Photos from various trips to Austria and beyond

[Stefan88]

The next generation S-bahn, class 4020, still in use but its days are numbered. Built from 1978-1987, also make a nice noise, and other than the high floors and entry steps they are the ideal vehicle on the network - nice and open inside leaving plenty of standing room and large open vestibules. Half windows are also much more preferable to weak A/C units in 30C+ heat!

 

 

Bombadier Talent, classed as 4023 for 3-car units (mostly used on the Salzburg S-bahn) and 4024 for 4-car units, also 4124 for the 4-car multisystem units that can operate over the border to Hungary, in use since 2004.

 

 

The newest type, class 4746 Cityjet from Siemens (Desiro ML) in 6 door S-bahn version, there is also a 4 door per side version for rural areas, and soon a 4 car 8 door per side unit for the S-bahn in Vorarlberg. These sound quite fun too with their weird whirring noises.

 

 

Then came a steam break - former rack loco for the Erzbergbahn that hauled iron ore from the Erzberg mine down to the mainlines, class 97.2 (97.208) that had been restored to working order a couple of years ago in the museum at Strasshof. Only the adhesion mechanisms have been restored, the rack mechanisms were removed some years ago.

 

 

 

Then it was time for some diesels, a license built Uerdinger railbus (5081.15) leading a class 5042 (5042.14) pre-war diesel electric railcar (the later had a mechanical problem and had to be towed).

 

 

 

Class 2050 diesel electric (2050.04), 20 of these license built GM's were built by Henschel in the 1950s.

 

 

[Stefan88]

The same 5047 railcar that passed overhead when we arrived at the station earlier.

 

 

Then things start getting blurry thanks to the dark and light effects!

 

Class 1142 with a CityShuttle single deck push-pull rake.

 

 

 

Doubledeck rake propelled by a class 1016 Taurus, all in the new CityJet livery these are being repainted in to.

 

 

 

Brand new maintenance/repair vehicle that is due to replace various older types, kept being referred to as a swiss army knife due to all the equipment it has onboard. These are primarily battery electric powered, with a small diesel range extender. It parked in the background while and slowly extended every piece of equipment onboard while the parade continued.

 

 

A couple of much older maintenance vehicles, the X512 is from the museum and the X534 is still (just) in service.

 

 

 

Progress with the swiss army knife:

 

[Stefan88]

More maintenance vehicles old and new:

 

 

 

 

The driver was dressed as Super Mario and going for the Mariokart look

 

 

Another 1016/1116 Taurus with a measurement coach:

 

 

 

A 2016 Hercules with a recovery coach (used to haul broken down or derailed vehicles, full of equipment such as jacks and lifts).

 

 

 

The swiss army knife with all its platforms and equipment fully extended.

 

Edited September 26, 2023 by Stefan88

[Stefan88]

310.23 had to make an appearance:

 

 

 

Class 1670 1A-Bo-A1 electric from the 1920's, each of the 4 powered axles have a motor, mounted vertically! This is one of several locos that had been worked on by the museum over the past months to get it working again after being out of use for many years.

 

 

Class 1010 Co-Co from the 1950s

 

 

Class 5145 DMU 'Blauerblitz' (Blue lightning) from the 1950's, originally used for express services such as the Vindobona to Berlin and services to Italy, quickly made obsolete in this role by the electrification of the mainlines in the 50s and 60s and relegated to local services around Vienna until withdrawal in the 1990s. The museum has 3 power cars, at least 1 restored driving trailer and several intermediate coaches, meaning anything from a 2 car powercar & driving trailer up to a 5 car unit with twin power cars and a restaurant coach can be formed. Here we have a 3 car formation with driving trailer and restaurant car.

 

 

 

[Stefan88]

A class 52 (52.100) was the last steam offering, with a short goods train.

 

 

 

Then a new class 1293 Siemens Vectron with some modern goods wagons.

 

 

A new snow blower did its party trick of fully rotating.

 

 

 

 

And last up was another Taurus in special 100 years of ÖBB livery (not a particularly exciting or creative livery in my view).

 

 

After that we darted back to the bus as it was getting on a bit and we were both exhausted!

[Stefan88]

The next day we finally went somewhere on the train! Weekends have some offers on tickets, I chose the €20 ticket that allows travel across all of Niederösterreich (except for Intercity, Eurocity and sleeper services). We took the REX (Regional EXpress) semi-fast stopping service on the Südbahn headed for the end of the route in Payerbach-Reichenau at the foot of the Semmering pass. This is as far as the doubledeck coaches are allowed to travel on the Semmering line so they terminate here, stopping services beyond here are run using singledeck EMUs. After Wiener Neustadt the semi-fast service becomes less fast and stops everywhere, this is because the S-bahn routes all end in Wiener Neustadt so the REX to Payerbach and the 2 hourly service over the Semmering are the only trains that stop along there.

 

In Wiener Neustadt this class 5022 Desiro DMU waits to head to Puchberg am Schneeberg. Interestingly the logos and writing on the side indicate it has come from the S-bahn Kärnten in and around Klagenfurt in the far south.

 

 

In Payerbach-Reichenau a solitary Taurus passed through, the double deck service we took can be seen in the background.

 

 

At the station a few items are on display, a 2-10-2 class 95 tank that used to be used as a banking engine over the Semmering pass, also there but no photos of them are a small 0-4-0 electric loco from the 760mm gauge line from here to Hirschwang, and an original cable car from the 1950s for the cable car that goes up the second highest mountain in Niederösterreich, the Rax, right next to the Schneeberg and our ultimate destination.

 

 

The primary reason for the trip - to take a ride on the Austrian Höllentalbahn - a short electrified 760mm line that links the mainline station with the nearby town of Reichenau and the former mill at Hirschwang at the foot of the Rax, it used to connect with the cable car but now stops 1km short. When first reopened as a museum line it was steam hauled using U class U1 now on the Ybbstalbahn, then the electric was restored along with one of the small electric locos for freights. Passenger services were originally covered using tram-like power cars and trailers, these had all been sold to the Zillertalbahn upon closure who converted the powercars to trailers. Some of these were eventually repatriated to the Höllentalbahn and a powercar and trailer have been restored. This was another one on my bucketlist to tick off, having visited once and walked the track because it wasn't open, this one only runs on Sundays during the summer.

 

In Payerbach-Reichenau next to the mainline station having just arrived and uncoupled the trailer that it will leave here.

 

 

At Reichenau intermediate station.

 

 

Rax in the background

 

 

At the end terminus near Hirschwang.

 

[Stefan88]

To get to the Rax cable car we had to board this quirky thing, seems to be based on a 1980s van chassis.

 

 

Here the nearby Rax, the hotel with cable car station at the top can just be made out.

 

 

 

On the way back the power conked out 1.7km from the end. Initially I decided to wait it out, but then it became apparent that it would take a considerable amount of time to get it back on so I opted to walk it, along the track bed, with a heavy rucksack and even heavier toddler on my back!

 

 

We got back to Payerbach with a good 20 minutes to spare before the next REX back to Vienna left.

[Stefan88]

Instead of getting the REX straight back to Vienna I had something more interesting in mind to make use of my regional day pass. Instead of taking the direct Südbahn route back, I opted for the Innere (inner) Aspangbahn, a non-electrified branch that links Wiener Neustadt to Vienna operated entirely with 5047 railcars, and one of the few places you will still find semaphore signals, mechanically operated signal boxes and 'Fahrdienstleiter' (train controllers) at 3 of the intermediate stations to control the movement of trains.

 

Our 5047 arrives from the engine sheds in Wiener Neustadt.

 

 

Bizarrely in the middle at Traiskirchen we have to swap on to the railcar that arrives from the other direction. 2 5047s operate at any one time and meet in the middle at Traiskirchen, but instead of continuing on they then go back, but the drivers swap railcars and do the full journey!

 

 

 

The Fahrdienstleiter at Traiskirchen also had the joyous task of operating the hand operated level crossing barriers every time a train came and went on the handles in the foreground!

 

 

 

And arrival at Vienna Hauptbahnhof.

 

 

And that was it for the day. Out of the various trains travelled on the 5047 was by far the most comfortable - seats that predate the current trend of plastic crap with minimal cushioning, and half windows that open! I found the A/C units in almost all the trains utterly underpowered and useless, they were barely able to maintain the 30C+ temps and didn't cool anything lower, even when there weren't many people in the train. The 5047 has 2 compartments, with all windows opening. So in our compartment we had 10 open windows, and once we got moving the airflow cooled things down very nicely.

 

One final trip the next day was on the light rail route from Vienna to Baden, a nearby spa town. This is operated with trams that run on tramway sections in Vienna, Baden, and a couple of the villages it passes through inbetween, and light rail the rest of the time. With the delivery of new Flexity trams from Alstom (Bombardier, internal classification TW500) the older high floor units loosely based on the DüWAG Mannheim type built by SGP (type TW100) are heading towards retirement. Several units have already been withdrawn so I wanted to ride one while I still could. We took a brand new Flexity from the Vienna terminus outside the Operahouse to Baden, and waited there for the next service that was composed of a TW100 and a TW400 (older low floor tram based on a Vienna U6 class T LRV) and rode in the TW100 all the way back to Vienna.

 

 

And that was it, all that was left was some quick shopping for some food and drink to bring back to blighty, pack my bags and fly back the next day. Train-itch well and truly scratched!

Edited September 26, 2023 by Stefan88

[EddieB]

Stefan, let me be the first to comment on your excellent travelogue - you’ve certainly put your local knowledge and contacts to good use.  I thought I knew Austria well - including from a preservation perspective - but you’ve given me quite a few leads to follow up.

[Stefan88]

I was somewhat fortunate with the dates that I was there this time, several of the trips aren't regular events and I've not been in the right place at the right time previously, such as the trip on the Kaltenleutgeben branch south of Vienna and from Zwettl to Waldhausen, these are relatively sporadic events.

 

A tip to anyone going to Vienna and surrounding Niederösterreich and planning on making 3 or more trips on NÖVOG oeprated lines (i.e. Waldviertel lines, Mariazellerbahn, Schneebergbahn, Wachaubahn) is to get the Niederösterreich Card - it costs €65 (or €60 to renew) and gives you free entry to hundreds of places in Niederösterreich and some in Vienna. This includes a return on the full length of each of the Waldviertel branches, their other lines, a full length single on the Mariazellerbahn and entry to various museums like Schwechat, the Vienna tram museum and Straßhof (the later including on steam days). I racked up entries and rides totalling over €230 on this latest trip for the nominal €60 renewal (of a card that expired last year - they run April-March). Exclusions are that it is not valid on steam services on the NÖVOG lines, but it is valid for the diesel loco hauled services on the Waldviertel lines and the electric loco hauled Ötscherbär services on the Mariazellerbahn.

 

https://www.niederoesterreich-card.at/

Edited September 30, 2023 by Stefan88

[Stefan88]

My Mums 60th brought us back to Austria again at the end of October/start of November. We went to the Höllentalbahn again for the last operating day of the year. Standing room only on the first train out, thankfully less busy on the return. Both of the restored original trailers were out of service pending repairs, so an ex-Mariazellerbahn coach was put to service behind the railcar. There was some cloud this time so the lighting was better than the previous trip.

 

 

 

Having taken the first rides of the day this allowed enough time to get some lunch in Payerbach and then take the 2 hourly stopping service over the Semmering to Mürzuschlag and back to Wiener Neustadt. It was in a Siemens Desiro ML (Cityjet) which has tinted glazing and no openable windows so no photos of the journey. In Wiener Neustadt I had wanted to take the alternative route back to Vienna along the Pottendorfer line, but it would have meant nearly an hours wait (our train came in less than 5 minutes after the S60 leaves) and it was getting dark, so we just switched to a semi-fast train straight back to Vienna.

 

In Wien Hauptbahnhof a RegioJet service from Prague had arrived some time ago and was waiting for a delayed ICE from Dortmund to arrive and leave on the other half of the same platform before it could proceed to the stabling yard at Matzleinsdorf.

 

 

This time I was also able to have a quick look around the museum at Zwettl, last time this had been closed as all the staff were busy running a special on the line. Their preserved kkSTB class 178 0-8-0 tank 92.2271 (ex- Wiener Lokalbahn nr. 72) was being worked on in preparation for the next steam service in December.

 

[Stefan88]

Before my twin visits in 2023 my previous trip was at the end of September to early October 2021.

 

That year a section of one of the former branchlines in the Weinviertel (Wine Quarter) of Niederösterreich had reopened as a Museum line, from Bad Pirawarth to Sulz. This was part of a vast network of branchlines that linked various towns villages between the mainlines heading out of Vienna going north to Bohemia and northeast to Moravia. The last of these to carry any passenger traffic closed at the end of 2019, running from Gänserndorf (on the mainline to Brno) to Gross Schweinbarth and then splitting with a line on to Obersdorf (on the mainline to Laa an der Thaya where the line used to continue to Stammersdorf, a suburb of Vienna) and another to Bad Pirawarth, where again the line split and used to go north to Mistelbach and northeast to Dobermannsdorf. It is this latter route that had been reopened as a museum line, with Sulz having a living museum. This section of the line had been bought from the ÖBB by the owner of a private bus company, Gschwindl.

 

Although it had been planned to run services behind a steam loco from the nearby museum in Strasshof, this plan never came to fruition. Instead services were hauled behind a former industrial diesel shunter from Jenbacher Werke, probably a JW DH200 (Diesel Hydraulic 200PS). The coaches were a 2nd class N28 (originally a third class coach built from 1928) and a 2nd/luggage 'Spantenwagen' (rebuilt from pre-war stock in the 1950s).

 

Upon arrival in Sulz the loco had to push some stock back to be able to run around the train for the journey back to Bad Pirawarth. The line continues for a few hundred metres beyond the station and this is used as a long storage siding with a series of gazebos as cover.

 

 

 

 

 

 

Next to the station were several apple trees and in between them a large Quince tree, sadly all out of reach due to all the undergrowth.

 

 

At the other end of the station next to the huge grain silo was a small shed and what was left of the siding to the silo.

 

 

In the shed a Köf shunter was lurking, with a works trolley (Draisine in Austria) behind it.

 

 

Another Draisine was parked up on the siding. Due to their shape and yellow paintjob these were nicknamed 'Postkastl' - postbox, which are painted yellow in Austria.

 

[Stefan88]

Back at the station a more rudementary and older Draisine was parked up.

 

 

Various buses from the owner Gschwindl were also parked up here waiting for use during the week.

 

 

At another station, Hohenruppersdorf, a license built Uerdinger railbus (ÖBB class 5081) and another N28 coach were parked up on a goods shed siding. An extension had been built to the side of it to provide some cover.

 

 

 

You can't beat open platform coaches when the weather is hot and sunny.

 

 

 

These days there aren't so many vineyards left with a lot of field plots now used for growing sunflowers or livestock grazing, but there are still plenty of patches.

 

 

This part of Austria is a lot flatter than you'd expect, still quite hilly.

 

 

Edited January 10 by Stefan88

[Stefan88]

Just before reaching Bad Pirawarth the former line to Mistelbach can be seen, a short section of it remains as a siding. Here they park a couple more Draisinen to help with shunting manoeuvres as the museum line wasn't allowed access to the actual station and had to stop short, with just a single dead-end siding. The ÖBB even went as far as removing 10m of track to cut off the main through line, access between the ÖBB line and the museum line was only possible through a loop leading on to the dead-end siding, and then reversing back on to the museum end of the main through line.

 

A Draisine takes the two coaches on to the siding, allowing the loco to move back to the other end of the point, the Draisine then pushes the coaches back in to place, uncouples and returns to the siding, and the loco can then couple to the rear of the train to haul it back to Sulz.

 

 

 

 

 

 

Sadly this operation ceased after the 2022 season.

[Stefan88]

2021 was the first time I managed to be in town during the annual Tramway Day. It was held in their Simmering tram depot. Several trams were on display, some with the innards exposed, and various maintenance and rescue equipment was demonstrated.

 

The type E1 (license built DÜWAG GT6) and type c4 trailers were still in use then and an example of each was on display, the last of these were withdrawn at the end of 2022.

 

 

 

A type E2 (license built DÜWAG GT6 type Mannheim) had been intentionally derailed to demonstrate how a tram is re-railed.

 

 

 

 

A low floor type ULF (Ultra Low Floor) had its side panels removed to show the complicated drive mechanism and suspension - each wheel, except the pair at the front, has its own motor vertically mounted above it, the lack of axles or floor mounted motors allowing a completely level low floor throughout.

 

 

 

[Stefan88]

The VEF (Verband der Eisenbahn Freunde) preservation society ran historic trams from the underground station Schlachthausgasse (next to the tram museum) to the depot and then on to the central cemetary (Zentralfriedhof) and back all day. I think there were 3 different sets running, one was a Type L + l3 set - trams originally built between around 1910-1920 rebodied in the 1950s, and a pair of M + m3 sets from the late 1920s.

 

 

 

 

 

 

 

 

[Stefan88]

The Schneeberg was also visited, though that day it was overcast and a lot colder than the visit in 2023.

 

At the intermediate stop Baumgartner there is a 10 minute stop to allow travellers to buy sweet pastries from the Gasthof at the station. Steam services would stop here to take water for the final climb to the summit.

 

 

 

Here it can be seen from the top.

 

 

 

In the station at the top a works wagon with rubble was parked up.

 

 

 

Back at Puchberg at the bottom of the rack railway the plinthed loco Z1.

 

[Stefan88]

We went to visit the plot of land my mother had bought after selling her old house in the UK. It was in a place called St Aegyd im Neuwalde in the foothills of the alps. The small town also sits on the end of a branchline, the Traisentalbahn, that peels off the Leobersdorferbahn secondary line that used to connect St. Pölten with Wiener Neustadt without having to go via Vienna before the central section was needlessly lifted. The Traisentalbahn used to continue on to a village called Kernhof but the line was cut short to St Aegyd at the end of the 1980s. Passenger traffic on the branch ceased in 2010 and has been kept open for occasional goods traffic. In St Aegyd a now defunct preservation society (Österreichischer Club für Diesellokgeschichte, ÖCD, Austrian club for diesel loco history) had moved their collection here as the location was ideal - lots of track and next to no traffic as well as a small engine shed. I don't know why the club is defunct or who now owns the stock let alone what will become of it all, I have seen a video on facebook showing one the locos running recently.

 

This former works coach was originally a pre-WW1 coach from one of the railway companies in Austria-Hungary, probably the kkStB (Kaiserlich Königliche Staatsbahn).

 

 

This class 2067 shunter looked in pretty decent condition in its original paintjob.

 

 

The class 5046 railcar however was in need of some work.

 

 

 

This Spantenwagen coach had also seen better days. It had at some point been parked up somewhere and used as a youth club.

 

 

A former German army HF DL 2001 and later ÖBB class 2061.

 

 

Numerous spares

 

 

Pre-WW2 diesel railcar class 5044 (5044.06) used to be part of the ÖBB historic fleet until this was binned off and all their stock dispersed to museums.

 

[Stefan88]

A former WW2 German railcar trailer seemed to have been painted recently. Several of these passed on to the ÖBB after the war, often pulled by steam engines rather than diesel railcars.

 

 

 

 

ÖBB class 2062

 

 

ÖBB class 2045 diesel electric, this was the first new build Austrian diesel loco after WW2. Its restoration has recently been completed and it was seen running around the station not long ago.

 

 

 

The main station building is now a patisserie, unfortunately it was closed at the time.

 

 

The goods shed seemingly wasn't being used for anything any more.

 

[Stefan88]

The Waldviertel narrow gauge lines were also visited in 2021. The northern branch from Gmünd to Litschau was done on a steam special, these run once a month, on the Saturday running the longer southern branch to Gross Gerungs and back and on Sundays working the northern branch to Litschau and back once in the morning and twice in the afternoon. Journey times are around 2 hrs 45 mins each way on the southern and 55 minutes each way on the northern.

 

The active steam loco retained for use on the line is Mh4, an 0-8-0 with an articulated tender, six were originally built for the Mariazellerbahn in the 1900s, a superheated development of the earlier Mv class of which only 2 were built, but quickly replaced by electric traction on that line and spent most of their working lives in the Waldviertel until they were eventually officially retired in the early 1980s. 3 are still active today, Mh3 on the Pinzgauer Lokalbahn, Mh4, and Mh6 on the Mariazellerbahn. 2 more are being restored and the last ended up as a parts donor.

 

 

 

In Alt Nagelberg where the northern branch splits in 2 with another branch heading to Heidenreichstein. By this point that branch, operated by the Waldviertler Schmalspur Verein (Waldviertler Narrowgauge Society) had finished their summer season and weren't running any more.

 

 

 

The water tower at Alt Nagelberg

 

 

The two northern branches then leave the station and run parallel to each other for a couple of km before turning away from each other.

 

 

Back at Gmünd two of the three active former ÖBB class 5090 railcars were parked up, these run the normal services on both lines.

 

 

And a spare luggage/guards van, converted from a goods wagon, was also parked up under cover.

 

[Ian Morgan]

It looks like the Schneebergbahn has changed a lot since I was there in the early 1970's

 

 

Four separate trains ran up to the summit, meeting up at the top.

 

 

The water pipe running along the top of the white poles on the right was pretty much horizontal.

 

 

Is this the loco that is now on the plinth?

 

 

and who is that cool looking dude with the shades? Could it have been me?

[Stefan88]

Gmünd is a good place for cross-border traffic to the Czech Republic. After our excursion we wandered over to the mainline station and a former ÖBB class 1142 electric now owned by Grampet Cargo rolled in with an empty rake of newish Slovak registered stake wagons.

 

 

 

At the weekend a lot of push-pull sets are parked up here, ready for the commuter services to Vienna the following Monday morning. Due to a shortage of rolling stock (the ÖBB offloaded too much stock thinking they wouldn't need it) the sets are usually a mix of new double deck coaches and older converted single deck stock, these formations are nicknamed camels. Usual traction are class 1144 electrics, but class 1116s belonging to the cross-border Austro-Hungarian GySEV and Hungarian MAV are also used a lot (to balance out the mileage of ÖBB locos running services on GySEV and MAV owned lines).

 

 

 

 

Just as we were heading to the car a freight rolled in from CZ, headed by ER20-009.

 

 

The modern narrow gauge station. Whilst I'm usually nostalgic and miss the old stations, the old narrow gauge station for Gmünd was literally just the pavement along the road that separated the narrow gauge yard from the standard gauge lines, there wasn't even a shelter! So whilst I miss the extensive narrow gauge sidings that existed for the freight traffic that ceased in the early 2000s, a proper terminal for what is now a tourist line was a must! The main rake of stock and the railcars are parked inside the 2 track terminus overnight and locked in with roller shutters. The spare rake of stock can be seen in a siding behind the build, usually it is parked on platform 3 outside the front of the building.

 

 

A fourth 5090 railcar also just about exists here, 5090 014 seems to have been retained as a spares donor.

 

 

The two former ÖBB class 2095 diesel hydraulics that haul the coaches at weekends and Wednesdays were parked outside the new engine and maintenance shed. Mh4 is usually parked up inside when not in use.

 

 

[Stefan88]

16 minutes ago, Ian Morgan said:

It looks like the Schneebergbahn has changed a lot since I was there in the early 1970's

 

Sadly yes, though those scenes continued to the late 1990s when the first diesel set was introduced! I just about remember going as a kid in the early 1990s.

 

I think only 2 of the 5 Schneeberg steam locos have been kept in running condition, they run steam services once a month through the summer months. Not sure what has happened to the other 2.

[Stefan88]

Normally the tram museum is pretty sleepy with nothing happening, but the last few visits I seem to have caught the odd bit of action, be it a charter set coming back or leaving, or the odd vehicle not usually on display parked up outside. This time was no different, former type T2 (1950s rebuild of type T trams from 1901) had survived withdrawal of the type in 1982 by being used as a works vehicle until withdrawal in 1989 when it moved to the museum collection.

 

 

This works vehicle was converted for works use from a 1900s tram in the 1950s and in use until the early 1990s, now used by the museum as a shunter.

 

 

The WLB (Wiener Lokalbahn), a tram/light rail that goes along tram lines from central Vienna until it reaches its own right of way in the southern suburbs and continues to the nearby spa town of Baden, used to maintain a fleet of historic vehicles. When they shut down and demolished their old depot in Vienna (replaced with new build depot on the outskirts) the historic fleet was disposed of, tram 224 from 1928 (in use until 1990) had recently arrived at the museum.

 

 

 

Inside is a beautifully restored carriage from the original Stadtbahn, this was steam operated with tank engines (similarly to the Metropolitan Railway) until electrification in the mid 1920s.

 

 

One of the placards documenting the development of the Vienna underground had an amusing photo!

 

 

An underground unit accidentally rammed the buffers at the end of the line in a depot and popped out the window slightly!

 

Not train or tram related, but also interesting curiosities, outside the Heeresgeschichtliches Museum (military museum) are a couple of former Austrian Airforce jets, a Saab J-29F Flying Barrel and a Saab 35OE Draken. There used to be a de Havilland Vampire but this seems to have been moved to their dedicated aviation museum in Zeltweg.

 

 

 

 

And one of the most famous cars in history, the 1910 Gräf & Stift Tourer that Archduke Franz Ferdinand was assassinated in, sparking WW1.

 

Edited January 11 by Stefan88

[Johann Marsbar]

Last time I visited the tram museum, I was quite taken by this photo they had on display.......

 

 

Of course, it was left hand running then as well.   Shame that car never survived!

 

The depot that housed the pair of double deckers they operated for a while still has the higher entrance doors though....