Peter Gray Austria 1 - Full

Peter Gray's Travels, Volume 1: Austria Standard Gauge

Peter’s remarkable colour photographs are a wonderful record of a bygone era, allowing us to step back in time to an Austria now long disappeared, but captured for posterity by the lens of an accomplished photographer and enthusiast. The pages of this book depict not just the state railway system - the Österreichische Bundesbahnen - with a section devoted to the extraordinary Erzbergbahn, but also the fascinating Graz-Köflacher Bahn, and the sole steam-worked standard gauge line of the Steiermärkische Landesbahnen.

A companion volume, PETER GRAY’S TRAVELS Volume 2: Austria Narrow Gauge & Industry covers the country’s fascinating narrow gauge and industrial lines.

ISBN 978-1-913893-59-0

£17.50

Volume 1: Austria Standard Gauge

Compiled by Andrew Fox

This volume contains fascinating images of Austria’s standard gauge railways from the late 1950s until the early 1970s - a period when a wide variety of steam power remained in use, ranging from veteran classes more than 50 years old to modern ex-Deutsche Reichsbahn wartime locomotives. In the years that followed, the country’s railways would be transformed by the relentless effects of rationalisation and modernisation.

peter Gr ay’s tr avels

Compiled by Andrew Fox

peter Gr ay’s tr avels Volume 1: Austria Standard Gauge

Compiled by Andrew Fox

© Images and design: Transport Treasury 2025 Text: Andrew Fox ISBN 978-1-913893-59-0 First published in 2025 by Transport Treasury Publishing Limited. 16 Highworth Close, High Wycombe, HP13 7PJ. Totem Publishing an imprint of Transport Treasury Publishing.

The copyright holders hereby give notice that all rights to this work are reserved.

Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Tarxien, Malta by Gutenberg Press Ltd. ‘Peter Gray’s Travels, Volume 1: Austria Standard Gauge’ is one of many books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint using material only available at The Transport Treasury.

Front Cover: Graz-Köflacher Bahn No 372, built by Floridsdorf in 1891, stands at the attractive station at Wies-Eibiswald on 4 September 1963, with a special train to Köflach.

Frontispiece: On 6 September 1963, Class 93 2-8-2Ts Nos 93.1392 and 93.1415 (built by StEG in 1927 and 1928 as Nos 378.92 and 378.115 respectively) are seen with the 1.55pm Wolfsberg - Zeltweg service on the Lavanttalbahn. Both locomotives would be withdrawn in June 1973.

Contents Page (Right): Steiermärkische Landesbahnen 2-6-2T No 130.03 (built SLM, 1905), with a service from Gleisdorf to Weiz on 3 September 1963, was one of two members of the type acquired by the StLB from the BBÖ in the 1920s for use on the Landesbahn Gleisdorf - Weiz.

Rear Cover: In June 1970, No 97.201, delivered in 1890 as kkStB No 6901, approaches Vordernberg Markt with ore empties on the Erzbergbahn, which would see the ÖBB’s final standard gauge steam operations in 1978.

Contents Introduction

5

1. Vienna

6

2. Oberösterreich and Linz

12

3. Niederösterreich and Wiener Neustadt

16

4. Steiermark and Graz

33

5. Kärnten

56

6. The Erzbergbahn

59

7. The Graz-Köflacher Bahn

76

8. The Steiermärkische Landesbahnen

94

3

Peter Waymouth Gray

F

rom an early age, Peter Gray’s interest in railways was encouraged by his father, an employee of the GWR. Peter’s railway photography began in Basra, Iraq, whilst serving in the Army, at a time when rows of Stanier ‘8Fs’ awaited post-war shipment back to the UK. Returned home from National Service, purchase of a new bicycle led to wider exploration of the photographic opportunities presented by the railways of the West Country.

He profited from bank holiday weekends to undertake excursions around Devon and Cornwall, and further afield to places such as Bridgwater North, Bath, Westbury, Weymouth, and even by ferry across the Severn into South Wales.

Eventually, mechanisation took over in the form of two Velocette motorbikes, and in his late fifties a car licence enabled him to him expand his railway photography to include other regions of Britain. His colour photography of lines in Devon, Cornwall and Somerset would become highly regarded through a series of very successful books, whilst his black & white photographs of railways in the south-west were the basis of his very popular weekly ‘Rail Trail’ feature in Torbay’s Herald Express newspaper.

4

From the mid-1950s Peter’s activities spread to railways beyond Britain, and he began an extensive and varied series of overseas travels, at first around Ireland and Europe (including many Eastern Bloc countries), and later taking in large parts of Africa, North and South America, and Indonesia. His colour slide film of choice was Kodachrome, which guaranteed an absence of grain, with reliable colour reproduction, and has fortunately survived the passage of time with minimal deterioration since he first used it in the late 1950s.

An enthusiastic and active member of the Railway Correspondence & Travel Society, Peter was a familiar presence on the RCTS stand at exhibitions, and many of his overseas travels were undertaken as a member of RCTS tours. For many years he presented his popular slide shows across the country, until a fall left him unable to travel for the last 18 months of his life.

Introduction

I

n the years following World War 2, most of Austria’s railways were operated by the national railway system, the Österreichische Bundesbahnen (ÖBB), but notable exceptions were lines in the south-east of the country belonging to the Steiermärkische Landesbahnen (StLB), and the Graz-Köflacher Bahn (GKB). This volume deals with standard gauge lines operated by the ÖBB, as well as the GKB and StLB. Narrow gauge and industrial lines are covered in a companion volume.

Many of the locomotives seen in this book are fitted with the distinctive Giesl ejector, invented by Austrian engineer Dr Adolph Giesl-Gieslingen in 1951. The in-line multiple jet blastpipe generated improved draught, giving increased power, together with reduced coal and water consumption, and decreased problems with spark throwing, and was widely adopted by the ÖBB in the 1950s.

by exotic cross-border steam visitors from neighbouring countries such as Czechoslovakia.

The most remarkable location, which deservedly has a chapter to itself, was the spectacular Erzbergbahn, between Vordernberg and Eisenerz, where the vintage Class 97 and Class 197 rack locomotives would continue to perform their dramatic and strenuous ascents of the ‘Iron Mountain’ until 1978, at the final outpost of ÖBB standard gauge steam.

Fortunately, Peter Gray was able to capture an invaluable record of the rich variety of steam operations that could once be seen on the railways of Austria.

Peter Gray visited Austria several times between 1958 and 1973, recording the country’s railways in colour before they were transformed by the effects of modernisation in the 1960s and 1970s. A notable visit was in September 1963, when he took part in the Railway Correspondence & Travel Society (RCTS) tour of Austria.

Although steam continued in use on the ÖBB and the GKB well into the 1970s, many of the older and less numerous classes would progressively disappear, and the ÖBB’s remaining steam operations became increasingly dominated by the native 2-8-2Ts of Class 93, dating from the late 1920s, and the near-omnipresent ex-DR Kriegslokomotive 2-10-0s of Classes 52 and 152 in their various forms. Until the 1970s further variety was provided

A close-up view of a section of Abt system rack rail on the Erzbergbahn.

5

1. Vienna The capital of Austria, Vienna is situated in the east of the country. Steam would continue in use at several ÖBB sheds in Vienna until the early 1970s, being employed in particular on the non-electrified lines to the north and east of the capital, including use on commuter services.

Two generations of heavy freight locomotives are seen at Wien Ost shed on 8 September 1958. On the left is No 52.7596, built by Floridsdorf in 1944, which would remain in traffic until the end of ÖBB main line steam in December 1976. Adjacent to it is No 57.259, built by StEG in 1917 as kaiserlich-königliche Staatsbahnen (kkStB) No 80.2902, which would be withdrawn in September 1960.

6

A wartime austerity design, No 52.4551 looks especially austere in this view, fitted with a Giesl ejector and devoid of smoke deflectors, at Wien Franz-Josefs-Bahnhof shed on 8 September 1958. Built by Deutsche Waffen- und Munitionsfabriken (DWM) in 1944, No 52.4551 would be withdrawn in the final years of steam, in December 1974. The ÖBB fitted 136 of its Class 52s with Giesl ejectors in the mid-1950s.

7

8

Left: Wien Ost shed served lines to the east of the city. On 2 September 1963, 4-6-2Ts Nos 77.285 and 77.284, together with a third member of the class, await the next call to duty. All three have been fitted with Giesl ejectors. Nos 77.285 and 77.284 were built by Krauss, Linz in 1927 to a design dating from 1913, and both would be condemned in August 1970.

Above: An example of a widespread and long-lived Austrian 0-10-0 type - kkStB Class 80 - ÖBB No 57.224, allocated to Stadlau shed in the east of Vienna, is seen at Wien Ost shed on 2 September 1963. No 57.224 was built in 1916 by the Wiener Neustädter Lokomotivfabrik as kkStB No 80.990; it would be withdrawn 52 years later, in January 1968.

9

Above: Giesl ejector-fitted No 77.263 seen passing Wien Ost with a lengthy suburban passenger train on 2 September 1963, was another member of Class 77 to be built by Krauss, Linz in 1927, entering service as BBÖ No 629.78. It would remain in traffic until May 1973. This view illustrates the widespread use of four-wheel, end balcony coaches by ÖBB at this period.

10

Right: The kkStB’s magnificent Class 310 four-cylinder compound 2-6-4 locomotives, of which 90 were built between 1911 and 1916, constituted a high point of steam locomotive development in Austria. The last examples were withdrawn as ÖBB Class 16 in 1957, but No 16.08, built by StEG in 1911, was retained for preservation and restored to its original condition as kkStB No 310.23. For some time No 310.23, together with other locomotives, was stored at Wien Süd shed, where it is seen on 2 September 1963.

11

2. Oberösterreich and Linz Situated in the central north of the country, Oberösterreich (Upper Austria) is the fourth largest of Austria’s nine states by surface area. Linz, its capital, is situated on the Westbahn, the main east-west route through Austria. The country’s third largest city (after Vienna and Graz), Linz is an important railway centre, the site of a major ÖBB works, and the location of the massive Vereinigte Österreichische Eisen- und Stahlwerke (VÖEST) steelworks (later Voestalpine), built during World War 2.

No 78.626 heads a train at Kleinreifling on 7 September 1963. Situated in the valley of the Enns, Kleinreifling is on the line from Amstetten to Hieflau and Selzthal. No 78.626 was built by Floridsdorf in 1938 as DR No 78 666, the last of a class of 26 locomotives, all of which survived the war, and were fitted with Giesl ejectors and prominent smoke deflectors by the ÖBB. It would be one of six members of Class 78 to be condemned in January 1968.

12

Introduced by the Deutsche Reichsbahn in 1939, 3,164 examples of Class 50 were built by more than 20 locomotive builders across Europe. In contrast to the vast ranks of Class 52s to operate in Austria into the 1970s, only 12 members of Class 50 received ÖBB numbers in 1953, of which the last two examples would be withdrawn in September 1972. Seen moving off shed at Linz at 3.25pm on 7 September 1958, No 50.2314 would be the first of the ÖBB examples to be condemned, in June 1967.

13

Situated on the Westbahn, 188km (118 miles) west of Vienna, Linz possessed an important locomotive works, and until the last days of steam was the location of a major locomotive shed. On the turntable at its home shed on the evening of 7 September 1963 is Linz-based 4-6-4T No 78.607, built by Floridsdorf in 1931 as BBÖ No 729.07.

14

Also present at Linz shed on 7 September 1963 was No 192.2201, built by Wiener Neustadt in 1920. Ordered for the Wiener Lokalbahn, but taken into ÖStB stock as No 178.5558, it later became BBÖ No 178.900. Built as a simple expansion locomotive, unlike the other members of Class 178, which were two-cylinder compounds, it would be withdrawn in December 1966.

15

3. Niederösterreich and Wiener Neustadt Situated in the north-east of the country, Niederösterreich (Lower Austria) is the largest of Austria’s nine states by surface area. In the 1970s it would witness some of Austria’s final standard gauge steam operations, notably in the Weinviertel and Waldviertel regions north of Vienna.

On 9 September 1958 at Gloggnitz, start of the Semmeringbahn - the remarkable 41.8km (26 miles) from Gloggnitz to Mürzzuschlag, 2-10-2T No 95.114, built in 1922 as BBÖ No 82.14, has buffered up to the rear of a southbound express to provide banking assistance. The train will climb 457m over the 28.5km (17¾ miles) to the line’s summit at Semmering, at an average gradient of 1.6% (1 in 62).

16

Sigmundsherberg is a junction on the Franz-Josefs-Bahn between Vienna and Gmünd. In steam at the shed on 1 September 1958, No 292.2101 of 1917 was one of 22 useful 0-8-0Ts built by Henschel as Class 578 for the Austro-Hungarian military railways. Twelve remained in Austria after World War 1, with eight entering ÖBB stock in the 1950s as Class 292. The last two survivors, Nos 292.2101 and 292.2105, would be withdrawn in December 1966.

Also present at Sigmundsherberg shed on 1 September 1958 was No 95.108, built by Wiener Neustadt in 1922 as BBÖ No 82.08. No fewer than five members of Class 95 were present at Sigmundsherberg on that morning. Of the original class of 24 locomotives, the ÖBB inherited 22 examples as Class 95, of which the last survivor would be condemned in 1972.

17

The most peculiar-looking steam locomotives operated by the ÖBB were surely the 18 members of Class 3071. No 3071.05, is seen at Schwarzenau on 1 September 1963 with a special train from Wien Franz-Josefs-Bahnhof to Gmünd for the RCTS Austrian tour party. Schwarzenau was an important operational centre on the Franz-Josefs-Bahn, situated 23.6km (14¾ miles) east of Gmünd.

18

No 3071.05 has arrived at Gmünd (NÖ) with its special from Wien Franz-Josefs-Bahnhof, and is seen running light to the depot, where it will be serviced before returning later to Vienna. Built by Floridsdorf between 1935 and 1937 as Class DT 1, the idiosyncratic 2-4-2Ts were used primarily on local branch lines and on suburban services around Vienna. The last 15 examples would be withdrawn en masse in 1968.

19

No 93.1500, seen at Gmünd, its home shed, on 1 September 1963, is no ordinary member of Class 93. Originally Wiener Lokalbahn (WLB) No 74, it was built by Floridsdorf as late as 1944. Obvious differences from the standard design are the shorter side tanks and the combined casing for the steam dome and sand reservoir. Considered to be over-powered for its WLB duties, it was exchanged for 0-8-0T No 92.2256. It would be one of the first of the class to be withdrawn, succumbing in April 1968.

20

Gmünd was not only the location of one of Austria’s last standard gauge steam sheds, and the centre of the 760mm gauge Waldviertelbahn system (as seen in the companion volume on Narrow Gauge and Industrial lines), but also featured daily visits by Czechoslovak State Railways (ČSD) steam on workings to and from České Velenice, just across the border. ČSD No 365 018 runs into Gmünd with its short shuttle service on 1 September 1963.

21

No 365 018 pauses at Gmünd before returning to České Velenice. The elegant 2-6-2 belonged to a class of 40 locomotives, of which 20 were built in 1921, and a further 20 in 1923. Class 365 was a Czechoslovakian development of a traditional Austrian passenger locomotive design. The last few examples would survive until the start of the 1970s, with No 365 018 being withdrawn in March 1968.

22

Located 60km (37½ miles) west of Vienna on the main line to Linz, Sankt Pölten featured a locomotive shed serving local lines in steam days. On 2 September 1963, Giesl-fitted No 93.1324 awaits its next duty at its home shed. 50 of the type were built in 1926/27 as Class 378, followed by a further 57 examples in 1928/29, and 10 more in 1931, becoming the standard locomotive type for secondary routes in Austria.

23

No 770.96, also seen at its home shed of Sankt Pölten on 2 September 1963, with classmate No 770.92 in the background, was one of a group of four locomotives inherited by the ÖBB after World War 2. Built by Krauss, München as members of the 97-strong Bavarian State Railways Class Pt2/3, the ÖBB Class 770s were used primarily on the 37.5km (23½ mile) Pöchlarn - Kienberg-Gaming branch, until replaced by members of Class 93 in 1968.

24

Wiener Neustadt Situated 48km (30 miles) south of Vienna on the Südbahn towards Graz, Wiener Neustadt is an important railway centre, with one of the largest and busiest stations in Austria. It is the junction for the lines to Aspang and Fehring, Sopron (in Hungary), Puchberg am Schneeberg, Gutenstein and Mattersburg. The Wiener Neustädter Lokomotivfabrik was once the largest locomotive manufacturer in the Austro-Hungarian empire, but as a result of the economic crisis of the late 1920s / early 1930s was taken over by the Wiener Lokomotivfabrik Floridsdorf.

An extremely grimy No 77.31, built by Krauss, Linz in 1920 as BBÖ No 629.46, runs light engine through Wiener Neustadt station early on the morning of 3 September 1963, with some fine semaphore signals as a background. Despite its neglected external appearance, No 77.31 would survive for a further nine years before being withdrawn in September 1972. The electrification of the Südbahn main line between Wien Südbahnhof and Gloggnitz had been implemented seven years earlier, in September 1956.

25

No 152.1397, built by Maschinenfabrik Esslingen in 1943, is being serviced at Wiener Neustadt, its home shed, on 3 September 1963, whilst No 52.3683 lurks inside the shed. Of the former DR Class 52 locomotives left in Austria after World War 2, those with bar frames became ÖBB Class 152, whereas the examples with plate frames retained their identity as Class 52. No 152.1397 would be withdrawn in October 1972.

26

Two-cylinder compound 2-6-0T No 91.107, seen in a line of stored locomotives at its home shed of Wiener Neustadt on 3 September 1963, was built

by Krauss, Linz in 1908 as NÖLB No 102.04, becoming kkStB No 199.07 the following year. It would see out its days based at Mürzzuschlag, working on the Neuberg branch, the final refuge of the class, until being withdrawn in March 1973.

27

An example of a classic Austrian class, No 77.09, seen at Wiener Neustadt on 3 September 1963, was built by StEG in 1918 as kkStB No 629.24.

Originally developed for the Südbahn in 1913, the class was also built in large numbers for the kkStB, subsequently the Österreichische Staatsbahnen (ÖStB), then the Österreichische Bundesbahnen (BBÖ). No 77.09 would be one of the final examples in service, being withdrawn in April 1975.

28

Also present at Wiener Neustadt, its home shed, on 3 September 1963 is No 152.237, another bar frame-fitted former DR Class 52, built by Schwartzkopff in 1943. The members of Class 152 retained their original running numbers, but with the new ÖBB class designation. Thus, No 152.237 had formerly been DR No 52 237.

29

Seen on the turntable at Wiener Neustadt, its home shed, No 77.18, built by StEG in 1918 for the ÖStB as No 629.33, would be withdrawn in August 1970. Class 629 was highly successful, and popular with crews, and in addition to its use in Austria, was the subject of later orders and improvements by the ČSD in Czechoslovakia as Class 354.1.

30

Many trains on the line to Puchberg am Schneeberg would receive a pilot locomotive at Willendorf to assist them over the pass known as the Grünbacher Sattel, with an average gradient of 1 in 29¼ (3.41%) over the 8.5km (5¼ miles) to the summit of the line. On 11 September 1964, the 7.58am Bad Fischau - Puchberg, hauled by No 93.1314 (Floridsdorf, 1927), waits whilst No 93.1432 (Wiener Neustadt, 1928) backs down to pilot the train over the final 12.6km (8 miles) to Puchberg.

31

Taking water at Aspang with the 8.30am Wiener Neustadt - Graz (due to arrive Aspang at 9.20am and depart at 9.26am) on 3 September 1963, No 77.254, of Graz shed, was built by Krauss, Linz in 1927 as one of the last series of Class 629 locomotives, being delivered as BBÖ No 629.69.

South of Aspang the line continues, as the Wechselbahn, via numerous viaducts and tunnels to Friedberg, passing from Niederösterreich into the easternmost part of Steiermark. No 93.1366 has been added to the train as pilot locomotive, and will assist No 77.254 for the next 14km (8¾ miles) to Tauchen-Schaueregg, on which the line gains 177 metres in height, at an average of 1.26% (1 in 79).

32

4. Steiermark and Graz Steiermark (Styria), located in the central south of the country, is Austria’s second largest state by surface area. The northern part of Steiermark includes the eastern end of the Austrian Alps, and is characterised by deep, wooded valleys. From the time of the industrial revolution, this region was also a major centre of the iron and steel industries, centred especially on the valleys of the rivers Mur and Mürz between Judenburg and Mürzzuschlag, and is home to the enormous steelworks at Donawitz, just north of Leoben.

The 8.30am Wiener Neustadt - Graz, seen previously at Aspang, has reached Söchau, 13km (8 miles) north of Fehring. The new pilot locomotive, seen backing onto the train, which will continue through to Fehring, is No 77.12, built by StEG in 1922 as BBÖ No 629.27, which would be withdrawn five years later, in November 1968.

33

Viewed from the guard’s van at the front of the train, Nos 77.12 and 77.254 lean into one of the line’s many curves, as the 8.30am Wiener Neustadt - Graz wends its way through the attractive countryside of eastern Steiermark.

34

Graz The capital of Steiermark, and the second largest city in Austria, Graz is an important railway hub, having a significant position on the historic Südbahn from Vienna via Graz and Maribor to Trieste. It is not only a major ÖBB centre, but also headquarters of the Graz-Köflacher Bahn, which serves the region to the west of Graz. An important railway manufacturing centre, Graz was for nearly five decades the home of Simmering-Graz-Pauker AG (SGP), formed in 1941 through the amalgamation of three large manufacturers. It would cease to exist as an independent company in 1989.

No 42.2702 was the second of the series of 17 members of Class 42 built by Floridsdorf for the ÖStB between 1945 and 1947. Seen at Graz shed on 9 September 1958, No 42.2702 would be withdrawn just five years later, in August 1963, with the class being made extinct as early as 1966.

35

Also present at Graz shed on 9 September 1958 are three classic Austrian locomotives, all fitted with Giesl ejectors. In the foreground is 0-10-0 No 57.285 (built in 1919 as No 80.2964), beside which is 2-6-2 No 35.239 of 1918 (originally No 429.1983), whilst behind it is 4-6-2T No 77.73 (built for the Südbahn in 1914 as No 629.08). No 57.285 would be withdrawn in June 1963, whilst No 35.239 would be converted to heating unit No 01041 in November 1963, but No 77.73 would survive until May 1973.

36

Seen standing over a servicing pit at Graz shed in the late afternoon of 9 September 1958, No 35.205 was built as a member of kkStB Class 429, a successful and long-lived general purpose type. Delivered by Floridsdorf in 1913 as No 429.913, and fitted with a Giesl ejector by the ÖBB in the 1950s, the vintage 2-6-2 would be withdrawn in July 1965.

37

Built by Henschel in 1923, 0-10-0T No 694.1521 was one of 14 members of Prussian Class T 16.1 inherited by the ÖBB, having been left in Austria after World War 2. Some 1,242 of these powerful locomotives were built between 1913 and 1924. Seen at Graz shed on 9 September 1958, No 694.1521 would be sold in early 1958 to the Österreichische-Alpine Montangesellschaft steelworks at Donawitz, becoming ÖAM No 1000.2.

38

Class 52 was by far the most numerous steam locomotive type in Austria during the post-war years, and the rugged 2-10-0s would play a vital role until the end of main line steam. Nos 52.7015, 52.6976 and 52.6689 stand at Graz shed on 3 July 1966. No 52.6976 is attached to a tender equipped with a guard’s cabin to eliminate the requirement for trains to convey a guard’s van; more than a hundred Class 52 tenders were rebuilt with this feature.

39

Central and Northern Steiermark The central and northern parts of Steiermark, in the heart of Austria, are traversed by some of the country’s major rail routes, with significant railway towns including Mürzzuschlag, Leoben (with the nearby Donawitz steelworks), Bruck an der Mur and Knittelfeld (with its major railway works). An important railway centre, Selzthal is the meeting point of lines from Linz (the Pyhrnbahn), Kleinreifling (the Ennstalbahn), Stainach-Irdning and Bischofshofen (also the Ennstalbahn) and Sankt Michael. It is the location of a large freight yard, as well as being home to a busy locomotive shed in steam days.

On 10 September 1958, No 52.1610 (built Grafenstaden, 1943) is unlikely to be seriously tasked by its load, of a single 4-wheel Spantenwagen, forming a school train, standing in a bay platform at Selzthal. In the background can be seen No 52.7576 (built Floridsdorf, 1944) standing on a freight line situated between the station and the yard.

40

No 38.4113 stands at Selzthal with a stopping train on 10 September 1958. The 4-6-0 was built by Floridsdorf in 1914 as Südbahn No 109.40, later becoming BBÖ No 209.40, then DR No 38 4113. Of the 53 members of Class 109 built for the Südbahn between 1910 and 1914, only 11 made it into ÖBB ownership, eight of which were fitted with Giesl ejectors. The last example of the type would be condemned in 1968.

41

No 57.278, standing at Leoben Hauptbahnhof with the lengthy 6.10am to Vordernberg on the autumnal morning of 5 September 1963, was built by StEG in 1919 as No 80.2957. Amongst the last examples in service, No 57.278 would fall victim to a cull of nine members of Class 57 in January 1968.

42

An attraction of rail travel in Austria at the time of Peter Gray’s visits was the ability to lower the large carriage windows, not only enabling passengers to enjoy the views, but also assisting in photography. Running beside the river Mur, the 5.45am Bruck an der Mur - Villach, hauled by Bo-Bo electric locomotive No 1245.619 (built Floridsdorf / BBC, 1938), is about to pass a Giesl ejector-fitted Class 52 with a northbound freight on 5 September 1963.

43

Nos 93.1392 and 93.1415 stand at Zeltweg on arrival from Wolfsberg on 6 September 1963. Located on the main line between Leoben and Klagenfurt, Zeltweg is the junction for the Lavanttalbahn south via Wolfsberg to Bleiburg, where it forms a junction with the line east from Klagenfurt.

44

Classic Austrian locomotive No 35.233 is seen with a goods train at Zeltweg on 6 September 1963. Designed by Karl Gölsdorf, it was built by StEG in 1916 as kkStB No 429.1971. From April 1945 to May 1950, it spent five years with the Hungarian State Railways (MÁV), before returning to Austria.

After withdrawal in December 1965, it would be converted into mobile heating unit No 01046.

45

Seen at its home shed of Knittelfeld on 6 September 1963, No 35.212 was built by BMMF in 1913 as kkStB No 429.924. Equipped with a Giesl ejector in the 1950s, it would be one of the final members of the type in traffic, being withdrawn in December 1966 after a working life of 53 years. The last few examples of Class 35 saw out their final days based at Knittelfeld and Bruck an der Mur.

46

Another Knittelfeld-based locomotive at its home shed on 6 September 1963 was No 92.2223. These two-cylinder compound 0-8-0Ts were built in large numbers for the kkStB and several small private railways as Class 178. Dating from 1909, No 92.2223 would be withdrawn in November 1968, a year in which many of the class would be condemned; further examples followed in 1969, and the last two in 1970.

47

48

Left: No 33.122 runs into the halt at Hönigsberg, near Mürzzuschlag, with a special to Kapfenberg on 30 August 1964. Built by Floridsdorf in 1924 as BBÖ No 113.22, one of a class of 40 very successful express passenger 4-8-0s, No 33.122 would be one of the last few of the class in service, being withdrawn in February 1968.

Right: Giesl ejector-fitted No 57.295 (built by Wiener Neustadt in 1921 as BBÖ No 80.4901) prepares to depart from Leoben with the 6.10am to Vordernberg on 7 September 1963.

Withdrawal for the veteran 0-10-0 would come less than two years later, in July 1965.

49

From the northern end of the Erzbergbahn at Eisenerz (literally ‘Iron Ore’), a 14.4km (9 mile) line ran to Hieflau, where it connected with the line between Selzthal and Amstetten. No 86.106 (built Schichau, 1933) waits to draw empty coaching stock into the station on 7 September 1963. Its summit shrouded in mist, the Erzberg looms in the background.

50

From Eisenerz, ore trains ran north via Hieflau to the VÖEST steelworks at Linz. No 52.862 (built Krenau, 1944) stands with a train of bogie ore wagons beside the impressive ore loading plant at Eisenerz on 7 September 1963. No 52.862 would remain in traffic for a further 11 years, not being withdrawn until November 1974.

51

The last regular use of members of Class 86 by ÖBB was on services from Hieflau to Eisenerz and Selzthal. No 86.476 (built by DWM in 1943), seen with a local train near Eisenerz in June 1970, would be withdrawn in March 1972, as one of the final two examples of Class 86 in service in Austria.

The first three vehicles of the train are 4-wheel Spantenwagen, rebuilds of pre-war coaches with new steel bodies, produced in large quantities from 1948 onwards.

52

No 42.2708 is seen at Mürzzuschlag shed on 30 August 1964. Situated on the Südbahn, 116.7km (73 miles) from Vienna, in the north-east of Steiermark (Styria), Mürzzuschlag was an important station and motive power depot at the western end of the famous Semmering route over the eastern Alps.

53

Bruck an der Mur-based No 57.228 is seen on the turntable at its home shed on 3 July 1966. Built in 1916 as kkStB No 80.999, the venerable 0-10-0 would be withdrawn in March 1968, as one of the last examples of the class.

54

Also present at its home shed of Bruck an der Mur on 3 July 1966 was No 77.71, built by StEG in 1913. Peering out of the shed in the background is No 392.2542, one of 50 superheated 0-8-0Ts built in 1926-27 for shunting duties as Class 478, of which 43 became ÖBB Class 392, often to be found performing station and yard pilot duties until their withdrawal between 1968 and 1972.

55

5. Kärnten Set in the eastern Alps, Kärnten (Carinthia) is the most southerly state in Austria. Characterised by numerous attractive river valleys, it has few major centres of population; its only significant cities being Klagenfurt and Villach.

Major rail routes run from Klagenfurt to Leoben via Sankt Veit an der Glan and the valley of the Mur, and from Villach to Schwarzach-St. Veit via the valley of the Drau.

No 52.6765 (built Floridsdorf, 1943) arrives at Treibach-Althofen with a southbound mixed goods on the evening of 5 September 1963. This Class 52 is another example coupled to a tender fitted with a guard’s cabin, with the guard being visible at the side window. Following withdrawal in December 1968, the 25 year old 2-10-0 would suffer the indignity of its chassis being converted into snowplough No 985218.

56

The ÖBB locomotive fleet was enriched by a variety of German classes which had been drafted into use in Austria during World War 2. This included the 2-8-2Ts of Class 86, of which the ÖBB inherited 27 examples, which were equally at home on local passenger services or double-heading heavy ore trains with 2-10-0s of Classes 50 and 52. No 86.475, built by DWM in 1943, seen at Sankt Veit an der Glan on 5 September 1963, would be one of 21 members of the class to be withdrawn in 1968.

57

Class 93s Nos 93.1392 and 93.1415 forge across a girder bridge over the Lavant river near Twimberg on the Lavanttalbahn with train ZD 20, the 1.55pm Wolfsberg - Zeltweg service on 6 September 1963, due to arrive at Zeltweg at 3.23pm. The summit of the line is located at the Obdacher Sattel pass, approximately 20km further north, between the towns of Reichenfels-St. Peter in Kärnten and Obdach in Steiermark.

58

6. The Erzbergbahn Opened in 1891, the 20km long (12½ mile) Erzbergbahn, named after the Erzberg - the ‘Iron Mountain’ which gave the line its raison d’être and defined its unique character - connected Vordernberg via the Präbichl pass with Eisenerz at its northern end. It was built to transport the huge iron ore deposits of the Erzberg, enabling the growth of the Austrian iron and steel industry. Built as a rack railway, but rack-free in the moderately graded station areas, the line’s steepest gradients were 7.1% (1 in 14). The principal locomotive shed, and the line’s operational centre, were located at Vordernberg, from where a conventional line led south to Donawitz and Leoben.

With a view to dispensing with the rack equipment, first trials of adhesion operation took place in January 1971 with a Class 2043 diesel, and from July 1974, 4-wheel railbuses replaced steam on the remaining passenger services, but steam traction on freight services would continue until 1978.

No 197.302, one of three 0-12-0RTs built for the Erzbergbahn by Floridsdorf in 1912, stands with a rake of bogie ore hoppers at Eisenerz on 10 September 1958. To the right of the picture can be seen the imposing ore loading structure, dating from 1937/38, and the approach trestles of the high-level electrified narrow gauge line, which brought ore from the ‘Iron Mountain’ to be loaded into standard gauge wagons.

59

The first and third generations of Erzbergbahn motive power are present at Vordernberg shed on 7 September 1963. To the left is 0-6-2RT No 97.209, dating from 1893 (originally kkStB No 6909); and to the right is 2-12-2RT No 297.401 of 1942. Already 70 years old, No 97.209 still has almost 13 more years of service to look forward to until withdrawal in August 1976, whereas No 297.401 has only a year left before being taken out of traffic.

60

Standing on the turntable at Vordernberg shed, No 297.401 was one of a pair of locomotives delivered to the Deutsche Reichsbahn in 1942 to help increase ore output from the ‘Iron Mountain’. Although far more powerful than the 0-6-2RTs, their size was their undoing, as they were harsh on the track, and subject to reliability issues, spending long periods out of service. No 297.402 was placed in store as early as 1949, and its sole classmate, No 297.401, in turn, would be stored in 1964.

61

Standing outside Vordernberg shed on 7 September 1963 is No 97.217, one of the final series of the class, which was built by Floridsdorf in 1908 as No 69.17, and would survive until the end of steam on the Erzbergbahn in 1978.

62

The impressive bulk of the Class 297 locomotives is evident from this view of No 297.401 on the turntable at Vordernberg, with No 97.217 in the background. Behind the buildings to the right of the picture, the rails commence their climb into the mountains immediately on reaching the station limits.

63

On 7 September 1963, No 197.301 (built Floridsdorf 1912 as kkStB No 269.01) and its train have paused to take water at Glaslbremse, 5.3km from Vordernberg. The turnouts and loop at Glaslbremse would be removed in 1970 as part of a programme of rationalisation, leaving the track through the station as a single through line.

64

A closer view of No 197.301 taking water at Glaslbremse. Delivered in 1912 to a design by Karl Gölsdorf, the 12-coupled Class 269 tanks were the world’s most powerful rack locomotives, a title which would be taken 30 years later by the final generation of Erzbergbahn steam power, the two giant Class 297 2-12-2Ts. All three members of ÖBB Class 197 were fitted with Giesl ejectors in 1953.

65

66

Above: On 7 September 1963, No 197.301 propels a special train uphill between the water stop at Glaslbremse and the major intermediate station of Präbichl, 8km (5 miles) from Vordernberg. Präbichl was just short of the summit of the line, which was situated in the tunnel immediately beyond the station.

Right: Having reached Präbichl, No 197.301 has run round its train before continuing to Eisenerz. Just over 15 years later, on 30 September 1978, No 197.301 would be the final steam locomotive to traverse the Erzbergbahn, with a farewell special between Eisenerz and Vordernberg, and subsequently the rack rails would be removed.

67

68

A picturesque view of a Class 97 descending towards Vordernberg station in June 1970 with a two-coach shuttle train from Vordernberg Markt, a journey of just 1.9km.

The train is crossing the four-arch stone-built VordernbergerbachViadukt, which crosses the small river down the valley, known as the Vordernberger Bach, and the main road through Vordernberg.

69

Just above the Vordernbergerbach-Viadukt, No 97.209 storms up the gradient below Vordernberg Markt with a shuttle passenger service in June 1970, passing reminders of the rich industrial history of the town of Vordernberg, where the tradition of extracting and smelting iron ore dates back to the middle-ages.

70

The photographer has turned his lens to follow the train’s progress, as No 97.209 propels its shuttle train around the hillside towards Vordernberg Markt station, with the streets of the town laid out below as a background.

71

Headed by a grimy Class 97, and with No 197.301 trailing at the rear, a loaded ore train, formed of 18 hopper wagons of various types, descends from Vordernberg Markt in June 1970. In the distance, a passenger train is climbing the gradient towards Glaslbremse.

72

A pair of Class 97s drift downhill towards Vordernberg in June 1970 with a well-loaded ore train. The ÖBB was keen to reduce the line’s heavy maintenance costs, and in 1970 intermediate turnouts were removed between Vordernberg and Präbichl, and the line between these points was converted to a single track with a continuous rack rail.

73

74

A pair of Class 97s make their way up the incline beyond Vordernberg with a rake of ore empties in June 1970. Steam would continue in use at Vordernberg for nearly two years after it had been eliminated on the ÖBB‘s other standard gauge routes. With the end of rack working on the Erzbergbahn in 1978, the remaining Class 97 and Class 197 locomotives would be withdrawn.

75

7. The Graz-Köflacher Bahn Located in the south of Steiermark (Styria), the Graz-Köflacher Bahn (GKB) was built to exploit the coal reserves in the region to the west of Graz. Connecting with the Südbahn at Graz, the GKB’s principal artery ran 41km (25½ miles) to Köflach. From Lieboch on the Graz - Köflach line, a second line ran 50.7km (31½ miles) to Wies-Eibiswald. A third line - the Sulmtalbahn - started at Lieboch, south of Graz, and connected with the GKB near Wies-Eibiswald.

The line would become a place of pilgrimage for railway enthusiasts in the 1960s and 1970s, because of its use of veteran Austrian locomotive types, which continued in service with the GKB long after they had disappeared from the state railway network.

Built by Floridsdorf for the Südbahn in 1891 as a member of Class 17c, GKB No 372 stands at Graz with the stock for the 6.05pm Graz - WiesEibiswald at 5.10pm on 9 September 1958. The GKB acquired eight of these outside-frame 4-4-0s in 1924/25, with four remaining in service into the 1960s. The last to be withdrawn, in May 1968, No 372 would subsequently be preserved.

76

An evening view of a busy Graz GKB shed on 9 September 1958 with, from extreme left to right, Class 56 2-8-0s Nos 56.3268 and 56.3195, Class 30 2-6-2T Sulm 1, and 2-8-0s Nos 56.3231, 56.3263 and 56.3245. The GKB acquired 16 of the Class 56 two-cylinder compounds in the early 1950s, with 10 remaining in service into the 1970s, whereas the final examples in ÖBB stock were condemned in 1960.

77

On 4 September 1963, 2-6-2T Sulm 2 stands at Leibnitz, where the Sulmtalbahn met the Südbahn south of Graz, with the 7.55am mixed train for Wies-Eibiswald (with a timetabled arrival time of 10am), with the coaching stock strengthened to accommodate the RCTS party.

78

Sulm 2 is a Class 30 two-cylinder compound 2-6-2T, of which 113 were built between 1895 and 1901 for the Vienna Stadtbahn. The GKB procured 13 examples from the BBÖ in the 1930s, which were all withdrawn by the end of the 1960s. Two would find further employment at the ÖAM steelworks at Donawitz, one of which appears in the companion volume on narrow gauge and industrial lines.

79

At 8.45am, Sulm 2 and its train are seen at Fresing, just short of half-way to the point where the Sulmtalbahn joins the GKB Line from Lieboch to Wies-Eibiswald. Built by Wiener Neustadt in 1897 as No 30.39, the former Stadtbahn locomotive was one of the first two examples acquired by the GKB, in 1931. In 1956 it adopted a new identity as Sulm 2, reflecting its dedicated role on the Sulmtalbahn.

80

Sulm 2 and its train have now reached Gleinstätten, 18.8km (11¾ miles) from Leibnitz. Peter Gray records that two of the coaches in the train date from 1883 and 1896, whilst the first van in the formation dates from 1873.

81

The mixed train formation, and the elderly nature of the rolling stock reflect a bygone age in this delightful view as Sulm 2 engages in a spot of shunting at Gleinstätten. The Sulmtalbahn now has less than four years left to live, with closure in May 1967 putting an end to scenes like this.

82

Class 17c outside frame 4-4-0 No 372 of 1891 stands outside the shed at Wies-Eibiswald, with the stock for its special train to Köflach on the morning of 4 September 1963.

83

Seen at Köflach on 4 September 1963, recently ex-works 0-6-0 No 671, built by StEG in 1860, was one of 18 former Südbahn Class 29s acquired by the GKB in 1924/25. The majority were withdrawn after just a few years, with the arrival of former Stadtbahn 2-6-2Ts of Class 30, but four examples would survive until the 1960s.

84

Seen at Köflach on 4 September 1963, No 1852 was one of a pair of 0-6-0Ts built by Krauss, Linz in 1898, which the GKB acquired in the 1920s for shunting duties at the mines near Köflach, for which role they were significantly cut down to adapt them to a restricted loading gauge. No 1852 would be sold in 1968 to the steelworks at Judenburg, where it would be scrapped in the 1970s.

85

No 671 stands at Köflach with the RCTS special on 4 September 1963. Of the four ex-Südbahn Class 29s still in service with the GKB after World War 2, three would be withdrawn in 1964 and 1965, leaving just No 671 operational.

86

Nos 56.3268 and 680 are seen at Graz shed on the evening of 4 September 1963. No 680, built by StEG in 1860, had just six months left in service, as it would be withdrawn in March 1964. The GKB would start to dispense with its Class 56s in the late 1960s, with No 56.3268 being taken out of service in 1970.

A peaceful moment at Graz shed on 4 September 1963, with Class 29 No 680 of 1860 and Class 56 No 56.3115 of 1914, respectively 103 and 59 years old. Within two years, all but one of the centenarian Class 29s would be gone; withdrawals of the Class 56s would begin in 1967, with all examples except No 56.3115 being condemned by 1975.

87

No 56.3268, built by Wiener Neustadt in 1919 as KkStB No 170.679, stands at Graz Köflacherbahnhof on 4 September 1963 with empty stock for an evening departure. In the background the GKB tracks curve round to the left to the ÖBB’s Hauptbahnhof.

88

No 56.3115, built by Floridsdorf in 1914 as KkStB No 170.133, stands beside the GKB locomotive shed at Graz on 4 September 1963. The last of the class in service by the late 1970s, No 56.3115 would be retained by the GKB for special duties, re-fitted with a traditional spark-arresting chimney.

89

Also at Graz on 4 September 1963 was No 56.3147, built by Breitfeld-Danek in 1917 as kkStB No 170.331, its appearance rendered archaic and distinctive by the pipe between the twin domes, together with the prominent Kobel spark arresting chimney. Although it appears quite run-down in this view, No 56.3147 still has roughly 10 years left before being withdrawn in 1973.

90

Awaiting its next duty at Graz shed on 3 July 1966 is No 56.3190, built by Wiener Neustadt in 1917 as kkStB No 170.483. Acquired by the GKB in 1955, it would be withdrawn 20 years later as one of the last members of Class 56 in service.

91

No 56.3147 stands next to the turntable at Graz on 3 July 1966, with No 56.3229 inside the shed. Two further members of the class are stabled to the right of the shed, behind a Class 30. The first ex-ÖBB Class 152s would arrive in early 1968, their numbers growing by 1972 to a total of 13, followed by two Class 50s (with a third as a source of spares), and the Class 56s would rapidly be displaced.

92

For many years, visitors to the GKB’s Graz depot were met with the melancholy sight of locomotives whose active days had ended, awaiting their ultimate disposal. On 3 July 1966, this collection of derelicts includes Class 17c 4-4-0 No 415, two 0-6-0s of Class 29, and a further Class 17c.

93

8. The Steiermärkische Landesbahnen In addition to its well-known 760mm gauge lines, the Steiermärkische Landesbahnen (StLB) also operated three standard gauge lines. Two of these were electrified, but the 15km (9½ mile) line from Gleisdorf to Weiz was steamoperated until the arrival of two diesel locomotives in 1964-65, with a former ÖBB Class 93, acquired in 1966, being used on an occasional basis until the early 1980s. At Weiz the line connected with the StLB’s 760mm gauge Feistritztalbahn to Birkfeld and Ratten.

Seen at Gleisdorf, backing onto the stock for the 1.12pm to Weiz on 3 September 1963, StLB No 130.03 had been built by the Schweizerische Lokomotiv- und Maschinenfabrik (SLM) in 1905 for the Gürbetalbahn in Switzerland as its No 43. It was acquired by the BBÖ after World War 1, together with five classmates, becoming Nos 130.01-06. By the late 1920s they were again redundant, and the StLB obtained Nos 130.03 and 130.04 for the Gleisdorf - Weiz line.

94

No 130.03 is seen with its train after arrival at Weiz. Rarities in Austria, with their typically Swiss appearance, for many years Nos 130.03 and 130.04 bore the brunt of services between Gleisdorf and Weiz. No 130.04 had been taken out of service in 1957, and No 130.03 would follow in 1965, after 36 years of service with the StLB. Sadly, neither of these interesting locomotives would be saved for preservation.

95

0-8-0T No 178.02 basks in the sun at Weiz on 3 September 1963. Supplied to the Steiermärkische Landesbahnen by Krauss, Linz in 1923 as StLB No 2, it was later renumbered as No 178.02, in similar style to the almost identical BBÖ Class 178. Taken out of use in 1965, following the arrival of two diesels, No 178.02 would be scrapped the following year.

96

Peter Gray's Travels, Volume 1: Austria Standard Gauge

Peter’s remarkable colour photographs are a wonderful record of a bygone era, allowing us to step back in time to an Austria now long disappeared, but captured for posterity by the lens of an accomplished photographer and enthusiast. The pages of this book depict not just the state railway system - the Österreichische Bundesbahnen - with a section devoted to the extraordinary Erzbergbahn, but also the fascinating Graz-Köflacher Bahn, and the sole steam-worked standard gauge line of the Steiermärkische Landesbahnen.

A companion volume, PETER GRAY’S TRAVELS Volume 2: Austria Narrow Gauge & Industry covers the country’s fascinating narrow gauge and industrial lines.

ISBN 978-1-913893-59-0

£17.50

Volume 1: Austria Standard Gauge

Compiled by Andrew Fox

This volume contains fascinating images of Austria’s standard gauge railways from the late 1950s until the early 1970s - a period when a wide variety of steam power remained in use, ranging from veteran classes more than 50 years old to modern ex-Deutsche Reichsbahn wartime locomotives. In the years that followed, the country’s railways would be transformed by the relentless effects of rationalisation and modernisation.

peter Gr ay’s tr avels

Compiled by Andrew Fox