they are, so one for the next visit. After spending most of the day around the Vintirov area and avoiding any security, thanks to the vegetation cover. I was very pleased with my visit and did access areas I had not visited previously. I eventually made my way back to the village centre, but the buses back to Chodov were quite sparse, so I put my thumb out for a lift and after about 5 minutes a lovely Czech lad pulled up and stopped for me, giving me a lift back to Chodov, and my hotel, it had been a great day.

Please note, I have only published photographs from implied accessible locations because of the areas sensitivity.
https://www.researchgate.net/figure...HyMap-airborne-sensor-during-a_fig1_264322324

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Czech Republic, German Borders, and Slovakia, (Day Three). Friday 20th September 2024.

After a fantastic day roaming around the Sokolov Lignite Basin, I decided on a day line bashing, as I still needed a few lines in that region. I was up early at the Nautilus Hotel in Chodov and aiming for my first line of the day, with an early train down to Sokolov at 05.37, still in darkness and then a train up to Kraslice on the German border just as the dawn was breaking. From Krasice I took the same train back into Sokolov with a change of train to Karlovy Vary for another working up the limited service to Merklin.

Returning to Nove Sadlo, as a few locos were parked up at the stabling point, and later a train up to Karlovy Vary as I have timed a train on the limited service up the link to Merklins returning on the same train back to Karlovy Vary. I was hoping to do the link own to Karlovy Vary Dolni, but it was a bus service, although a few trains still do the link.

From Karlovy Vary Dolni I boarded a GW-train Regio to Becov nad Teplou, a rail replacement bus was operating to Blatno u Jesenice, but I had travelled that line before, the next section of track however I required, so I caught the next service, another GW-Train Regio, up to Chomutov. I then caught the 17.36 down to Plzen, arriving at 19.52 and then a quick change for the 20.04 to Ceske Budějovice, arriving too late really to book accommodation for the night, it had been a long and satisfying day though with a few more required lines in the bag.

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Czech Republic, German Borders, and Slovakia, (Day Four). Saturday 21st September 2024.

I had arrived into Ceske Budejovice; I didn’t find accommodation within my price range and it was too late anyway by the time my train arrived. I’m probably at some advantage as I can catnip anywhere, be it a plane, train, station bench or even disco, (yes, I have been known to fall asleep in discos). After a few coffees on the station, I do like the Irish Cream from the machines, and a few winks on a station bench, security threw everyone out at 01.00 until 03.30, quite a few stations do this in Czech, although I have been known to sneak onto a carriage parked in the station and get my head down. Since I was not particularly tired, I decided to explore the town by night, or early morning as the case was.

I’ve always like Ceske Budejovice and have visited the city many times, but on this occasion managed to find a few areas I had not been too before. It’s not a particularly large City and sits in the valley of the Vltava River with a population of circa 97,000 inhabitants. The city doesn’t have a tram system, but operates some ex-Soviet trolley buses.

I returned to the railway station at 03.30, had another coffee from the machine and waited for my first train out at 06.00, an Austrian Taurus on a Linz working, which took me as far down the line to Rybnik, as I required a line off my bucket list while still being operated by CD class 810 locomotives, this is the line from Rybnik up into the mountains to Lipno nad Vltavou on the German border. It was dark when I left Ceske Budejovice and quite misty at times on the line up to Lipno nad Vltavou, but the sun had started to climb into the sky, as we arrived. A lovely run behind a CD class 810, but I expect their days are numbered on this lovely line.

I returned to Rybnik and then caught another Austrian Taurus set back to Ceske Budejovice, the day was a warm one and I made my way down to the locomotive depot and was allowed a visit by the lovely Strojmistre, those guys are absolutely amazing, and it’s always polite to ask to go around the depot out of courtesy, although I do confess to bunking a few in my earlier visits.

After a great shed visit in bright sunshine, I walked back to the railway station, I always leave my large rucksack in a station locker while I’m on shed visits, it makes life so much easier and most of the larger stations either have a left luggage office or lockers, both of which as very cheap.
My next move was a train up to Plzen, although I didn’t walk out to the depot, I did want to do another required branch line up to Bezdruzice, a nice run up in an old CD class 842 dmu. At the end of the line was a small locomotive shed, not sure if there was anything inside, but they did have a preserved CSD class M131 dmu plinthed up at the side of the station.
I returned on the same train back into Plzen and I had booked a bed at the Victoria Hotel, a 20-minute walk from the railway station. Having been up for almost 48 hours I was beginning to feel the strain, and after walking out to my hotel with my 10 KG rucksack on in the hot sun, I was told by reception that an issue had occurred with my room and they had to book me in another hotel on the other side of the city and said they would give me a map on how to get there. I was far from amused and got down on the sofa in reception and said I want taking to this other hotel or you can pay for a taxi for me, once they saw I would have been happy to sleep in reception, they arranged a taxi and I was taken to the other side of the city to the Park Hotel, a much better hotel than the one I had booked and despite being further away from the main railway station than I liked, a trolley bus service was available next morning which took me directly back to the main railway station, so all worked out well in the end, plus the breakfast was amazing at the Park Hotel, and I slept like a log that night. So, another great day was had with two required branch lines in the bag and the first shed bash of the trip.

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[Mike99]

I do enjoy your posts thank you. You presumably take a bit of time to record everything

 

[shredder1]

I do enjoy your posts thank you. You presumably take a bit of time to record everything

Thank you very much Mike, yes its like reliving my trips doing my little write up, thank you.

 

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Czech Republic, German Borders, and Slovakia, (Day Five). Sunday 22nd September 2024.

After a great night’s sleep and excellent breakfast at the Park Hotel in Plzen, I took a trolley bus from outside the hotel which took me directly to Plzen hlavní nádraží, for a train to Most and then Usti nad Labem Zapad and a walk up the yards to Usti nad Labem depot in lovely sunshine, and ng a weekend, it was packed, I was allowed around the depot and had an excellent visit.

I walked back to Usti nad Labem Zapad and caught a train to Decin. I still required a few lines around this part of Czech, so found a great accommodation facing the railway station, called K-Haus, and ran by a lovely Korean girl. The locomotive depot was a five-minute walk away, so after dropping the rucksack off, I was soon on my way to the sheds, for a depot visit and I was allowed around the sheds, not the largest depot in Czech, but one I have visited a few times over the years and sometimes a few nice surprises can turn up. I returned to Decin railway station in time for the arrival of a heritage railcar service travelling down the formerly closed line to Oldrichov u Duchcova, which has now been reopened as far as Krupka, new track for me and I travelled on 3 historic railcars, hopefully these people will eventually reopen the line back to the main line connection at Oldrichov u Duchcova. It was a great run down the line and there was plenty of families on the train which stopped at several stations along the route, which were occupied by beer gardens.

I returned on the same train back to Decin and my accommodation for the next three nights, it had been another great day.

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Czech Republic, German Borders and Slovakia, (Day Six). Monday 23rd September 2024.

I had booked in the K-Haus guest rooms for the next two nights, in order that I could concentrate on several required lines around the northern Czech southern German borders around the Rumburk region. It was still dark as I left the K-Haus guest apartment at Decin, catching an early train north to Rumburk, the service travelled north into German through Schona, Bad Schandau and Sebnitz, before crossing the Czech border again into Mikulasovice and directly into Rumburk. A second line branching off slightly to the south and passing through Pansky with a triangular junction to Krana Lipa, also required, ran into Rumburk, but I couldn’t find any trains operating on them at the time I was there, also the line beyond Rumburk to Jirikov, continues north, but again I was unable to find any services.

From Rumburk I caught the next service train directly down to Ceska Lipa, another required line, and then because of timings I returned to Rumburk and then took a train back down to the junction station at Rybniste for the required line to Varnsdorf. I also require the line north of Varnsdorf to Seifhennersdorf and possibly across the German border into Eibau, but this was operating on a bus replacement service.

My last required line of the day was down to Liberec, a town I know well from our Grumpy Tours. In fact, the last time we were there we took a Grumpy Tour right into Liberec tram depot down an old railway line. I’m not sure what the staff though as hordes of camera clad rail cranks leaped off the train and ran riot all over the tram depot.

From Liberec I caught a direct service back into Decin, whilst paying a second visit to the locomotive depot and also visiting Decin Zapandni railway station in yards for some freight locomotives that were stabled there. I later returned to the town and had a Vietmenese meal in a local restaurant, (which wasn’t very good), before returning to the K-Haus for the night, it had been a good day with a few more lines in the bag, I slept well that night.

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Czech Republic, German Borders and Slovakia, (Day Seven). Tuesday 24th September 2024.

Another early start from the K-Haus guest rooms at Decin. I was heading for the Lamenicky Senov branch which was operated by a vintage railcar, I caught the 08.36 Decin to Ceska Kamenice for the change to the branchline, but lots of engineering works and track replacement was taking place around the station and my train stopped short by quite a few hundred yards, I could see the branch line railcar in the station platform and ran towards it, but amazingly it left without me, and I didn’t fancy hanging around for over two hours for the next one, so I searched out a bus service and returned to Decin. I did however gain the required track to Kamenic, but will have to save the branch for another day.

From Decin I caught the next train to Ceska Lipa, departing at 10.45 and arriving at Ceska Lipa for 11.25. For some more required track. I left Ceska Lipa at 12.34 for a train to Lovosice (13.55) then to Radecin arriving at 14.29, and leaving at 14.31 for Uporiny for 14.52 and then a train to Usti Nad Labem for 15.24, with a train back up to Decin for 15.59 and a quick change for a train to Decin Vychod at 16.00 as I wanted to check out the new loco Care Centre opposite the railway station.

There was plenty of workmen on site erecting a fence around the centre, presumably to stop people like me from getting in, I asked the lad in charge though and he very kindly allowed me around. I later returned to Decin Vychod and caught the next train back to Decin hl n for my final night at the K-Haus guest house. It had been another good day with a few more miles of required track in the bag.

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Czech Republic, German Borders, and Slovakia, (Day Eight). Wednesday 25th September 2024.

I was back to carrying my 10 kg rucksack again as I left the K-Haus guesthouse in Declin. I was out for another day bashing branch lines and heading West this time, taking an early train to Usti nad Labem with a change for Litvinov, a new station in the town. I needed to change here for a train from the other railway station in the town Litvinov Mesto, a little used and very derelict looking station on the other side of town which is on the Most to Moldova v Krusnych Horach, a required line.

I was a bit apprehensive about a train actually turning up at that station, until out of the distance a single railcar appeared, I put my hand out and it stopped and took me down to Most, before returning up the line Moldova v Krusnych Horach, and what an amazing branch line it turned out to be. This was only enhanced by the driver and guard who allowed me to ride in the cab for most of the journey, it was truly amazing, what lovely people.

The railcar must reverse at Dubi and then starts an incredible climb up to Moldova v Krusnych Horach, its present terminus, although the line once crossed into German and apparently the old track bed is still walkable. After a few photographs around the old station building, I followed the driver to a restaurant at the top of the yard and have an excellent Goulash, this is where the crew take lunch and gives them an hours break. The driver gave me an excellent history of the line and allowed me to ride in the cab all the way back to Most, it certainly made my day.

From Most I made my way across to Kadan as I wanted to visit the power station and catch up with the SD class 184 Skoda Bo-Bo-Bo electrics DC which work the merry go round trains between Kadan Pruneron Power station, and Tusimice and the mines at Nastup, only 4 of the class 184 locomotives were built, but other loco of different classes are now also operating on the lines.

I had booked a Penzion Relax in Kadan for the night, so caught a train into the town, it was only a 15 minutes’ walk from the railway station and quite good, in fact I had the place to myself and it had been a good day.

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Czech Republic, German Borders, and Slovakia, (Day Nine). Thursday 26th September 2024.

After a good night’s sleep in the Penzion Relax, Kadan, I made my way back to the station for the next train back up the branch to Prunerov. Sadly it was raining though for the first time since Id been there, so my plans to go lineside on the freight only power station lines was out, instead I spent about two hours in the rain photting the comings and goings at Prunerov power station, it was atmospheric and I managed a few good phots, but the class 184s didn’t show in the morning, just green liveried class 130s and 744s. Aso a number of lines south of Kadan are required, but these appear to be on special tourist services mid-summer, to Kadansky Rohozec and a connecting service to Kastice from the junction at Vilemov, so I will return.
After I had had enough of the rain at Prunerov I caught the next train east to Bilina for the line through Trmice, as it can be busy and has a large yard, being a bit dozy and still drying out from the morning, I stood at the wrong side of the train to exit the platforms, and by the time I realised It, the train was setting off again, the next stop being Usti nad Labem. I had given up on Trmice at this point and instead decided to head back into Prague.

I boarded a City Elefant back to Prague Masarykovo. A lot of new development is taking place around the station including a new station itself, a shame they didn’t spend some of that money completing the Airport line, as it is years overdue, or maybe that is now part of the plan, to run trains up the new link from Masarykovo.

Walking over to Prague Hlavni Nadrazi, and buying supplies for the night from Billa, I caught the next train through the tunnels to Prague Vrsovice and made the 5-minute walk to the Gallery Hotel SIS for the night, I dropped off my gear including the heavy rucksack and within minutes of arrival I was off out and up the road to do Vrsovice locomotive depot, and was allowed around by the lovely Strojmistre and it was busy.

Later, returning to the Gallery Hotel SIS. The hotel is located in a very large and historic building, it was however tired looking and basic and I was given a room on the 6th floor, but the lift only went as far as the 5th floor. It cost around £25 for the night, it was clean enough and the television worked fine, although all the channels being in Czech, apart from the hard rock channel, which was great. Once I had walked down to the 5th floor for the lift, it was one of those with no inner door, you just watched the wall race by, on descending, the lift was like one of those in the coal mines, the doors closed and the lift went down at an incredible speed and stopped with a bounce at the bottom, the bed was very good and I slept well, so not all bad and another good day was had.

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Czech Republic, German Borders, and Slovakia, (Day 10). Friday 27th September 2024.

It was still dark as I left the Gallery Hotel SIS Vrsovice and caught a local train back through the tunnels into Prague hlavni nadrazi for an international train, (Berlin, Germany to Vienna, Austria), to Breclav, I was soon back to sleep for the 3-hour journey and it was my 73rd Birthday, what a great way to spend it wondering around Europe by train.

I took breakfast on the train, arriving into Breclav fresh and ready for action, dropped the rucksack off at left luggage and was soon on the loco sheds, it was busy. I was granted permission by the lovely Strojmistre to visit and the depot had a good mix of both Czech and internation locos stabled up.

I took the next train west, returning to Brno, as I had booked a bed for the night at Penzion Janka, a lovely guest house and located in Brno`s suburbs, at Kuldova on the number 2 tram line towards Stara Osada. I arrived at the accommodation for around 11.30, dropped off the rucksack and returned to the tram stop for the number 2 tram to Stara Osada, which was the next stop and the end of the tram line nearest Brno Malomerice depot, a ten-minute walk away, along the railwaymen’s route.

I have only visited Brno Malomerice depot about 5 times now, and apart from its two resident steam locos, more units appear on each of my visits, but it still has a reasonable stable of locomotives, lots of new building work is taking place though and after wondering around looking for the Strojmistre`s office, which wasn’t where it used to be, I realised I had actually been around the depot anyway. A new security office has been built on the way in and much in the way of new fencing and added security measures have been introduced, so I suspect it may not be so easy to visit this depot in the future without approaching security first.

After a full visit to Malomerice sheds and the top yard I returned by tram back into the city alighting at the bus station for Brno Dolni depot. This is located in Brno`s original steam depot, it seems to be used as an engineering, come preservation centre and does have some very interesting locomotives in the yard. Most of the locomotives are outside and the sites open access, its usually on my hit list on a visit Brno and only a ten-minute walk from the main railway station, but you can also get to it by train.
Light rain had just started as I left Brno Dolni depot and walked down the road to the shopping centre for lunch having a lovely Hovez Gulas, (Czech Beef Goulash), I love these and they sell them in more restaurants and pubs in that amazing country, when you are in Czech, eat Czech food.

After an hour of so in the rain on Brno hlvani nadrazi platforms. I caught the number 2 tram back to my guest house for the night, trams are free in Brno for the over 70s, which is just an added bonus. With 3 shed bashes in the bag, I had enjoyed a lovely birthday and had a restful evening at the Penzion Janka.

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Czech Republic, German Borders, and Slovakia, (Day Eleven). Saturday 28th September 2024.

Decision time, do I head north to Ostrava and Bohemin and risk the flooding or do I carry on east into Slovakia. I’ve posted a few pictures at the start of this album, sent to me by my train driving friend Vita from Ostrava, it looked bad, so we decided not to meet up this year and instead I headed east into Slovakia.

After a good night’s sleep in the Penzion Janka I was packed up and out on an early tram back into Brno, for an early train at 06.22, across the border and into Bratislava, Slovakia for days shed and museum bashing. I left my large rucksack in the left luggage, and after a breakfast in the railway station, I boarded two trams to take me out to Zlate Piesky and the short walk to the Cargo sheds at Bratislava Vychod and being a Saturday, it was rammed.

After a great shed visit, I walked down the railway paths to the Museum in Vychod yard, always plenty to see there, including the renovated steam locos, I’ve been there when they have had events taking place and these really are fantastic days with trains running up from the main railway station and usually a few visitors in steam, with lots going on, great family events for the young and old alike.
I left the museum by the main entrance and its only a short walk from there to Raca railway station, where I caught a train back into Bratislava Hlavna Stanica and then walked out the Intercity depot Hlavna, this too was also rammed and the lovely Strojmistre gave me permission to visit. After another great shed bash, I returned to Bratislava Hlavna Stanica and spent the rest of the afternoon on the platforms. I took tea at a café I use a lot just outside the railway station, a traditional Czech goulash, (better than the Slovakian ones).

I booked a train to take me across the country to Kosice, another of my favourite Slovakian cities, a 5-hour ride. I had booked accommodation in Kosice at place called Rooms for rent in Kosice, despite being two hours late for check in, the owners very kindly came out and let me check in late as I arrived after 20.00 and check in closed at 18.00. It was only a 5-minute taxi ride from the railway station and I had the entire apartment to myself for the night and a room with 3 beds in it, it was all good and I had achieved quite a lot that day.

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Czech Republic, German Borders, and Slovakia, (Day 12). Sunday 29th September 2024.

It was a bit of a damp start as I left the apartment in Kosice and walked to the nearest tram stop to take me the few stops to the railway station, I was taking an early train to the Ukraine border at Cierna nad Tisou, 05.06, a place I had visited many times before. I alighted at the locomotive depot station and the day was beginning to brighten up as I arrived. Walking onto the depot, I was surprised to find it full of visitors, both male and female all with hi viz vests on in orange and yellow. I had actually dropped in at the start of a Czech rail tour and shed visit, so I just mingled and was soon accepted as one of their own. It being a Sunday, the depot was rammed and I had a great visit before walking down to the railway station and catching up with the Czech special which had travelled across from Prague.

I waited for the special to depart and later made my own departure from Cierna nad Tisuo back into Kosice for 12.50. The sun was high in the sky by that time and it had turned into a lovely day. I walked down to the main locomotive depot and gained permission from the Strojmistre to go around the depot, again this being a Sunday, a lot of locomotives were on shed, just as I was making my way out I was stopped by two security bods, who said no photos, no photos, I said calm down lads, I told them I had been given permission by the Strojmistre, but they insisted that I needed permission from some director, I’ve never heard of security over riding a Strojmistre before, so I just ignored them and continued walking back to the railway station.

I next caught the 14.07 west to Spisska Nova Ves, the home to the mighty twin class 131, s, I absolutely love the twin body locos and always visit Spisska depot when I’m in the area, and the Strojmistre`s there are always lovely and I had a great visit as usual. I returned to Spisska Nova Ves railway station just in time for the 15.02 to Bratislava, arriving in the city for 17.04. I hadn’t booked an hotel for the night and decided on crossing the border back into the Czech Republic on a sleeper service. I booked a reservation on the 21.58, but things didn’t exactly go to plan, but it had been a great day shed bashing in Slovakia all the same.

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Republic. Czech Republic, German Borders, and Slovakia, (Day 13). Monday 30th September 2024.

On Sunday night, I boarded the 21.58 sleeper as it arrived into the platforms at Bratislava and only after checking my ticket did I noticed there was no reservation seat numbers on it, but I was directed to one of the front coaches, as I had only booked a day coach. Another guard checked my ticket just after departure from Bratislava and shortly afterwards I nodded off to sleep in my seat. The train was due to arrive into Prague Hlavni Nadrazi at 08.13 so I had a few hours in front of me. The next thing I knew I was being woken up by another guard just before 03.00, he checked my ticket and told me that the train had already been to Prague Holstivice and was now on its way to Germany, strangely the train had left Bratislava at the same time as the train I was supposed to be travelling on, and because the guards English wasn’t very good, it took me a while to work out that the train had split somewhere in the night and the previous guard who had checked my ticket forgot to mention that I was in the wrong part of the train.

Fortunately, the next stop was Usti nad Labem, so I decided to alight there, and despite being put in the wrong part of train, the guard still charged me for an extra ticket from Prague to Usti.

Fortunately there was an 04.40 train out to Cheb, arriving at 7.36, so I decided to travel west again as I still required two branches out of Cheb, these being Hranice v Chechach on the German border and also Bad Brambach, just across the German border, but like all great plans, the train I was on, stopped en route for 1 hour 30 minutes and we were then told that the train was carrying on to Kynsperk nad Ohri and then turn around while another train would arrive to take us into Cheb, so that was it for my planned branch lines, change of plan again, as the branch lines I had planned to travel were operating on limited services.

My new plan was to head for some more required lines in the Plzen region, so my next train took me to Marianska Lazna for a change to Plana u Marianskych Lazni for the line to Tachov. This was a required line for me, and I changed there for a train down to Bela nad Radbuzou, sadly a rail replacement bus took us from there down to Domazice, so I’ll have to go back for that section from Bela nad Radbuzou, to Pobezovice at some point in the future.

We were back on the rails from Domazice to Nyfany as I required the branch line up to Hermanova Hut, returning on the same train back to the junction at Nyfany and a train into Plzen Hlavni Nadrazi, with a later train into Prague Hlavni Nadrazi, and then another train through the tunnels into Prague Vrsovice, as I had booked the Gallery Hotel SIS again, only this time I had been given a room on the third floor with a double bed, a far nicer one than the last time I stayed and it was a few quit cheaper too. I had been away from a bed for 48 hours, and I slept like a log that night.

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Czech Republic, German Borders, and Slovakia, (Day 14). Tuesday 1st October 2024.

My last full day of the trip and I wanted to knock off some required branch and cross-country lines off the list around Pardubice and the Kolin areas. I was up early at the Gallery Hotel SIS, after a great night’s sleep, and I was soon back through the tunnels from Prague Vrsovice to Prague Hlavni Nadrazi and then on the first train out to Pardubice, a town I had stayed in many times.
My first move was to walk around to the depot, always something interesting to see, in this case 3 Grumpy locomotives undergoing renovation, I didn’t find anyone to ask so just walked around, it was all open access. Returning to Pardubice main railway station, which is a good freight location, and always worth spending a few hours on the platforms.

However, I decided to search out a few required lines south of both Pardubice and Kolin. The first train I caught was from Pardubice hlavní nádraží to Pardubice Pardubicky, east on the main line, the train then went west back through Pardubice hlavní nádraží and up the line to Pardubice Rosice nad Labem and then reversed there and headed south to Slatinany, where I had to change trains and wait for the next southbound train to the junction station at Havlickuv Brod, changing for another train west then north to Kutna Hora hlavni nadraz for the line to Zbraslavice and a lengthy change there for Zruc nad Sazavou, then another train to Ledecko and then north to Uhlirske Janovice and then north to Kolin, which were all required lines, and finally a train from Kolin to Prague Hlavni nadrazi for the last time of this trip and behind the golden Vectron.

I had an early flight booked back to Manchester, so after tea in Prague, (a traditional Czech beef goulash), I caught the last underground train to Nádraží Veleslavín metro station and then a bus to the airport. I have no problem spending nights in airports and much prefer this to getting up early in an hotel and having to rush out to find transport to the airport. The flight back to Manchester went without event, it had been a fantastic two week away, with lots of line and shed bashing.

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Denmark, (Day 1). Denmark and Sweden. Tuesday 11th February 2025.

My first foreign trip of the year and I was heading back over to Denmark and Sweden, I still need a few lines in these countries and wanted to get back to mid Sweden and check out Ange locomotive depot which I passed last year while travelling from Trondheim, Norway to Sundsvall, Sweden.

I decided to fly into Copenhagen, Denmark and spend a few hours around Central station before crossing the Oresund Bridge in to Sweden, after midnight. My flight from Manchester was at 14.45, so got me in at a reasonable time. I didn’t bother booking accommodation on my first night as I was catching a train at 05.05 from Malmo to Stockholm the following day, and seem to manage sleeping fine on trains.

I use a debit card while travelling abroad as I don’t get charged for any exchange rates and I had recently been given a new card by my provider, I tested it in the UK before I flew out, and it was working fine, however when I tried to buy a Metro ticket on arrival into Copenhagen it wouldn’t work despite using a number of machines in the airport, I didn’t have any cash, so just took my chances and jumped a train into Copenhagen Central ticketless.

After getting a meal in the City, and using my card, I returned to the railway station and went to the ticket office, as I was starting the first day of my Interrail ticket after midnight and needed to book a reservation for an early SJ X2000 high speed train from Malmo to Stockholm Central, as I always have difficulty booking reservations on my phone and I don’t think the system works too well with an Interrail ticket. On paying for the reservation however, my card was declined again, so I had to find a cash machine and draw some Danish Crowns out. After this first day my card fortunately worked perfectly well for the trip.

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Sweden, (Day 2). Denmark and Sweden. Wednesday 12th February 2025.

I caught a Danish Øresundståg multiple unit after midnight across the Øresund Bridge into Malmo. I’ve probably crossed this bridge about 6 times over the years, but this time the train was stopped for passport control at the Swedish border. I was making my way up country with my first train being a SJ X2000 High Speed Train, into Stockholm Central, but the first one didn’t leave until 05.05, so I had a couple of hours to kill in Malmo. I walked into the city centre and found a Max burger joint open, so purchased a coffee and a few sides.

Returning to Malmo Central station, despite the shutters being down on the main station concourse, I noticed the side doors were open, allowing access onto the platforms, so I wondered around taking photographs, as a number of trains were parked up in the platforms. My SJ X2000 left Malmo on time and I was soon asleep and not waking up until I arrived into Stockholm Central at 09.38. I had breakfast on the station and booked another seat reservation for a train upto Sundsvall and my accommodation for the night. The seat reservations are a real pain, not easy to add to an Interrail ticket and charges are from £4 to £15 extra, and once all the seats are sold, they wont let you on the train, there is no standing like in the UK.

I spent a few hours on the platforms of Stockholm Central and it had also begun to snow as I waited for my train to Sundsvall. The train was running late by around 30 minutes when it arrived into Stockholm Central, but made a quick turnaround before I boarded the SJ X55 long distance electric multiple unit, arriving into Sundsvall Central by 16.30 as the light was beginning to fade. It had been snowing quite heavily at Sundsvall with large drifts covering the city and ice under feet. A few Rc4 Green Cargo electric locomotives where standing in the yard and also a large shunting loco.

My hotel for the night was the Continental Apartment Hotel for SEK 514.65 (£38), was a decent place for the price. For tea it was a Moose Stew, a nice traditional meal for Sweden and the restaurant was next door to the hotel, my accommodation being only a 6 minutes’ walk from the station. Nice to get into a bed again and my first one since Monday night, it had been a good start for my trip.

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Sweden, (Day 3). Denmark and Sweden. Thursday 13th February 2025.

After a very restful night at the Continental Apartment Hotel in Sundsvall, I made my way to the railway station while it was still dark, although the streets were very slippery with ice underfoot. There was some activity in the yard with two freights shunting and leaving. I wanted to catch a train out to Ange, as I had passed the locomotive depot last year while travelling from Trondheim to Sundsvall, but didn’t have time to alight on that occasion as I was on a tight schedule, so always planned on returning at some point.

I took the 08.10 Norrtag X62 electric multiple unit from Sundsvall Central west to Ange, a journey of around one hour thirty minutes, (this is the line that joins Sweden to Norway across the mountains). I arrived into Ange in bright sunshine with plenty of snow on the ground. The depot, a roundhouse and straight shed was about a ten-minute walk from the station and easily accessible being just off the main road and open access, which enabled me to photograph many of the locomotives in the yard on the way to the foreman’s office. I asked permission and they allowed me around the shed yard only, not in the depot. It was however a good visit with a few locos on shed, including two former Austrian locomotives.

Returning to Ange railway station I caught the next Norrtag X62 back into Sundsvall Central and changed there for a SJ X55 electric multiple unit down the east coast of Sweden to Gavle. Gavle is the home of Sweden`s National Railway Museum, a twenty minutes’ walk from the railway station. A former DSB Nohab MZ, now used for engineering work, was stabled on the platforms, which was nice to see.
I arrived at the railway museum by around 15.30, the price on entry was £11 and very good value. It occupied the site of former double half round houses; one used for the museum proper and the other one for the preservation work of exhibits. A large collection of goods vehicles and coaching stock is kept outside the depots with a railway station and track running in the summer months.

Returning to the railway station and taking tea in the city, I later retired to my hotel for the night. The Jarnvagsshotellet (the Railway Hotel). The hotel had been modified and turned into separate apartments, but it still retained a lot of its original features, which included railway pictures on the walls and railway books in the corridors, but these were all in Swedish, so I could only look at the pictures. The nice thing about travelling in these countries is that many of the television stations are in English. The room was very comfortable priced at £58 for the night and I slept well, another great day.

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[Mike99]

Sweden, (Day 3). Denmark and Sweden. Thursday 13th February 2025.

After a very restful night at the Continental Apartment Hotel in Sundsvall, I made my way to the railway station while it was still dark, although the streets were very slippery with ice underfoot. There was some activity in the yard with two freights shunting and leaving. I wanted to catch a train out to Ange, as I had passed the locomotive depot last year while travelling from Trondheim to Sundsvall, but didn’t have time to alight on that occasion as I was on a tight schedule, so always planned on returning at some point.

I took the 08.10 Norrtag X62 electric multiple unit from Sundsvall Central west to Ange, a journey of around one hour thirty minutes, (this is the line that joins Sweden to Norway across the mountains). I arrived into Ange in bright sunshine with plenty of snow on the ground. The depot, a roundhouse and straight shed was about a ten-minute walk from the station and easily accessible being just off the main road and open access, which enabled me to photograph many of the locomotives in the yard on the way to the foreman’s office. I asked permission and they allowed me around the shed yard only, not in the depot. It was however a good visit with a few locos on shed, including two former Austrian locomotives.

Returning to Ange railway station I caught the next Norrtag X62 back into Sundsvall Central and changed there for a SJ X55 electric multiple unit down the east coast of Sweden to Gavle. Gavle is the home of Sweden`s National Railway Museum, a twenty minutes’ walk from the railway station. A former DSB Nohab MZ, now used for engineering work, was stabled on the platforms, which was nice to see.
I arrived at the railway museum by around 15.30, the price on entry was £11 and very good value. It occupied the site of former double half round houses; one used for the museum proper and the other one for the preservation work of exhibits. A large collection of goods vehicles and coaching stock is kept outside the depots with a railway station and track running in the summer months.

Returning to the railway station and taking tea in the city, I later retired to my hotel for the night. The Jarnvagsshotellet (the Railway Hotel). The hotel had been modified and turned into separate apartments, but it still retained a lot of its original features, which included railway pictures on the walls and railway books in the corridors, but these were all in Swedish, so I could only look at the pictures. The nice thing about travelling in these countries is that many of the television stations are in English. The room was very comfortable priced at £58 for the night and I slept well, another great day.

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Always an enjoyable read, have you ever travelled in Slovenia between Divaca and Koper?

 

[shredder1]

Always an enjoyable read, have you ever travelled in Slovenia between Divaca and Koper?

Thank you very much Mike, I have travelled a few lines in Slovenia, but cant find my railmap book on the Balkans at the moment, so Im not sure

 

[shredder1]

Sweden, (Day 4). Denmark and Sweden. Friday 14th February 2025.

After a restful night in the Railway Hotel at Gavle and a fantastic breakfast with a good selection of cheeses, meats and hot bread and it was Valentines Day. My intention was to weave my way west on what was new track for me, via Falun to Borlange, a lovely line, especially with all the snow. Leaving Gavle Central at 09.24 and arriving at Orebro at 12.58. On passing the locomotive depot at Borlange, a good selection of locomotives was visible from the train. Unfortunately, my train failed at Stalldalen, but we were quickly transferred to another similar EMU.

From Orebro I boarded the 13.16 to Gothenburg, arriving in the city for 15.57. On passing the shed yard at Hallsberg a nicely liveried Nohab was parked up in the yard and on the way into Gothenburg, I noted the roundhouse was full of locos, I must try to get out to this depot on my next visit, although its probably a few miles outside Gothenburg.

I had tea in Gothenburg and spent a few hours on the platforms before catching the 18.40 to Malmo, arriving for 21.48, giving me time to look around the main station. I left Malmo at 22.35 and arrived into Copenhagen for 23.09, with time to catch my early morning train across Denmark the next day.

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Denmark, (Day 5). Denmark and Sweden. Saturday 15th February 2025.

I was back in Copenhagen for midnight, a station which operates practically 24 hours. I was catching what is the only night train across Denmark, on a Saturday it runs at 00.50 to Aalborg, but I was only travelling as far as Vejle, a small junction station with no facilities, I had an hour and a half wait here, (arriving at 03.23 and departing at 05.03), which I spent just walking up and down the platforms to keep warm, but I had no alternative as I was heading for a line in the northwest corner of Zealand the Thisted line. I had attempted this line a few years ago, but engineering work was taking place at the time, so I said I would be back.

My train from Vejle arrived just before 05.00 and left on time at 05.03, this took me for another change of train to Struer for 06.48 with another change for 07.03 eventually arriving at Thisted for 08.21. It was certainly an interesting line and the last major branch I needed to do in Denmark
It was a quick turnaround at Thisted, arriving at 08.21 and departing at 08.29 back to Struer, a two hourly service, so I didn’t really want to miss it. At Struer I noticed a small preserved compound with had a Nohab, a steam locomotive and a few diesel shunters, but sadly I didn’t have time to photograph them as I was on a tight schedule, so I will have to return for these.

My train from Struer departed at 10.04, I wanted to do a cross-country line from Herning to Skjern, arriving into Herning for 10.51 and changing for a train to take me to Skjern, a former CFL Luxemburg 1800 series diesel locomotive, converted into a Viking was standing in the yard, so a nice surprise. I departed from Skjern at 11.42 for Esbjerg arriving at 12.37. I did intend travelling on another branch from Varde to Norre Nebel, but the timings didn’t work out, so instead I opted for newer track from Esbjerg down to the German border at Tonder. Leaving Esbjerg at 14.09 arriving on the German border at 15.28 and returning on the same train at 15.34 to arrive back into Esbjerg for 17.04.

My final train of the day was the 17.33 direct service to Copenhagen, arriving at 20.28, and I arrived into snow, on passing the yard at Ringsted I saw another Nohab parked up in the dark, so there are still a few around. It had been snowing and this was the first snow I have seen since I travelled south from Borlange in Sweden. My very first trip into Copenhagen was by train and ferry from Hamburg, this was now a few years ago, but we arrived in the snow and it was the last year of the ME diesels before the Vectron’s took over, so the snow brought back some fond memories of Copenhagen. Something I have noticed a lot in Denmark is people looking in the bins on railway stations and collecting, empty cans and bottles, presumably they get money for these, great for recycling and the environment, I guess. It had been a good trip and I was flying back into Manchester early the next morning, so spent the rest of the evening photting on Copenhagen station before catching a train back to Copenhagen Airport and thus flying back to reality.

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Portugal. Portugal, (Day 1). Tuesday 18th March 2025.

I was headed into Portugal for 10 days, mainly for a few missing lines and also a few places I had been meaning to visit. I was essentially concentrating the Lisbon and Porto regions.

I had flown directly into Lisbon from Manchester, this was the first time I had flown into Lisbon, as I usually enter Portugal either by rail or by flying into Porto. Lisbon, like Porto, has a direct Metro line from the Airport to the City. Taking the Lisbon Metro I made my way first to the station that serves the Cascais line, Lisbon Cais do Sodre, the only terminus station I had not visited in Lisbon. This station is of the Iberian broad-gauge lines of 1668mm and operated by class 3250 electric multiple units for the suburban line out to Cascais which runs along the northern banks of the River Tagus, and ultimately the Atlantic Ocean.

I later made my way back onto the Metro to visit the terminus station of Santa Apolonia, where many of the main line, long distant passenger trains terminate from the north of the country, which includes the Pendolino’s, and the main passenger hauled locomotives, these being the Eurosprinter, Electric locomotives, class 5600, Soreframe Bo-Bos.

I hadn’t bothered booking accommodation on the first night with arriving late and instead decided to wonder around the Rossio area of the city, which apart from having the wonderful Rossio railway station, also has an all-night McDonalds to keep you going with a regular supply of coffee before the Metro reopens again at 06.00. I had booked accommodation for the following 3 nights near Oriente station, to give me some time to explore Lison a little more intensely than my previous visits.

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[eastwestdivide]

Thanks for the continuing traveller's tales. Do you ever sleep? !

 

[shredder1]

Thanks for the continuing traveller's tales. Do you ever sleep? !

Haha, thanks very much, I try not to sleep too much, having said that I may jump back in bed shortly.

 

[shredder1]

Portugal, (Day 2). Wednesday 19th March 2025.

I was headed into Portugal for 10 days, mainly for some required lines and also a few places I had been meaning to visit. I was essentially concentrating the Lisbon and Porto regions.

After initially visiting Lisbon Apolonia railway station I was back down on the Metro and making my way to Lisbon Rossio terminus railway station, a beautiful architectural structure, but it mainly caters for the suburban lines towards Sintra. It is however located in a busy location, with plenty of cafes and restaurant, several public squares, two funicular railways and Lisbons Hard Rock Café. The McDonald stays open until 05.00, which is handy for free internet connections and coffee to keep you going through the night.

I was on the first train out from Lisbon Rossio for new track out to Sintra and it was just becoming light as I arrived, I returned as far as Campolide, where the emu depot is located, but this is always a busy junction for the lines going south and over the River Tagus on the avoiding lines that bypass the platforms. I eventually returned to Lisbon Rossio and took the underground to Lisbon Santa Apolonia again to phot the morning movements. My next move was back down on the underground to Terreiro do Paco for the ferry across the River Tagus to Barreiro. The crossing was very rough, but the forecasted rain stayed away.

Leaving the ferry at Barreiro, I made my way across the field to the old railway station, which stands in a derelict condition adjacent to the new station, with many old Talgo coaches along the platforms. People actually, use one of the platforms as a walk through the old station, to get to the ferry and access the river front.
After exploring and photographing the old railway station at Barreiro, and this was the second railway station in the town, I walked off the ends of the platforms and made my way towards the old locomotive depot and workshop areas. I had seen the back of the depot from the train a few years ago, when I travelled on the line as far as Pinhal Nova the junction for the main line back into Lisbon, but this time, I wanted to travel to the end of the suburban line at Praias Sado-A.

As I approached Barreiro locomotive depot, I was surprised to find a class 14 in the depot, the turntable fully operational and some guys working on the locomotive, so had no issues wondering around. The locomotive works however was a different matter, and temptingly, I could see the tops of a Alco locomotive and three class 1900 on the other side of the works wall, but couldn’t get a clear photograph of them, so I walked around the entire locomotive works outer fence, but couldn’t find anyway in, so I went to the main works buildings and amazingly a female security office took me inside to have a brief look at the work being done, I could see around 10 locomotives inside, plus many number and builders plates displayed on the walls, but I wasn’t allowed to take any photographs. After leaving the main office, I returned to the depot area to see if I could find anything to stand on to see over the works yard wall, but as I was looking around, a nice mannered security officer appeared behind me and said that it was all private land and I shouldn’t be there, so I walked back towards the railway station.

I then caught the next train down the line to Praias Sado-A, which terminates on a spare from the main line, a newly built station with just one platform, but new track for me and I was lucky in that a CP class 14 was working in a yard nearby. I returned to Barreiro and back on the ferry across the River Tagus, the river was just as rough crossing it again, although there was no rain.

Back on the Lisbon side of the river, I took the underground to Lisbon Cais do Sodre, for more new track out to Cascais, on the broad-gauge system. It is a lovely ride along the north banks of the Tagus and later the Atlantic, but a huge storm hit as I arrived into Cascais, but I did manage to stay dry. I returned to Lisbon Cais do Sodre and made my way on the underground for my accommodation at Muscovite, I was booked in for the next 3 nights and it was good to finally fall asleep on a bed again, for the first time since leaving the UK.

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Portugal, (Day 3). Thursday 20th March 2025.

I was headed into Portugal for 10 days, mainly for some required lines and also a few places I had been meaning to visit. I was essentially concentrating the Lisbon and Porto regions.

After a good night’s sleep in my guest house at Moscavide, I was out and on an early train into Lisbon Oriente, which is the next railway station, so a five minutes ride. My plan was to make my way up to Figueiro da Foz, but on the alternative line, secondary line, via Caldas da Rainham. This can be a much slower line than the direct line from Lisbon North, but much of the line has been relayed and due to be electrified shortly.

From Lisbon Oriente, I caught a train heading for Sintra as far as Agualva-Cacem with a change for a train to Mira-Sintra/Melecas. I waited here for my next train, a class 450 dmu bound for Caldas da Rainha. We were however held up for over 30 minutes at Bombarrel while waiting for the next train south to pass on the single line working. The forecast was for bad weather in the north of the country and this particular line was affected, resulting in me being 2 hours down on arrival time, which was fine for me. At Caldas da Rainha, the railway staff were unsure where our train for the north was, or indeed when it would operate and we were told to just sit tight in the waiting room, within the hour though they decided to retrain us on the original dmu we had arrived on, as this was now going to continue north. I alighted again at Revelas, where the guard called the arriving train, who held it for me, so that I could catch it into Figueiro da Foz, the port and end of the line.

I took tea in the station café at Figueiro da Foz and boarded the next train out to Granja do Ulmeiro Alfarlos where a nice surprised awaited me, this was in the form of Azvi Alco 1601/316.001 dumped in the sidings, apparently, it’s a Spanish locomotive which has been dumped after being used for spares on one of the running examples, despite its condition though, it was great to see this magnificent machine. There was also a few freight movements at Granja do Ulmeiro Alfarlos, which is the junction station for the main line between Porto and Lisbon.

From Granja do Ulmeiro Alfarlos, I caught the next train south back to Lisbon Oriente, changing trains again for a local service back to my guesthouse at Moscavide, it had been a long but very satisfying day, with plenty of new track mileage in the bag.

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Portugal, (Day 4). Friday 21st March 2025.

I was headed into Portugal for 10 days, mainly for some required lines, and also a few places I had been meaning to visit. I was essentially concentrating the Lisbon and Porto regions.
On this day I was concentrating on the Lisbon trams and Funiculars. I was using a 24-hour ticket for local trains, underground, trams and funicular`s, which at 11 Euros was amazing value. I was up early in the guesthouse at Moscavide on a train into Lisbon Oriente for 06.00. The weather was atrocious, but eased a little as the day moved on.

From Lisbon Oriente I took a train into Lisbon Santa Apolonia. My next move was on the underground to Cais do Sodre and out onto the tram network outside the railway station, I caught the 15E modern tram that runs parallel to the Tejo Estuary and connects central Lisbon with western districts. The route passes through the Baixa, Cais do Sodré, Alcântara, Belém, and Algés, I travelled the full and returned. I next caught the vintage number 25 route from Prazeres and Campo das Cebolas, and again completed the entire route in both directions, which was quite an amazing ride up and down the narrow and very hilly streets of the city.

I then wanted to search out the Funicular lines, Lisbon had 3 of them, although I wasn’t aware that one of them was near Cais do Sodre while I was there. I knew one of the Funiculars was around the corner from Lisbon Rossio railway station, so I made my way back on the underground to Rossio and also took advantage of a meal at Lisbon`s Hard Rock Café opposite the Funicular, as I knew this area from a previous visit. A tree however had fallen over the track bed of the first Funicular. The Glória Funicular, sometimes known as the Elevador da Glória, in the civil parish of Santo António, in the municipality of Lisbon, Portugal. It connects the Pombaline downtown with the Bairro Alto, operated by Carris. I walked up the route, which was no mean feat for 73 years old.

Across the square and busy main roads in this area is another Funicular and this one was operating, the Funicular Lavra, I rode this one and also walked the track bed to the bottom, although one of the runners jumped off the top of the tram when we reached the top, so the engineers had to be called out, I waited at the top though and watched them re-rail the runners, it only took around half an hour, and I then rode it back down to the bottom of the line.

On studying my city map, I located my last Funicular and third and final one in Lisbon, which meant returning to Cais do Sodre on the underground, the Funicular was a 5-minute walk away, albeit in a side street, this was the busiest one in this tourist area. The Bica Funicular, sometimes known as the Elevador da Bica, which is a funicular railway line in the civil parish of Misericórdia, in the municipality of Lisbon, Portugal. It connects the Rua de São Paulo with Calçada do Combro/Rua do Loreto, operated by Carris. The queue to board the Funicular took 30 minutes, but it was well worth the wait. I can also recommend the giant hot dogs at the top of the line.

After returning to the bottom of the Bica Funicular, the heavens opened, with heaving heavy rain pounding down on everything, this lasted for about 15 minutes, with the sun soon making an appearance again. I was next on the underground and back around to Rossio, where I caught a suburban train out to Benfica, the junction for the main lines north and also the location of one of Portugal`s famous football teams. I then returned on the next train back up to Lisbon Oriente and then a train back to Moscavide for my final night in the guesthouse. Another interesting day was had.

One tram route I didn’t manage was number 28, which everyone tells me I should ride, so that’s my reason for another visit at some point.

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Portugal, (Day 5). Saturday 22nd March 2025.

I was headed into Portugal for 10 days, mainly for some required lines, and also a few places I had been meaning to visit. I was essentially concentrating the Lisbon and Porto regions.

I was up by around 06.00 at my guesthouse in Moscavide, (this was my last night at the guest house as I was moving up country) and taking the train down the line to the next station, Lison Oriente. I then waited for my next express train up to Entroncamento, the Crewe of the Portuguese Rail network. The town was built around the railway. The railway town holds the National Railway Museum and the largest and main railway workshops in the country. It took only around 1 hour 30 minutes to arrive in the town from Lisbon, and I intended spending the full day. The weather was a bit hit and miss, with light showers and drizzle in the morning, but with bright sunshine appearing in the afternoon.

I had breakfast in the town, and I found a café next to the museum, the museum didn’t open until 10.30, so I had a little time spare. I was served a very nice breakfast by a lovely Ethiopian girl, who barely spoke English, but when it came time to pay, I was told they didn’t accept cards, but not to worry. I couldn’t accept a free meal though, so I walked into the town, found a cash machine, and returned to the café to pay my bill, leaving her an extra 5 Euro tip.

The museum opened right on 10.30, the security and staff at the museum were amazing people, very enthusiastic about railways and so helpful with visitors. The entrance price, was much reduced so much, once for arriving by train, I just showed my tickets and again because of my age, so normal price is 11 Euro`s, it cost me 2 Euro`s.

The collection was amazing, with so many builders from various countries including the UK of course, my photographs wont really do the museum justice, but I’ve tried to photograph as much as possible, including the wall of builder’s plates and loco numbers. It was nice to see my first Portuguese class 1800, one of the original batch of 10 Electric Electric class 50s that were shipped out to Portugal in the late 1960s. There were of course lots of other interesting locomotives to keep me busy, especially in the steam collection, which have all been thoughtfully displayed in a half roundhouse building, this was rebuilt on the site of the original semi roundhouse, which was demolished in the 1970s. An interesting aspect of the museum site, is that its in two sections and you have to cross a busy goods yard to access both halves, as I was waiting to cross this section, a convoy of 6 diesel and electric locomotives shunted across, an added bonus.

After spending a number of hours in the museum, I returned to the railway station, I then walked the length of the railway workshops to see if I could get any views of the locomotives in the yard, as I had seen many from the train on passing, which included Class 14s, withdrawn class 1900`s and some of the much rarer class 1960s, 3 which I managed to photograph from a distance off the end of the platforms at Entroncamento. Sadly, this was the only area I could view locomotives in the workshop.

However, a few convoys passed through the station, with class 14s, class 1900s, class 5600 and a few Vectron’s. The green liveried single car CP railcars on the photographs operate the line out to the Spanish border at Badajoz, a journey of some two and a half hours each way, but sadly I didn’t really have time to travel on that line, so that is another one I need to go back for.

I left Entroncamento on my next train north to Aveiro, as I had a bed booked for the night, which was within a 5-minute walk from the railway station, and I was certainly not stuck for restaurants there serving traditional Portuguese fare. My purpose at Aveiro was to travel on Portugal’s last metre gauge railway line, which I intended doing the next morning. It had been a relaxed and eventful day.

National Railway Museum | Museu Nacional Ferroviário

www.fmnf.pt

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