BRANCH LINE NEWS INTERNATIONAL INTERNATIONAL SUPPLEMENT TO BLN 1424 13 MAY 2023 This newsletter covers the World outside the British Isles from information supplied by members. Opinions expressed are not necessarily those of the Compilers or of the Society. International Editor: Pete Skelton, 1 rue Traversière, 16450 BEAULIEU SUR SONNETTE, France to whom all email contributions should be sent. Email: [email protected] Postal Contributions should be sent to: Paul Stewart, 4 Clarence Close, MALVERN, WR14 3HX Deputy International Editor: Vacant – If you would like to volunteer for this post, please contact the International Editor or see the ‘Situations Vacant’ post in BLN 1423. EUROPE [190] Finland – Converting Rail Network to Standard Gauge is not financially viable A study has concluded that converting the 1524 mm broad gauge national railway network to the European standard of 1435 mm would not be financially viable. Recognising that re-gauging would facilitate international passenger and freight traffic and could simplify rolling stock procurement, the study determined that the conversion costs would too high in relation to the potential benefits. As part of its ongoing revision of the Trans-European Transport Network Regulation, and following Russia’s full-scale invasion of Ukraine, in July 2022 the European Commission proposed a requirement that all new railway lines on TEN-T routes should be built to 1435 mm gauge, and called for a migration plan for the conversion of existing lines. The suggestion was criticised by Finland, which inherited its 1524 mm gauge at independence from the Russian empire in 1917; the Soviet Union subsequently redefined its gauge as 1520 mm in May 1970, but the ‘Russian gauge’ networks across Finland and the former USSR are interoperable. 04 September 2000: Dual gauge track at Tornio (Finland) on the line to Haparanda (Sweden). The bridge in view is entirely within Finland. A further bridge crosses the river that marks the national border. In December 2022 Finland’s Ministry of Transport & Communications commissioned consultancies Proxion, Destia and Ubigu to produce a preliminary report into gauge conversion. The report published on 12 April considers three scenarios, assessing factors including accessibility, sustainability, efficiency and transport security:
Construction of a new 1435 mm gauge main line parallel to the existing 814 km broad gauge route from Helsinki to Tornio on the Swedish border, which the report says would facilitate international services and simplify rolling stock procurement Construction of new Helsinki – Tampere, Helsinki – Turku, Helsinki – Kouvola – Joensuu and Kouvola – Kuopio – Kajaani lines to 1435 mm gauge, which the report says is worthy of further analysis Re-gauging only those lines on TEN-T routes to 1435 mm, which the report finds would have negative consequences for freight traffic and would be less cost-effective than converting the entire network. 19 July 2005: A Finnish broad gauge train at Haparanda. The standard gauge tracks are on the other side of the building. The report says dual gauging is not practical, as the 89 mm gauge difference is too small for a three rail configuration. Four rail interlacing would cause problems with pantographs and overhead electrification geometry. The report also considers freight transhipment, such as the bogie swaps currently undertaken in Tornio, but says the process is slow and unsuited to handling large volumes. The use of variable gauge wagons was also rejected. [191] France – Concern over the future of Bordeaux - Toulouse - Marseille Intercités In its annual report to the Prime Minister, the Conseil d'Orientation des Infrastructures (COI), a committee of experts and cross-party politicians who advise the government on future rail and road investment, expressed grave concern over the future of the Bordeaux -- Toulouse -- Marseille Intercités service. Over three million passengers a year use the trains, on which the average age of the rolling stock is 44 years and some individual Corail coaches are approaching 50 years old. Locomotives are a mix of BB7200 introduced over 40 years ago and a handful of BB26000 built in the early-1990s and cascaded from Paris – Cherbourg services. The view of the COI is that the current rolling stock will be life-expired by 2027 and the service will need to be reduced or withdrawn if new rolling stock is not available. On the other two locomotivehauled TET (Trains d'Equilibre du Territoire) services (Paris – Clermont-Ferrand and Paris – Orléans – Limoges – Toulouse POLT), new CAF-built rolling stock will be introduced next year. It had been assumed that trains for Bordeaux – Marseille would be included in the CAF order and single-deck TGVs have also been proposed for the route.
Gare de Toulouse Matabiau on a strike day When asked to comment, SNCF Voyageurs replied that TET services are operated on behalf of the State and that future investment is the government’s responsibility. [Courtesy of French Railways Society] [192] France – Major Investment for Chemins de Fer de Provence The Sud Region and local municipalities have agreed to invest €104mn in the «Ligne des Pins» over the period 2023-2026. €56mn will be spent on eight new trains that will replace rolling stock currently used on local services between Nice and Plan-du-Var. The remainder will be spent on infrastructure works, the majority on a new maintenance depot at Nice. The line remains closed between St-André-les-Alpes and Digne-les-Bains while the longstanding work to repair the tunnel de Moriez continues. [Courtesy of French Railways Society] [193] France – Occitanie Rail Tourism Boost In the latest move to expand use of Occitanie’s TER trains, 18 April saw launch of «Occitanie Rail Tour», an initiative to boost rail-based tourism. A €10 go-anywhere day ticket and a new journey-planning app will encourage visitors to leave their cars and sample the scenic delights of the région’s 19 TER routes. The app will also offer booking for local attractions and activities, as well as for overnight accommodation. The initiative is supported by SNCF Connect and Guides Michelin, which is publishing a new guide «Le tour de l’Occitanie en train». As well as encouraging sustainable tourism, Occitanie hopes to prolong the 2023 summer season by capitalising on the influx of tourists expected in Toulouse for the Rugby World Cup during September and October. The move will give further impetus to development of a National Public Transport Ticket, plans for which were announced in February. [Courtesy of French Railways Society] [194] France – Ouigo Reaches Perpignan From 27 March SNCF introduced a new low-cost Ouigo daily return service from Paris to Perpignan. It is now ten years since it was first launched and Ouigo has been re-branded «Ouigo Grande Vitesse». The new service departs Paris Gare de Lyon at 08:23 running non-stop to Valence; it then calls at Nîmes, Montpellier, Sète, Agde, Béziers and Narbonne, arriving at Perpignan at 13:24. The return journey departs from Perpignan at 15:04 calling at the same stops and arriving at Paris at 20:22. Tickets are from €19 single.
[195] France – Paper Traffic between Courpière and Giroux Returning to Rail Paper traffic between Papeteries de Giroux and the CELTA plant at Courpière in Puy-de-Dôme is expected to return to rail by the end of the year. Traffic ceased over the 11 km section in June 2022 due to the poor condition of the track which failed to meet EPSF (L'Établissement public de sécurité ferroviaire) standards. At that time Syndicat Ferroviaire du Livradois-Forez (SFLF), owner of the 149 km route between Pont-de-Dore and Darsac, did not have the funding to undertake repairs. Following cessation of traffic, the operator Combrail has gone into liquidation. Since closure 2000 truck journeys have been made between the two plants along the winding D906, carrying 38,000 tonnes of paper and cardboard. In the sidings at the Papeteries de Giroux SNLF has now obtained a €400,000 local investment support grant (DSIL) from the State, to which it will add €100,000 from its own funds. This will enable work to be undertaken to replace sleepers and ballast and improve drainage. Returning this section of track to a compliant standard also reopens opportunities for timber and other freight traffic to use the SNLF network. The re-construction work has been contracted to ETF (a Eurovia subsidiary), starting in June, and is expected to last for three months. Freight services should be running again by the end of the year. With Combrail no longer in existence a new operator is expected to be appointed shortly. New rolling stock will be required as the wagons previously used were in poor condition and have been scrapped. [Courtesy of French Railways Society] [196] France – Paris Summer of Disruption Major works are under way on several RER and Transilien lines in suburban Paris in an unprecedented programme of upgrading and modernisation taking place within a comparatively short time-frame.
Over the summer months, when passenger numbers are much reduced, several lines will close for engineering works from about 22:00 and at weekends. RER Lines B and C will be severed at Massy-Verrières for two periods from 17 July whilst the Gallardon and Chartres underbridges are replaced. Renewal of these complex crossings of roads and LGV has been in progress since 2020; now one of the world's biggest cranes has been erected on-site to remove the old structures and position the new, weighing 1090 and 1670 tonnes respectively. Other works will take place at various points on Line B from June to September and Bagneux station will be closed for platform lengthening and signal alterations in preparation for the introduction of MI 20 trains. On the northern section, turn-back sidings are being laid at several locations to help operations recover during periods of disruption. Elsewhere in Île-de-France, works are being carried out under the regeneration project to overcome years of under-investment. Some projects are being tackled this year, or deferred, to leave next summer clear for the huge influx of passengers expected during the Olympic Games and Paralympics. On the metro, Line 4 continues to suffer interruptions as automation is rolled out, while construction of extensions to Lines 11 and Line 14 also brings temporary closures. [Courtesy of French Railways Society] [197] France – SNCF Réseau Springtime Track Work in Full Bloom in Hauts-de-France More than 1540 trains run in Hauts-de-France every day, including 1250 passenger trains. In 2023, SNCF Réseau and its partners plan to invest €501mn in the region, of which €170mn will be dedicated to the maintenance of the rail network and its 363 regional stations and stops. Of the 37 major projects planned for the region in 2023, several major projects will take place in May, on top of the renovation of the Northern High-Speed Line (LGV Nord), which is currently underway.
The LGV Nord links Paris, the Channel Tunnel and the Belgian border via Lille, with over 200 trains a day, including TGV, Thalys, Lyria, and Eurostar trains. SNCF Réseau has been carrying out a renewal project, which is currently in its ninth year, including the renewal of four expansion devices and 15 km of track, financed at €36.5mn. The replacement of the catenary between Aulnay-sous-Bois and MitryClaye took place on the weekends of 01 and 08 May (both Bank Holidays in France), allowing SNCF Réseau to change its power supply. From 17 April to 16 June, track and pointwork modernisation work is taking place at the Saint-Omer and Pont-d’Ardres stations on the Lille – Calais line. The work will renew 1.5 km of rails, 2000 tonnes of ballast and three points. The flagship operation of this €4.7mn project took place over the weekend of 06 to 07 May. During this period, SNCF teams worked day and night to replace three points leading to the Saint-Omer platforms with new ones manufactured in Chambly. Rail traffic was therefore interrupted between Hazebrouck and Calais on those weekends. The same will apply from 03 to 04 June and, from time to time, during the week between 17 April and 16 June. SNCF Réseau is renewing 16 km of track on the Saint-Quentin – Douai line, between the Busigny and Somain stations. To this end, 250 people and 2 factory trains will be mobilised during 45 nights of work. The cost of this project is €29mn. From 06 March to 06 May 2023, over 34 km of rail, 27,500 track sleepers and almost 28,000 tonnes of ballast were renewed. The two factory trains used are named Traverse Evolution (TEVO) and Rail Evolution (REVO). During the ballast renewal, they sort and screen the used ballast and reuse the screened ballast for the tracks. As a result, 20% of the ballast used for track renewal is recycled. Lille Flanders station where major work is to take place In May, work is also continuing at the Lille-Flandres station. SNCF Réseau is renewing tracks 2 to 9, 6 km of rails, 4800 track sleepers, 7750 tonnes of ballast and one point. The work related to new rails, sleepers and ballast will take place overnight, from 13 March to 08 July 2023. The replacement of the last point will take place on the weekend of 17-18 June. SNCF Réseau has invested more than €20mn in this project since 2019 to maintain the safety and performance of this key station, through which 600 trains and 80,000 passengers pass each day. Train traffic will be adapted between 13 March and 08 July. Most of the work will take place at night, although some traffic disruption is expected in midJune. SNCF Réseau is renewing the rails on the Crépy-en-Valois – Laon line, between Crépy-en-Valois and Villers-Cotterêts. This €8.74mn project is being made possible by financial support from the Hauts-deFrance Region (75.78%) and the State (15.72%). SNCF Réseau is contributing 8.5%. The works, which are taking place between 24 March and 27 May 2023, aim to renew 25 km of track. The main work has taken place over seven consecutive weekends, from 24 March to 05 May, requiring interruptions to traffic on the line. The rails are being replaced by Long Welded Rails to ensure better comfort for passengers. Traffic was therefore completely cut off at weekends from 25 to 26 March, all weekends in April and from 06 to 07 May. A replacement bus service was provided.
Lastly, SNCF Réseau has been renewing the rail network at Tergnier since 23 January. The work involves renovating the station pointwork and replacing the two metal decks of the railway bridge over the Boulevard Gambetta. To guarantee the safety and performance of the rail network, 100 people have been mobilised for this major operation. A one-off operation took place over the Easter weekend and the finishing work continued at night until the beginning of May. The work should be completed by 10 June 2023. This €6.2mn project is fully funded by SNCF Réseau. [198] France – Toulouse T2 Shut for Works Toulouse’s T2 tram link to Blagnac airport is to close from 05 June for three years so that construction of metro Line C can proceed unhindered. To cope with airport passengers, more trams will run on T1 at peak times and new bus route 31 will provide connections to the airport from Pasteur-Mairie de Blagnac and Guyenne-Berry stops; in addition, the airport to city-centre shuttle will be augmented at busy times. Metro station construction work at Blagnac should be completed by the end of 2026, whilst Line C itself is scheduled to open in 2028. [Courtesy of French Railways Society] [199] France – Uncertainty over French Section of Lyon – Torino High Speed Line The recent report by the Conseil d'Orientation des Infrastructures (COI) to the Prime Minister on priorities for transport investment has recommended that construction of the French section of the 270 km Lyon – Torino high speed line between Saint-Jean-de-Maurienne and the existing LGV network on the outskirts of Lyon should not start until 2033-37 and not likely to be completed until the mid2040s, so traffic would need to be routed via the existing line through Chambéry and Aix-le-Bains. As long ago as 2012, the French Court of Audit questioned the realism of the costs and the traffic forecasts. The new railway is being constructed in three sections. The central 70 km cross-border portion including the 57.5 km Mont D'Ambin base tunnel is being built by Tunnel Euralpin Lyon Turin (TELT SAS), while the approach lines are the responsibility of the respective national infrastructure managers SNCF Réseau and RFI. The new approach sections are needed to maintain gradients of no more than 1.25% to enable freight to travel at a constant 100 km/h, have wide curves to allow passenger trains to run at 220 km/h and to carry wider-profile traffic than the existing lines. While the recommendation has been well-received by local environmentalists who have always argued that the line is unnecessary, the Région and elected representatives view the position as unacceptable. They argue that delaying the French section will not diminish the high volume of HGV road traffic and the route will be unable to carry large-profile containers throughout. Passenger
journey times will improve only marginally if trains still have to be routed through Chambéry and the objective of reducing CO2 emissions from air and road travel will not be met. With the line being built under International Treaty, it has been suggested that Italy could be entitled to compensation if there is a significant delay in building the French approach and thus the benefits of the high-speed route are not achieved. [Courtesy of French Railways Society] [200] France/Spain – Canfranc Revived as Five-Star Hotel The fabulous Beaux-Arts station building at Canfranc on the Franco-Spanish border has emerged from years of rehabilitation as the Estación Royal Hideaway Hotel and opened at the end of January. Nicknamed ‘The Titanic of The Pyrénées’ the station’s chequered history has been covered extensively. Following closure of the cross-border line from Pau in 1976, the 240m long building lay empty and neglected until reroofed in the early-2000s. Full-scale rehabilitation work was halted by the financial crisis in 2008, not to be resumed for a decade. Owned since 2013 by the Aragón regional government, the building is leased to the Barceló Hotel Group which has completed its transformation into a luxury hotel with 104 bedrooms. Many of the building’s fine architectural features and elaborate interiors have been retained; one of the restaurants is located in coaches restored to early 20th Century Wagons-Lits style. Total cost of the project is €27mn, of which €12mn was contributed by Aragón for the new station opened in 2021. This relocated the passenger station from the front of the building to the rear, utilising one of the freight transhipment buildings. The bar area of the hotel in the old Canfranc station building In the recent call for European funds under the Connecting Europe Facility, an application was made for 50% funding of preparatory works on the Pau – Canfranc – Zaragoza international link costing €18.3mn, sponsored by Spanish infrastructure authority ADIF and the regional governments of Aragón and Nouvelle-Aquitaine. Works on the Spanish side are underway but, as yet, only studies have been funded for reconstruction on the French side. Nevertheless, during a visit to Canfranc on 15 March, the President of Nouvelle-Aquitaine Région, Alain Rousset, suggested that the Bedous – Canfranc section, closed since 1970, might reopen in 2028. [Courtesy of French Railways Society]
[201] Hungary – MÁV New Monthly Pass These are now on sale and a good website with many questions answered in the FAQ is here: https://www.orszagberlet.hu/ Basically it is not valid on pure IC/EC/RJ but is valid on hybrid ICs as long as you don’t travel in the IC coach(es). It is available for second class travel only at a cost of Ft18900 (€50.70) for the national pass, regional passes are also available. [202] Poland – The Railway is looking for a Track Designer for Modlin Airport PKP PLK has launched a tender for the preparation of design documentation for a new railway line to the airport in Modlin. The preliminary schedule assumes the completion of construction works after just over three years. The subject of the order is the development of design documentation for the construction of a section of a new railway line from the Modlin station to the Mazowiecki Airport (MPL) Warszawa-Modlin, together with the construction of a station at the terminal. The new line will be approximately 5.5 km long. The contracting authority has not yet published detailed contract documentation, although the tender has already been submitted to the European public procurement platform. The deadline for submitting bids is 06 June. The only selection criterion is the price. The execution of the contract took 860 days, i.e. over 28 months. PKP PLK assumes that within the first 149 days (i.e. less than five months) a tender procedure will be announced, and the contractor will be selected after 50 days. The right of option covers the exercise of author's supervision over the implementation of construction works. These - according to estimates - will take about 1,000 days (i.e. almost three years) from the conclusion of the contract with the contractor of the works. According to the current schedule, the trains will run just over three years after the conclusion of the project contract. [203] Poland – Wrocław Tests New Tram Route through Popowice On Tuesday 25 April three different types of trams were tested on the route through Popowice. This is the first practical test of this large investment. It was necessary to check the track, platforms, catenary
and power supply. The test has been passed; there is still time for cosmetic improvements until midMay, when regular trams will start running here. The route is very spacious, with good visibility, separated from car traffic, which will ensure a smooth passage for trams. There is also a large amount of greenery. Another track sown with grass has arrived in Wrocław. Travelling on such routes is much more pleasant - commented Tomasz Sielicki, a tram driver, who was the first tram driver in history to drive through Popowice. He drove a Skoda 19T. The new line is also well appreciated by Krzysztof Kokot, who travelled the route on the Pesa tram: “This is an unusual event for a tram driver. The ride was very good; we checked everything, including the distance from the platforms. I am convinced that passengers will be satisfied; it will be comfortable for them to board”. One of the trams on test in Wrocław on 25 April 2023 The new tram line guarantees quick access to the city centre, but Krzysztof Kokot also appreciates its strategic importance: “It is not without significance that thanks to this line we have an alternative to ul. Legnicka. This is important from the point of view of tram transport in the city. Our passage caused a great stir among the inhabitants. I think they are looking forward to the opening of this route”. The length of the new route is 3.5 km. The tracks pass along Dmowskiego, Długa, Starogroblowa and Popowicka. The opening of the new route is scheduled for May. There are two tram lines. [204] Spain – Ouigo Inaugurates Third High-Speed Service Ouigo Spain launched its third high-speed service on Friday 28 April, connecting Madrid to Albacete and the coastal city Alicante-Alacant. Low-cost operator Ouigo now connects the two cities in less than two and a half hours to Madrid. There are two daily return journeys and 28,000 seats per week between Madrid Chamartín-Clara Campoamor and Albacete Los Llanos and Alacant-Alicante-Terminal. Ticket prices start at €9. The new offer is added to the three daily services that Ouigo already offers between Madrid-Chamartín-Clara Campoamor and València-Joaquín Sorolla.
[205] Ukraine/Poland – Possible Construction of a Standard Gauge Track to Lviv Later This Year Ukrainian Railways has just completed the revitalisation of a 7-km section of the European-gauge railway line from the Polish-Ukrainian border crossing in Hrebenne to Rava Rus’ka. Its extension to L’viv has just been announced, which will allow trains from Warszawa and other Polish cities to reach here without transfers (or reloading) or changing bogies. Efforts to renovate one of only a few sections of the "European" track in Ukraine began just before the start of a full-scale war between Russia and Ukraine. On 15 February 2022, memoranda on this matter were signed between the Ukrainian Railways and local governments. The war accelerated these activities. The design of the extension of the standard gauge track is in progress, but it probably won't be built until the end of this year. Completion of the first stage of works related to the revitalisation of the section of the Rava Rus’ka – Hrebenne line happened in the last weeks of 2022. A railway line with a gauge of 1435 mm from the border to Rava Ru’ska has been completed along with a train clearance station and a customs control point. However, this is not the end, as the design of the investment related to the connection of Rava Rus’ka and the station in Bryukhovychi near L’viv with a track gauge of 1435 mm which is already underway. In the future, this route is to be part of the L’viv - Warszawa corridor. It is about the construction of a mixed-gauge track, i.e. placing rails of two widths (1435 mm and 1520 mm) in the sleepers in such a way that both wide-gauge and standard-gauge trains can run on the tracks. Vladimir Shemayev, director of the international projects office of the Ukrainian Railways (Ukrzaliznytsia), quoted by "Rzeczpospolita", gives an extremely optimistic time of completion of the works, estimated by him at "the end of 2023", which, however, seems unlikely due to the need to repair as much as 60 km of track. The Central station in L’viv As a military official said, talks are underway with the Polish side about launching a train from Poland to Rava Rus’ka, which would be a "three-car" train (probably a diesel multiple unit). Talks are also underway about the standard of the connection between L’viv Bryukhovychi and Warszawa, but no one hides that the main purpose of the line would rather be the transport of troops, medical supplies and food for the fighting Ukraine.
In recent weeks, Ukraine has completed work on the reconstruction of a 1435 mm gauge track from Chyrów to the border town of Malhowice (mixed gauge) and an independent 1435 mm track to Krościenko. In addition, in Ukraine there is also a track of this gauge from the Mukacheve station to Chop in Transcarpathia, from where trains go to Slovakia (Košice) and Hungary. REST OF THE WORLD [206] Australia – A Train Replacement Ferry When railway lines in the Australian state of Victoria are closed for engineering works or other reasons, trains are usually replaced with buses, but commuters had another option when the Melbourne to Geelong line (80 km) was closed from 11 April until 03 May 2023. On weekdays, in addition to the replacement buses, a ferry service was also provided. Ferries operated by Port Phillip Ferries left Steampacket Pier, Geelong, at 07:00 and returned from Docklands, near Melbourne’s Southern Cross station, at 17:30. Scheduled journey time both ways was 95 minutes, compared with about an hour by train and two hours by the part-train and part-bus replacements operating every 20 minutes, the same frequency as the normal train service. Ferries left Geelong, on Corio Bay, sailed into Port Phillip Bay and up the Yarra River off which is Docklands ferry terminal. The distance by ferry is about 69 km. Your correspondent sampled the 17:30 ferry service from Docklands on Friday 21 April, operated by Bellarine Express, a 37 metre-long, 2058 Kw twin-engine catamaran with a seating capacity of about 400 passengers. Speed on the Yarra River was a consistent 27 km/h but out on the bays the catamaran cruised at 50 km/h. The service was about half-full, the crossing was smooth and the buffet was open. Even better, the service was free whereas passengers on the replacement buses were charged the normal, now very low, fare. Ferry passengers had to book their tickets online and print them and were also instructed to carry their myki touchless cards, but no one seemed bothered about checking these. All in all, it was plain sailing (sorry!).
In your correspondent’s experience, a train-replacement ferry is at the very least unusual and he wonders if it is unique. Is any reader aware of another train-replacement ferry service anywhere in the world? [Any answers can be sent to your editor’s email address – Ed.] [207] Peru – Lima - Huancayo Train in 2023 Ferrocarriles Centrales has been unable to restart the train service between Lima and Huancayo due to a series of unfortunate events in recent months. The El Niño phenomenon has caused heavy rainfall resulting in 20 landslides per day. As a result, freight train operations on the Lima – La Oroya route have been frequently interrupted for the past months. Moreover, the railway between Chaclacayo and Matucana has sustained severe damage and will take at least six months to recover. Due to these circumstances, it's impossible to reactivate the passenger train service for now. It may not be possible throughout 2023 as it poses a significant risk to passenger safety. However, Ferrocarriles Centrales will continue to work towards overcoming these events and return with the tourist train service as soon as it's safe and reliable. They recommend postponing trips on the Lima – Huancayo train to 2024. The train takes about 6-7 hours to climb from Lima at only 150 m above sea level up to Galera at 4781 m above sea level. The entire trip to Huancayo takes about 14 hours, during which the train passes through several spirals and completes six separate zigzags. The train makes two official tourist stops on the way to Huancayo. The first stop is in San Bartolome, where travellers can observe how the locomotive is turned around to change direction. Drinks and simple food are available for purchase during this stop. The second stop takes place at the Galera Station, the highest railway station on the journey. No food is available there. On the return trip from Huancayo to Lima, the train stops in Galera only.
The train to Huancayo departs about 8 - 9 times per year between April and November. From January - March (rainy season), there are no passenger trains running. The train fare includes airline-style breakfast and lunch. The food quality on the train is so-so. The service of a nurse and oxygen is available on the train. Lima to Huancayo Train on the Carrion Bridge The train has two travel classes: In "Clase Turistico" you have comfortable Pullman seats, panoramic windows and air conditioning. Only in "Clase Turistico" you have access to the observation carriage with a bar and lounge. In "Clase Clasico" the seat arrangements are 2x2 benches facing each other with a small table separating the facing benches. Classico passengers don't have access to the Observation car. The food in "Clase Turistico" and "Clase Clasico" is the same. Travel Tip: It is strongly recommended to pay the supplement for the "Clase Turistico". The journey is much more comfortable and the views you get from the observation car are the best you can experience on a train if the weather is beautiful enough. A Word of Caution: Acclimatise well to the altitude before you undertake this train journey. The train overcomes a huge altitude difference in a relatively short period, ask your doctor if you have heart or lung problems or suffer from high blood pressure.
[208] Türkiye (Asiatic) – Ankara - Sivas YHT Opens Following the official opening of the 406 km Ankara – Sivas YHT (i.e. HSL) route on Wednesday 26 April, TCDD have finally unveiled the service pattern – for the moment at least. There are 3 pairs of YHT trains per day: 81402 81404 81406 81401 81403 81405 Ankara 08:00 13:00 18:10 Sivas 08:00 13:00 18:10 Kırıkkale YHT 08:47 13:47 18:57 Yozgat YHT 09:02 14:02 19:12 08:49 13:49 18:59 09:04 14:04 19:14 Yozgat YHT 09:31 14:31 19:41 Kırıkkale YHT 09:43 14:43 19:53 09:33 14:33 19:43 09:45 14:45 19:55 Sivas 10:33 15:33 20:43 Ankara 10:31 15:31 20:41 The other intermediate stations on the YHT route do not appear to be served as yet. There are (as yet) no modifications to services on the classic route via Kayseri. Note that Kırıkkale YHT station is not the same as Kırıkkale station on the old line. The YHT station lies a couple of km to the north of the old station. A High Speed Train at Yozgat YHT Station