Today I'm making another round trip from Rijeka and back through Ljulbjana and Zagreb.
Rijeka train station from 1891, designed by the Chief Engineer of the Hungarian State Railways Ferenz Pfaff.
Unfortunately in order to make a round trip like I want in one day I will need to use a bus for one part of the trip, so I'm heading to the bus station.
The bus stop has plenty of busses in different directions
Frankfurt - Split seems like a long trip.
I'm taking a Flixbus service for the trip Rijeka-Ljubljana, basically same trip as the day before but in the opposite direction
The bus is passing by Pivka station
Flixbus arriving to Ljubljana
The service I was taking is continuing all the way to Prague
SŽ class 541, Siemens ES64U4 Taurus
SŽ class 342
My first train today is this SŽ class 312, Siemens Desiro Classic
Slovenian Railways has 30 EMU's of this type, of which 10 are two-car and 20 three-car. The first trains of this series were delivered in September 2000, and the last one arrived on Slovenian tracks in July 2002. The first two vehicles were made entirely in Germany and Austria, while the remaining two were completed in Austria by the basket TVT Nova.
Siemens Desiro Classic trains can be found in Germany, Romania, Slovenia, Greece, Denmark, Austria, Hungary, Bulgaria and USA.
This service LPV2004 is bound for Maribor, but I will only travel until Zidani Most.
SŽ class 315, a relative to Polish PKP Class EN57
I'm now travelling on Ljubljana-Dobova railway. It is a 114km long double track railway, part of Pan-European Corridor X from Salzburg to Thessaloniki. It was the route of Orient Express service from 1919 to 1977. It is electrified with 3 kV DC from Ljubljana to Dobova and 25 kV AC from Dobova to the national border, where it connects to Croatian railway network, specifically the M101 line extending to Zagreb.
Sava river
Zidani Most railway station is an important railway station and junction in Zidani Most, which is located within the municipality of Laško, Slovenia. The station lies close to the confluence of the Sava and Savinja Rivers. Its importance is because most non-direct train services linking the east with Ljubljana connect here. (Wikipedia)
Not much activity here except passengers changing trains
The line to Maribor is to the left, to Dobova to the right
Sevnica Castle
Arriving to Dobova
Last stop for the Slovenian train - Dobova
As I mentioned before, the line to Croatian continues with 25kV AC electrification. Unfortunately direct trains are operated only few times per day as Eurocity services between Ljulbjana and Zagreb. At the time of my visit there were no such train so I decided to walk 2.6km to the border station of Croatia.
Shunting locomotive
Cerkev Marijinega imena
ÖBB Class 1063 is used here between Slovenia and Croatia
My path follows the railway
First the Slovenian border
Bordershop
Next is Croatian border. Customs officer was surprised to see a person crossing the border by foot, and asked me the question "where is your luggage?"
Shortly after crossing the border, there is a Croatian town of Harmica
Also the station Harmica is located here
Poklonac Harmica
The station is operated with a suburban service from Zagreb
HŽ class 6112, manufactured by Končar & TŽV Gredelj in 2011
The railway between Slovenia and Croatia is located nearby, the station Harmica is located at the Savski Marof-Kumrovec railway.
From Wikipedia: "The Savski Marof - Kumrovec railway line continues to the state border with Slovenia, is a single track local railway 38 km long. The railway was built in 1956 and part of it from Kumrovec to the state border in 1969. The railway follows the course of the Sutla border river and crosses the state border with Slovenia in several places. Currently, most of the railway has been closed to traffic since 2000. Electrification of a section of the railway is underway, from Sava Marof to Vukovo Selo. On June 13 2008, a renewed electrified section of the Sutla - Harmica line was opened.
It is indeed a commuter train version, but why 1+1 seating? Probably most passengers are standing during the rush hours.
Here connecting to M101 railway to Zagreb
This train stops at all stations, and it was getting more and more passenger the closer to Zagreb it was approaching.
From Zagreb the same train continues to Dugo Selo.
Here I am at Zagreb main station changing trains once again.
HŽ series 6111
My next train is P4056 to Ogulin, I will travel only to Karlovac
It is a Regional train service with two Beet and one Bee coaches
Beet coaches have air condition and thus windows that can't be opened. So I choose to travel in Bee coach
No seat reservation is required on this train and it has only 2nd class
Leaving Zagreb
I'm now travelling on the 229km long Zagreb–Rijeka railway, officially designated as the M202 railway. It is part of the Pan-European corridor V branch B, which runs from Rijeka to Budapest. It is electrified and single-tracked.
Trams in Zagreb
From Wikipedia:
"The line was first opened in 1865 between Zagreb and Karlovac, a branch of the Zidani most to Sisak line. The section to Rijeka was opened on 6 September 1873, and is notable for its steep descent towards the port city. Subsequently, in 1880, the line went from ownership of the Austrian Southern Railway Company to the Hungarian Government. After the First World War, the line entered ownership of the railways of the Kingdom of Serbs, Croats and Slovenes (from 1929, known as Yugoslavia). Rijeka stayed as a border station with the Ferrovie delle Stato up to 1945, when the whole line became part of the Yugoslav Railways. Since 1991, it is owned by the Croatian Railways."
Bridge over Sava river
HŽ class 1141 which I will see many times today
From Wikipedia:
"HŽ Class 1141 (original numbering JŽ 441, ASEA Rb1 factory designation, nicknamed Asea, Šveđanka) is an electric locomotive of Croatian Railways for the 25kV 50 Hz power supply system. Locomotives between 1967 and 1969 for the needs of the then Yugoslav railways build by a unified company "Traktion-Union", which accounted for Swedish ASEA, Swiss Secheron and Austrian Elin-Union, and since 1968, production is under license from ASEA taken by Zagreb factory "Rade Končar”, with a number of subcontractors from the Yugoslav industry.
It is a universal electric locomotive designed for hauling passenger and freight trains. Locomotives of the 441 series operated on railway lines throughout the former Yugoslavia, except for Slovenia and Montenegro. By 1987, a total of 285 traction units had been built in seven different sub-series and the JZ 441 series represented the largest series of locomotives owned by the Yugoslav Railways. Today, apart from the inventory of Croatian Railways, this series of locomotives is in the possession of the railway administrations of the states created by the breakup of Yugoslavia - Bosnia and Herzegovina, Serbia, Macedonia, but also Romania and Turkey."
HŽ class 6112
HŽ class 7123, Bombardier RegioSwinger operates the line from Zagreb to Split. Same train can be found in Germany as DB Class 612
Our train was constantly followed by another one right behind, which made be a bit scary. Seems to be normal around here to run the trains so close to each other
Some stops had not passengers
Arriving to Karlovac
1141 302 was the locomotive hauling the passenger train I used from Zagreb
Besides from the Class 1141 locomotives related to Swedish ASEA Rb1, another Swedish train can be found in Croatia.
HŽ Class 7122 is the Swedish Y1 DMU purchased from Sweden since 1996
Y1/7122 was manufactured by FIAT
I have now some time to visit the town of Karlovac
From Wikipedia:
"The city was named after its founder, Charles II, Archduke of Austria. The German name Karlstadt or Carlstadt ("Charlestown") has undergone translation into other languages: in Hungarian it is known as Károlyváros, in Italian as Carlostadio, in Latin as Carolostadium, and in Kajkavian and Slovene as Karlovec. The Austrians built Karlovac from scratch in 1579 in order to strengthen their southern defences against Ottoman encroachments. The establishment of a new city-fortress was a part of the deal between the Protestant nobility of Inner Austria and the archduke Charles II of Austria."
Kupa river
Karlovacko beer
The old town of Karlovac
The church of St. Nicholas
If it would be a town in Germany or Austria it would be filled with cafes and souvenir shops
Inside HŽ class 6111
Another Class 7122
This one manufactured in Kalmar, Sweden
My next train will be with Class 6112 to Ogulin
Due to railway works and many freight trains on the line, our train was delayed
This Class 6112 is different from the one I took in Harmica, it has 1st class and it is more suitable for longer distances
Ogulin
The train continues to Moravice
A diesel version of this train was
visiting Sweden in 2017, for demonstrating the possible train type for Inlandsbanan. As we know now, Inlandsbanan has chosen second hand Alstom Lint 41 trains from the Netherlands instead.
193 736, Vectron MS from ELL/SETG - Salzburger Eisenbahn TransportLogistik GmbH
1141 302
Another 6111
Ogulin station
1141 306
A freight train is arriving
1141 207
Finally, the passenger train to Rijeka is arriving from Zagreb
1141 377
The train has 3 coaches, I entered the first one which turned to be a chartered coach for a school class with locked doors to other coaches, so I stayed there for the rest of the trip.
The line between Ogulin and Rijeka is the most scenic one
The trip Zagreb-Rijeka is taking today 3,5h - but there are plans to built the new line that will be make it possible to travel this distance in 1,5h instead. Unclear when this railway will be built.
1141 215
Approaching Moravice station, which until 2012 was an electrification border station, 25kV AC between Zagreb-Moravice, and 3kV DC between Moravice-Rijeka. Hence it was necessary to change locomotives here before 2012.
Moravice
Fužine
The last 50km of the trip to Rijeka is a one long steep journey down
About 50 km long continuous maximum gradient from Rijeka (Škrljevo) toward inland makes this particular rail section one of the most challenging railway lines in operation in Europe
Rijeka seen from the train
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