The Chosen Realm

Day 4 : 23rd September 2004

Train Reporting Codes:
29602 : Keszthely to Zalahalap
29604-1 : Zalahalap to Uzsabanya
29606 : Uzsabanya to Boba
13905 : Boba to Ajka
94122 : Ajka to Ajka Bauxitrezodo
94123 : Ajka Bauxitrezodo to Ajka
13905 : Ajka to Varpalota
????? : Varpalota to Peti Notiogenmuveb
????? : Peti Notiogenmuveb to Varpalota
13905 : Varpalota to Budapest Keleti

(1) M62 120 on rear.
(2) M47 1012 on rear.
(3) M47 1215 on rear.
(4) M47 1312 on rear.
(5) banked consist, other locos not powering.

Tour Review
(from Trevor Cockram)

Day four and time to move on again, rumour had it that the hotel was next to the lake, but is was too dark to see! Today is industrial branch day with the main loco being an original series M47 1012. Things looked good when at Tapolca when rare M62 120 was attached to rear of the train, one body knew this was due to happen and the loco remained only ticking over all the way up the Zalahalap branch. When M47 1012 was removed just before the loading bay at the top of the branch all was becoming clear. The only movement we had out of the M62 was the shunt into the siding where it was removed on when on top of M43 1126 and a train of wagons loaded with sand. The M62 had only been added to our train to save on a light engine movement. The M47 took us back to Tapolca a little deflated. The reversal at Tapolca, was followed by another at Uzsa, before taking the freight branch down to Uzsabánya.  This line terminates at a quarry where two German LKM manufactured industrial locos A26 022 is in service, A26 023 looked somewhat out of use. These loco's appeared to be the same design as the DR class 101 (DB 311). One point of concern to note here is the unsocial behaviour of some of the party who will at the end of the line get in the way of everyone's photos so that they can get the run-round loop in. Not everyone can fit in the cab, but its always the same few.

Returning to Uzsa it was now out onto the main line for a run up to Boba for another reversal. On to the single track electrified main line up to Ajka where we pulled into the station to be greeted by a party of well-known European enthusiasts who were in the bar waiting on a move back to Slovenian.   M47 1215 (ex M47 2037) back on so that we could operate in top and tail mode up the industrial branches. First port of call was the Felsöcsingor branch, which was steeply graded. The line passes under a number of derelict aerial conveyor and ropeways. The branch ends at a loading dock with a conveyor facility. After a photostop, the branch was completed in the correct manner with the leading loco kissing the buffers. Returning to the yard we then took the other branch from Ajka. The Bauxite branch curves away from the Felsöcsingor branch just by a level crossing and passes behind the Aluminium works, which uses the Bauxite ore as the main raw material together with an electrical supply. The Bauxite ore covered the site which had the consistency of red sticky mud. Another LKM industrial shunter A26 086 was on site and attempts were made for this the haul the train for a short distance, but this was not possible. We left A47 1215 at the end of the branch and returned via the yard to Ajka where it was necessary shunt back into the station, before departing when two main line services had passed. Passing through Veśzprém , my favourite Hungarian line from Györ comes in, its very scenic and some services are M41 hauled. We had quite a delay at Hajmáskér for the EC train to pass which resulted in a slightly late arrival in Várpalote, but this was made up by quick operating when M47 1312 (M47 2049) backed on.

Returning alongside the mainline the freight line had a serve speed restriction over a bridge before entering the chemical work of Péti Nitrogénmüvele. The branch curved away from the main line and around the southern part of the work passing trough an extensive but mostly empty marshalling yard. We stopped near the engine shed where three green M44 look-alike shunters were located. A little hick-up the occurred as two armed security guards appeared and there were a few tense moments whilst our authority for being there and taking photographs were questioned. The response was soon received that we could photograph our train and the shunters, but on the strict understanding that none of the plant was included. Keeping to the rules we got the picture we wanted.

A25 067 as coupled and propelled us out through the yard to the main gate with both of the main engines shunt down. M47 1012 leading took us back through Várpalote and up pass a non-operational power station to Inota Gyárelep where there were new siding and an entrance to an operational power station. Returning back to Várpalote we dropped M47 1312 and continued on the Székesfehérvár in the dark and raining.

The depot visit was as short as possible due to the weather, but it was worth doing as there is a nice roundhouse and an interesting mixture of locos. By the time we returned V46 009 had replaced the M47. Despite the 80kph limit of the loco we were allowed to leave early, but due to engineering work we only managed an on time arrival at Kelenföld and a few minutes early into Keleti. A quick journey to hotel was required as the meal tonight was at Moskow tor and with the metro closing at its usual time speed was necessary.

A few words must be recorded about the meal. The meal was taken in the basement restaurant.  As the meal was brought out it looked like it was a tray for the whole table, no it was just one portion, a couple of large schnitzels with chips on a wooden plate. It was a struggle to eat it all particularly was we were constrained by the last metro. Ticket checks had been done on the outward journey on the metro, but luckily for a few who got ahead of the main party they got back to the hotel before their tickets.

Route, Distances and Timing's (Booked & Actual)
(by Andy Powis/Trevor Cockram)

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