We first attempted to visit Peak Rail some years ago, however a lack of cash and a ticket machine which was unable to deliver a ticket without cash frustrated that aim and it was abandoned. Today it is a planned part of our return journey from Yorkshire. commencing at the right end of the line – and a free car park – at Rowsley South. I must admit I have always had a view that the line was both longer and larger than I found it to be. The line is about 3.5 miles long and they would like to extend about 3/4 mile to Bakewell. Beyond that the former line is given over to the Monsal train so further extension is unlikely. Rowsley South station is new and to me feels hidden behind an industrial estate. The original Rowsley station building is now a part of the Peak Village shopping outlet.
750 Waleswood Rowsley South 20-6-26
A lost opportunity was either a lunch or tea train (which absorbs all of the numerous waiting passengers) which departed as we arrived headed by ‘Waleswood’ a Hudswell Clarke locomotive from 1906 leading a somewhat peripatetic life in preservation joining the Peak Rail fleet in 2024.
Matlock 20-6-26
By comparison our service train was almost empty when it leaves and the locomotive 2183 ‘Earl David’ has a very gentle time as we descend over the forty minute journey to Matlock (which I visited using the East Midlands service when I had a Heart of England Rover in 2025). 158773 is the unit visible.
2183 Earl David Matlock Riverside 20-6-26
The locomotive propels the train back to Matlock Riverside where it can run round the coaches and return to the front of the train. Thereafter the return journey is much harder work for the locomotive as it has to work hard to lift us up the gradient to Rowsley South.
The railway appears to have a huge amount of rolling stock in sidings adjacent to Rowsley South station, how much of it can and will be restored is hard to know. I think it might be good to extend to Bakewell but at the moment I do not feel it is carrying enough passengers to work. Perhaps we managed a low business day of course.
MGBGT Cavendish Hotel 20-6-26
Having completed our round trip we drive past Chatsworth House to find our hotel for the evening. In the car park was this stunningly restored MGB GT which is beautifully restored version of the car (TVR 973K) which I owned for nearly two years in the mid-eighties. This one looks to be in excellent condition – the internal leatherwork looks far better than my car ever did.
We are on our way to Yorkshire and I have dropped Jackie in Central Loughborough which means I am free to ride the current Great Central in full. On our last visit we took the Mountsorrel branch and on a previous visit only travelled between Quorn and Birstall and Belgrave which has adopted the name of Leicester North having been moved about 100m south and within the boundaries of Leicester, the original station was demolished but they were very close. Today is a full fat run!
D9015 Loughborough 18-6-26
I arrive in plenty of time for my service and have time to walk past the line up of diesels including the Deltic which is due to return to service in the near future. I suspect I do not have enough time to visit the loco shed which sits astride the line and will be removed prior to be reconnected to the line northwards.
73156 Loughborough 18-6-26
We are awaiting the return of the first service and it is steadily getting later and later. No announcement as to the cause of the delay and eventually it arrives. 73156 runs around and we are advised that the time at our destination will be cut to enable the timetable to be recovered. 73156 is a BR Standard 5MT entering service in 1957 working over the Great Central at various times before withdrawal in 1967 when it was consigned to Barry. It returned to steam and service in 2017 so will soon be reaching the end of its boiler certificate probably in 2028.
73156 running round 18-6-26
On our return journey we reach Rothley (pronunciation is questionable but locals seem to use something like Roathley) we stop but do not restart. It seems that the loco is unable to create a vacuum on the train and some fitters attend (the line’s carriage maintenance is undertaken at Rothley). The youngest (and female) member of the team makes several trips to and from the shed to obtain bolts (and presumably nuts) of the right size to effect a repair. After nearly an hour we are on our way once again.
73156 Leicester North 18-6-26
The line is of course part of the London Extension from Nottingham to London opening at the end of the nineteenth century and consequently built to standards current at the time to ensure easy working. In preservation days the line was initially single and shorter and was slowly extended and part double tracked to provide a feeling of a main line – which of course the line was.
33116 Loughborough 18-6-26
The railway has achieved much over the last 50 or so years and has great plans to link up the missing section and reconnect nearly back to Nottingham. The sums involved are eye-watering and to be honest I doubt that I will live to see it achieved. Green Signals have looked at the project in detail and you can watch a video of their investigation.
Reasonable passenger numbers for a midweek train not in the holiday season. Potentially excess passenger capacity today. It is a lovely run through the countryside and across the Swithland reservoir which was built in a couple of years prior to the railway being built through the area.
Having been on holiday in Cornwall I felt that as we had the time we should take a slightly devious route into North Devon and visit the phoenix line of the Lynton & Barnstaple. As on our earlier visits it does not yet serve either of the titled towns although in the last few years some grand plans have been hatched they were financially challenging and at the moment the line might see some extensions in future years. It is still 205 miles from Waterloo as the railway measures it.
First class comfort 23-5-26
Operations are based at Woody Bay and, in common with many railways we have visited recently there is very little in the nature of brown signs until the site is reached. I am convinced that either I used to be better at finding stations or that signage is not as prevalent as it used to be – does everyone believe that satnav means that brown signs are no longer needed? More signage please. the station is nowhere near the bay after which it is named – which is a decent walk.
2819 Sir George Newnes 23-5-26
Our last visit was (I believe) in 2013 before Bagnall 2819 “Sir George Newnes” came to the line so I think at that time we were hauled by Axe a Kerr Stuart locomotive. The Bagnall is heading the train today and it is gently simmering near the loco shed whilst we consume a light lunch.
Running Round Killington Lane 23-5-26
We then take our first class compartment (all to ourselves) for the trip. We are sold an all day third class ticket and then for the trip we buy the first class as an extra. We do not have the time today but in other circumstances could go back and forth.
L&B – the future 25-5-26
The line is about a mile each way now – I cannot prove it but I think I first visited when it sis not run so far – not long after opening in 2004 and then again in 2013 when we were able to visit Killington Lane which remains the limit of operation. There have been some grand plans and I believe more trackbed purchased over the years but I honestly doubt I will see it reach either of the named places – I hope it manages it one day.
We have spent a week in Cornwall and having visited the Helston Railway and the Lappa Valley lines last year this time we are able to include the Bodmin Railway in our itinerary. My first visit here was with the line still in BR operation with our charter train reversing at Bodmin General and then wending its way to Wadebridge – a journey no longer possible. I have visited since it became a heritage railway – sometime in the early 2000s and the operation of the line remains much the same as it was on that visit.
55020 Bodmin General 21.5.26
We arrive on a very hot day – which after a cold week in Cornwall is just slightly annoying. The station car park is full so we have to park up the road which is a downhill walk to the station (at least in one direction). Ticket acquisition at Bodmin General is not overly rapid – the passenger in front being unaware of the service pattern and also wishing to partake in one of the meal bookings which is possible Similarly my purchase takes time as they are allocating seats today and the service is quite busy (no doubt part of the explanation of the full car park).
175112 Bodmin Parkway 21.5.26
The railway has a somewhat odd flat “V” shape as a result of history. It is largely downhill from Bodmin General at the point of the V, first to Bodmin Parkway where GWR operates the main line between London Paddington and Penzance. This segment is around 3.5 miles long. There is a connection to the main line but unlike my first ever visit it cannot currently be used by passenger carrying trains. The carriage sheds for the railway are in the angle between the main and branch lines to the west of the station. On arrival at Parkway the main line service is running late and I have my first opportunity to see a class 175 in GWR service.
The steam loco runs around ready for the trip back up the hill to Bodmin General. The journey to Bodmin Parkway is largely through wooded countryside with one new station on the route at Coleslogget Halt which is only served (on request) by steam hauled trains on the outward journey as it is on a steep gradient on which the engine needs to keep moving on the return uphill journey.
5552 at rest Bodmin General 21.5.26
The locomotive runs around again and after a wait we leave the station, this time taking the route to the right and again on a falling gradient we proceed to Boscarne Junction where the GWR line used to connect to the former Southern route from Bodmin North (and Wenfordbridge) to Wadebridge and Padstow following the course of the Camel river. Bodmin General has gained a second platform since my earlier visits and Boscarne Junction is now in Southern Railway colours, having acquired a waiting room for passengers on the platform in 2010 and which was not there on my earlier visit. This second leg of the journey is around 3 miles and the total distance covered today is 13 miles. The Bodmin Railway website advises that the gradients are typically between 1:37 and 1:44. There are no intermediate stations on the other arm of this side of “V” to Boscarne Junction.
5552 running around at Boscarne Jn 21.5.26
Boscarne Junction station abuts the Camel Trail which uses the former rail route to Padstow for walkers and cyclists. At one stage the Bodmin Railway held out hope of re-instating the line as far as Wadebridge but the strength of support for the Camel trail is such that it now seems impossible for any extension towards Wadebridge to be considered and with a few exceptions most railways are not really contemplating extensions at the moment. (Those which are undertaking such contemplations can see that immensely deep pockets are needed).
Boscarne Junction 21.5.26
It is a pleasant ride on a warm day and it is particularly warm walking back up the hill to the car. Once upon a time the LSWR T9 was here but that was some years ago and I think most of the motive power now available reflects the GWR heritage of the line.
A few weeks ago there was an announcement that Flying Scotsman would be visiting the Mid Hants Railway (MHR). At the time we were on a boat heading to La Gomera and I was desperately trying to book tickets before we lost phone connection as I feared the tickets would all be gone before we reached the island. Luckily two were secured and now here we are.
Flying Scotsman Alresford 20.3.26
I accept that the locomotive draws large passenger numbers and to cope with this the MHR has arranged parking out of Alresford – which somehow we drive right past without seeing it. My attention was distracted by the car satnav using a different route and a warning of road closures which did not materialise. Sense of humour diminished the fact that the Alresford car park was not full was something of an anti-climax and we were allowed to park in it. That made things much simpler.
Ivatt Tank Ropley Assisting 20.3.26
As we were now very early there was a lot of waiting around before we could get our hot drink in a cardboard cup, so not exactly bone china. Then as the hot water cooled down we were held in a queue as we could not access the coaches until the afternoon tea had been delivered to our tables (along with the bottles of prosecco, things started looking up). Once on board it is not long before we are away and I suspect a Mickey Mouse tank at the rear is providing some gentle assistance on the up gradients.
Afternoon tea 20.3.26
After the initial setback the content of the afternoon tea exceeds expectations and it takes most of the trip to Alton to be consumed. Flying Scotsman takes a rest at Ropley for water on each trip – which seems a little excessive but should provide some nice photos on departure. Given that once upon a time the loco could run from Kings Cross to Edinburgh (using water troughs I admit) then a few miles back and forth is surprising to find water being needed on each return trip. The Ivatt tank on the rear cannot stop near a water column at all during the day and a water tanker delivers water to it at relevant times.
Flying Scotsman Ropley 20.3.26
My first visit to the line was on a diesel multiple unit not that long before closure, although I cannot remember why or how I made that journey. There have been subsequent visits but it is noticeable on this journey how much construction of new housing there has been at the villages along the line – there is a lot of it and I wonder now if the line had not been closed how much usage a daily service could enjoy, but without the connection into Winchester it is unlikely to work as I would guess the major demand is in that direction rather than Alton.
Sprinter Alresford 20.3.26
In this regard it is interesting that the line has recently acquired a Sprinter for immediate service which today was working between Alresford and Ropley on a shuttle to enable the Flying Scotsman passengers can use to visit Ropley and get some photographs of the mighty locomotive leaving the water stop on the next trip to Alton.
Canadian Pacific Ropley 20.3.26
Some of the organisational aspects felt a little officious. The actual trip operated smoothly and clearly it needs a lot of effort to host Flying Scotsman and to handle the crowds. Needless to say the price is also significant – but for those wanting to say they have been hauled by the Flying Scotsman then that is the going rate. I might add that I feel misled by the use of a marketing name for the line and hence refuse to acknowledge it. However on the flip side there was a little time to go and see Canadian Pacific which has recently returned to steam but is taking it easy this week. A return visit for a trip behind this loco would be a good idea.
30506 Ropley 20.3.26
Handling the service trains interworked with the special services 30506 which managed to get captured as it was working along the line.
Although it is one of the longest heritage lines in the UK, I have rarely visited the Severn Valley Railway. An initial visit in the mid-seventies was before the service reached Kidderminster and a visit in the mid-eighties on a railtour was more about the journey on a Hastings unit as it was about the preserved railway. There was a brief visit without travelling the line a few years ago to the relatively new “Engine House” at Highley.
Today is a chance to see the line properly. I drive and park at Kidderminster, the southern terminus which has grown a completely new station since my last visit. Plus extensive sheds for the diesel and carriage fleets as we leave the town. I am a little surprised at how full the parking already is this morning and half way to the station I discover the camera battery is completely flat requiring a return to the car. Parking is £4.20 payable by Ringgo.
46045 SVR 14.3.26
A Class 46, 46045, is at the head of the train and I take the journey to Bridgnorth in full. There is a fair bit of waiting around at the stations on the way and at several the train length exceeds the platform length. The train is reasonably loaded and during my trips we stop at both of the request stops on the line so travel is very definitely not end to end unlike some lines and the intermediate stops have attractions of their own. We wander through the scenic valley of the river Severn and it is noticeable that the river banks are adorned with fishermen, although it is not obvious if much is being caught.
At Bridgnorth I move to the other platform as I want to catch the first departure – which is the steam hauled service today. Power is provided by 1450 and 7714 – a pair of tank engines. 1450 I believe provided the power on the Dart Valley Railway when I visited there in the early 70’s but it has been at the SVR since 2014. It has had a recent full overhaul and a new owner so it may at some point move on from the SVR as it is not powerful enough to handle the current services on its own. 7714 has always resided at the SVR and its current boiler ticket is soon to expire so like many locos these days may not see an early return to steam as again it is probably underpowered for today’s longer trains.
Western Champion SVR 14.3.26
The SVR certainly seems to have a good level of volunteering with visible staff on all platforms and at various points along the lineside undertaking work. It is a large enterprise and the standards are high from the items which can be seen. There is a lot of freight stock which looks fettled alongside the needed coaching stock. A platform extension is underway at Kidderminster to enable the longer trains being used today and at Bridgnorth it was impossible to obtain photos of the two tank engines as they were off the platform.
SVR DMU 14.3.26
A third service was being run by DMU. To me it is a pity that the economics could not justify two out of the three services being steam hauled.
Bradley Manor SVR 14.3.26
7802 Bradley Manor was in steam and would later haul the boogie train on the evening service but I do prefer steam on general services and for two to be diesel was unwelcome to me but I doubt it was impacting the usage. However once back at Kidderminster I take the steam service back to Bewdley where I can wait for the DMU to bring me back to Kidderminster and the car back to my hotel.
A rather different excursion today we join the Railway Touring Company rail tour from London Victoria to Worcester. This was booked some months ago as it is one of the shorter day excursions which we can join and leave at Staines-upon-Thames.
Operations on the Day
Originally Clan Line was due to haul the train throughout, however we are advised prior to the day that between Gloucester and Worcester the train will be diesel hauled. I see a report that it was not possible to get the locomotive serviced and turned at Worcester so this will happen at Gloucester.
The train arrives at Staines slightly late with a class 47 diesel on the rear. We are in the supposedly air conditioned Mk2F dining coach but it is soon clear that the air conditioning is not fully functioning which makes for a warm morning. We are frequently reminded that using the door windows to observe external activity is ill-advised and it all makes steam haulage ever less attractive.
Being near the rear of the train in an enclosed environment it is impossible to establish which locomotive is doing the work today. The hand out guide does not have the final timings as it shows the train having a water stop in Gloucester Yard rather than going to the station for the locomotive to be removed.
Verbally it is reported that on the outward journey the diesel was only carrying its own weight with Clan Line doing the majority of the work. Shortly before Gloucester there was a signal stop. At this point I was near the front of the train and carefully observed the move away from the stop – and it seemed that Clan Line was doing a significant part of the work to get the train moving again.
The detailed timings from Realtime Trains for the outward journey show that in general the planned timetable was maintained well, coming to a stand after Cholsey as we were running early. There was a water stop between Wantage Road and Challow.
Our return trip ran early from Norton Jn to just before Cheltenham Spa as we took the path allocated to a Cross Country service which was not running due to industrial action. However there was a service which had to leave Cheltenham Spa before we could enter the platform.
We are in the third coach of the train on reversal at Gloucester and for a period of time Clan Line is definitely working hard judging by the thick black smoke in the sky. On the climb to Sapperton Tunnel we came to a stand for a few minutes although this is not obvious from the timings. Although until then I had been able to hear Clan Line working on the restart it was notably quiet and I suspect that the diesel was doing rather more of the work – no proof but we went up the gradient well – which leads me to think that the diesel was helping. Thereafter time was recovered against plan and we were running at close to the locomotive limit regaining lost time as far as Didcot.
At Reading I think we were due to take the re-instated line under the main line to regain the Southern so a small piece of unusual track. In addition the curve from Abbotswood Junction to Norton Junction was track I believe I have not previously covered and which I failed to cover using my Heart of England Rover earlier in the year.
Meals
One of the purposes of this trip was to sample breakfast and dinner – both silver served by the dining team. They work hard in delivering the food to us and of reasonably good quality. Plates arrive early and cool a little too much prior to the food arriving – but it has never been easy to serve perfect meals on trains and it is these days very rare.
Rolling Stock
The stock was as promised Mk 2 air conditioned. The defective air conditioning on the outward journey had been rectified by the time we returned so that was very welcome on a warm day. I would have a personal preference for Mk 1 stock – with windows to hear what is working and let the smuts in. However this is not a universal preference of course.
Modern steam tours are ultra safe of course. However getting a photo at Reading was discouraged for fear of causing delays and even at Gloucester it was a mad dash. I realise people have to be considered stupid but the complete loss of all steam run pasts and even thinking that travellers may want a decent pictorial record of the day seems lost these day. With busy railways crossing the tracks as we did nearly 40 years ago is impossible but it might be nice. At Staines it is not possible to get a photo from the station footbridge – the lower panes are all white not clear – why? Even more exotic how about a bluetooth relay from the cab with commentary from an individual as we pass places, and pick up the sounds of the locomotive – but delivered via a bluetooth signal to a phone or similar and insisting that it can only be heard with earphones so it is not imposed on all travellers?
Summary
It is not a cheap day. I am not 100% convinced it is value for money. It was a pleasant day out but I am not that keen to repeat and book another trip in the near future.
Puy de Dome (borrowed without approval from https://tinyurl.com/tripadvisorpuydedome)
Final Thoughts in the lounge
I had hoped to visit Puy de Dome, an extinct volcano near Clermont-Ferrand. Online it was unclear if the bus service from the station was running hourly or every two hours – the last check I undertook prior to leaving home only showed the two-hourly timetable. This would have meant a very tight connection into the train to Beziers (the hourly service would have made it easy). I therefore abandoned the idea without checking in Clermont-Ferrand as I wanted to avoid the related stress.
The entire trip including hotels and meals cost around £1050 for the hotels, rail travel, meals and the final flight back to the UK (although that was not the full cost of the air flight as Jackie let me use a voucher).
In terms of main line rail travel the costs were the Eurail ticket £130.17 and the extortion (to my mind) fees for the seat reservations between Paris and Clermont-Ferrand (both ways) and between Beziers and Nimes which cost £50.03. In total £180.20.
In terms of distance it was around 811 miles. This works out at around 22.2p per mile – which means that it is slightly more than I spend on most of my single day outings in the UK. However on none of the four days was I travelling by train all the time – so it is not an entirely similar comparison. Had I wished more mileage might easily have been added.
Metro and tram trips were additional mileage and cost. They were an absolute bargain in my opinion.
Travelling with a heavy case was not helpful on the metro and lifting it above my ahead (and down again) received some welcome assistance a couple of times. On the return to Paris it was in the vestibule out of direct sight which also worries me.
Overall I thought it went well. I did everything planned and had some surprises along the way. And it was something I have not done for a very long time. I may do it again when the opportunity present itself.
An earlier start today as I want to be in the station in plenty of time for my train to Paris. I bring my case down to breakfast so that I can depart immediately.
The train back to Paris Bercy is pretty busy and we run more or less to time. As we are retracing our steps from Friday I half watch the countryside passing by whilst continuing to catch up with the soaps – largely listening rather than watching on a small screen.
Lamb Gare de Lyon 4.8.25
I have a lot of spare time and walk up to Gare du Lyon for lunch. Some very nice lamb. Like in Beziers I have great difficulty getting a second glass of wine. There appears to be something wrong in France as getting alcohol seems far more difficult. In both cases when I order I have some of the first glass left – which they try to remove – I paid for it, I want to drink it! Then the second glass turns up long after I have consumed the accompanying food. Have the French started disapproving of alcohol consumption or has the liver specialist a direct line to these people!
I then retrace my steps to Bercy Metro station and once again take Ligne 6. Prior to starting the holiday I researched our various metro trips and discovered that being August both main routes to Orly airport are closed for enhancement and so this is not a simple journey. At Place d’Italie I have to transfer to Ligne 7 and head to Villejuif Louis Aragon where at the end of the line I follow the signs to Tram 7 which can take me the airport.
From Villejuif Louis Aragon it takes about half an hour to reach Orly and the tram deposits me at T4 which is not helpful so I now have to follow a trail of signs for T1 which is where the flight departs. The signs eventually lead me to Orlyval which is providing only a shuttle between the T4 building and the T1-3 building as Ligne B at Antony is unavailable being one of those closed for works routes! It takes a few minutes and I am eventually in the right place – and a good three hours before the plane leaves.
The Vueling (allegedly BA but not – just code share) bag drop is at one end of T1. The plane will depart from D gates. Nowhere is it made clear that D gates are actually in T3. It is far from clear that there are really three terminals within the building and it is not clear to me why the nomenclature of three terminals is used as the signs imply you are “leaving” terminal 1 which I find disconcerting – it does not assist the casual traveller.
We load the plane and actually take off a couple of minutes early, arriving into Gatwick very early after a particularly short flight, much less than advertised. We are however at the gates in South Terminal which are as far away from immigration as it is possible to be. Ending up at these gates seems to be an ongoing experience down the years. The immigration hall is completely empty and I walk straight up to the passport scanning machine – which does not work and I have to go and see a man.
No luggage has been delivered in the baggage hall so I have to wait. Then down to catch the first Reading train which is not the one on my ticket but the very kind guard lets me travel home – as luckily it is the right half hour and will stop at Sandhurst.
A taxi takes me back to the station and here I have a real problem with SNCF. If you close the toilets because you are seeking to make station improvements then at least advertise the existence and location of the replacements. I understand that they might not have the same capacity but some travellers need those facilities. Not a single sign that I could see explaining where the temporary toilets might be. Luckily a member of staff was able to direct me – and she was only there looking for a passenger in need of assistance whom she could not find.
When planning the trip I paid little interest in the first trip today as I just needed to get from one branch line to the other branch line which commences at Nimes. So a TGV is great and I had no idea that the line runs almost along the edge of the Mediterranean between Adge and Sete with the Med on one side and the Etang de Thau on the other. In bright sunshine. A lovely trip. At one station we wait for a long time – but we are on time so it is built into the timetable, presumably for connections. At one station our departure has been announced after about 5 minutes and two people opposite realise they should have got off the train and make a rush for the door – they did not return so I assume disembarked.
Nimes Arena 3.8.25
In Nimes I have time to kill and therefore walk up Avenue Fuecheres which is tree lined and leads towards the older part of the town – dragging my case however makes it a relatively slow journey. At the top of the Avenue I find a Roman Arena – which I am advised is the most complete one in existence – I merely look at the outside . I return to close to the station and have lunch as I know getting a meal later in Clermont-Ferrand could well be difficult. The highlight is a proper steak tartare – which was excellent.
Steak Tartare Nimes 3.8.25
Then the cool of the station before the train appears on the display boards, picking up some food for dinner before we depart. Now I have to admit that I have a sneaking suspicion that I covered this line, southbound, on a night sleeper in 1976 on my Interrail – but as it was in the dark I did not see the scenery and so I will consider it a first traverse.
Scenery 3.8.25
This is known as la Ligne des Cevennes and it snakes north joining the line out of Clermont-Ferrand I used yesterday at Arvant. The unit is bi-mode but runs in diesel at all times (there is a short distance at each end which is electrified). The distance is around 148 miles and takes 4 and a half hours so around 33 mph today. Based on what I saw I thought the gorges and similar were more attractive than yesterday. But perhaps some of the time I was on the right side of the train today!
Interesting ticket check on this journey – and implies a potential problem. Obviously we are eventually in a remote area but we have not gone that far when the tickets are checked. I now find that the barcode is NOT on the phone itself. I go through the menu items (there should be a single link to the current ticket in the app) and it will not display. The guard is understanding and eventually enough of a signal becomes available and the ticket displays. It strikes me that the app creators have not thought this through. Tickets in the UK are delivered as similar barcodes in pdf format and can be held on the phone locally without the need to access a remote server – travelling across Europe I would have expected something similar as being recognised as essential given how remote some lines must be.
84699 Clermont-Ferrand 3.8.25
Motive power between Nimes and Clermont-Ferrand was 84699 which is a dual mode unit but ran entirely under diesel power – even when overhead power was available throughout the journey. Alstom Coradia family with 242 units in service starting in 2013. They are widespread across France providing a decent ride – although today we did not experience much in the way of high speed – as the line has a lot of gradients and curves.
Arriving in Clermont-Ferrand there was an ancient diesel at an adjacent platform which was photographed – but precisely what it was doing I am unsure. I then retreated to my hotel, booked in with a cup of coffee and I find that Jackie has been watching the soaps since she returned. I now have great difficulty getting the Synology Drive to sync – the phone seems to work but the ipad – which is what I would like to use for the larger screen simply will not sync properly. So annoying.
