Category Archives: Foreign Lines

Some US Railroads from Railroad Glory Days

Former Denver & Rio Grande Western, K-37 class, 2-8-2 No. 491 awaits its next assignment pulling ‘The Polar Express.’ She is on the ready track beside the roundhouse at the Colorado Railroad Museum: #railfans #SteamySunday #RailwayWednesday

The first cable car ran in San Francisco in 1873, said to be a solution of the hardship hourses had pulling cars up hills such as the one ahead in the photo (Nob Hill) on the California Street Cable line. Soon similar lines were popular all across the US. Most however, were quickly replace with electric street cars when they became practical. San Francisco’s survived because of the steepness of the hills and later, the resistance of its citizens to the removal of what had become an icon for the city.#transporttuesday #railfans #SteamySunday #RailwayWednesday

New story on Railroad Glory Days: Denver Union Station Renewal,
The good, the bad and the ugly.Read it here:

#transporttuesday #railfans #SteamySunday #RailwayWednesday

White Pass & Yukon Route: Three GE shovelnosed units and 13 cars on the way to White Pass summit. Much More at #railfans #SteamySunday #RailwayWednesday

Foreign Lines – North Queensland

Foreign Lines – North Queensland


In 1999 1079 is at Barron Falls Station during its climb up the range to Kuranda in tropical North Queensland.This was the first time a mainline loco worked the line as the track was in the process of being upgraded.
 The Barron Falls (Aboriginal: Bibhoora) is a steep tiered cascade waterfall on the Barron River located where the river descends from the Atherton Tablelands to the Cairns coastal plain, in Queensland, Australia.

Barron_falls_january2005Barron Falls near Kuranda, Australia

Date 27 January 2005 Source  Wikipedia
Author  Ashlsimm  Permission  (Reusing this file)
The copyright holder of this file, Ash Simmons, allows anyone to use it for any purpose, provided that the copyright holder is properly attributed. Redistribution, derivative work, commercial use, and all other use is permitted.

QR two B13 class locos on mixed train heading towards Cairns from Atherton tableland past Barron Falls 1902

Queensland Railways steam at Barron Falls


Foreign Lines – By the Silent Line

Foreign Lines – By the Silent Line

The Chemin de fer de Petite Ceinture 1

By the Silent Line: Photographer Pierre Folk Spent Years Documenting a Vanishing 160-Year-Old Parisian Railway by Christopher Jobson on August 21, 2014

The Chemin de fer de Petite Ceinture (French for “little belt railway”) was a 32 km railway that encirled Paris, connecting all the major railway stations within fortified walls during the Industrial Revolution. In service from 1852 to 1934, the line has now been partially abandoned for 80 years.

Several developers and local officials have recently set their sights on the vast swath of unused land, tunnels, and stations as an opportunity for new development. However, some railway enthusiasts and related organizations want the tracks and stations to be preserved indefinitely as part of the cities’ heritage. Others want to turn areas of de Petite Ceinture into parkways similar to the nearby Promenade plantée, a 4.7 km park built on an elevated train track in 1988 that later inspired New York’s famous High Line.

As part of his project “By the Silent Line,” photographer Pierre Folk has been working since 2011 to photograph the 160-year-old railway’s last remnants before any final decisions are made. He stalks the tracks at all times of the year, often returning to the same locations to document nature’s slow reclamation as rusted tracks and crumbling tunnels are swallowed by trees, vines, and grass. This is just a small selection of Folk’s work, you can see many more photos right here.


Some Foreign Lines – A Hotel on Wheels: Francisco de Goya -The Castles of Britain – Trans-Siberian Railway

 Some Foreign Lines


A Hotel on Wheels: Francisco de Goya

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Route: Paris to Madrid
Duration: 13 hours, 30 minutes
Leave Paris in the evening, enjoy a three-course dinner and the increasingly rural scenery, slumber to the soothing rhythm of the rails, and wake the next day as you arrive in Madrid, rested and ready to tour the third-most-populous city in the European Union. Grand class includes a welcome drink, gourmet dinner, breakfast, and an in-room bathroom with shower.

 Reliving the Age of Chivalry: The Castles of Britain

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Route: Inverness, Scotland, to Gwynedd, Wales
Duration: 15 days
Discover the United Kingdom’s historic fortresses on this itinerary combining a two-week BritRail pass with the Great British Heritage pass. You’ll get entry to 580 attractions, as you hop off for local touring. Start in Inverness, Scotland, near Loch Ness, to tour Urquhart Castle. Continue south to Stirling Bridge, where William Wallace triumphed over the English in 1297, and on to Edinburgh Castle. English sights include Dover Castle, with its wartime tunnels. In Gwynedd, Wales, tour Caernarfon Castle, a World Heritage site where the investiture of Prince Charles was held.

The Epic Journey: Trans-Siberian Railway

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Route: Moscow to Vladivostok, Russia
Duration: 19 days
This fabled route, an icon of Russian culture, crosses eight time zones to connect the Russian capital with a port on the Pacific Ocean. On board, poor mingle with rich, young with old, foreigners with locals. Social barriers disappear as passengers share a unique rail experience and shots of $3-a-liter vodka. You can book a private car via a tour operator for added comfort; schedule any number of side excursions from trekking and scuba diving to city tours.

Some Foreign Lines

Some Foreign Lines

 Sweet Switzerland: The Chocolate Train

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Switzerland Tourism
Route: Montreux to Broc, Switzerland
Duration: 9 hours, 45 minutes, roundtrip
This charming train running in summer and fall climbs from Montreux overlooking Lake Geneva to the medieval town of Gruyères, population 1,600, home to the cheese of the same name. Tour the cheese factory and the local castle, have lunch, then reboard the train and continue on to Broc. There you’ll bus to the Cailler-Nestlé chocolate factory, tucked between Lake Gruyères and mountain peaks, for free samples, before making the return trip.

 Tunnels Galore: The Bernina Express

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Rhaetian Railway Inc
Route: Chur, Switzerland, to Tirano, Italy
Duration: 4 hours, 14 minutes
This narrow-gauge, vertigo-inducing train takes on seven-percent inclines, a 360-degree spiral, 55 tunnels, and 196 bridges—reaching an apex of 7,391 feet and then descending 5,905 feet before coming to a stop. The word “express” refers to the availability of short-notice seat reservations, rather than the train’s velocity as it courses through the Alps south from Switzerland’s oldest town to a charming Italian town of just under 10,000 people. Part of the route is a UNESCO World Heritage site.

Railway Lines in the USA – Oregon Coast Scenic Railroad


Railway Lines in the USA

Oregon Coast Scenic Railroad

The Oregon Coast Scenic Railroad is a registered non-profit museum organization (501c3). We are an all volunteer organization that operates over the former Southern Pacific and Port of Tillamook Bay Railroads. We operated regularly scheduled trains between Gairbaldi and Rockaway Beach in the summer months and special event trains throughout the year over the rest of the line. Our line extends from the TIllamook Air Museum blimp hangar on the South side of Tillamook through Garibaldi, Rockaway Beach and Wheeler where the tracks turn to the East and head up into the coast range along the remote and breathtaking Nehalem and Salmonberry River canyons.
Founded by Scott and Kim Wickert in 2003 the Oregon Coast Scenic Railroad has grown from its humble beginnings dodging freight trains in Garibaldi on weekend runs to Rockaway Beach and Wheeler to the sole operator of 46 miles of the railroad between the Tillamook airport and a point 2 miles east of the railroad siding of Enright in the Oregon Coast Range. The Oregon Coast Scenic Railroad offers excursions operating daily in the summer months and special excursions operating year round. Our schedules and special excursion pages have more details for how to catch a ride on the Oregon Coast Scenic Railroad.
While we have grown significantly though somethings haven’t changed, tickets are still bought onboard the train in the caboose that doubles as ticket office and gift shop. Gifts include shirts, hats, sweaters, toy trains, pins, and much more. While the freight trains are gone, the scenery is second to none.

Our depots in Garibaldi, Rockaway Beach and Wheeler are small covered shelters next to the tracks that were built by the Port of Tillamook Bay to support a basic tourist operation known as the Oregon Coast Explorer prior to the founding of the Oregon Coast Scenic Railroad. The depots are decorated by each of the communities and offer public restrooms nearby. Each depot and community has plenty of activities to offer between train departures.
The Oregon Coast Scenic Railroad has also saved the original Pacific Railway and Navigation (later bought by the Southern Pacific) Depot in Tillamook from demolition and moved it to the Blue Heron French Cheese Company in Tillamook, Oregon where it will once again serve rail passengers for departures out of Tillamook in the future.
We have an extensive equipment roster that includes numerous historic steam and diesel locomotives along with a growing fleet of passenger cars, freight cars, and maintenance of way equipment. All of the equipment and track is operated and maintained by the all volunteer crew of the Oregon Coast Scenic Railroad. If you are interested in becoming a volunteer contact us at
We hope to see you on board soon.Restoration

Classic Streamliners – “The Wabash City of Kansas City”

Classic Streamliners

“The Wabash City of Kansas City”

The City of Kansas City was a streamlined passenger train operated by the Wabash Railroad and its successor the Norfolk and Western Railway between St. Louis and Kansas City, Missouri. It operated from 1947 to 1968. At the time of its introduction it was the only streamliner which operated entirely within the state of Missouri. The City of Kansas City commenced operating on November 26, 1947, and made a daily 278-mile round trip schedule between St. Louis and Kansas City. At the time of its introduction it was the only streamliner which operated entirely within the state of Missouri. General Omar Bradley, a native Missourian who as a young man had worked on the Wabash, christened the new train. Primarily a daylight train, No. 3 departed St. Louis at 8:45am, and arrived in KC at 2:15pm. The consist was then turned around and readied for the eastbound trip as No. 12, departing KC at 3:55pm, and arriving in St. Louis at 9:45pm. The American Car and Foundry Company built the original seven-car consist in their St. Charles, Missouri plant in the suburbs of St. Louis. Cars included a baggage car, baggage-mail car, two 58-seat coaches, a lunch counter-coach, a dining car, and a parlor-observation car. The interior of the parlor-observation car was designed according to Pullman Plan #9001 and Pullman managed the car, as it did with all the Wabash parlor cars. The Norfolk and Western Railway leased the Wabash in 1964 but did not discontinue the City of Kansas City until February 1968. See more vintage passenger trains at and follow us on Facebook at

USA – Fans Welcome Big Boy No. 4014’s Return to the National Rail Network

 Fans Welcome Big Boy No. 4014’s Return to the National Rail NetworkNo. 4014 Covina

 As the sun came up in Covina, Calif, the crowds came out to welcome UP’s Big Boy No. 4014 as it made a stop on its way to Colton, Calif.

It was a historic day for Union Pacific’s steam program. After months of preparation, UP’s Big Boy No. 4014 returned to the national rail network in the early morning hours of Jan. 26, 2014, to the applause of the hundreds of rail fans on hand to experience the moment.

The mammoth steam locomotive departed its former home at the Los Angeles County Fairgrounds in Pomona, Calif., at around 1:45 a.m. Pacific Time, to begin its 56-mile trek on Metrolink and Union Pacific track to UP’s Colton, Calif., rail yard.

“The move went off flawlessly,” said Ed Dickens, senior manager of UP’s Heritage Operations. “We came into Covina very carefully and methodically. We were prepared to deal with little issues, but those issues didn’t materialize.”

While the Big Boy had been thoroughly prepared and inspected prior to the move, Dickens said there are some parts inside the engine that are simply impossible to carefully inspect. “We have little access to those huge roller bearings, which have been sitting since 1962,” he said. “The good news is that they reside in a semi-sealed environment.”

The equipment used to move the mammoth locomotive included two diesel locomotives and 10 freight cars used for braking. As part of the operation, the train also delivered UP diesel locomotive No. 3105, a UP caboose and UP boxcar to RailGaints museum, where they will become part of the museum’s permanent display.

Dickens said the crowd on hand to see the Big Boy return to live rail operations was enormous. “The huge crowd was literally pressed against the chain link fence,” he said. “The mood was very happy and very vocal, with lots of clapping. It was really a magical moment as the Big Boy was pulled backward by the UP 1996, the Southern Pacific heritage locomotive, from our holding track to Metrolink’s track.”

Top speed during the move was 20 mph. Dickens said the operation was completed by 4:30 p.m. with the arrival of No. 4014 to Colton Yard, where it will remain over the coming months before its move to Cheyenne, which has yet to be scheduled.

Dickens thanked the many who worked first-hand on the operation at UP’s Los Angeles Service Unit, including General Superintendent Rod Doerr, Regional Vice President Transportation Shane Keller, the folks at UP’s Harriman Dispatching Center and Metrolink.

The public is invited to view Big Boy No. 4014 in Colton Yard Feb. 1-2 and 8-9 from 9 a.m. to 4 p.m. Colton rail yard is a busy ’round-the-clock operation. Because of safety concerns access is limited.No. 4014 prepped to leave Pomona

 No. 4014 prepped to leave Pamona

Foreign Lines – New Zealand Narrow Gauge – Driving Creek Railway And Potteries

Driving Creek Railway

And Potteries

380 Driving Creek Road, Coromandel

PO Box 87, Coromandel, 3543

Ph/Fax: 07 8668-703

 New Zealand’s only narrow-gauge mountain railway along with a working pottery and wild life sanctuary.ThreeTrains_600

Three trains at the No. 5 Reversing Point

The 1 hour return trip on our innovatively designed trains takes you through replanted native kauri forest and includes 2 spirals, 3 short tunnels, 5 reversing points and several large viaducts as it climbs up to the mountain-top terminus.

Called the Eyefull Tower, this handsome new building (shown below) offers great panoramic views out over the island-studded Hauraki Gulf with the forested valley and mountains behind.

The railway and pottery complex blends into the natural bush setting.

The train ride is one of the most popular in New Zealand. To avoid disappointment, please book at least a day in advance to reserve your seats.

You can either request a booking online or use phone or fax when booking ahead.

Eyefull-Tower_360The ‘Eyefull Tower’ at the end of your train ride

Building Driving Creek RailwayTrackLayingAtChipmans_220

Laying track at Chipmans Reversing Point

Track laying began in 1975 by Barry Brickell shortly after he established the pottery workshop on a corner of the 22Ha block of land he purchased in 1973. As a railway enthusiast he saw the practical and environmental advantages of having a narrow-gauge railway system through his rugged scrub-covered land to give all weather access to clay and pine wood kiln fuel. Yellow plastic clay derived from the weathering of the old volcanic rocks. The scattered pine trees are self-sown from original pines planted by the early Californian gold diggers of last century. New Zealand‘s first official gold discovery was made in this district in 1852. Most of the raw materials for the making of terracotta pottery garden wares, tiles and sculpture thus comes from the hills above.

Brickell worked for 15 years and poured a considerable amount of money into railway construction before it was licensed to carry fare-paying public in 1990. This huge gamble has now paid off, while returns from the pottery have been steadily diminishing. A recent move into the tile and brickmaking industry is an exciting new development.Elephant_300Work train with “Elephant” locomotion

Today, the railway carries more passengers than raw materials because it has become a major and unique tourist attraction. Unlike most other tourist railways, the DCR is newly built rather than being an old, line that has been restored. It is New Zealand‘s only narrow-gauge mountain railway. All earlier railways built to convey minerals and timber have been abandoned, some now made into heritage trails.

 Early surveying of the tortuous route was done using a home-made instrument and miles of survey tracks had to be cut through the steep scrubby land. A maximum workable adhesion gradient of 1 in 15 was decided upon but the average gradient of the line is about 1 in 26. Despite the narrow gauge of 15 inches (381mm) which allowed for sharper curves, there are plenty of heavy earthworks along the line which necessitated the use of a bulldozer contractor and the digging of some very deep cuttings.

The trains are wide enough to accomodate two adults per seat.DoubleViaduct_360The Double-deck Viaduct

 There are several major civil engineering features on the railway. Some of the big viaducts were built under difficult conditions, reminding us of the early colonial engineering feats. The three short tunnels were made by the cut and cover process. Ceramic art works complimenting the engineering can be seen from the train.

The specially designed passenger trains were built at the DCR’s own engineering workshop located beside the potteries. The “Possum” is a 14-seater twin-bogie diesel railcar built in 1994. The “Snake”, a double-articulated 3-bodied train-set, a truly ambitious project was built in 1992. Like a snake it can twist and turn around the sharp curves abounding up the line.

 A new train called the Linx is of more sophisticated design, completed in 2004, is similar in seating to the Snake. These units have special features possibly unique in New Zealand railway engineering such as the use of hydraulic transmission and special designs for safe operation on the sharp curves and steep grades. The trains are also fitted with modern air-type braking, air operated track sanding and centre-mounted diesel engines. The “Snake” and “Linx” can accommodate up to 36 people each, which is a modern tour bus load.

There are two older diesel locomotives and various wagons used for conveying clay, wood, native plants for the extensive forest replanting project up the line, and others for construction purposes.Dieselmouse_300Dieselmouse – the very first passenger train

There are five major viaducts and five reversing points up the main line as well as two horseshoe spirals, on the route to the present summit. The double deck viaduct is unique. In a return trip on the railway, trains pass over it four times in different directions on both levels. The two levels are connected by a spiral all in very rugged, forested terrain. The main span is 14 m long and total length of the upper level is 46 m. Its construction took two years.

The Terminal building, the “EyefullTower” at 165 m above sea level offers wide panoramic views over the island-studded Hauraki Gulf and valleys covered in native forest.

Train Timetable 2014

  • 10:15am & 2pm daily throughout the year
  • over the summer period, additional trains run at 11:30am, 12:45pm, 3:15pm and 4:30pm.
  • extra trains may be available at 11:30am, 12:45pm, and 3:15pm throughout the rest of the year for groups of more than 5 adults.

Train Fares 2014

  • Adults: $28
  • Children: $12 (up to 15 years)
  • Family: $68 (2 adults and 2 children)
  • Special Excursion Rates: $27 for seniors and $25 students (with ID)

Children under 4 years old can go free if they do not require a seat


As well as touring the pottery complex you may also spend some time in the craft shop viewing the finished works. You can also find well-researched material on local history and ecology in our bookshop, as well as a variety of souvenirs.

Getting Here

2 3/4 hour drive from Auckland

Take the southern motorway to the bottom of the Bombay Hills, 30 minutes. Take highway 2 to Thames, 1 hour. From Thames take highway 25 to Coromandel. Driving Creek Railway is on Driving Creek Road 3km past the township.

USA Trains – “The Erie Lackawanna Railway Phoebe Snow ca. 1963-66”

“The Erie Lackawanna Railway Phoebe Snow ca. 1963-66”

Another reblog from


Phoebe Snow was a named passenger train operated by the Delaware, Lackawanna and Western Railroad and after a brief hiatus, the Erie Lackawanna Railway. The train was named as part of the DL&W’s marketing campaign, around 1900, along with the fictional character of Phoebe Snow to emphasize how the exhaust from its steam locomotives was cleaner than competitors’ locomotives, as a result of using anthracite coal. It traveled across New Jersey, Pennsylvania, and the Southern Tier of New York. The line’s route pass over the Paulinskill Viaduct and the Delaware River Viaduct of the Lackawanna Cutoff in northeastern New Jersey and the Tunkhannock Viaduct on the portion of its route between Scranton, Pennsylvania to Binghamton, New York. On November 15, 1949, the Lackawanna Railroad inaugurated a new streamlined passenger train named after its long-dormant promotional symbol. The new Phoebe Snow represented the modernization of the Lackawanna passenger train fleet, and its image. The new train became Train No. 3 (westbound) and No. 6 (eastbound), which previously had been assigned to the railroad’s formerly premier train, the Lackawanna Limited. The Phoebe Snow ran on a daylight schedule between Hoboken, N.J., and Buffalo, N.Y., a trip of 396 miles, in about eight hours. The train was retired in 1966. See more at and follow us on Facebook at