Picture of the week- 19th February

Rail action is often seems hard to come by at this time of year. One rail activity however that does increase in the winter is that of engineering works- lower demand for leisure travel at weekends during the colder months making it slightly less disruptive to passengers.
Engineering trains often bring loco hauled trains to locations that rarely see them- and there can be all sorts of traction up for grabs. 

On 14th Jan 2012, 66847 is seen at Hersham on the South West Mainline about to enter an engineering possession. Loco hauled trains here are rare and the appearance of this Colas Rail loco made the scene even more exceptional. 

Septemvri - Dobrinishte Narrow Gauge Railway

Could there be a better place to sit waiting for a train to photograph on a beautiful day? 77002 heads the 06:40 Dobrinishte to Septemvri away from Dolene on 22nd September 2012

The train destination board-
written in Cyrillic of course

I do not usually 'do' narrow gauge railways. This is probably because I have grown up in the UK where almost all of our current narrow gauge railways are run purely for tourists with a collection of 'weird' rolling stock that I am unfamiliar with. Last year I had the chance however to travel on a 'real' narrow gauge railway- that which runs from Septemvri to Dobrinishte in Bulgaria. The 760mm gauge line is over 78 miles long running up and into the Rhodope Mountains and sees trains hauled by miniature diesel locomotives hauling equally miniature coaches. The whole operation is run by the state rail operator BDZ, and while tourists certainly do use the train go get up into the mountains its primary function is most definitely to transport the local population.

Shunting locomotive 81002 with narrow gauge
stock at Septemvri

The line starts at Septemvri where it meets the standard gauge line from Sofia to Plovdiv. Septemvri is on a plateau some 200m above sea level, but the mountains are not far away. The train leaves Septemvri several times a day and veers sharply left heading straight for the mountain range. The journey is not fast, but the scenery is stunning. On hitting the mountains the narrow gauge train follows the banks of the Vestula river winding up the valley gaining height as it goes. As the train continues the valley below begins to look more and more precarious with the railway and a road both clinging to the banks of the river- often the train passes through short tunnels where the valley side is simply not wide enough to accommodate the line.

76006 pauses at Varvara, the first stop on
 the route from Septemvri

At Dolene, after around an hour and 20 minutes on the train (the whole journey to Dobrinishte takes around 5 hours), the railway parts company with the Vestula river. I also leave the train at this point- there are only two trains left in the day which head back to Septemvri and I want to be sure to get a photograph of the train  which would shortly pass mine heading in the other direction.
The train departs after we have disembarked and continues to climb, now doubling back on itself on the other side of the valley. It will continue through Vallilingrad (one of the largest towns on the route) and many other small halts including Avramovo (the highest railway station on the Balkans at 1,267m) to reach Bankso (a popular ski and mountain resort) and finally a few miles later Dobrinishte.

Henschel-built 75006 departs from Dolene for Dombrinishte

The line has a small fleet of diesel locomotives of two classes- Class 75 built from 1965-66 by Henschel in Germany and Class 77 built in 1988 in Romania. In addition the line has one active steam locomotive used for tourist trains, and one serviceable shunting locomotive based at Septemvri.
 

This railway is nothing like the tourist narrow gauge railways I care so little for in the UK and is a fascinating real working railway. It's future however is not assured. The service has been cut several times in recent years, and with BDZ effectively bankrupt one cannot help but wonder how long this railway can cling on to it's existence. It may be a lifeline for the the local people, but it is clear that this operation is not a profitable asset. I thoroughly recommend a ride on this railway- and do hope it will continue to run for many years!

75004 arrives at Dolene heading back down to Septemvri

London Underground 150- A celebration with Steam!

It feels like barely a year goes by without some sort of 'Big' anniversary. Many of the older diesel locomotives have recently celebrated their 50th birthdays, and there was of course the GWR 175 celebrations not so long ago in 2010. Some of these celebrations are marked with big events, others less so. It is pleasing therefore that a very worth landmark this year is being celebrated in style- 2013 marks 150 years since the opening of the Metropolitan Railway. 150 years ago on 9th January 1863 the first underground journey in the world was made between Paddington and Farringdon. The London Underground was ultimately born, and things have never quite been the same since. Today the system carries millions of passengers every day and the idea of an underground railway has been duplicated the world over.

To celebrate the occasion London Underground in partnership with the London Transport Museum have organised a number of events across the year. Surely the most spectacular will be the first- Steam is to return to the original underground tunnels of the Met on a passenger train with a locomotive and coaches which would have worked the service 100 years ago!
The event has been some time in the planning- the locomotive 'Met No.1', built in 1898 has been overhauled for the event and an original 4 wheel 1st class coach has also been extensively restored. Four further original Metropolitan coaches- the 'Chesham' set have been moved from the Bluebell Railway to London and work has also been carried out on original electric locomotive No.12 'Sarah Siddons' which will assist the train. Behind the scenes there have been tests and mountains of paperwork to enable this ancient train of wooden-bodied coaches to once again steam under London's streets.
The final test run took place in the early hours of 10th January with the full train consisting of Met No.1, a milk van (in use as a support coach), 5 coaches and 'Sarah Siddons' running from Lillie Bridge depot to Kensington Olympia, from where a full trip was undertaken to Moorgate.
The train departed from Lillie bridge shortly after 1am and continued to Olympia for an 1:30am departure, picking up invited guests at Earls Court en route.
Eager to avoid the expected crowds gathering for photographs on the advertised runs I made a trip out to Kensington Olympia to record the events. The train looks absolutely stunning and it is a credit to all parties that this incredible event is running. All now appears to be on course for the public to witness the return of steam to the London Underground.

Special heritage steam trains will on London's sub surface lines on 13th and 20th January 2013.

'The Solent Witness'

66007 arrives at a very dull Woking station.

I don't seem to make it on to all that many railtours these days. I guess there are a number of reasons- the cost, early starts, late running, high chances that the train won't actually do what it was advertised to, condition of the rolling stock- to name but a few.
However it was the week between Christmas and New Year and UK Railtours 'Solent Witness' seemed to tick all of the right boxes. It was local, started and finished at reasonable times (definitely a good thing for short winter days), had an interesting itinerary and was being run under the banner of a reliable and reputable operator.
Friday 28th December 2012 dawned wet. No surprises there then. At Woking there was barely enough light to photograph 66007 at the head of the train of Mk1 and Mk2a stock. I met my friends and we settled into our bay of seats for the journey down to the South West.

Cars for export are unloaded from WIA car carriers
at Southampton Eastern docks

The big surprise of the day (for me at least) was that passengers were allowed to disembark the train at our stop at Southampton Eastern Docks. UK Railtours and Associated British Ports should be acclaimed for allowing this as it was a most welcome break from an entire day on the train- quite aside from being an unusual and fascinating location to take some photographs and observe the surroundings!

66201 stands at the platform at Southampton Eastern Docks

66201 lead the railtour back out of the docks before we headed to further short freight branches around the Solent- those to Southampton Western Docks, Fawley and Hamworthy Goods being traversed. Most of these lines are busy with freight traffic and it was fortuitous that a day could be found to travel over all of them. The exception is the line to Hamworthy Goods which has not seen little traffic in recent years. A stone flow which used only a short length of the branch is reported to have now stopped running, while there have been no trains along the whole branch for some time.

The cruise terminal building seen from the train at
Southampton Western Docks

With all our freight track covered for the day it was time to re-trace ourselves back up the South West Main Line to return home. The train was well run, maintained (quite warm at times in fact) and within a couple of minutes of it's booked time for the entire journey. All I could ask of UK Railtours is some advanced notice in future that hot food was to be available to Standard class passengers- had I known about the very tasty curry and chili on offer I would not have made sandwiches the night before!

A wet end to a wet year!

Ex-works 60092 pauses at Clapham Junction with the
 Euston-Grove park section of the tour.

As we enter the final weeks of 2012 and begin to wind down towards Christmas there was one railtour which stood out as a 'must see' in December. Pathfinders 'The Thames Angerman' was due to bring a Colas rail 56 to London- a machine very rare in these parts. Partnering the train would be  a class 60- also thin on the ground these days.
The morning dawned wet and the weather was clearly set in for the day. Never the less, it would have been a shame not go head out for this Christmas excursion, especially since the allocated class 60 had been released in a fresh coat of DB Red just days before.

Enthusiasts look on as 56094 puts on a fine performance climbing towards Lee on the Sidcup loop.

60092 arrives into Waterloo with the final portion of the tour which it would lead, that from Angerstein Wharf.

May I wish a Merry Christmas to all who have read this blog over the past year. While I can't promise any trips across the world for 2013 I do have some interesting ideas on the horizon!

Picture of the week- 9th December

With a beautiful sunny winters day and a travelcard at my disposal (I needed to be in London for the evening) it would have been foolish not to put it to good use. A location I have not visited for a couple of years was the venue for this shot- close to Latchmere Junction where the West London Line dives under both the South West and Brighton Mainlines.
The train, photographed on 8th December was a Northern Belle excursion which has just deposited its passengers at in London for the day and is running empty from Kensington Olympia to Stewarts Lane.
47853 which leads the train is one of the two most recent additions to the DRS fleet and has been fitted with class 57 style cooler groups which can be seen on the roof behind the cab.
The scene was perfectly completed by a passing class 442 on the Brighton Main Line.

Tornado Blues!

On a chilly 1st December 2012, 60163 'Tornado' performed one of it's first duties in it's fresh coat of BR Blue. Tornado is seen here approaching West Drayton on the Steam Dreams charter from Ipswich to Bristol. This is probably the first location on the itinerary where a picture is possible away from the overhead wires, which finish just around the corner at Airport Junction where the electrified branch to Heathrow Airport diverges from the Great Western Mainline.

North Wales Coast

57314 hauls Pendolino 390045 towards Conwy on a dismal 24th November 2012

The line from Chester along the North Wales Coast to Holyhead certainly ranks among my favorite railways. For long stretches it runs right alongside the Atlantic ocean offering wonderful sea views. Looking south the peaks of Snowdonia can be seen on a clear day. It also witnesses a string of historical sights from bridges to Castles. 

37605 is returning the North Wales RHTT to Crewe at
Penmaenmawr on 14th November 2008.

From a photography perspective there are many great locations from where the trains can be seen within the landscape with stunning backdrops of either the coasts, mountains or indeed passing the famous Conwy Castle.

A full Virgin set, 57304 hauls the afternoon train
back from Holyhead, 14th November 2008

The passenger service on the line is approximately hourly west of Llandudno Junction (with more frequent trains east of this point which serve Llandudno and/or Blaenau Ffestiniog. Local trains are formed of diesel units primarily from classes 158 and 175, calling at most stations on the route, including several request stops. In addition there are also intercity services provided by Virgin Trains. These are in the hands of class 221 'Super Voyager' units with the exception of one train each week where a class 57 hauls a 'Pendolino' along the coast. The Welsh Assembley Government train also runs one return trip each weekday from Holyhead to Cardiff.

A class 175 unit skirts Conwy Castle on 24th November 2012.

 Freight action on the North Wales Coast is very minimal.
Occasional stone traffic can originate from the quarry at Penmaenmawr (though this has ceased in recent years), there is also an approximately weekly nuclear flask train from Valley containing spent fuel rods from the power station at Wylfa.
Seasonally there a Rail Head Treatment train runs in the autumn- in recent years formed of class 37 locomotives, and more recently Network Rails fleet of 'class 97's used due to inter-working with the Cambrian line which requires their ERTMS system.

57314 in Arriva colours stands at Llandudno Junction with
the 14:38 Holyhead - Euston. 24th November 2012

 While the class 57's on the 'Pendolino drags' used to see exclusively Virgin liveried stock more recently Arriva liveried locos (sub leased by Virgin to work the Welsh Assembley train) have also turned up.
Sadly with the December 2012 timetable change this train is expected to cease to run loco hauled- bringing the end to another interesting working along the coast.



*Update*- Since writing this post it turns out that the photographed Pendolino drag on 24th November was actually the final working. Class 221 Voyagers are now booked on these services along with all other Virgin trains on the route.

97303 and 97304 have just past Conwy Castle and emerged from Stephenson's Tubular Bridge as they take the Welsh RHTT towards Crewe on 24th November 2012.

Shanghai to London Part 13 (the final chapter!)

Berlin- London

We say goodbye to Berlin on one of these stylish ICE trains.

The final leg of our epic journey from Shanghai to London starts from where we left the last train- the upper level of Berlin Hauptbahnhof. Gone are the loco hauled trains we have been using since China, in their place for the trip to Cologne is a pair of sleek modern German ICE trains. We are on the rear portion of the train which will split en-route with the front half travelling to Dusseldorf.

The ICE is vastly more comfortable than any of the other trains we have used so far. It has large padded seats which recline slightly in an open saloon complete with power points and window blinds, the First Class facilities are even more exuberant. The train features a Board Restaurant selling meals and snacks- it looks a lot more modern than the Russian dining cars!

The interior of the ICE is comfortable and modern-
 and quite unlike the Russian style sleepers!

We are lucky that our reserved seats on the train are around a table with good views through the window, although the other seats in this bay of four are reserved we do not gain any company until well into the journey. The journey on the ICE is smooth and quiet with quite the best ride quality we have yet experienced- my handwriting is looking dramatically neater and we joke that there would be no trouble getting to sleep on this train.

Admiring the German landscape before the weather finally descends!

Having traveled a large part of the length of Germany and with the landscape and weather (which was finally changing for the worst) having altered considerably we arrive into Cologne. We have around half an hour here to complete our change onto the next ICE to Brussels. Cologne Hauptbahnhof is a large and busy station with an impressive overall roof (which is itself dwarfed by the magnificent Cathedral next to it) with many services departing on all of local, regional, intercity and international routes.

We change trains at Köln (Cologne) leaving the
conventional ICE behind, and joining a more
modern Siemens ICE 3 multiple unit.

Our train to Brussels is an ICE 3, as used on all of the international services. Interestingly the train design is almost identical to the Siemens product produced for China’s railways which we traveled on from Shanghai. The Deutsche Bahn variety is however much better appointed internally with 2+2 seating, a Board Bistro and even at seat audio entertainment. For all its qualities however the ride is a retrograde step from the conventional ICE we have just left.

There is a good level of English on the ICE trains with most staff having some language skills and most signage appearing in several languages. This does now however evade me from the (modern) age old problem: how do you lock the automatic door in the disabled toilet? There is a sign in English which tells me I should lock it, but no translation on a lock button of any instructions on how to achieve this objective. I eventually decide not to risk it and elect to walk through the train to find a toilet with a handle.

The impressive Köln (Cologne) Hbf with a DB class 101
 'Traxx' loco beneath it's roof. On the nearby track is
an ICE 3, similar to that which we will leave the country on.

At Aachen we make our final stop in Germany and the train demonstrates its multi-voltage capabilities by switching to the Belgian supply. Shortly after we are speeding through an extremely murky landscape as we finally take a dedicated high speed line- for the first time since China. We arrive into a very wet Brussels Midi on time and quickly conclude that it is not worth leaving the station to find food in light of both the weather and that we only have 45 minutes until the advised Eurostar check in time.

The Eurostar check in procedure is very simple and painless, even though we cannot use the electronic check in gates as our ticket was issued by DB (and a bargain at that being a super discounted ‘euro special’ for just €49). While I feel the Eurostar is beginning to look a little tired, something that will be addressed soon by a fleet refurbishment, it is most certainly the quickest and most comfortable way to cross the channel.

The weather has very much turned for the worst by the
time we board our Eurostar in Brussels. 

France is not seen at its best in the gloom but before long, and with a brief wait for a ‘Shuttle’ to go in front of us we dive into the channel tunnel and leave continental Europe behind us. 20 minutes later we emerge in England where the weather is, unsurprisingly, no better! As familiar landmarks such as the QEII bridge over the Thames appear to whiz past us on our high speed line there is time to contemplate just how far this journey has taken us and that we are, save for the tube and a local train, almost at the end of our journey.

Since its construction W H Barlow’s magnificent trainshed at St Pancras has welcomed many a weary passenger after their journey by rail. One wonders if he could ever have imagined that his station, refurbished fit for the 21st century could be the ending of a journey quite as remarkable as this.

Two continents, nine countries, eight nights on trains, somewhere around ten thousand miles and many many memorable experiences later  we have arrived back in London by Eurostar. The end of quite a phenomenal trip.

Shanghai to London Part 12

Warsaw- Berlin

ET22-960 is seen crossing the Vestula River with a
Przewozy Regionalne train heading for Warsawza Centralna.

It seems a long time since we have been on a conventional western train, or even say in day seats. The process is all a lot simpler than the sleepers we have come used to where you are checked into the train by an attendant. We therefore don’t leave quite as much time between arriving at Warsawza Centralna and boarding our train- EC42 the ‘Berlin- Warsaw Express’. This decision almost proves costly as a large number of people have accumulated outside the left luggage facility who were not there earlier!

The Zakopane train departs from Warsaw Centralna- Not one
of the worlds prettiest stations with all it's lines underground.

Thankfully all is well and we make it to the platform (complete with luggage) with a couple of minutes to spare. Our train has not yet arrived (the previous departure to Zakopane still occupies the platform) and it is several minutes behind schedule when the ‘Taurus’ Locomotive, or EU43 to give its Polish designation pulls in with our EuroCity to Berlin. We board and find our reserved seats (compulsory on this train) in the open coach at the front- though there are also coaches with compartments and a restaurant car.

In preparation for the approaching Euro 2012 football tournament PKP intercity has re-liveried a locomotive into the colours of each competing country as well as a set of locos depicting Polish stadiums. Our locomotive, EU43 001 is appropriately the loco representing Poland and carries the colours of the Polish flag with silhouettes of football fans on it. Shortly after  departing Warsaw we pass another ‘Taurus’ loco, this time depicting the colours of the co-hosts- Ukraine.

Out Polish liveried locomotive (for the Euro 2012 competition)
pauses at Konin with the Warsaw-Berlin Express

The scenery through Poland is nothing if not flat, plain and green but the trains progress is rapid. It seems as if we have reached Poznan, the largest intermediate city on the route in no time- or maybe 3 hours seems short now compared to the more lengthy journeys which are now behind us. Before too long we find ourselves crossing the river Oder and entering Germany. 

The approach to Berlin from this direction is most pleasing as the train passes along the elevated track which runs through the city criss-crossing the river several times and affording views of many of the most famous sights in the city including the TV tower in Alexanderplatz and the dome of the cities Cathedral. Berlin's new Hauptbahnhof is quite a structure as well in its own right. Our train arrives at the higher level, but there are more platforms many floors below at the bottom of the giant steel and glass atrium. We disembark the train and it leaves shortly after to be serviced while we make our way into the city.

EU43-001 stands on the high level platforms at Berlin Hauptbahnhof after arrival from Warsaw.

Picture of the week- 6th November

Over the weekend Network Rail's 57312 'Peter Henderson' made a rare appearance on a NR test train. To make it even better, it was on my local line, not on a work day, sunny... and I had woken up!
I believe this may well be the first class 57 to have worked a test train!

57312 approaches Hersham with the 1Q13 train from Eastleigh to Eastleigh
via Havant and Waterloo. GBRf's 73204 was on the rear and lead the return trip.

Shanghai to London Part 11

Kiev- Warsaw

The departure of train No.67 from Kiev is shortly after 3pm. It is a hot day and we have lugged our bags across town for 30 minutes to reach the station, we therefore spent the remaining time before departure buying water and supplies. When we reach the platform we find that our train is a short one, formed of just four coaches. Three of them are Ukrainian while the fourth is Polish and wears PKP Intercity Night colours. The whole formation will be hauled by a CHS4 locomotive.

Our train to Warsaw stands at Shepetivka, Ukraine where a pause
gives us the opportunity to buy snacks from the station vendors.

For this train we are travelling in a private 2 berth compartment located in the Polish coach (This was all I could book even though there are 3 coaches of our usual ‘Kupe’ accommodation on the train). Except for its livery this coach sticks out for being to the smaller European gauge and internally lacks the hot water boiler we have become used to. It does however have a very pleasant Polish attendant (with good English) from their service company WARS and a full set of opening windows which make the coach pleasantly cool in comparison to the rest of the train.

We pass numerous CHME3 shunting locomotives.

Upon leaving Kiev I take my position by the open window- it is refreshing to feel the wind on your face on a hot sunny afternoon as this is. As we leave the city behind the green landscape appears once again beside the track. The scenery changes very little over the next few hours- in fact I have seen little of any significance by the time we slow for our first stop, by which time the sun is setting.

At our stop I am somewhat surprised to see platform traders! We had expected them all trip but throughout China, Mongolia and Russia they had never come- now somewhere in the Ukraine they had arrived. The traders were most useful as well since we were under-stocked with essentials for this journey and had no time to stray from the train as it paused. Despite the language barrier we managed to obtain some pancakes, dumplings and a bottle of coke to supplement our staple of noodles. The food turned out to be pleasant even if none of the fillings were quite what we would have expected. It also had the unfortunate effect of getting grease on my trousers as I ate from a bag on my lap, there being no usefully placed table in our compartment- the effect on my trousers is rather annoying as I am running out of spares by this point in the trip!

After dinner and a bit of reading it is time to configure the beds for the night. We have not had a compartment like this before with beds just on one side and a sink-come table and storage on the other. The compartment has several positions for the bunks as it can be arranged for either two or three persons- each with a little more room when set up for two. Eventually after much tinkering with the top bunk we have to concede defeat and ask the attendant for help. He is quickly on the scene and has the bed just where we want it in a flash.

At around midnight the train pauses for a traction swap. The line across the border into Poland is not electrified so the locomotive from Kiev gives way to an M62 for the last stretch of the journey to the border. Once there border immigration officers are quick to board the train to collect our passports. Simultaneously the M62 is removed from the front of the train with CHME3-1534 appearing at the rear of the train- for there is more than just immigration to take place here.

Inside the gauge change shed at the Ukraine - Poland border.

Passports gathered and a panel in the ceiling of our coach removed and inspected we are shunted into the gauge change shed. Here our coaches will undergo two changes to make them fit for Polish rails. Firstly the bogies will be exchanged from Russian broad gauge to Standard gauge and secondly all the couplings will be changed over from buckeyes to the more familiar three link style.

The couplings are first to be changed. A gantry crane is used to take the weight of the buckeye before it is physically pulled out of the coach. The process is then reversed to insert the three link coupler, which looks flimsy by comparison. This process complete each coach is hoisted up into the air to have its bogies exchanged. First the pin which holds the bogie in place is removed internally, only then can the coach lift begin leaving the broad gauge bogies on the rails below. These are wheeled out underneath the train to the ‘broad gauge’ end, while standard gauge bogies are rolled under in the same direction. The coaches can then be lowered back onto the new bogies, any physical connections made and the bogie pin replaced. While the process is fairly slick it is not especially fast- the four coaches are inside the shed for well over an hour.

The train rolls towards the Polish capital.

The bogie and coupling changes complete the train can be shunted back together (this time with a standard gauge loco- another M62) and driven out of the shed on to standard gauge rails from the opposite end to which we entered. From here the whole train can be propelled back into the station where officials have our passports waiting for us. Eventually we depart the Ukrainian border behind a Polish SM48 locomotive (these are the Polish designation for the TEM2 locos we have seen so many of earlier in the trip). It does not have very far to take us before we reach the Polish border station and must once more relinquish our passports. By now it is approaching 4am and with the majority of interest in the loco changes and the bogie swap behind I retreat to bed. It seems incredible to me that with the exception of communicating with customs many of the passengers appear to have been sound asleep for the duration of these events. We are interrupted one final time when our passports are returned and are offered a stamp- which of course we say ‘yes’ to- it isn't easy to get a passport stamp within the EU these days on a British passport.

Arrival at Warsaw Gdanska with Polish EU07-377.

I must have fallen asleep with ease as my next recollection is waking to the call of ’30 minutes to Warsaw’ from the coach attendant. This gives time to wash and pack our bags before we cross the river and arrive at our destination station Warsaw Gdanska. We have arrived behind an EU07 locomotive (based on the British class 85) which took over the train at some point in the night. From here it is just a short metro ride to Centralna station and the city centre. Well, at least it would be if the central section of the Warsaw metro were not shut!

Shanghai to London Part 10

Moscow- Kiev

Moscow Kievska is the grandest of the cities stations.

It is dusk by the time we arrive at Moscow Kievska station for our overnight train to Kiev. This is one of the more grand of Moscow’s railway stations both above and below ground- Many of Moscow’s metro stations look more like palaces than railway stations! Getting into the station however is a little more difficult than it could be. The entrance near to the metro station is only for the airport train, and there appears to be no way in from the front of the building either. Eventually we follow some people around the far side through what appears to be a building site to find the trains. Ours, train No.005, the 21:29 to Kiev is right in front of us on one of the outdoor platforms.

Platzkart- Not luxurious- but quite adequate for a nights
sleep. Some coaches pack in even more beds than this.

There is some question over our accommodation on this train. I have booked 3^rd class ‘Platzkart’ (essentially open bunks) but the English cover letter reads ‘1^st class with services’- clearly I am hoping for the latter. On initially seeing our coach, with partitions I comment ‘well, it’s not Platzkart’ but once we step inside it is clear that I have been mistaken- it is! The second thing I notice about the train is the stifling heat. We have the small window to our bay of beds open but it makes little difference- the heat is almost reminiscent of the Russian Banya- except that in the bath house there is a plunge pool of cold water to cool off in, oh- and men beating themselves with Oak branches. For better or worse this is not happening on the train.

We bid goodbye to Russia with our CHS7 loco.

We depart Moscow on time (it is almost totally dark outside now) behind our CHS7 locomotive. Almost immediately entry cards for the Ukraine are handed out.  It is clear that many of the passengers (myself included) are already tired and it is not long before the coach is in sleeping formation and the lights are dimmed.

Passengers are awoken at some stage during the night for Russian border control. While still inconvenient the process at the border between these former Soviet states is far less strenuous than the crossing from Mongolia was. I struggle to get back to sleep after this, not helped by a blocked nose, but it seems I did achieve sleep just in time to be woken by the next interruption- entry into the Ukraine. This procedure again is not arduous and we are finally free of visas and back in the EU. It is already starting to get light but there is definitely still the potential for a little further rest.

The sun is still shining the following morning as CHS4-102
is uncoupled from our train at Kiev Pass.

I wake up a while later and decide to spend the remainder of the journey admiring the Ukrainian landscape. As it turns out I have longer for this activity than I expected as the time zones have shifted once more. Initial impressions are quite different from the barren birch woodland I have grown used to on the Trans-Siberian. To start with brown has given way to green and the tree species have diversified hugely- the Birch which is present here is also covered in new leaves. The land is more utilized as well, there are more houses and extensive farming. All in all it is a pleasant outlook and it seems we are in store for yet another warm sunny day. By the time we cross the mighty Dnipro River downtown Kiev is very much in sight. It is not long before we pull into the platforms at Kiev Pass. I think we are a little late, but am in all honesty so confused by the times of this train by this point that I really can’t say- either way we have arrived, and have survived the night in ‘Platzkart’!

Lion Returns- 50027 re-enters traffic at the Mid-Hants railway

50027 approaches Alton with the first train from Alresford

'Lion' basks in the sun at Medstead and Four Marks

On 13th October 2012 50027 made a welcome return to passenger traffic at the Mid-Hants 'Watercress' line. This railway was of course the locos original preservation railway having arrived after sale from BR in 1992. Some while later the locomotive in 'revised' NSE blue headed for new territories in North Yorkshire- staying for close to 17 years at the NYMR before moving back south to a home slightly more befitting it's Network South East identity.

50027 approaches Alresford- the sun is not playing ball!

The day brought out the crowds, and good weather, for three round trips of the line (the final one terminating at Medstead and Four Marks) with the 50, while steam locomotives 34007 'Wadebridge' and 850 'Lord Nelson' worked the regular steam services.

Awaiting departure from Ropley with the final run to Alton

50027 performs a shunt manoeuvre at Medstead

 Thanks is due to all involved in the organisation of the running day- hopefully there will be more to come- maybe with an extra coach or two next time!? I am sure the railway would have been even more thrilled with takings had the train conveyed the buffet and real ale coaches...

50027 arrives at Medstead with it's last train of the day.