Saturday 28th March 2020: A railtour with a loco from the GDR Governmental Train

Saturday 28th March 2020 will see a railtour operated by the Lausitzer Dampflokclub from Cottbus, via Dresden into the Czech Republic, with the destination of Luzna (home of the Czech railway museum).  This is advised as being intended to be hauled by class 228 diesel-hydraulic loco 228 552 (back carrying its pre-reunification number of 118 552) and steam loco 03 2155; the exact split has not been advised yet but a similar tour last year kicked off with the 228 which then provided insurance/rear-end assistance to the Pacific for the main chunk of the tour.

Notably, this loco, as V180 052, along with sisters 048 and 050 were built for the Deutsche Reichsbahn as the dedicated fleet for the GDR governmental train.

This tour has not yet been opened for bookings, but keep an eye on the operator’s website for more details.

Below is a link to a photo showing 052 along with 048 over the inner-German border in Bebra in May 1970, hooking off from that train which was conveying GDR Prime Minister Willi Stoph to Kassel to a landmark meeting with West German Chancellor Willy Brandt, an event that held the world’s attention in the midst of the Cold War. This loco will have doubtless carried out many more equally prestigious jobs in its time.

18th August 2019 – Potential event in Belgium – thoughts please

This is not an announcement of a set-in-stone event, but an update on my intentions and a request for your thoughts please.

After a lot of negotiation behind the scenes (which is why I’ve been quiet lately!), I have in principle arranged a modest haulage event for us in Belgium on Sunday 18th August 2019, arranged to coincide with the “Festival” at the Bocq railway, currently planned to feature 3 class 55s and a class 77.  This would be of a similar format to my event at Saint-Ghislain last year – but would be at Kinkempois Depot (Liège) and would be able to feature GMs 5216 and 5306 and shunter 7384 giving rides in a carriage.  These locomotives are not intended for preservation and it should be considered a ‘farewell’ to all three – in the case of class 53, it may conceivably be your last opportunity to ride behind one.


5216 arriving at Namur, 24th June 1989 (Photo: Jools Hill)

Now the ‘catch’ – these locomotives are stored and will require effort (and money and components) to reactivate for our enjoyment on the day.  The group concerned are prepared to do this for us, but need to know that:- a) these costs will be covered, and b) it will make their effort worthwhile – i.e. make them some money for their projects.  As ever with my events, every penny received will be given immediately to our hosts for railway preservation.  At present, I would intend to charge a flat fee of €50 for the event – not as a reflection of the rarity of the opportunity, so much as a reflection of the costs involved in them presenting it to us.  I realise that this is a larger sum of money than I charged last year, for a smaller total number of locos, but I feel that especially when considered in conjunction with the cheap rovers at the Bocq, still represents a good value weekend.  If more people than I expect commit to attending, that price would be brought down.  At last year’s event, I was able to offer an ‘opt-out’ fare if you did not wish to travel behind a certain loco, and I am certainly amenable to such arrangements under usual circumstances, but due to the nature of this event this will not be possible here I am afraid.

Please could you let me know ASAP if you would attend this event, if I was to arrange it.

My intention would be for an early start at Kinkempois on the Sunday (accessible by train from Namur, and Brussels if you’re up with the lark!).  This would mean a finish by ‘lunchtime’.  It is possible that I would then be able to arrange a follow-on event in the afternoon at the Stoomtrein Dendermonde-Puurs with (some of) their diesels, which would be accessible by public transport, but the Infrabel track certification planned for the end of April did not happen and I am still in the process of understanding just what would or would not be possible for us.

Transport to Kinkempois would be under your own steam, but there is a public bus service and I would intend to attempt to co-ordinate your arrivals from Ougree or Guillemins (either side of the depot) in order to ensure loads are evenly split between buses and nobody gets left behind.

I apologise for the short notice (as you can imagine, it has taken a lot of work to get to this point) and hope that my track record in delivering three highly successful rare traction haulage events shows you that I am certainly serious with this.  The staff who would host us on the Sunday are also prepared to give up their day attending/working at the Bocq “Festival”, so that demonstrates faith in us too.  Please let me just reiterate that this is not a confirmed event, but hopefully your replies will allow me to make the necessary final steps forward to make it one.  Depending on how quickly the replies flood in, I hope to be able to say if it’s a runner or not by the end of the week and will contact you one way or the other.

With best wishes,

Jonathan Wilcox

European Traction website – the future

Firstly, don’t read too much into the title of this blog post, and also please do not misconstrue it as a plea to be patted on the back either.  It’s now very nearly a year since I set this website up, and it’s an appropriate time to look back at what it has (and has not) achieved so far, and also where it proceeds from here.

The website was set up with two primary aims – firstly, to give wider publicity to haulage opportunities across the Continent to make it easier for enthusiasts of European locomotives to travel behind different or interesting ones, and secondly to serve as a platform to encourage enthusiasts who have not travelled overseas much (or at all) to do so, by showing them what there is to experience and advising how to go about it.

I would like to think that it has so far been successful on both counts – I’ve certainly received a lot of messages advising that users have ridden behind locos that they would otherwise not have done were it not for this site, and the previously oft-heard quote “I’d have done that if only I’d have known about it”, uttered for years by enthusiasts seeing photos retrospectively of events or railtours that had simply not been known about in advance, is almost a distant memory!  Equally, it has led to greater support of overseas railway events – for example, the Bocq railway “Festival”, widely publicised via this site, had an approximately seven-fold increase in the number of British visitors it received in 2017.  Positive feedback from a number of angles has been extensive and I am very grateful to everyone who has taken the time to give it.

It is fair to observe that there has been some isolated (but fairly vocal and public, it must be said) criticism of the mere concept of this website online, with the view expressed that it is futile and, indeed, counterproductive to set something up that is “in competition with European Rail Gen“.  My personal view is that it simply is not in competition with anything, otherwise it would not exist.  “ERG” exists to share urgent and interesting information on loco workings and trip reports – the former with brevity the key, given the format – and indeed I do share much of the information to be found on this site to the group myself. 

The utility of this website is to bring together (including from existing internet resources – saving you the effort of trawling and translating yourself) forthcoming haulage opportunities in an easily-referenced calendar format, usually with a link to more information about the loco involved, that – in my view at least – does far more to entice novices to get involved than a list of numbers of locos they’ve never heard of and places they’ve never been.  There are also a number of (I feel, interesting) articles on more general locomotive-related subjects.  It is also worth saying that my distinct feeling is that preservation groups/railtour organisations are far keener to share information for a semi-journalistic article searchable across the web, than to an individual in another country who may not even then visit.

The other aspect that has received some (again, isolated) criticism is that I ask for voluntary donations to cover the costs of having and keeping this website online.  I don’t personally see this as unreasonable – I have always been entirely honest about the costs involved, and this is in my time as well as money.  I emphasise that I am not out to make a profit in any way – if I was, I certainly would not go about it this way!  I merely take satisfaction from the knowledge that it is helping others, however I do need to acknowledge that it does cost me a considerable amount of my own money to do this: over £200 so far, and I have a further significant payment due to go out for website hosting next month.

With that in mind – what’s your view on these issues?  Is what is contained on ERG and elsewhere online sufficient for your needs as an enthusiast – or do you need this site?  If so, I would be delighted to continue with it – however, if you don’t, then it seems sensible that I spare myself the effort before the next sizeable bill is due.  Equally, if there’s anything you would like to see me do differently – or additionally – with the site, please do let me know.

Thanks for reading – I’d appreciate your thoughts?

Jonathan Wilcox

Q&A – August 2017 Interrail ideas


James is travelling around Europe on an Interrail ticket from 7th to 14th August 2017 and has asked for some pointers on interesting routes and traction to include in his itinerary.

A week-long Interrail ticket with the flexibility of travelling anywhere in the continent is a fantastic thing to have.  One of the defining moments of my life was as the stereotypical backpacked teenager, walking out of Paris Gare du Nord with the endless possibilities of travel to, from and through 30 countries that my ticket afforded me.

It’s purely a personal view, but I’ve always preferred to maximise haulage and travel when I am on rovers such as this, rather than to go spotting or photographing whilst I have a fairly expensive ticket burning a hole in my pocket.  Similarly, I’ve tended to shy away from “insect leaps” with the sole aim of travelling behind as many locos as possible whilst on global Interrails, preferring to make longer journeys over interesting routes that don’t have cheaper ticketing options for another day.  I also find that a global Interrail is a good way of “testing” out countries I’ve not been to before.

With that in mind, I’d recommend a fairly fast-paced adventure around the continent, not spending much time in any particular place, but taking in as much as possible in the short amount of time.

Overnight Trains

A good way to cover as much ground as possible is to use overnight trains, which both give you the “immediacy” of finishing a day in one place and being able to start the next somewhere else, and also save the money of a hotel booking.  I certainly wouldn’t recommend a week of solid overnights though – I had a phase of doing them in my late teens, and it did me no favours!  Reservations and/or supplements are compulsory on most overnights, so do check before travel with the information you get with your Interrail and/or the operator.

The amount of overnights on offer across the continent reduces year-on-year, but there are still a few useful ones.  A useful run-down of sleeper trains can be found here, although there are plenty of seated-only overnights all over the continent.  These can be entirely variable in quality, however.

One of the most interesting overnights in Europe, though, is EN300/EN301, the “Berlin Night Express” between Berlin and Malmö (Sweden), which travels on the Sassnitz to Trelleborg train ferry overnight.  The section on German metals is currently the only place to travel behind one of the 7,200hp class 155 heavy freight electrics – 155 110 and 155 159 of Wedler Franz Logistik are currently the staple motive power for these.  For the 2017 season, these replaced the previously-booked class 109 “Holzrollers” that had worked this diagram for years, as none of the 109s were serviceable – however 109-3 (109 073) had a test run with 155 159 today (20th July 2017) so this may lead to a reprieve.

The “Berlin Night Express” leaves Berlin Hbf at 19:07 on Wednesdays, Fridays and Sundays, and Malmö at 17:00 on Mondays, Thursdays and Saturdays – until 14th August.

Train Ferries

Sassnitz to Trelleborg is not the only passenger train ferry in Europe, indeed there are two others, both of which see daytime services.

The other one in the area is that from Rødby (in Denmark) to Puttgarden (in Germany), due to be replaced in the next decade by a fixed link, however the only trains that use this are now DMUs; those on the København to Hamburg route.  However, on weekends, Puttgarden also sees a loco-hauled service on Saturdays and Sundays – a DB class 218 works the 08:21 and 14:26 from Hamburg Hbf, returning from Puttgarden at 11:10 and 17:10 – although it must be said that this stopping train across the slow-paced flatlands of Schleswig-Holstein does not exactly give the loco the opportunity to stretch its legs.

In theory, you could travel on the Friday night Berlin to Malmö, arriving in Sweden on the Saturday morning – then crossing to København in Denmark before catching an ICE via the Rødby train ferry to Puttgarden, dropping back onto the 17:10 Puttgarden to Hamburg 218.

The third European passenger train ferry runs between Villa San Giovanni in Italy and Messina on the island of Sicily.  Due to the time involved in getting to the very foot of the Italian “boot” and back to sample it, I might not recommend it for a week’s global Interrail, but it is still well worth experiencing.

Interesting Haulage

In terms of traction, it would be easy to say “well, all the best stuff is withdrawn now” and indeed that sentence could probably have been said (with some truth) for the last 50 years.  My honest opinion is that there is still plenty to go and experience on the continent – indeed, that’s the reason I set this website up.

I shan’t cover absolutely everything, as that would not be possible, but I will pick out selected highlights that I feel should be covered in a week’s Interrail.  If you think I’ve missed anything, please comment below!

In terms of heritage diesel and electric loco haulage, do check out the haulage calendar on this very site, which lists a number of railtours, galas and events that are happening – although, again, if I was in possession of an Interrail I’d probably prefer to spend my time travelling on trains it was valid on, rather than specials.  However, I would strongly recommend the Bocq railway diesel gala on 12th and 13th August in Belgium, and you can also join us for 7408 and 8040 at the heritage railway at Maldegem on the Sunday morning.

James expressed a particular interest in sampling the DB class 218 diesel-hydraulics, and I can’t recommend the 06:55 Hamburg Hbf to Berlin Ostbahnhof highly enough.  This is a temporary diagram running to the end of August 2017 (excluding Sundays) and really gives the locos a chance to show what they’re made of.  It’s definitely the best diagram to experience them on; they can also be found on Intercity workings between Itzehoe and Westerland, the weekends-only Puttgarden regional diagram as mentioned above, trains between Ulm and Lindau, Eurocity workings from Lindau to München, as well as one or two other routes where they either are not taxed or can be hard to pin down at times.

Another diesel loco type with a sizeable following amongst British enthusiasts is the class 749/751/752 of the former Czechoslovakia.  In terms of passenger diagrams, there is now very little.  The best bet is the “Rakovnický rychlík” Saturdays only service: 08:42 Praha hl n to Rakovník (R1581) and 15:32 return (R1580), which has produced the booked loud 749 on all but one occasion that it has operated so far this year.  749 107, 121 and 264 also see limited use around Praha, mainly at weekends – link to spreadsheet here.  749 259 has also recently seen use on a daily diagram for Regiojet between Komarno and Bratislava in Slovakia, however it looks as if motive power for this has reverted to a KDS “goggle” now, with 753 197 hauling the train on 24th July 2017.

Heading south-west, the Iberian peninsula has a lot of interesting diesel loco haulage to offer you.  This summer sees a diagram for the English Electric class 1400 diesels in Portugal, along with a turn for metre-gauge Alsthom diesel no.9004 on Saturdays only not too far away.  Spain still has a fair amount of main line long-distance diesel loco haulage too, which can be sampled on the way to and from Portugal quite easily.

The south-east of the continent also has plenty of traction interest, although given the distance and time involved in getting there and back, I might not recommend much of an excursion into the Balkans for a week’s Interrail.  However, it’s difficult not to endorse the Croatian class 2044 GMs on the scenic route out of Split.

Interesting Routes

This leads me on nicely to the scenic routes of Europe.  Sadly, the “perfect marriage” of fantastic scenery and decent diesels does not occur in many places on the continent these days; the Split route probably being the best remaining example.

This list of scenic rail routes in Europe is hard to argue with, many of which do see loco haulage, but solely of the electric variety.

Switzerland is often described as the most scenic country in the world, and it is home to plenty of scenic railways, many of which are narrow gauge – although check if your Interrail is valid if you intend to travel on any of them.

I would be tempted to head to Scandinavia, as an astonishingly scenic region, but also one that is notoriously expensive to travel in whilst on “normal” tickets, and also one where long distances are involved.  A possible itinerary would be to travel up the Nordlandsbanen in Norway, 453 miles from Trondheim to Bodø, in the Arctic Circle with GM Di4 diesel power, then by bus or plane to Narvik, before returning electrically-hauled through Sweden.  Getting there and back would, however, take up most of your week – although it would be a proper Interrail adventure.

Whatever you end up doing, please post what you see and travel behind to the various appropriate gen groups!


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Widebody aircraft on short-haul routes


If you are flying between the UK and continental Europe – particularly if you are taking advantage of low cost flights – the chances are that you will be travelling on one of a fairly small number of narrow-body aircraft types.

However, if you know where to look, there are numerous opportunities to fly short-haul on bigger aircraft types, including those that are usually only to be found on much longer (and more expensive) routes.

Here is a non-exhaustive list of some of the most useful for those of us travelling to, from and around the Continent for rail-related reasons.  Some only run on certain days of the week, these are shown in brackets.

Airbus A330

Iberia – BA522 18:30 Heathrow to Madrid (7 days a week – can be either A330 or A340)

Iberia – IB3166 15:50 Madrid to Heathrow (7 days a week – can be either A330 or A340)

Air China – CA961 06:55 München to Athinai (W/S)

Air China – CA842 11:25 Barcelona to Wien (M/F/Su)

Airbus A340

Swissair – LX1574 07:10 Zürich to Wien (F)

Swissair – LX1575 09:40 Wien to Zürich (F)

Swissair – LX1018 12:50 Zürich to Düsseldorf (F)

Swissair – LX1019 14:55 Düsseldorf to Zürich (F)

Swissair – LX1026 17:45 Zürich to Düsseldorf (F)

Swissair – LX1027 19:50 Düsseldorf to Zürich (F)

Airbus A350

Finnair – AY832 10:20 Heathrow to Helsinki (M/W/Th/F/Su)

Finnair – AY831 08:00 Helsinki to Heathrow (M/W/Th/F/Su)

Boeing 767

British Airways – BA456 06:20 Heathrow to Madrid (7 days a week)

British Airways – BA428 06:45 Heathrow to Amsterdam (7 days a week)

British Airways – BA902 07:05 Heathrow to Frankfurt (M/T/W/Th/Su)

British Airways – BA632 11:55 Heathrow to Athinai (7 days a week)

British Airways – BA780 13:15 Heathrow to Stockholm Arlanda (7 days a week)

British Airways – BA460 13:50 Heathrow to Madrid (M/T/W/Th/F/Su)

British Airways – BA558 18:20 Heathrow to Roma Fiumicino (M/T/Th/F/Su)

British Airways – BA551 08:00 Roma Fiumicino to Heathrow (M/T/Th/F/Su)

British Airways – BA429 10:25 Amsterdam to Heathrow (7 days a week)

British Airways – BA903 10:55 Frankfurt to Heathrow (M/T/W/Th/Su)

British Airways – BA457 11:10 Madrid to Heathrow (7 days a week)

British Airways – BA781 18:00 Stockholm Arlanda to Heathrow (7 days a week)

British Airways – BA461 18:25 Madrid to Heathrow (M/T/W/Th/F/Su)

British Airways – BA633 18:30 Athinai to Heathrow (7 days a week)

There are also a number of domestic UK flights using BA 767s, on the Heathrow to Glasgow and Edinburgh routes.  The oldest of these planes dates from 1989 and they are scheduled for imminent withdrawal.

Boeing 777

British Airways – BA458 07:25 Heathrow to Madrid (Summer 2017 – details TBC)

British Airways – BA459 11:45 Madrid to Heathrow (Summer 2017 – details TBC)

Korean Air – KE933 18:10 Wien to Zürich (Tuesday/Thursday/Saturday)

Boeing 787

Air France – AF1681 09:40 Heathrow to Paris CDG (until October 2017, daily except Wednesday)

Air France – AF1680 07:30 Paris CDG to Heathrow (until October 2017, daily except Wednesday)

Ethiopian Airlines – ET725 19:30 Stockholm to Wien (Monday/Wednesday/Friday/Sunday)

LATAM Chile – LA704 15:05 Madrid to Frankfurt (7 days a week)


The situation with aircraft is far more fluid than that with trains.  I’ll endeavour to keep this list as up-to-date as possible, but if you’re aware of any amendments that I need to make, please don’t hesitate to let me know.