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Kolikor sem videl, je pokrita že skorja vsa Slovenija, vključno vhodne proge iz Karlovca v Metliko iz Avstrijskega dela Koroške v Slovenijo (muzejski vlak, parna lokomotiva), nato Kamnik Novo mesto pa Branik Štanjel Ajdovščina. Pa Pula Divača in Rijeka Pivka pa Čakovec Maribor. Ni da ni. Me veseli, da vam je všeč. Narava je res pravi biser, zgradbe iz kamna pa večne. Železnica ima orjaški turistični potencial. Se jim bo že posvetilo. Mene je obsedlo na zrela leta 63+. Ob tejle progi sem na eliptičnem trenažerju prevozil 8,24 km, medtem ko sem gledal projekcijo na TV od Nove Gorice do Jesenic na 2x hitrosti. Padel sem noter, gonil sem kar bos. Počutil sem se starega 10 let. Bodite zdravi in užuvajte še naprej.

It's 6327m long.

There is far too little traffic there for electrification to prove feasible. Especially as regards cargo traffic.

@@darkokoporcic7146 You'd know more than I about the current situation. It's just my engineer's mind working on the matter of, "Couldn't a substantial increase in line efficiency change the balance of that equation?" Croatia has been using EMD GT26CW-2s, which are somewhat bigger and heavier (120 t to 103 t), but give a relatively larger power increase (3,000-3,300 hp). About the best out there for a diesel looks like the Stadler Euro 4000 (124 t and 4,260 hp). It's clear the 2,170-2,330-hp units Slovenia has been using struggle with these mountain gradients. And the issue all the diesels seem to run into is power-to-weight. The most comparable locomotive to the current models that comes to mind is actually the meter-gauge Ge 4/4 II, which produces 2,210 hp, but only weighs 50 t. The Ge 4/4 III is 60 t, and makes 4,160 hp. The standard-gauge Re 4/4 II (Re 420) is actually 5 ft shorter than the diesels like the one in this video, so tight curves definitely shouldn't be an issue, comes in at 80-85 t, while producing ~6,300 hp. The Re 4/4 III (Re 460) has a third more power, but puts on only minimal extra weight. Hence, back to my thought at the top. If you can run significantly faster average speeds, easily maintain that speed on both ascent and descent, have superior acceleration and deceleration when you do need to make stops, and even haul longer, heavier trains while doing it, that makes the line much more viable on a number of fronts. It seems like it would be fairly easy to knock the run from Sezana to Jesenice down from 2.5 hr to 2 hr, and maybe get it even further toward 1.5 hr. At that point, even if it's still 1.75 hr, wouldn't that be quicker than going all the way in to Ljubljana and back out and up to Jesenice? I'd also think the scenery on this route would be a bigger tourist draw. Does Slovenia encourage truck cargo to go by train rather than road like Switzerland and Austria do? And I'm rattling on here, but wondering a bit farther afield, do you know how much of the main line down to Knin and Split in Croatia still isn't electrified? What little (cab) video I can find of that shows diesel running there, too.

Hi, this is hardly a mainline anymore. After the construction of the new Udine-Villach mainline and especially after expected modernisation of the Divaca-Ljubljana line this one is going to struggle to survive at all.

Yes it was empty containers. It was the train from the thumbnail. Weight i don't remember but it was less then or equal to 550 tons as this is max weight for one locomotive on this route and we had only one.

This is vehicle

it's regular service running a few times a day. potniski.sz.si/en/motorail/

@@m4rek32 Thanks for the info!

I don't really know what is the situation there. Probably something to do with landslides...

Yes we do have them :) It's this one.. goo.gl/RgX3Fh

Oh yes, thank you. this is for temporary speed reduction, I was unable to see "Začetek spremembe progovne hitrosti” (speed reduction with long-time characterization) in this video :) my bad..

Oh ok.. you mean for the track speed... if there are still some of those ("Začetek spremembe progovne hitrosti”) signs anywhere.. they are replacing them with this yellow ones (1:29:31). Which means that there will be speed reduction to that speed and after this one there is a rectangular shaped one (1:30:25) which means from that point forwards it's that speed. The trapezoid shaped ones are only placed if there is speed reduction equal or greater than 20 km/h. We do have all the speeds written and the positions of them in a timetable for that train. Example: goo.gl/Z5H72T column labeled 1 is the track speed, column labeled 2 is the position..

Thanks very much for information... In Croatia we still use 3 slash lines on white square sign for beginning of restricted speed and 2 vertical lines for ending of it.

m4rek32 bye

Ja, se strinjam. Morali bi pustiti tunel Podbrdo-Bohinjske Bistrica 6,3km v celoti. Itak ga Kennedyka, Reaganka ali Španka (to so imena elektrodizel lokomotiv, kot sem se nevednež poučil z nekega portala) prevozi s 60 km/h v malo več kot 6 minutah! Tisti, ki jim je tema dolga, naj si predvajajo posnetek na 2x hitrosti. Ta proga je muzej z vsem, kar ji pritiče. Sodi v UNESCO svetovno dediščino. Lep pozdrav iz Slovenije.