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The Guardian Lifestyle Travel – Saturday 23rd May 2026 – Part 4 – Readers’ Favourite Railway Journeys – Part B

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The travel section of the Saturday Guardian Magazine on 23rd May 2023 included a few pages about train journeys in Europe (pages 72 to 77). This is the fourth part of a look at those pages and includes more reader’s recommendations of journeys by train. It includes a few more uploaded by the Guardian online.

The featured image for this article is a photograph of Le Petit Train Jaune which runs from Villefranche-de-Conflent to Latour de Carol/Enveitg in the Pyrenees, © A1AA1A and licensed for reuse under a Creative Commons licence (CC BY-SA 3.0). [33]

Further Guardian reader’s recommendations for rail journeys can be found here. [2]

4. Readers’ Favourite Railway Journeys – Part B

F. Vintage Locomotives in Tuscany

“We took the Treno Natura from Siena last May for a whole day out in the beautiful Tuscan countryside. It’s a real steam engine with classic coaches. Most passengers were friendly locals: we only encountered two other foreign tourists, a Swiss couple. A band came aboard to entertain us, and an optional walk through vineyards was also available. Fabulous value at only €42 each.” [3][Reader: Nigel Gould]

The Treno Natura (Nature Train) is a restored historic steam train from the 1930s that takes passengers on scenic, slow-paced journeys through the Tuscan countryside, departing from Siena’s main station.

The Treno Natura (Nature Train). [20]

The Treno Natura has a mixed schedule from March through October, to combine a scenic ride with special events like festivals, markets, sagras and food and wine tastings. Departing from Siena, the train alternates routes, taking you to the gorgeous Val d’Orcia, to Asciano, Montalcino and other historic towns, where you can enjoy special food markets, antique markets, festivals or other events. You can also combine your ride with a walk through Italy’s postcard-perfect landscapes, and dine in authentic Tuscan trattorias. [20]

G. Alpine beauty on the Montreux to Interlaken line

“From Montreux station I took the MOB railway to Interlaken. Weaving up through vineyards, Lac Léman shimmers below as the panorama broadens. Suddenly, you’re in pine forests and glimpsing jagged mountain crests. Bridges straddle rushing white water. The clanging and hooting warnings for road crossings. A long tunnel. Then burst into alpine pastures peppered with chalets. Le Pays d’Enhaut. Valleys filled with crisp air, summer cowbells, flowers and crickets – perfect for long walks. Or winter-snow-muffled land, all skis and fondues. Arriving in Château-d’Œx feels like discovering a new world.” [3][Reader: Christian Vassie]

The Montreux to Interlaken line, operated by the GoldenPass Express (GPX), is a 3-hour and 15-minute scenic journey through Switzerland. Thanks to pioneering variable-gauge technology, the train seamlessly connects Lake Geneva to the Bernese Alps without requiring a change of trains at Zweisimmen.

Montreux, Zweisimmen and Interlaken. [21]

As the train winds up the hillside above Lac Léman’s north shore, leaving Montreux behind, the bustle of the ‘Swiss Riviera’ gives way to the tranquil farming country of the Pays d’Enhaut, followed by the upmarket resort of Gstaad, before a gentle descent to Interlaken, between the twin lakes of Thun and Brienz in the Bernese Oberland.

One of our earliest family holidays abroad was a two week stay in Château-d’Œx. I was probably 14 years old at the time. The memories of the alpine pastures and the train at that time are vague. Much later in my 40s we travelled the line again after a night in Montreux and before staying on a caravan site close to Interlaken. A change of train was necessary at Zweisimmen.

This 70-mile route, crosses the röstigraben (the French-Swiss German language border) and links some of Switzerland’s most famous tourist centres.

Caroline Bishop tells us that since the early 2020s there has no longer been a need to change trains at Zweisimmen. The result of something that counts as a technological first. The Montreux Oberland Bernois railway (MOB) and BLS (the two train companies operating the line) were determined to develop a bespoke bogie which could narrow or widen to fit the different widths of the two railways, as well as adjust to their different platform heights. [21]

At Zweisimmen, The train crosses a special gauge-adapting ramp in Zweisimmen at a low speed of up to 15 km/hr. The train’s weight is momentarily relieved, allowing the variable-gauge bogies to slide the wheels closer together or further apart. The carriage is automatically raised or lowered from 35 cm to 55 cm, to align the doors with the different platform heights. Because the railway networks use different electrical voltages 900 V DC and 15 kV AC, a locomotive is attached or detached during the process. It takes just 8 minutes in all with the physical gauge and height changes happening in just a few seconds. [24]

The video below shows the process: [25]

Incidentally, the Golden Pass Line is not the only line to leave the lake shore at Montreux. The line to Rochers de Naye also claims away from the lakeside town. Rochers de Naye is a 2,042-metre-high mountain in the Swiss Alps, towering over Lake Geneva (Lac Léman) and the town of Montreux. It boasts panoramic views of the Alps (including Mont Blanc and the Eiger), it is easily accessible all-year-round by a historic 50-minute cogwheel train from Montreux.

The journey up Rochers de Naye departs from Montreux Station, climbing over 1,600 metres through forests, alpine meadows, and steep rocky ridges. The Montreux–Rochers-de-Naye railway line is an electrically operated rack railway of 800 mm track gauge of 800 mm. The line operates via the village of Glion, on the mountainside above Montreux, where it connects with the Territet–Glion funicular. [22]

Please see here for more about the Rochers de Naye railway. [23]

H. Slow travel at its best: Belgrade to Bar

” The train trip from Belgrade to Bar must be one of the slowest in Europe, taking 11 hours to cover 296 miles. At €23, it was probably the best-value travel money I’ve ever spent. In fact, the train trip was about the only time in my life when I longed for a journey to go slower rather than faster. It took me through some of the most dramatic scenery I’ve ever seen. Passing through deep gorges, canyons and mountain peaks, the train crossed more than 400 bridges and seemed to stop at every village. The Mala Rijeka viaduct was a highlight. The route took in spectacular dams, ancient monasteries and stone houses where old black-clad women waved at us from open kitchen windows. At one point, the passengers got out to feed a herd of goats and once we were overtaken by a mountain cowboy on a galloping horse. For the last part, you can see swimmers and sunbathers on Adriatic beaches.” [3][Reader: Peter]

The railway journey from Belgrade (Serbia) to Bar (Montenegro) is 476-kilometres (296-miles) in length. It features 254 tunnels and 435 bridges, including the Mala Rijeka Viaduct and it descends from the mountains to the Adriatic coast. There are two direct trains, one during the day and one at night. The Daytime Train (‘Tara’): Runs during the summer season. It departs around 09:00/09:45 and arrives in Bar around 21:00. In 2026, a standard second class single ticket costs €24. The best views can be seen when sitting on the right side of the train travelling from Belgrade to Bar.

Belgrade to Bar a multi-national scenic journey. [26]

Camilla Bell-Davies describes the route like this:

“After leaving a sun-drenched Belgrade behind, it’s not long before we’re gazing out at the rolling hills of the verdant Valjevo and Užice wine regions. The scenery becomes more dramatic as the line reaches the Zlatibor mountain range. We’re tempted to get off and explore Tara national park, which has excellent hiking trails and wild camping spots. But we press on, gathering speed past well tended fields and roaming goats.

“We pass through a slice of Bosnia-Herzegovina and back into Serbia again. In 1976, there were no border checks between these Yugoslav republics. Today, stern border guards rap on the carriage door at each crossing and hawkers board the train and sell beer, burek (pastries) and cigarettes.

“After our third border crossing, the pastoral hills swell into Montenegro’s Black Mountains, which dodge in and out of view between the tunnels and bridges. At Kolašin, a town near Durmitor national park, we stop to stretch our legs and peer up at monasteries atop impossible summits. How fun it would be to climb them. Next time, we think, as the long hoot of the train’s whistle signals our departure.

“Within an hour we reach the dizzying Mala Rijeka viaduct. Our train briefly resembles the Hogwarts Express soaring over the Scotland’s Glenfinnan viaduct in the Harry Potter films. After that, the mountains taper to the brutalist blocks of Montenegro’s capital Podgorica – named Titograd from 1946 until 1992. There’s little to recommend it, so we keep going to Virpazar on Lake Skadar, where we stop and spend a day pottering in a boat.” [26]

Lake Skadar, the largest in the Balkans sits half in Albania and half Montenegro, © GabrielZafra/BokicaK/Ivan25 and licensed for reuse under a Creative Commons licence (CC BY-SA 3.0). [27]
Lake Skadar. [28]

Camilla Bell-Davies continues:

“Half of the lake falls within Albania’s borders, and the Accursed mountains double up in the reflection of the water. These days the main division is a culinary one: Albania prepares the lake’s carp in a sizzling prune and tomato sauce called tavaë krapi, and Montenegro eats the freshwater fish salted and pickled, which is best tasted right by the water at the Restaurant Silistria.

“The next afternoon, we’re back on the train for the last stretch. At sunset, the Adriatic hoves into view. The sea opens to one side, the oranges and pinks in the sky melting into the water. For the final hour we swing past craggy headlands and sand-swept bays, arriving in Bar as darkness falls.” [26]

The Belgrade to Bar railway was completed in 1976. It was built by the Yugoslav State Railways (JŽ) and was 25 years in the making.

Sections of the railway were completed as follows:

  • Resnik – Vreoci in 1958
  • Podgorica – Bar in 1959
  • Vreoci – Valjevo in 1968
  • Valjevo – Užice in 1972
  • Užice – Podgorica in 1976

It is now operated by JŽ’s successor companies, Železnice Srbije (ŽS), Željeznice Republike Srpske (ŽRS) and Željeznička Infrastruktura Crne Gore (ŽICG). [29]

During the 1990s, the line had a chequered history:

  • In February 1993, the short Bosnian section of the railway was the site of the Štrpci massacre.
  • Maintenance of the Belgrade–Bar railway suffered from chronic underfunding during the 1990s, which has resulted in the railway deteriorating and becoming unsafe. This culminated in the Bioče derailment, when a passenger train derailed, causing the deaths of 47 passengers. As a result, efforts are being made to thoroughly reconstruct the railway.
  • The Serbian part of the railway was targeted several times by NATO during its bombing campaign in 1999, seriously damaging portions of the railway.
  • The small section that passes through Bosnia and Herzegovina was blown up by SFOR ground forces in the late 1990s. [29]

Repair work on the line is progressing gradually. In 2016, Serbia started a thorough reconstruction of its portion of the line in order to restore its original maximum speed of 120 kilometres per hour (75 mph). The first section, between Belgrade and Valjevo (27% of the Serbian part of the line) was completed in 2017. [29]

Since 2017, the Belgrade to Bar railway has undergone targeted, phased overhauls rather than a total route modernization, with hundreds of kilometers of track still awaiting upgrades. Progress has been split between Serbian and Montenegrin territories, heavily backed by the European Union and international loans.

In Serbia:

  • Resnik–Valjevo Section: Completed in 2017/2018, this USD $80 million upgrade by Russian Railways International rehabilitated a 77.6 km stretch of the railway. It restored maximum passenger speeds to 120 km/hr on this length of the line.
  • Valjevo to the Montenegrin Border: Engineering and technical documentation for the reconstruction of the remaining 210 km down to the border was initiated. However, construction has remained in the planning phase, with Serbian authorities estimating the total required investment for their remaining sections at €1.5 to €2 billion. [30]

In Montenegro:

  • Vrbnica–Bar Line Rehabilitation (2016–2020): Technical assistance with – and structural work on – the main Montenegrin corridor were completed with European Investment Bank (EIB) support.
  • Bar–Golubovci Upgrade: The European Union and the EIB committed a €175.6 million financial package to modernize a key 39 km stretch, improving reliability, safety, and increasing network capacity.
  • Kos–Trebešica Section: Targeted rehabilitation actions on this highly vulnerable section were launched to prevent bottlenecks and secure the combined maritime-railway transport with the Port of Bar.
  • Future Upgrades: Montenegro still requires major structural repairs across an estimated 160 km of its portion of the line. [30]

I. Through Italy’s Apennines to Rome from the Adriatic

“The cross-country east-west train trip from Pescara on the Adriatic to Rome is magnificent. It traverses the spine of Italy, single track all the way across the Apennines, stopping at towns such as Sulmona and Avezzano. The scenery changes as the route traverses mountain passes and ridiculous gradients before descending to plains over a period of 3 to 4 hours.” [3][Reader: Stephen]

The railway between Pescara and Rome is a 240-kilometre (150-mile) long railway line, that connects Rome with Tivoli, Avezzano, Sulmona and Pescara. The route operates through the regions of Lazio and Abruzzo. It was built in stages between 1873 and 1888. [9]

The route of the line from Pescara on the Adriatic to Rome, © Sayatek and licensed for reuse under a Creative Commons Licence (CC BY-SA 4.0). [5]

The line between Pescara and Popoli opened on 1st March 1873. That between Popoli and Sulmona opened on 1st November 1873. Tivoli to Mandela opened on 10th December1884. Mandela to Cineto Romano opened on 25th November 1885. Rome to Tivoli opened on 1st August 1887. The line between Sulmona and Avezzano opened on 28th/30th July 1888. [10]

A 15 minute introduction to the journey and the trains used on the line. [7]

It seems possible that the great experience that Stephen had on this line is not likely to be available for too much longer. …

Major upgrading of the route has been ongoing throughout the 2020s and was scheduled for completion by 2026. [4] Once all work has been completed, the number of trains covering the route will double and the journey time will drop from 3 hours 20 minutes (at best) to around 2 hours. But it is not at all clear how soon that might be.

The project has faced problems along the way. It was put on hold in October 2023, when Italy missed out on 1.5 billion euros from the EU Recovery and Resilience Fund. Although it seems that “the Italian government is now ready to partly refinance the initiative with 951 million euros. Around 720 million euros were unlocked by the Interministerial Committee for Economic Planning and Sustainable Development (CIPESS) via the EU Cohesion Fund. The remaining 231 million euros are coming from the funds for non-deferrable works.” [6]

On 6th March 2024, RailFreight.com reported that the funding made available by the Italian Government related primarily to the length of the line which is within the Abruzzo region. That scheme is separated into two lots, the first (Lot 1) envisioned the doubling of the line connecting the Interporto d’Abruzzo terminal to Manoppello. Lot 2 entailed laying a second track between Manoppello and Scafa. In total, these lines amount to roughly 13 kilometres of the roughly 240 making up the whole Rome-Pescara line. This is a very small portion of the whole line.

There are two further “lots that still need to be addressed: the Sulmona – Pratola Peligna and [the] Tagliacozzo – Avezzano sections, for which there does not [yet] seem to be any plan.” [6] Original intentions were also to improve the line from the Airport “terminal to Pescara via Chieti. No new decisions have been made for this section either as of yet.” [6]

Railfreight.com note that even after the present schemes are completed much of the route will still be single-track, old and with steep sections and tunnels that do not meet current European standards.

It transpires, even so, that progress has not been without problems. As of May 2026, work on the first two lots mentioned above is underway but the likely completion date is now in 2028.

The low-resolution video below gives an idea of progress made by early 2026: [8]

Work should be completed by 2028 on the two lots which are under contract: Interporto d’Abruzzo – Manoppello and Manoppello – Scafa. [8]

So, perhaps the deduction to be made is that it still might be worth taking a journey along the line for some time to come!

Incidentally, on a journey through Sulmona one should also note the existence of another line which runs from Sulmona to Isernia. It is named ‘Ferrovia dei Parchi’. [11]

Ferrovia dei Parchi

The line is given this name on account of the special nature of the places it passes through. Its spectacular route passes through the Maiella National Park and the Abruzzo, Lazio and Molise National Park. [11]

An invitation card to the opening (Inaugurazione) of the Sulmona-Isernia railway (Della Strada Ferrata Sulmona-Isernia) on 18th September 1897 © Public Domain. [12]

Opened on 18th September 1897, the Sulmona-Isernia was destroyed by the Germans during World War II. It was rebuilt and relaunched in 1955 as far as Castel di Sangro, and reached Carpinone in 1960. The line, which has never been electrified, has always been linked to steam locomotives. In the 1980s, was allowed to quietly deteriorate with no significant maintenance undertaken. In 1995, ticket offices were closed and several stations were downgraded to mere halts, until eventually, the line’s connection to the line from Pescara to Rome was severed in the early years after the millennium. [11]

The route of the Ferrovia dei Parchi, © Sayatek and licensed for reuse under a Creative Commons Licence (CC BY-SA 4.0). [14]

Nowadays, the line has been given a new lease of life as a tourist railway. It was superbly engineered when it was built. Despite the mountainous territory through which it runs the Ferrovia dei Parchi climbs gently up the mountainsides using viaducts, curves and tunnels, never exceeding gradients of more than 28%. It is over 128 km in length, 25 km of which are in 58 tunnels. Those tunnels are among more than one hundred engineering works carrying the line including bridges and viaducts. In addition, there are more than 300 aqueducts, bridges, avalanche barriers and overpasses, as well as 21 different stations. [11]

The tourist train runs in the summer months – June to September – booking in advance is advised and packages are available with accommodation in Sulmona included. [12][13]

“The service uses vintage carriages consisting of wagons dating back to the 1930s, such as Corbellini and Centoporte carriages , generally hauled by an FS D.445 diesel locomotive.” [15]

Two photographs of Locomotive D445 ‘Bombardone’ and the early 20th century, wooden-bodied coaching stock. [11]

J. Best way to See the Pyrenees? On a Little Yellow Train!

“Le Train Jaune runs between Villefranche-de-Conflent and Latour-de-Carol in France. ‘Le Canari’, as it’s known locally, climbs to 1,595 metres at Bolquère-Eyne during its spectacular 40-mile (63km) route. Fresh mountain air, breathtaking views and valley-crossing suspension bridges can all be experienced either from the train’s bright yellow open-air wagons or from within the cosy comfort of its carriages. It is the best way to discover the wonders of the Pyrenees. My wife and I went for our honeymoon and fell in love with the little yellow train. [3][Reader: Joe Brownen]

Le Petit Train Jaune. [31]

Highlights on the journey include crossing the UNESCO-listed Gisclard Suspension Bridge, the Séjourné Viaduct, and rolling through the Cerdagne plateau.

The train takes 3 hours for a one-way trip from Villefranche-de-Conflent to Latour de Carol/Enveitg and the cost is €22.50 (or €5 if you got a special summer offer from the “Region Occitanie”). A return trip takes 6 hours minimum (there is a stop of a few hours at the terminus) for €45 full price. (Prices correctly in May 2026.) [16]

The Ligne de Cerdagne, usually referred to as Le Train Jaune is a 1,000 mm (3 ft 3 3⁄8 in) gauge railway. The line serves 22 stations, fourteen of which are ‘request stops’. There are 19 tunnels, the longest of which is the Tunnel du Pla de Llaurar with a length of 380 metres.

Amongst the various structures along the line are the two viaducts over the River Têt which are mentioned above. They are classified as Historic Monuments because of their architectural and technical importance:

The Pont Cassagne (also known as Pont Gisclard) is 253 metres (830 ft) long and, unusual for a railway bridge, a suspension bridge – the only one in France located on an operating railway. In 2023, a major project was carried out to replace 12 of the suspension cables © Cevenol2 and licensed for reuse under a Creative Commons (CC BY-SA 2.0 fr). [18]

The Pont Séjourné, a 236.70 metre-long masonry viaduct in the town of Fontpédrouse. [19]

The line is single-track with passing loops. Trains are powered by electricity at 850 volts DC, supplied by a third rail. The power is supplied by hydro-electric generators on the River Têt. The maximum speed of the train is 55 km/h (34 mph). Modern two-car multiple units are used, as well as older powered cars with trailer carriages. Line maintenance vehicles are stored at Villefranche-de-Conflent. [17]

Construction started in 1903 and the section from Villefranche-de-Conflent to Mont-Louis was completed in 1910, followed by the extension to Latour-de-Carol in 1927. [17]

The website for le Petit Train Jaune can be found here. [32]

References

  1. Readers’Travel Tips: Favourite Train Trips; in Saturday (the Guardian Magazine), 23rd May 2026, p75.
  2. https://rogerfarnworth.com/2026/05/27/the-guardian-lifestyle-travel-saturday-23rd-may-2026-part-3-readers-favourite-railway-journeys-part-a
  3. https://www.theguardian.com/travel/2026/may/22/readers-favourite-scenic-european-railway-journeys-trains, accessed on 25th May 2026.
  4. https://www.fsitaliane.it/en/strategic-projects/rome-pescara-line-.html, accessed on 27th May 2026.
  5. https://it.wikipedia.org/wiki/File:Ferrovia-rm-pe.png, accessed on 27th May 2026.
  6. https://www.railfreight.com/infrastructure/2024/03/06/doubling-of-rome-pescara-railway-partly-back-on-track, accessed on 27th May 2026.
  7. https://youtu.be/ubiP4tuAzbk?si=HsWYksmW14pXdIIe, accessed on 27th May 2026.
  8. https://youtu.be/_L8txHrI_U0?si=TMAn-BwN7z1y_zJe, accessed on 27th May 2026.
  9. https://en.wikipedia.org/wiki/Rome%E2%80%93Sulmona%E2%80%93Pescara_railway, accessed on 27th May 2026.
  10. https://www.trenidicarta.it/aperture.html, accessed on 27th Mat 2026.
  11. https://www.italia.it/en/italy/things-to-do/snow-train-ferrovia-dei-parchi, accessed on 27th May 2026
  12. https://ferroviadeiparchi.it, accessed on 27th May 2026.
  13. https://ferroviadeiparchi.it/shop, accessed on 27th May 2026.
  14. https://it.wikipedia.org/wiki/Ferrovia_dei_Parchi#/media/File%3AFerrovia_Sulmona-Isernia.png, accessed on 27th May 2026.
  15. https://it.wikipedia.org/wiki/Ferrovia_dei_Parchi, accessed on 27th May 2026.
  16. https://letrainjaune.fr/en/horaires-et-infos, accessed on 28th May 2026.
  17. https://en.wikipedia.org/wiki/Ligne_de_Cerdagne, accessed on 28th May 2026.
  18. https://en.wikipedia.org/wiki/Ligne_de_Cerdagne#/media/File%3APont_gisclar_082004.jpg, accessed on 28th May 2026.
  19. https://en.wikipedia.org/wiki/Ligne_de_Cerdagne#/media/File%3AViaduc_sejourne%2C_train_jaune%2C_fontpedrouse.jpg, accessed on 28th May 2026.
  20. https://www.summerinitaly.com/guide/steam-train-from-siena#google_vignette, accessed on 25th May 2026.
  21. https://www.theguardian.com/travel/2022/dec/07/switzerlands-brilliant-new-train-route-direct-from-montreux-to-interlaken, accessed on 26th May 2026.
  22. https://en.wikipedia.org/wiki/Montreux%E2%80%93Glion%E2%80%93Rochers-de-Naye_railway_line, accessed on 26th May 2026.
  23. https://rogerfarnworth.com/2018/04/16/the-rochers-de-naye-line
  24. https://www.gpx.swiss/en/stories/technology, accessed on 26th May 2026.
  25. https://youtu.be/74mKjQpPzNA?si=48XvU8X2a_eNaBZx, accessed on 26th May 2026.
  26. https://www.theguardian.com/travel/2024/sep/18/mountains-beaches-history-belgrade-bar-best-train-rides-europe-serbia-montenegro, accessed on 26th May 2026.
  27. https://en.wikipedia.org/wiki/Lake_Skadar, accessed on 26th May 2026.
  28. https://undiscoveredmontenegro.com/lake-skadar-national-park, accessed on 26th May 2026.
  29. https://en.wikipedia.org/wiki/Belgrade%E2%80%93Bar_railway, accessed on 26th May 2026.
  30. https://seenews.com/news/serbia-montenegro-seek-eu-support-for-belgrade-bar-railway-revamp-1262919, accessed on 26th May 2026.
  31. https://www.tourisme-pyreneesorientales.com/destination/incontournables/le-train-jaune, accessed on 28th May 2026.
  32. https://letrainjaune.fr, accessed on 28th May 2026.
  33. https://en.wikipedia.org/wiki/Ligne_de_Cerdagne#/media/File%3ATrainJaune_viaduc.jpg, accessed on 28th May 2026.

The Guardian Lifestyle Travel – Saturday 23rd May 2026 – Part 3 – Readers’ Favourite Railway Journeys – Part A

1 Reply

The travel section of the Saturday Guardian Magazine on 23rd May 2023 included a few pages about train journeys in Europe (pages 72 to 77). This is the third part of a look at those pages and focuses on some reader’s recommendations of journeys by train. It includes a few more uploaded by the Guardian online.

The featured image for this article is a Flexity Outlook Eurotram at Trindade station in Porto, Portugal, © Cornelius Kibelka and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [3]

3. Readers’ Favourite Railway Journeys

A. A Dramatic Metro Line in Porto

“I love the surprise of urban rail. Porto’s metro D line heading south emerges from mundane darkness underground to suddenly skim rooftops and then rattle across the fantastic Eiffel-inspired Dom Luís I bridge. Choosing to walk back across the metal deck is a completely different experience.” [1: p75][12][Reader: Amy]

A map of the Metro in Porto. The yellow line is line D. It runs from Hospital Sãn João to Santo Ovidio. It is the one Metro line that crosses the Rio Douro. [2]

The Porto Metro (Portuguese: Metro do Porto) is the light rail network in Porto. It runs underground in central Porto and above ground into the city’s suburbs. The first parts of the system have been in operation since 2002. The network uses low-floor tram vehicles. [3]

A Flexity Outlook Eurotram at Trindade station, © Cornelius Kibelka and licensed for reuse under a Creative Commons licence (CC BY-SA 2.0). [3]

“The Socimi Eurotram (later sold as the Bombardier Flexity Outlook (E)) is an electric tramcar originally designed for the tram system of Compagnie de Transports Strasbourgeois (CTS). Initially produced by Socimi, after the company became bankrupt Eurotrams were manufactured first by ABB Group’s transportation division, then by Adtranz and finally by Bombardier Transportation, who marketed the tram as part of their Flexity Outlook range.” [4]

One of the Flexibilty Outlook Eurotrams crossing the Dom Luis I bridge over the Rio Duoro, © Sergei Gussev and licensed for reuse under a Creative Commons licence (CC BY 2.0). [5]
An aerial view of the Dom. Luis 1 Bridge over the Rio Douro in Porto. The bridge carries a road on a lower deck and the Metro Line D on the upper deck, © Deensel and licensed for reuse under a Creative Commons licence (CC BY 2.0). [6]
The Dom. Luis I Bridge seen from the West, © Milton Li, June 2019. [Google Maps, May 2026]

The bridge was designed by Theophile Seyrig and opened at the end of October 1886. In the 21st century, “the bridge’s upper level is used by pedestrians and by line D of the Porto Metro, whilst the lower level is used by buses, taxis, cyclists and pedestrians. The lower level links to the Porto waterfront, including the Praça da Ribeira and the lower station of the Guindais Funicular, at its northern end, and to Gaia waterfront, with its Port wine lodges, at its southern end. The upper level connects to Porto city centre and São Bento station at its northern end, and adjoins the Serra do Pilar Monastery and the upper station of the Gaia Cable Car at its southern end.” [6]

“In 1879, Gustave Eiffel presented a project to construct a new bridge over the Douro, with a high single deck in order to facilitate ship navigation. This project was rejected due to dramatic growth of the urban population, which required a re-thinking of the limits of a single-deck platform. … A competition was initiated in November 1880, in order to construct a double-deck metal bridge, which included projects by Compagnie de Fives-Lille, Cail & C., Schneider & Co., Gustave Eiffel, Lecoq & Co., Société de Braine-le-Comte, Société des Batignolles (which submitted two ideas), Andrew Handyside & Co., Société de Construction de Willebroek (also two projects) and John Dixon. It was in January of the following year that deliberations by the committee supported the project of Société de Willebroek, a design that cost 369,000 réis and provided better carrying capacity. On 21st November 1881, the public work was awarded to the Belgian Société de Willebroek, from Brussels, for 402 contos. It was to be administered by Théophile Seyrig, the former partner of Gustave Eiffel and author of the project. Seyrig had also designed the Maria Pia bridge that was constructed by Eiffel & cie, hence the resemblance of his new bridge to the Maria Pia bridge. Construction began on the Luis I bridge alongside the towers of an earlier suspension bridge, the Ponte Pênsil, which was disassembled.” [6]

“By 26th May 1886, the first weight experiments began, with the transport of a 2,000 kilograms (4,400 lb) per metre. On 30th October construction of the main arch and upper deck were concluded, resulting in its inauguration the very next day. On 1st November, a toll system began to operate under the administration of the winning company, that was equal to 4 reís per person. The following year the lower deck was inaugurated, completing the project. During its ceremonies, the bridge was blessed by Bishop D. Américo.” [6]

Line D (yellow line) opened on 17th September 2005 between Câmara de Gaia in Vila Nova de Gaia and Pólo Universitário in the North. At the northern end, the São João Hospital and IPO stations, were not brought into service until March 2006 due to safety concerns. At the southern end, the line was expanded until D. João II in May 2008 and then to Santo Ovídio in October 2011. In June 2024, the line was extended southwards by 3.15 km with three new stations added, Manuel Leão, Hospital Santos Silva and Vila d’Este. [3]

The Guardian reader (Amy) speaks of the tram emerging from the darkness of the tunnel before crossing the bridge. The tunnel mouth can be seen in the satellite image immediately below.

This satellite image shows the location mentioned above. Trams emerge from underground on the North side of the Rio Douro and are soon high above city streets such as Escardas do Codecal and Av. Gustavo Eiffel and then crossing the river. [Google Maps, May 2026]

On the South side of the river trams fly over R. da Cabo Simeo and Calcada da Serra before meeting and crossing R. Rocha Leao at level.

Metro line D runs North to South, crossing R. Rocha Leao at level. [Google Maps, May 2026]
Looking North towards the Rio Douro from R. Rocha Leao. [Google Streetview, June 2025]
Turning through 180°, this is the view South along Metro Line D from R. Rocha Leao. [Google Streetview, June 2025]

The Guardian reader talked of crossing the bridge on the Metro and then walking back over it afterwards!

B. Fjords and Waterfalls in Norway

“I travelled across Norway by rail on the spectacular Bergensbanen, running between Oslo and Bergen, and the unforgettable Flåmsbana branch line. The Bergensbanen crosses the high mountain plateau of Hardangervidda, passing lakes, forests and snow‑covered peaks before descending toward the fjords of western Norway. At Myrdal, I transferred on to the steep Flåmsbana, which drops dramatically to Flåm on the Aurlandsfjord, with waterfalls and sheer-sided valleys at every turn.” [1: p75][12][Reader: Daniel]

The Bergensbanen is a spectacular 496-kilometre railway connecting Oslo and Bergen in Norway. Taking approximately 7 hours, it is Northern Europe’s highest mainline railway, reaching 1,237 metres above sea level. The line runs 4 to 6 times daily, offering stunning views of Hardangervidda mountain plateau and deep fjords.

Trains on the Bergensbanen are operated by Vy. [7] Highlights along the way include Finse (the highest station), Myrdal (transfer to the Flåm Railway), and Voss (a major skiing hub).

The Bergensbanen is actually a 371-kilometre (231 mile) long scenic standard-gauge railway line between Bergen and Hønefoss, Norway. However, the name is often applied to the entire route from Bergen to Oslo, including the Randsfjord and Drammen lines between Hønefoss and Oslo, covering a total distance of 496 kilometres (308 miles). [8]

The Bergen Railway (Bergensbanen)
Between Oslo and Bergen by train, © Vy/Øivind Haug. [9]
Connecting Norway’s stylish capital with its most picturesque city, the 496km, 39-station Oslo-Bergen railway is one of the world’s most beautiful train journeys, © MariusLtu/Getty Images. [10]
The route crosses the inhospitable Hardangervidda plateau, which soars more than 1km above sea level, © Stockstudiox/Getty Images. [10]

The Flåmsbana is one of the most beautiful train rides in the world and it takes you past mountains and waterfalls you will not forget.

The Flåm Railway. © Morten Rakke. [9]

An article about the Flam railway can be found here. [11]

C. An Electric Gem in Germany

“I took the RB26 train from Berlin-Lichtenberg to Müncheberg and changed for the Buckower Kleinbahn historic narrow gauge railway. Opened in 1930 as an early electric railway, it closed its regular service in the late 1990s. It is now volunteers who run the line that takes you through the rolling hills of Märkische Schweiz in Brandenburg to the pretty spa town of Buckow. Here, I visited the residence of Bertolt Brecht and Helene Weigel on the peaceful reedy shores of Lake Schermützel, before returning refreshed to the Berlin bustle.” [1: p75][12][Reader: Rachael]

The Buckower Kleinbahn railway runs from Buckow to/from Müncheberg a round journey of close to 10km.

The blue line approxi.ates to the route of the preservation railway line. [14]

“The little railway museum in Buckow’s train station building illustrates the history of Buckow’s narrow-gauge railway, as well as of other private and secondary railways, such as the Müncheberg narrow-gauge railway, the Oderbruch train and the ‘Royal Prussian Eastern Line’ (now the RB 26). There are also many exhibits of all sizes and ages, relating to general railroading in Germany.” [13]

“A range of diesel and electricity-powered vehicles from the time between 1920 and 1986 are presented in the outdoor area of the Buckow train station. In addition to this, the old rectifier facility of Buckow’s narrow-gauge railway is home to an exhibition about railway power technology, as well as railway signalling and safety.” [13]

“Buckow’s narrow-gauge railway (Buckower Kleinbhan) with historic vehicles operates on weekends from April to October, and it is inseparably linked to the railway museum. Visitors coming from Berlin can board the museum train at Müncheberg station and are taken to Buckow via Waldsieversdorf with very friendly assistance. Children of all ages get to look over the train driver’s shoulder and interested adults can take part in a training course and obtain a certificate as an honorary train driver of the Buckow narrow-gauge railway.” [13]

This historic electric railcar is one of a number of such vehicles, Class 279 or ET188 types, with some refurbished in the early 1980s, which run on the Buckower Kleinbahn railway, © Museumsbahn Buckower Kleinbahn e.V. [13]

D. The Swiss Watchmakers’ Line

“When time is not important, a little-known French railway line allows you to enter Switzerland through the valley of the watchmakers. The line from Besançon in France drifts through the beautiful Jura foothills to Le Locle, a Swiss watchmaking town. No one got on or off at L’Hôpital-du-Grosbois, a byway station en route named after a leprosy hospital. A line that Dr Beeching would probably have closed still delivers you into Switzerland on time. [1: p75][12][Reader: Martin]

The “Watchmakers’ Line” (La Ligne des Horlogers) is a historic cross-border railway connecting Besançon, France, to La Chaux-de-Fonds/Le Locle, Switzerland. Named in honour of the region’s rich horological heritage, it spans the Jura mountains

Winding through the rugged terrain of the French Pays Horloger (Watchmaking Country) and the Swiss canton of Neuchâtel, the line is a marvel of 19th-century railway engineering. It features numerous tunnels and viaducts built to conquer the steep alpine inclines. The route is actively served by TER (Transport Express Régional) trains on the French side and connects seamlessly with the Swiss rail network.

The TER (regional) train takes approximately 1 hour and 15 minutes to cover the 48-kilometre distance. There are around 9 direct trains per day in both directions.

A standard train on the route between Besançon, France and La Chaux-de-Fonds/Le Locle, Switzerland. [16]

From 1st March to 31st October 2021, SNCF Réseau carried out major modernization work on the Horlogers line, a century-old mountain line, which connects Besançon (25) to La Chaux-de-Fonds in Switzerland for a budget of €55.5 million. These works reinforced structures (bridges, tunnels, walls, and trenches), renewed 35 km of track for €49 million (€19.4 million from the French State, €19.4 million from the Bourgogne-Franche-Comté Region, €6 million from INTERREG, and €4.2 million from SNCF Réseau), made the Morteau and Valdahon stations accessible to all for €1.5 million (€0.75 million from the French State and €0.75 million from the Bourgogne-Franche-Comté Region), and modernized the signaling system to allow TER regional trains in the Bourgogne-Franche-Comté Region to continue operating in Switzerland for €5 million (€2.5 million from the French State and €2.5 million from the Bourgogne-Franche-Comté Region). After a complete eight-month service interruption on the line, traffic between Besançon and Morteau resumed on 31st October, and between Morteau and La Chaux-de-Fonds on 23rd December 2021. [15]

The site of La Chaux-de-Fonds/Le Locle consists of two towns situated close to one another in a remote environment in the Swiss Jura mountains, on land not particularly suited to farming. Planned in the early 19th century, after extensive fires, the towns owed their existence to the watchmaking industry. Their layout along an open-ended scheme of parallel strips on which residential housing and workshops are intermingled reflects the needs of the local watchmaking culture that dates to the 17th century and is still alive today.

E. Charmed by the Vienna to Zagreb train

“The journey from Vienna to Zagreb saw mountainous central Europe relax into Balkan charm. Stunning Alpine scenery melted into forest, settling down into rolling hills as we passed through Graz and reached the Slovene border, stopping for an hour’s changeover at the tiny Zidani Most station, where we enjoyed afternoon beers gazing over lush Slovenian countryside. The connection to Zagreb boasted dramatic lake scenery that gave way to farm land, golden in evening light, as we passed into Croatia, soon rattling into its underrated capital. We booked this through Omio, which came in relatively cheaply at £41.” [12][Reader: Matt]

It is possible to get a direct train. According to thetrainline.com, the journey takes about 6 to 6.5 hours, covering roughly 370 km. Tickets can start around €25 to €35. There are normally 11 trains per day travelling from Vienna to Zagreb and tickets for this journey start from £25.89 when you book in advance. [17] The raileurope.com website quotes a lowest fare at under £22.00. [18]

The train journey from Vienna to Zagreb transitions from spectacular Alpine peaks to lush river valleys and rolling Balkan countryside. The journey takes you through southeastern Austria and northern Slovenia before arriving in Croatia. To catch the best views, sit on the left side of the train when departing Vienna to look down into the Semmering valleys. When traveling through Slovenia, sit on the right side to enjoy the best riverside views.

Shortly after leaving Vienna (Wiener Neustadt), the train climbs the Semmering Pass. This is a UNESCO World Heritage site, famous for winding viaducts, tunnels, and panoramic views of steep mountain valleys and dark pine forests.

The Semmering Pass railway and surrounding scenery, © C.Stadler/Bwag and licensed for reuse under a Creative Commons licence (CC BY-SA 4.0). [19]
An international express on the Semmeringbahn, pulled by 1044 274-7 in 2004, © Herbert Ortner and licensed for reuse under a Creative Commons licence (CC BY 3.0). [19]

As you descend from the mountains, you’ll pass through the rolling, green agricultural landscapes and vineyards surrounding the city of Graz.

Crossing the border, the scenery becomes dramatic. The train tracks hug the winding Savinja and Sava rivers, passing through deep gorges and canyons flanked by dense forests and rural villages.

The rugged terrain flattens out into the golden farmlands and charming countryside of northern Croatia before pulling into Zagreb’s main station, Zagreb Glavni Kolodvor.

Further suggestions for rail journeys from Guardian readers can be found in the fourth of this series of articles based around the Guardian Saturday Magazine of 23rd May 2026.

References

  1. Readers’Travel Tips: Favourite Train Trips; in Saturday (the Guardian Magazine), 23rd May 2026, p75.
  2. https://www.reddit.com/r/TransitDiagrams/comments/gidbxm/ocdiagram_metro_do_porto_portugal, accessed on 25th May 2026.
  3. https://en.wikipedia.org/wiki/Porto_Metro, accessed on 25th May 2026.
  4. https://en.wikipedia.org/wiki/Socimi_Eurotram, accessed on 25th May 2026.
  5. https://commons.wikimedia.org/wiki/File:Vila_Nova_de_Gaia_(52734250241).jpg, accessed on 25th May 2026.
  6. https://en.wikipedia.org/wiki/Dom_Lu%C3%ADs_I_Bridge#/media/File%3ADom_Lu%C3%ADs_I_Bridge_(36961760686).jpg, accessed on 25th May 2026.
  7. https://www.vy.no/en/train/routes/the-bergen-line, accessed on 25th May 2026.
  8. https://en.wikipedia.org/wiki/Bergen_Line, accessed on 25th May 2026.
  9. https://en.visitbergen.com/visitor-information/travel-information/getting-here/bergensbanen-oslo-to-bergen-by-train, accessed on 25th May 2026.
  10. https://www.bbc.co.uk/travel/article/20230130-the-highest-rail-route-in-northern-europe, accessed on 25th May 2026.
  11. https://rogerfarnworth.com/2019/01/01/the-flam-railway-in-1950
  12. https://www.theguardian.com/travel/2026/may/22/readers-favourite-scenic-european-railway-journeys-trains, accessed on 25th May 2026.
  13. https://www.brandenburg-tourism.com/poi/seenland-oder-spree/industrial-culture/eisenbahnmuseum-and-buckower-kleinbahn-train-museum, accessed on 25th May 2026.
  14. https://www.komoot.com/smarttour/3623001, accessed on 25th May 2026.
  15. https://www.sncf-reseau.com/fr/cp/bourgogne-franche-comte/ligne-horlogers-modernisee-entre-besancon-et-morteau, accessed on 25th May 2026.
  16. https://www.railwaypro.com/wp/colas-consortium-to-modernise-ligne-des-horlogers, accessed on 25th May 2026.
  17. https://www.thetrainline.com/en/train-times/vienna-to-zagreb, accessed on 25th May 2026.
  18. https://www.raileurope.com/en-gb/destinations/vienna-zagreb-train, accessed on 25th May 2026.
  19. https://en.wikipedia.org/wiki/Semmering_railway, accessed on 25th May 2026.

The Modern Tramway – December 1951 – The Bratislava Tramways

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The featured image for this article is a vintage postcard featuring a tram crossing Hurbanovo námestie in Bratislava, © Public Domain. [7]

The Modern Tramway carried a short article by Gerald Druce about Bratislava’s Tramways as he encountered them at the beginning of the 1950s. [1]

This series of photographs appear on a single page in the journal and are of relatively low definition. [1: p264]

Tram on West side reservation at Nova Doba, © Public Domain. [1: p264]
Centre-entrance tramcars at Savoy Junction, © Public Domain. [1: p264]
Centre-entrance tramcar and standard trailer at Station Square, © Public Domain. [1: p264]
Standard motor car and trailer at Savoy Junction, © Public Domain. [1: p264]
Standard motor car and trailer at Danube Bridge Junction, © Public Domain. [1: p264]
Standard motor at and trailer at Station Square, © Public Domain. [1: p264]

Trams in the city have been electrically powered since the system was opened in 1895; there were never any horse-driven or steam-powered trams in Bratislava. It is the one of two urban tram systems in Slovakia with the other system located in Košice. Conversions to standard-gauge rails have been proposed in the past, but the network continues to use metre-gauge track. In the 21st century, rolling stock consists of 211 tram vehicles and trams operate on five lines over approximately 42 km (26 mi) of track. [2]

This vintage postcard features a panoramic view of Hurbanovo námestie in Bratislava. It is included here under a Creative Commons licence (CC-BY-NC-SA 2.0). [4]

Gerald Druce wrote:

“Bratislava, a town of some 150,000 inhabitants, is the capital of Slovakia and is situated near the southern frontier of Czechoslovakia, on the north bank of the river Danube. Before 1918 Slovakia formed part of the Hungarian section of the Austro-Hungarian Empire

“A Swiss firm, the Bratislava Electric Power and Lighting Company, founded in 1895, was given powers to build and operate an electric tramway. Construction was rapid and operation commenced in 1896 on metre gauge tracks. Tramway extensions followed the expansion of the town and the system gradually developed into its present form. The Company was nationalised at the end of the war, but the tramway is now municipally owned. There are about 9 route miles of track in use, most of which is double and a considerable amount of which is in reservation.

“The focal point of the system is Stalin Square where there is a large tram station from which the routes radiate to the outer termini. One line runs west along the Square and then turns north and is carried on reserved track along an embankment to the Central Station. Another continues north for a short distance and then bifurcates, one route continuing north to Dynamitka, and the other turning east to Nova Doba and Zatisie. Both these routes are mostly reserved track at the side of the road; that to Dynamitka is single track with passing loops. In the other direction from Stalin Square the track runs south towards the Danube. At the ‘Savoy’, the Nova Ves line turns west; after a short section of private right-of-way the track is laid on a central reservation all the way to the terminus. This route has recently been extended for nearly a mile. The other route from the ‘Savoy’ continues to the Danube Bridge and then turns east to the depot; there is also a single-track loop from the ‘Savoy’ to the Danube Bridge, which is used in the anti-clockwise direction by services 1 and 2. There is another loop at the Central Station; elsewhere the trailers are shunted by means of a double set of crossovers.

“The following services are operated:

1 – Central Station – Savoy.

2 – Zatisie – Savoy.

3 – Dynamitka – Nova Ves.

4 – Nova Doba – Danube Bridge (Depot).

“Services are frequent on all the routes and trailers are used on all except service 4. An all-night service is provided with one car working alternately on services 1 and 2.

“Despite the frequent service the cars are always full and the undertaking has found it profitable to employ two conductors per car, making a crew of five for a two-car train. A flat rate of 2kcs. 50h. (3d.) is charged on all town services (buses, trolleybuses and trams) and two transfers are allowed, although it is only possible to change once and make the complete journey by tram, the principal use of the second transfer being for the bus feeder-services.

“The cars, all of which are single-truck and are vestibuled, are painted brick-red and cream, with a grey roof. A pantograph is used for current collection. The oldest motor cars now running were built about 1910 and are used on service 4 and for extras. In 1923, six centre-entrance cars were obtained from Ringhoffers of Prague, but were not entirely satisfactory and two have been rebuilt as works cars. After this a return was made to a modernised version of the end-platform design, with separate drivers cabs and cushioned seats; this design was adhered to until 1939 and 15 more are now on order. Most of the trailers are similar to the standard motor cars, but there are still a few older ones running which have a clerestory roof. There are also four small centre-entrance trailers rebuilt from early motor cars which are used in pairs on service 3. Four new trailers built in the tramway workshops were placed in service in 1949/50. The undertaking now owns 36 motor cars and 28 trailers.” [1: p277]

“Before the war an interurban line ran from Bratislava to Vienna, operated by electric locomotives hauling long bogie trailers with open end platforms. In Bratislava, the interurban trains used the Stalin Square tram station and ran over the local system’s track to the Danube Bridge. At the end of the war the bridge was blown up, by which time the tram service had been discontinued. Although the junction at the north end of the bridge is still in place the track on the south side of the river, which was laid in the road, has been taken up and the overhead has been removed. Nevertheless the course of the tramway can easily be traced.” [1: p276]

Gerald Druce wrote his article in 1951, which was at the very beginning of the Socialist era. Wikipedia talks of the war (WW2) year and in the years immediately following:

“After the outbreak of the war, transport demands were sharply increased which had an effect on tram services. Night services had to be cancelled after 10 pm. In 1941, construction of the tunnel under Bratislava Castle, which is now used by trams, began. The tunnel construction took 8 years and the tunnel was put into operation in 1949. During the Second World War, it served as an anti-aircraft cover and was later used by car transport and pedestrians. Since 1983, it has been designated exclusively for trams.” [2]

“In 1942, classic pantographs were installed on the network. Two more years later, the number designation of tram lines and other modes of transport was introduced. Just before and during the Red Army’s occupation of the city in 1945, all public transport, including the railroad, was halted in the city. After the liberation, 90% of the network was damaged, and extensive repairs began to correct this.” [2]

Another view of Hurbanovo námestie (Hurban Square) in the Old Town district of Bratislava in 1968. The tram in the image is a ČKD Tatra T2 tram. [5]

Wikipedia only provides a very short comment on the period of communist control:

“In 1950s, first 6MT trams appeared. The track from Karlova Ves was doubled and the last monorail section disappeared. Since 1952, the number of lines has increased to five.” [2]

That reference to a monorail is intriguing and will be worth following up!

Post-Communism

Tram lines were opened on the just-completed housing estates. The operation of Tatra T2 trams was terminated and the construction of the metro started but it was stopped a year later.

A proposal to swap Bratislava’s tram tracks to standard-gauge was considered and came to nothing. “The 1990s marked the modernisation of the rolling stock (K2S, T3G, T3Mod, etc.) and brand new trams of the Tatra T6A5 type were delivered between 1991 and 1997. At this time, however, the tram network became very congested.” [2]

More Recent Times

After more than 20 years of metro proposals being discussed, in 2002, all plans for the metro were officially cancelled and preparations began to replace it with rapid transit trams. “The first steps were only taken in 2006, when the Petržalka tram project was submitted for an environmental impact assessment and the first steps were taken for the start of construction. The start of construction was planned for the summer of 2007. At a similar time, Škoda 06 T trams were tested in Bratislava. This vehicle was originally developed for the Italian city of Cagliari, where a 960mm track gauge is used, while for the tests in Bratislava its chassis was modified to 1,000 mm.” [2]

The first stage of the construction of the tramway to Petržalka over the Old Bridge was the rebuilding of the Old Bridge which was opened on 16th February 2016.

“Construction of the first length of the new network was undertaken by a consortium of three firms led by Eurovia SK. The project was valued at €58 million plus VAT. As much as 85% of the project’s cost was financed from European Union funds, while the state contributed 10% and the city contributed 5%.” [2]

The funds also allowed for the purchase of thirty air conditioned low-floor Škoda 30T trams and thirty Škoda 29T trams. In addition to trams, the city also bought trolleybuses, and completed modernisation of the Tatra K2 tramcars. By February 2010, only the Skoda 29T and 30T trams and renovated or new Tatra K2S and Tatra K2G cars have been running on Bratislava’s rails.

The Škoda 29T trams were single-directional, five-section low-floor trams. The Škoda 30T trams were bidirectional variants of the 29T trams.

A Škoda 30T tram at the official present to the city, © Japonský-bonsaj and licenced for reuse under a Creative Commons licence (CC BY-SA 4.0). [6]

“On 15th June 2020, reconstruction started on the section between the stops Cintorín Rača and Záhumenice on Račianska radial. The reconstructed line was opened on 7th September 2020. On 27th July 2025, the second stage of the Petržalka tram line was opened.” [2]

A map of the modern tram network in Bratislava. The network consists of 4 numbered routes with five lines heading out of the city centre. It is operated by Dopravný podnik Bratislava, a. s and the system is known as Mestská hromadná doprava (MHD, municipal mass transit) © Krumpi and licenced for reuse under a Creative Commons licence (CC BY-SA 4.0). [3]

References

  1. Gerald Druce; The Bratislava Tramways; in The Modern Tramway, Volume 14, No. 168, December 1951, p264 & p277-278.
  2. https://en.wikipedia.org/wiki/Trams_in_Bratislava, accessed on 20th May 2026.
  3. https://en.wikipedia.org/wiki/Trams_in_Bratislava#/media/File%3ABa_tram_map.svg, accessed on 20th May 2026.
  4. https://www.geneanet.org/cartes-postales/view/6159836#0, accessed on 20th May 2026.
  5. https://ebay.us/m/7CcuWw, accessed on 21st May 2026.
  6. https://commons.wikimedia.org/wiki/File:%C5%A0koda-30T.JPG, accessed on 21st May 2026.
  7. https://ebay.us/m/AFP5MC, accessed on 21st May 2026.

Modern Tramway February 1951 – New Tramcars for the Brno Tramways in 1950/51

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The featured image for this article is Brno Tramways No. 131 with Trailer No. 310, which early in 1951 was newly delivered to Brno. [1: p21]

Gerald Deuce reported in February 1951 on a series of new tramcars being delivered to Brno in what is now the Czech Republic. [1: p25-26]

He writes that these tramcars:

“are uni-directional single truck motor-cars with trailers of similar design and are intended for PAYE [Pay As You Enter] operation with the entrance at the rear. All the doors except the leading set of the motor-car, are under the control of the respective conductor.

“The cars are heated by electric radiators fitted under the transverse seats, and lighted by a fluorescent tube strip along the ceiling.

“Brno is the capital of Moravia and has a population of just over 273,000. It is situated about 130 miles south-east of Prague, and is the centre of the Czechoslovak textile industry and an important tourist centre.” [1: p25]

Their ‘vital statistics’ were: ….

In this table, the first column of figures relates to the motorcar the second column of figures relates to the trailer. [1: p25]
As far as I can tell the trams introduced in 1950/51 in Brno were KPS Brno 4MT trams and the trailer is a vv4 trailer car. Deuce  does not give full details. [1: p25]

In 1950, the Královopolská strojírna plant in Brno manufactured new tram cars, including the KPS Brno 4MT2 motor tram and a vv4 trailer, which served the city. This period focused on modernizing existing infrastructure, with four-axle T-series trams and K-series cars introduced during the 1950s/60s. The KPS Brno 4MT2 tram, manufactured in 1950, was later used in the 1970s by the Technical Museum. [9]

Deuce continues:

“The tramway system is of standard gauge, the lines all rising from the railway station, near the centre of the town, with a total route mileage of about 23. The main depot and workshops are at Pisarky, approached by a long sleeper-track section. This line also serves the exhibition grounds, where there is a special four-track layout. There is an interurban line to Lisen, 5.2 miles long and nearly all on private right-of-way; most of this line is single-track with passing loops, with automatic colour-light signals.

“Services operated are as follows:

1 & 6 Pisarky – Reckovice.
2 & 8 Horno Herspice – Zidenice.
3 & 7 Obrany – Bystrc.
4 Komarov – Masarykova ctvrt.
5 Julianov – Stefanikova ctvrt.
9 Julianov – Cerna pole..
10 Nove Sady – Lisen (interurban).

“The higher number indicated against the first three services refers to a short working over the central portion of the route. Services 5 and 9 run together for most of the distance. Frequent services with trailers are operated on all routes. The through trains on the Lisen line usually consist of a motor-car and two trailers, and run at intervals varying between 15 and 40 minutes; there are additional short workings.

“There is a flat fare of 2kcs. 50h.” [1: p26]

This photo depicts a passing place on the tram line between Brno and Lisen in the Czech Republic. The image shows pre-war rolling stock in operation, © Gerald Deuce, Public Domain. [1: p26]

“The Brno tramway network (Czech: Tramvajová doprava v Brně, simply Tramvaje v Brně) was the first network of its kind to be put into operation in what is now known as the Czech Republic with its horse tram lines dating back to 1869. [In the 21st century], Brno is the second largest city in the Czech Republic, after Prague, and its tram network is also the second largest in the country.” [5]

At different times, three different modes of propulsion were used on the network: from 1869, horse-power was in use; from 1884, steam-power was in use; and from 1900 electric trams were introduced. [5]

Brno hosts a tram parade in June each year. The three images below come from that parade: ….

Traditional Horse Tram in Brno Tram Parade, 2006, © Aktron/Wikipedia Commons and licenced for reuse under a Creative Commons licence (CC BY-SA 3.0). [6]
Traditional Steam Tram, in Brno Tram Parade, 2006, © Aktron/Wikipedia Commons and licenced for reuse under a Creative Commons licence (CC BY-SA 3.0). [7]
Early Electric Tram in Brno Tram Parade, 2009, © Harold and licenced for reuse under a Creative Commons licence, (CC BY-SA 2.5). [8]

These next paragraphs come from a webpage written in 1998/99 by Richard Bilek from the Czech Republic, who died in 2001 (R.I.P.). Translated from Czech, that have in places been paraphrased to read more easily. They are a ‘snapshot’ of the tramway network in Brno in 1998/1999 and a potted history of developments from the 1950s to the late 1990s. [2]

“In 1951, Brno had 62 km of network. In 1948, the last two-axle tramcars from Zbrojovka Zidenice were delivered. In the 50s, the city renewed their tramcars with new progressive tramcars of class T2. 94 tramcars of this type were delivered till 1961. No T1 type tramcars were purchased by the city.

“In 1963 new tramcars of T3 arrived. The city wanted tramcars with bigger capacity. Tatra Works developed articulated tramways of type K2 in the mid of 60s. First prototypes were tested here in 1965, and between 1966 and 1977, the City purchased 132 tramcars of this type, so they operated the largest fleet of K2 tramcars in the Czech Republic. These tramcars were still most typical for Brno at the end of the 20th century.

“All Czech cities except Brno at the end of 60s shortened their network at the end of the 1960s. Brno was the only city with uninterruptable expansion of track after WW2 through until the turn of the 21st century. New housing estates in Brno also were connected with the tramway and later, with trolleybuses. The last major expansion, a new line, was opened in 1989, a further short connection line was opened in 1994. An additional 2.2 km was under construction  in 1998/1999. The city purchased new KT8D5 tramcars at the turn of the 21st century, 28 cars entered service. Further renewals were also planned – T6B5 type. and low-floor tramways of RT6N1 type.

“The city was operating the following tramcars just prior to the turn of the 21st century:

1470+1462 Last units of T2 tramcars of T2 type. These two vehicles were due to be scrapped in 1998.
1495..1668 Tramcars of T3 or T3SUCS. Mostly in service
1001..1132 Articulated tramways of K2. 126 still in service
1701..1728 KT8D5 Tramcars. One withdrawn after an accident
1201..1220 New T6B5 tramcars, delivered 1995 and 1996
1729..1735 KT8 tramcars with low-floor mid section
1801-1804 RT6 low floor tramcars

“The city also sought to renew these old tramcars:

“Tramcar T3 no.1615 was rebuilt in 1993-1994 to new type T3MB with new body, renewed electricity, etc. There was a hope to rebuild approx. 70 tramcars to this state, but only 11 had been renewed by the end of 1997.

“Also, K2 tramcars were intended for renewal in this way. First prototype was rebuilt in Pars DMN Sumperk works (small city approx. 120 km norhtern from Brno) and was placed in service in Brno. An additional batch of 6 similar tramcars was renewed later.

“There were plans to order new KT8 tramcars (for a new line to Lisen). They were due to be delivered with a low-floor middle section in 1998/1999.” [2]

The Modern Tram Network

As we have already noted, Brno is the second largest city in the Czech Republic, after Prague, and its tram network is also the second largest in the country.

Scribble Map of Brno’s 21st century tram network on OpenStreetMap.com base map. Follow this link to the interactive map. [3]

The urbanrail.net webpage has a more detailed map and plenty of images of trams in service on the network. [4]

The Brno tram system comprises 12 lines, with a total operational track length of 139 kilometres (86 miles) and a total route length of 70.4 kilometres (43.7 miles). The lines not only serve the urban area, but also lead to the neighboring town of Modřice located south of Brno. Before construction began on the final leg of the extension in 2008, the entire network was made up of 69.7 km of track. [5][9]

Further details of the modern network and the trams in service in the mid-21st century can be found here. [5]

References

  1. Gerald Deuce; New Cars for the Brno Tramways; in The Modern Tramway, Volume 14, No. 158; The Light Railway Transport League, February 1951, p25-26.
  2. https://tram.rusign.com/cz/br-tr-e.htm, accessed on 12th May 2026.
  3. https://www.scribblemaps.com/maps/view/Brno_Tram/BrnoTram, accessed on 12th May 2026.
  4. https://www.urbanrail.net/eu/cz/brno/brno.htm, accessed on 12th May 2026.
  5. https://en.wikipedia.org/wiki/Trams_in_Brno, accessed on 12th May 2026.
  6. https://commons.wikimedia.org/wiki/File:Brno,_Brno_M%C4%9Bsto,_historick%C3%A1_ko%C5%88sk%C3%A1_tramvaj.jpg, accessed on 12th May 2026.
  7. https://commons.wikimedia.org/wiki/File:Brno,_Moravsk%C3%A9_n%C3%A1m%C4%9Bst%C3%AD,_parn%C3%AD_tramvaj_II.jpg, accessed on 12th May 2026.
  8. https://commons.wikimedia.org/wiki/File:Brno,_140_let_MHD_(64),_N%C3%A1dra%C5%BEn%C3%AD,_10.jpg, accessed on 12th May 2026.
  9. https://www.dpmb.cz/en/about-us, accessed on 12th May 2026. See also other pages on the same website.

Early Monorail Proposals in Russia

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Ivan Kirillovich Elmanov (Russian: Иван Кириллович Эльманов) was a Russian inventor. During 1820, in Myachkovo, near Moscow, he built a type of monorail described as a road on pillars. [3] The single rail was made of timber balks resting above the pillars. The wheels were set on this wooden rail, while the horse-drawn carriage had a sled on its top. [3] This construction is considered to be the first known monorail in the world. [5][6] The horse-drawn carriages travelled on an elevated track. One project envisaged using them to transport salt on Crimea. [9]

Russia was a pioneer in the design and construction of monorails, from early horse-drawn models to later electrical and magnetic levitation systems. [2] Sadly, Elmanov could not find investors to fund for his project and stopped working on the monorail. In 1821, Henry Palmer patented his own (similar) monorail design in the UK. [2][3]

On Elmanov’s monorail railway, the wagon rolled on a special rail on wheels mounted on a frame, so the vehicles had no wheels but virtually contained the rail. [9]

Later examples of early (pre-1900) Russian monorail proposals include:

  • In 1836, Prince Beloselsky-Belozersky [8] proposed another monorail design which contained two rows of wheels on mounted on a pillar structure; [2][3]
  • In 1872, a monorail designed by Lyarsky was shown at the Polytechnic Exhibition in Moscow; [2][9] (This was 4 years before the construction of a steam-powered monorail for the United States Centennial Exposition in the USA); [3]
  • In 1874, Alexei Khludov [10] constructed a monorail for transporting wood; [2][9]
  • In late 1899, Russian engineer Ippolit Romanov built a prototype of an electric monorail in Odessa, modern-day Ukraine. “In 1897, he presented a functional model of his monorail at the meeting of Russian technological society. This idea was approved by the society, and an experimental electric monorail was built in 1899. In 1900, Empress Maria Fedorovna approved the building of an 0.2 kilometres (0.12 mi) long electric monorail in Gatchina. The monorail was tested on 25th June 1900. The monorail carriage … moved at a speed of 15 kilometres per hour (9.3 mph).” [2] “The cars weighing 1600 kg were made like the trams of that time and were suspended on a truss metal overpass at a height of at least 750 mm from the ground. Based on the published photographs, it can be assumed that the overpass was temporary and rested on long beams laid on the ground. … The car bogies were two-axle, with one running wheel with a diameter of 120 mm. Each bogie also had two pairs of horizontal guides and stabilizing wheels. Two motors with a capacity of 6 kW each operated on direct current with a voltage of 100 V. The electric drive control system provided for the possibility of regenerative braking. Power was supplied from a contact wire on the beam, the beam itself served as a second wire. … On 25th June 1900 (according to V. Nikolaev – 29th June), the monorail was tested. During the tests, the monorail moved with a load of up to 3200 kg (i.e. 2 times the tare weight of the carriage), with this load the speed was 15 km/h. It was noted that the carriage moved smoothly, without jerks and jolts. … According to the journal “Zheleznodorozhnoe Delo” No. 38,1900, the Romanov system … had advantages over foreign designs known at that time. The asymmetrical suspension scheme on an open beam, on the one hand, allowed this beam to be made fairly light and cheap, and on the other hand, allowed the bogies and drive to be made reliable and easy to maintain. … Romanov also put forward the idea of automatic driving of the monorail. In the magazine “Niva” No. 30, 1900 in an article about this monorail it was written: “Since the movement is produced by electrical energy transmitted along a copper wire along the entire route, then this same energy can be used to automatically divide the entire route into sections on which only one train can be at a time. Each train can approach the one in front no more than a certain distance, for example, about 1.5-2 miles. When the distance between trains decreases to this limit, then the train behind stops, although, of course, if necessary, a special device can bring the trains closer to each other to the desired distance. Acceleration or deceleration can be done automatically, so that the inattention or carelessness of the driver is corrected independently of him.” [3]
Elevated Monorail by Ippolit W. Romanov in Gatchina, 1900,  © Public Domain. [7]
Two further views of Ivanov’s Monorail, © Public Domain, 1900. [3]

References and Notes

  1. https://en.wikipedia.org/wiki/Ivan_Elmanov, accessed on 19th February 2025.
  2. https://en.wikipedia.org/wiki/Monorails_in_Russia, accessed on 19th February 2025.
  3. Oleg Izmerov; The Unknown Russian Monorail; via https://izmerov.narod.ru, accessed on 19th February 2025.
  4. Oleg Izmerov; The death of sensations or strange episodes in domestic monorail history; via https://semafor.narod.ru/3_2001/monor.html, accessed on 19th February 2025. This article covers later developments in Monorail technology in Russia.
  5. V. V. Chirkin, O. S. Petrenko, A. S. Mikhailov, Yu. M. Galonen;  Passenger Monorails (in Russian); in Mashinostroenie (Mechanical Engineering), 1969, p240. [see [6] below]
  6. “The source (book) provides basic information on the structure and operating features of monorails. It analyzes the most typical difficulties that arise when solving problems related to transport in modern large industrial centres, developing areas with unfavorable climatic conditions, and finding transport vehicles for direct communication between the centres of large cities, cities with airports, recreation areas, etc. It examines the selection of the main parameters and determination of the technical characteristics of the rolling stock and fixed devices of monorails. It analyzes the design features of the chassis, suspension systems, and stabilization of the rolling stock of existing and designed monorails. … A comparison is made of the technical and economic indicators of monorails and other types of transport, and recommendations are given for the selection of rational areas of application of monorail transport. … The book is intended for a wide range of engineering, technical and scientific workers in urban, industrial and other types of transport, as well as workers engaged in transport engineering.” (Translated from Russian) (https://www.logistics-gr.com/index.php?option=com_content&id=23626&c-72&Itemid=99)  
  7. https://commons.wikimedia.org/wiki/File:Monorail_by_Ippolit_W._Romanow_06.jpg, accessed on 19th February 2025.
  8. https://en.wikipedia.org/wiki/Belosselsky-Belozersky_family, accessed on 19th February 2025.
  9. https://www.urban-transport-magazine.com/en/monorails-on-the-rise, accessed on 19th February 2025.
  10. https://en.wikipedia.org/wiki/Aleksey_Khludov, accessed on 19th February 2025.

A First, Short-lived, Horse-powered ‘Railway’ in Hungary.

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The first Hungarian ‘railway line’ was completed nearly 20 years before the first steam-powered railway in Hungary (which was opened in 1846) on 15th August 1827, and ran from Pest to Kőbánya. [1]

It was one of the early horse-drawn ‘railways’ but was definitely atypical in form!!

The track of the ‘floating railway’/’suspension Railway’ on an engraving by János Hofbauer. [1][2]

That railway “ran on a wooden structure running at an average height of one and a half to two metres above the ground, where the wooden beams were held by densely placed wooden posts. The wheels ran on very closely spaced rails on top of the beams, and the carriages hung down on either side of the entire structure, therefore floating, i.e. the design was very similar to a monorail.” [1]

“The strange, complicated structure was not a Hungarian invention, it was patented by an Englishman, namely Henry Palmer.” [1][4]

“Palmer made a patent application in 1821 for an elevated single rail supported on a series of pillars in an ordinary distance of ten feet, inserted into conical apertures in the ground, with carriages suspended on both sides, hanging on two wheels the one placed before the other. A horse is connected to the carriage with a towing rope, proceeding on one side of the rail on a towing path.” [4]

There was an earlier monorail in Russia, [5] of which Palmer was unaware. By 1823, George Smart had set up a trial version of Palmer’s monorail. [6]

Palmer wrote in the study presenting his system: “the charge of carrying the raw material to the manufacturing district, and the manufactured article to the market, forming no small proportion of its price to the consumer.[…] The leading problem in our present subject is, to convey any given quantity of weight between two points at the least possible expense.[…] In order to retain a perfectly smooth and hard surface, unencumbered with extraneous obstacles to which the rails near the ground are exposed, it appeared desirable to elevate the surface from the reach of those obstacles and at the same time be released from the impediments occasioned by snows in the winter season.” [7]

Palmer’s Monorail – The earliest patent for a vehicle designed to run on a single rail can be traced to UK patent No 4618 dated 22nd November 1821. Palmer described it as ‘a single line of rail, supported at such height from the ground as to allow the centre of gravity of the carriages to be below the upper surface of the rail’. The vehicles straddled the rail, rather like a pair of pannier baskets on a mule. Propulsion was by horse. A line was built in 1824 in the Deptford Dockyard in London, and in 1825, another line was built in Cheshunt, Hertfordshire. Dubbed the Cheshunt Railway, this line made history as it was the world’s first passenger-carrying monorail, and the first railway line to open in Hertfordshire. In 1826, a company was formed to construct a line between Barmen and Elberfeld in Germany, but construction never started, © Nekosuki600, and licenced for reuse under a Creative Commons Licence (CC BY-SA 3.0). [8]

“In the 1820s, this system seemed to be very advantageous, since it was not necessary to raise embankments for its construction, the track could be created with relatively little earthwork, only a suitable amount of wood was needed. Such a railway was experimented with in several places in Europe, and Baden salt mine manager János Gáspár Bodmer jointly applied for a patent with the Austrian company Bollinger & Co. for the construction of a Hungarian network of more than 900 kilometers, which would have connected Pest with Debrecen and Fiume, for example. The costs were correspondingly high, the price of the entire network was set at two million forints.” [1]

Palatine Joseph liked the idea. “Archduke Joseph Anton of Austria … was the 103rd and penultimate Palatine of Hungary who served for over fifty years from 1796 to 1847, after a period as governor in 1795.” [3]

Before the entrepreneurs could get a license covering the entire country, the Palatine first wanted a test track that led from Pest to Kőbánya. “The Pest-Kőbánya route was ideal because the stones and bricks for the constructions in Pest were transported from Kőbánya, and by joining this stone transport business, the railway would have made a profit even on this short section of less than 7 and a half kilometres, according to the plans.” [2]

“Work on the 7.6 kilometre railway section began in May 1827. The company issued shares, a total of 513 shares were sold, among the shareholders were the palatine himself, György Sina, one of the richest men in the empire, as well as the banker Móric Ulmann and István Széchenyi. However, there was not enough money to use hardwood, so they built the course out of pine. The rapid work was hampered by the lack of manpower, so the palatine also ordered the military, but an additional problem was that one of the company partners and also the construction manager, János Bodmer, died unexpectedly in the early summer of 1827.” [1]

“The 1,372-pole line from Pest to Kőbánya was finally completed on 15th August 1827. Its main purpose was to supply Pest with building materials, so it branched off at Kőbánya, one end point was at the Kauser quarry, and the other branch was at the Lechner brick kiln. To facilitate stone transport, the line [was] slightly inclined towards Pest.” [1]

A drawing of the floating/suspension railway (Béla Czére: A pest-kőbányai próbavasút története [The history of the Pest-Kőbánya trial railway], Közlekedéstudományi Szemle, 1957. No. 7-8). [1]

The ceremonial opening took place on 20th August 1827, attended by the Palatine himself and his entire family, who travelled from Pest to Kőbánya on the new railway. The 25th August 1827 issue of Hazai’s Külföldi Tudósítások, commented:

“His High Duchy with his family, and the Deputation, led by Honourable Baron József Venkheim Főispán of Arad, at the city’s new Kőbánya, got on the carriages used for sitting, decorated with two flags with Hungarian colours flying in front of it, and all the way to the Kerepesi line, pulled by a horse, he arrived.” [2]

Palatine Joseph observed the return journey on which “a horse pulled 68 soldiers and a load of 148 Viennese quintal (that is, almost 8.3 tons), and later another train was started, and it was loaded with a total of 27 tons of stone, wool, and 40 barrels of wine. The journey time was approximately 1 hour.” [1]

The investors of the railway line leading from Pest, today’s Baross Square, to Kőbánya, naturally hoped for profit and the right to cover the entire country with their railway line later. Illés Aladár Edvi, in his study of Pest-Kőbánya Trial Railway (issue 7 of 1895 of the Magyar Mérnök és Építész-Egylet bulletin) cites the call made by János Bodmer, which he wrote to the hopeful shareholders:

“In Hungary, one of the most important points to be connected would be the one that would connect Pest, the centre of the country, with Szolnok by road, because goods coming from Poland and the Russian Empire could arrive here on Tisza or the newly built road in Ungvár county; the noble wines of Hegyalja, the linen of Upper Hungary, all of these can be transported to the world market quickly and cheaply from here.” [2]

“The business seemed to be successful, but problems soon appeared. On the one hand, there were not enough cars, i.e. not enough trains could run for the company to generate a profit. Of the existing 11 cars, usually only a maximum of 8 could be used at the same time, the rest had to be repaired, while three times as many, i.e. 24, were supposed to be running constantly, so the planned two trains per day could not always be started.” [1]

In addition, softwood rather than hardwood was used in the construction in order to save money. Hardwood was expensive and difficult to source at the time of construction. This led, however, to high maintenance costs and problems with deformation under load and natural drying of the timber meant that screws loosened and fell out. [1][2]

The wheels were above the cars. “The four wheels – 2 on each side – very close to each other rolled on the iron bands laid on the horizontal beams. Loads or passengers were accommodated in open structures hanging from the sides. The whole thing was drawn by horses, which of course walked on the ground. The idea was not completely unviable, according to reports from the time, a workhorse easily towed a 6-car, loaded assembly, which – converted to SI units – was nearly 14 tons including the weight of the cars.” [2]

A part of the track and a 2/3 scale reconstruction of the cars at the 2010-2012 exhibition “A hídember gépei” [“The Bridgeman’s Machines”] of the Museum of Transport (Photo: Hungarian Museum of Science, Technology and Transport). [1][2]

The railway could not “run in strong winds, because the structure had a significant defect, which could actually have been easily rectified. Since there were only wheels at the top, four per car, which were located quite close to each other, the cars hanging over the sides were rocked by the wind. This could have been avoided if the carriages were equipped with horizontal wheels that roll on the sides of the beams supporting the track and thus prevent swaying, but neither the freight nor the passenger carriages had such wheels.” [1]

“As early as the spring of 1828, it became clear that the entire line should be rebuilt and replaced with hardwood, and new, horizontal wheels should be placed in the cars, which would reduce the swaying.” [2]

The venture also carried high finance costs. The project exceeded the 20,000 HUF budget, coming in at 31,000 HUF. New shares were issued, but not enough money came in. As a result, the Company owed nearly 5,000 HUF to master carpenter József Spiegel, the head of the construction, who took over the management of the construction after Bodmer’s unexpected death in 1827. [2]

No account appears to have been taken of the state of the market at the time. “The company would have been successful if it had continuously delivered building materials to Pest. However, it would have been necessary to successfully break into an already well-established … market, which would have been possible if the work was taken away from the competitors, who used to carry out the deliveries with carts, or … construction work in Pest … accelerated in such a way that … excess capacity” was required. [2]

The market did not grow and there was no need for additional capacity. The carriers who had been transporting building materials until then were not happy about the competition and formed a cartel to lower their prices, i.e. it was cheaper to transport by cart than by rail.

“At the shareholders’ meeting held on 20th March 1828, the situation was quite hopeless. The railway was already struggling with a debt amounting to 4,339 HUF 35 kreuzer, and it did not generate enough income to start making a profit. To hope for a profit, major improvements would have been necessary, for example, new cars would have had to be purchased. For the continued operation of the railway, and to have enough money for purchases, each shareholder should have had to pay an additional 15 HUF.” [2] This they were not willing to do. so the company ceased operations on 20th March 1828, i.e. after 7 months. The line was dismantled, the timber was sold for firewood, but there were beams that were used at the Chain Bridge. [1][2]

“From the point of view of Pest, the suspension railway was important for several reasons. On the one hand, this investment also confirmed what was stated in law 10 years later, that Pest and Buda are the country’s transport hub. The railway was based on the future hope that Pest [would face] development, not only in the field of construction but also in the field of industrial plants, which [would] require a large increase in land transport [capacity]. It is no coincidence that the railway was a trial section of a line extending to the Tisza and beyond to Debrecen – that is, from where it was not possible to transport by ship. … However, the railway was about 10 years ahead of its time. Only one public railway line operated in one place in the world, England.” [2]

References

  1. https://pestbuda.hu/en/cikk/20220812_the_first_hungarian_railway_was_built_195_years_ago_the_special_structure_delivered_construction_materials_from_kobanya, accessed on 6th February 2025.
  2. https://pestbuda.hu/en/cikk/20230322_the_downfall_of_the_first_hungarian_railway, accessed on 6th February 2025.
  3. https://en.m.wikipedia.org/wiki/Archduke_Joseph_of_Austria_(Palatine_of_Hungary), accessed on 6th February 2025.
  4. https://en.m.wikipedia.org/wiki/Henry_Robinson_Palmer, accessed on 6th February 2025.
  5. https://en.m.wikipedia.org/wiki/Monorails_in_Russia, (the first Russian monorail was built by Ivan Elmanov in Myachkovo village, near Moscow in 1820. In this road on pillars”, horses pulled railroad carriages placed on a horizontal beam. The wheels were mounted on the beam, not on the carriages. Elmanov could not find investors to fund for his project, and stopped working on the monorail); accessed on 6th February 2025.
  6. Anton Howes; Smart, George; in the Oxford Dictionary of National Biography. Oxford University Press, Oxford, 2004.
  7. Henry R. Palmer, Palmer’s Observations on Railways / Description of a Railway on a New Principle; J. Taylor, London, 1823, p1, 2, 33, 34–35; via https://archive.org/details/bub_gb_HezfU0-Af4QC, accessed on 6th February 2025.
  8. https://commons.m.wikimedia.org/wiki/File:Palmer-monorail.png#, accessed on 6th February 2025.