個室寝台客車は魔改造の香り。イタリアの夜行列車とシチリア車両航送【#迷列車で行こう海外編 】

個室寝台客車は魔改造の香り。イタリアの夜行列車とシチリア車両航送【#迷列車で行こう海外編 】

Good morning, everyone. It’s still pitch dark outside, but it’s already morning. My name is Luka. I’m the navigator of this railway travel channel. Back home in Japan, I’ve always wanted to take a night train, but I’ve never actually done it. At Tokyo Station, I could only watch the sleeping cars depart from the commuter train platform. But today, at last, that dream has come true. In this video, we’ll take you from Italy’s capital, Rome, on a night train journey to the island of Sicily. So this time, from pre-dawn Italy, we’ll continue our journey aboard the night train. Let’s get started. I’m Class 43 HST. A high-speed diesel locomotive of British Rail. Last night, I saw something I could hardly believe, and I’m still shaken. Well, uh… I’d heard the rumors, but Luka’s sleeping posture completely freaked me out. We’ve heard it’s “impressive,” but what was it really like? Listen to this, Hacchan! I was peacefully asleep, like a proper British gentleman, when I felt something strange, and woke up. Then I saw Luka, sleeping in the strangest position I’ve ever seen. Wait, was that… HST, maybe she was just trying to prank you? No, she was completely out cold— fast asleep like that. That explains it. My shoulders and back still hurt for some reason. Guess that’s because of my sleeping pose. Oh, I forgot to introduce myself. I’m the British express train, LNER Class 800 — you can call me Hacchan. And I’m a high-speed diesel train of Deutsche Bahn, the ICE-TD. The four of us have been riding Italy’s overnight express, the InterCity Notte, since last night. And this route— or rather, this time again— runs from Italy’s capital, Rome, to the southern island of Sicily. The train departed from Rome late at night, at 11 p.m. After departure, once ticket inspection was done, the mood on board quickly turned to bedtime. Our private compartments were already set up for sleeping, and since we were all tired, we said good night and went straight to bed. While everyone was lost in their dreams, the night train kept running through southern Italy. Though in the middle of the night, I saw something straight out of a nightmare. HST, forget about my sleeping posture. By train, from Rome, heading south along the Italian peninsula, the route that runs southward offers two different views that you can enjoy at the same time. During the daytime, you’ll see the sparkling blue Mediterranean on your right, and on your left, the rugged mountains of southern Italy. But since this is a night train, we’ve been traveling in the dark, so those beautiful views were mostly hidden from us. Now, after a short sleep, checking our current location, we find ourselves already right across from the island of Sicily. It’s still dark outside, so we can’t see the island itself, but the lights of Sicily are glowing faintly in the distance. It seems this night train is running right on schedule. Perfect timing so far. The current time is 5:50 a.m. In just a short while, the train will make its only stop on the mainland— the transfer point to the ferry— at Villa San Giovanni. We’ll be arriving there soon. Here, the electric locomotive that pulled us all the way from Rome will be detached, and only the passenger cars will be loaded onto the ferry. After crossing the strait, the cars will be separated into two different sections— one heading west, and the other south— before continuing their journey. The train we’re on is bound for the south— to the city of Syracuse. Hey, Luka… didn’t we say last time we came to Sicily that next time we’d visit the western city, Palermo? Wasn’t that the plan? Then why are we on the Syracuse-bound train again? The reason’s simple, Hacchan. On this night train, the first-class private compartments are only available on the Syracuse-bound portion of the train. This night train actually consists of two destinations—Palermo and Syracuse— with their cars combined into an eight-car formation. Each section includes three “couchette” cars— simple sleeping cars— plus one private sleeper car. That’s the standard setup. Among them, the one with shower-equipped first-class compartments, called “Excelsior,” is only available on the Syracuse-bound portion of the train. The Palermo-bound section also has private sleeper cars, but— they only come with a bed and a washbasin, the second-class “Deluxe” type. That’s all. But Luka, isn’t it just because it’s off-season now, and they’re running shorter, simplified formations? You’d think so, Hacchan, but strangely enough, the Palermo-bound trains never have the Excelsior cars at all. By the way, Italian night trains change the number of coaches depending on the season. The one we’re on now, during the winter season, runs with four cars each for Palermo and Syracuse. That makes a total of eight cars for the whole train. In contrast, during the busy summer season, the Palermo-bound section can increase to as many as six cars. That sometimes happens. Add to that the southern-bound Syracuse section with four cars, and you get a ten-car train— the longest formation used for the Sicily night trains. Wait a second, Hacchan. The Syracuse section— is it always four cars, no matter the season? Looks like it, HST. And the reason for that isn’t because of the train ferry capacity… that’s not it. Huh? It’s not? The reason the Syracuse section always stays short is because of station limits within the island. Most of the railway lines in Sicily are single-tracked. Only one track for both directions. Because of that, train crossings can only happen at stations where there are at least two tracks— usually the larger ones. However, on the line toward Syracuse, some of the passing tracks are quite short, which limits the total train length. That’s the constraint. And on top of that, the Syracuse night train has locomotives attached at both ends— that’s what we call a “push-pull” formation— for its operation. So even though there are only four passenger cars, the entire train actually has six vehicles in total. For all these reasons combined, the night train heading to southern Sicily—Syracuse— always operates with just four passenger cars. This night train is scheduled to reach the ferry connection station, Villa San Giovanni, at 6:10 a.m. But judging by our location and speed, it looks like we’ll be arriving quite a bit earlier than the timetable says. Since there aren’t many trains running at night, the tracks are mostly clear, allowing the train to maintain a faster pace. And happily, the outlet by the bed in our compartment is finally working now! When we left Rome, the outlets in the cabin had no power, so we couldn’t charge our phones or cameras. That was a bit inconvenient. Since it’s an older train, I thought maybe it was acting up, or even broken. But as it turns out, everything except the lights and announcements had been switched off. That’s all it was! Come to think of it, last night the air conditioning wasn’t running either, so it was completely quiet. That probably explains why it felt a little chilly. Just after 6 a.m. After running smoothly throughout the night, the train gradually slowed down and arrived at Villa San Giovanni Station. That’s more than ten minutes ahead of schedule. Departing from Rome at 11 p.m. last night, this night train opens its doors here for the first time. Since we have a bit of time before departure, I decided to step onto the platform and take a look at the train for a while. At the head of the consist, the electric locomotive that hauled us from Rome is being detached, and instead, a diesel engine with a spacer car a diesel engine with a spacer car is being coupled on. After a short stop here, the sleeping cars will be pushed by the diesel locomotive onto the ferry. They’ll be loaded onto the ship. Our coach is located near the rear, so I assumed there wouldn’t be much happening around us… or so I thought. But Italian railways always manage to throw in a few surprises. When I looked back, to my surprise, there was another locomotive attached to the rear. I hadn’t noticed it before. Apparently, the locomotive that brought the train from the depot to the platform in Rome was never detached— it stayed coupled all along and ran with us through the night. Ah, that explains it. Now the mystery makes sense. I’d been wondering why something felt off. Just to remind you, our sleeping car is the seventh car from the front in an eight-car train. That’s pretty far from the leading locomotive. We were nowhere near it. And yet somehow, while we were moving, I could clearly hear the sound of motors running. Turns out, it was because there was another engine behind us! But why on earth were there two locomotives pulling this train? Sure, it’s a night train, and it’s quite heavy, but it’s only eight cars today. The E403 electric locomotive that pulled us is designed to haul freight trains too, so even one unit should be more than enough. So why two? That’s the strange part. Running a train in a push-pull formation— locomotives at both ends— is usually useful when the route includes a reversal point. That makes sense then. But this train doesn’t reverse; it just runs straight through. Maybe, just maybe— the trains coming the opposite direction from Sicily to Rome— have something to do with it. That could be the reason. This train only has eight cars and doesn’t turn around, but the northbound service might— maybe that one reverses direction. Just a thought. I wasn’t able to confirm this part— due to a lack of research. So unfortunately, I don’t know. My apologies. If anyone happens to know, please feel free to share it in the comments. And while we’re at it— fan letters, messages of support, and gifts for HST are always welcome! At the rear of the train, the detached locomotive was moved to the front. It will wait for the next set of cars to arrive and stay in the depot until then. While the Intercity Notte was waiting for departure, a special night-train-only service had begun inside. Something you only get on a sleeper. On the corridor handrail, there were stacks of paper hanging neatly. These are complimentary newspapers for passengers. Ah, that explains the newspaper icon painted on the side of the sleeping-car section! I always wondered about that. Instead of handing out a copy to each compartment, they’re simply placed in the shared area for everyone. Most likely, at Villa San Giovanni Station, while the train was stopped, they loaded the morning papers. From this point on, the train stops at major stations, and passengers gradually get off one by one. For those continuing to the end, there are still more than five hours left. So passengers are free to pick up a newspaper, read it in their compartment, or even take it home if they like. While watching the early morning trains from the platform, departure time arrived, and the cars bound for Sicily began to move quietly. From here on, for a while, only the sound of the wheels echoes— a little eerie, a little tense, as time passes slowly. That’s because the shunting locomotive loading the train onto the ferry does not supply electric power to the cars. Inside the cars, only the emergency lights are on, and the air conditioning is off. When we took the ferry to Sicily before, it was the height of summer, and without air conditioning, the cabins quickly became unbearably hot. It didn’t take long. But this time, it’s a winter dawn— so even without air conditioning, it’s perfectly fine. Luka won’t pass out from the heat this time. Alright then— now that loading onto the ferry has been completed, let’s step off the train and head up to the deck. As the train left the station and rolled onto the ferry, the night gradually began to fade. Dawn was breaking. Low clouds, an orange-tinted sky, and the faint glow of Sicily’s lights created a truly magical scene. This ferry we’re boarding is a brand-new vessel that entered service in 2022— the Iginia. For us, it’s our first time seeing it in about two years. Once all the train cars are loaded, the ferry departs right away. In just 25 minutes, it reaches the opposite shore—Sicily. While the ferry crosses the strait, passengers on board the train are free to get on and off. During the daytime Intercity services, almost everyone steps out of the train to admire the sea, or relax in the spacious cabin to stretch their legs. However, on this night train, perhaps because it’s still early morning, very few passengers leave their compartments. On top of that, the onboard shop is closed, so during the crossing, all you can really do is enjoy the view outside. But you know what— that’s not a bad thing at all. Watching the sunrise from a ferry deck isn’t something you get to do every day. After a brief moment of taking in the morning sea view, we’re already in Sicily. When the ferry arrives at Messina Port on the Sicilian side, the passenger doors are closed, and preparations for unloading begin. First, the cars bound for Palermo in the west are pulled off the ship, followed by the ones we’re on— the southbound cars for Syracuse— which then roll onto Sicilian soil. This sequence is the same as with the daytime express trains. Checking the clock, it looks like our arrival in Sicily is once again ahead of schedule. According to the timetable, the first station in Sicily, Messina Centrale, was supposed to be reached at 8:05 a.m. But in reality, we pulled in at 7:45—a full 20 minutes early. Since our scheduled departure from Messina is 8:45, the train will stay here for nearly an hour. Before the clock struck eight, the shunting locomotive that unloaded the train from the ferry had already been detached. Come to think of it, that switching locomotive has changed over the past two years. Previously, the locomotive that worked here at Messina Port was the D145 diesel type— the Class D145. Built starting in 1982, it’s an Italian-made engine. Because many Italian railways have stations directly connected to ports, the D145 class was assigned to those areas— portside stations and harbor yards— where it would handle passenger and freight cars, loading them onto ferries. That was its main job. Its design top speed was 100 km/h. However, since the D145s mainly operated on short port tracks, their practical top speed was only around 30 km/h. I see—so it’s quite similar to the British Class 08 shunter from my home country, the UK. Unfortunately, in recent years, the D145s have aged over 40 years since manufacture, and their bodies have deteriorated. With more frequent breakdowns, in 2022, a new shunting locomotive was finally introduced. Its silver body gleams brightly— this brand-new locomotive is built by the Spanish company Vossloh, and it’s known as the Class D318. Though the manufacturer is based in Spain, this particular model was actually assembled at a factory in northern Germany. The new D318 class is equipped with a next-generation engine, designed with the environment in mind, offering better fuel efficiency and performance. After nearly 40 years of service, it replaced the old orange locomotives and now reigns as the new master of the port. At Messina Port, five units are stationed, and each one is said to have its own name. Once the shunting locomotive is detached, at both ends of the train to Syracuse, the locomotives that handle operations within the island— the Class E464 electrics—are coupled on. After the E464 coupling work is complete, power is restored to the carriages, and all the onboard systems start running again. Even the heating system kicks back in to warm up the cabins. But, true to southern Italy’s style, the sun was shining brightly— it was a perfect day. And since our private cabin has such large windows, we didn’t really need the heater— it felt pleasantly warm already. When we left Rome at night, it was quite chilly, but by morning in Sicily, the air had turned mild— almost too warm, actually. When departure time arrived, bathed in the Sicilian morning sun, the dark-blue Intercity Notte carriages began their journey toward the final stop, Syracuse. From Messina to Syracuse, it’s a three-hour-and-forty-minute ride. That means there’s still plenty of time to enjoy the comfort of our night train. Up to now on the Luka Travels channel, the sleeper trains we’ve featured have all arrived early in the morning— just before dawn. Around six or seven a.m., you’d already reach your destination, meaning you had to get ready quickly and leave the train right away. So even though we booked first-class private cabins, in the morning we always had to rush off, without really enjoying the morning atmosphere of the sleeper. But this time, the sleeper we’re riding today— the one bound for Sicily— continues running for hours after sunrise, which is a real treat. Hey Luka, the Intercity Notte from Rome to Sicily— there are two of them per day, right? Two departures daily, if I remember. So why did you choose the later one— the 11 p.m. departure— was it because it runs longer into the morning? Exactly, Hacchan. And for some reason, the late-night 11 p.m. train from Rome usually has more available seats than the earlier 8 p.m. one— and often the cheaper tickets, too. They tend to go unsold more often. That’s probably because for most travelers, arriving earlier in the morning is simply more convenient. That’s my guess. But for tourists like us, who’ll be checking in to hotels at the destination, a schedule that brings us in closer to noon is actually much nicer. As the train begins its journey across Sicily, shortly after departure, breakfast is served onboard. Breakfast time! The menu includes— two types of bread, some savory biscuits, along with orange juice and a shot of espresso. Since there’s no kitchen in the carriage, the only warm item is the espresso itself. It’s pretty carb-heavy, though— a little too much, maybe— but apparently, this is a standard Italian breakfast. Enjoying it while gazing at the Mediterranean— having a relaxed meal in a private cabin— now that’s true luxury. …Or at least, that’s how Luka makes it sound— trying to act all elegant for the camera— but when the conductor brought breakfast, right to our cabin— she just so happened to be— in the middle of taking a shower! in the middle of taking a shower! I panicked for sure. I figured, since we’d started running through Sicily, it’d be a good time to freshen up a bit, you know? You should’ve seen how flustered Luka was! It was quite a sight. Ah, forget that— let’s instead admire HST’s rugged— no, manly wild face-washing scene! In Italian sleeper cars, the shower rooms are designed with a turquoise door that swings forward, creating a separate private space. Surprisingly, these showers don’t have any time limit. Since there are only four cabins per car that have shower access, the water tanks probably have plenty of capacity. By the way, the sleepers we’ve ridden before that had showers— you’d press a button, and hot water would come out for a set time. But on these Italian sleepers, the showers are fitted with the same knobs you find in a normal house or hotel. That small detail is surprisingly convenient— and feels quite luxurious. Also, the shower booth itself has just the right balance of space and acoustics— making it a surprisingly nice place to take a shower. It’s like “La Scala on rails”— you could almost call it that with how great the acoustics are! HST, honestly— your solo performances in the shower are way too loud! What a shame. Sounds like Luka didn’t appreciate my Pavarotti-level singing voice. Her loss! The sleeper cars currently in use as private compartments in Italy as private compartments in Italy are the Tipo T3S series, built starting in the 1970s. Their basic body design actually dates back to the 1960s—a rather old style. Ah, that explains it! That’s why— the entry steps are exposed, and some details look a bit dated— there’s that slightly old-fashioned feel, right, TD-chan? Exactly, Hacchan! This passenger car was originally designed with only beds inside each compartment, as a second-class sleeper, when it was first built. Inside, there were 18 small two-person compartments, lined up along the car, for a total capacity of 36 passengers. It was aimed at small groups of travelers— a design focused on privacy and comfort. Unlike older sleepers, you didn’t have to share with strangers— it allowed passengers to keep their privacy. For its time, this was quite a revolutionary idea. If you look at the car today from the outside, on the cabin side you’ll see small vertical windows six of them, arranged irregularly. When it was first built, those small windows were arranged in a neat row of 18— one for each compartment. Then, starting in 2007, the car underwent a major refurbishment, transforming completely. The 18 small rooms were expanded in size, reducing the total number to ten. Now there are six second-class compartments for three people each, with a washbasin, and four first-class compartments equipped with private showers, for four passengers each— a brand-new layout. By enlarging each room, the number of rooms per car was reduced— but since each room now holds more people, the total capacity per car remained nearly the same as before the renovation— a clever design choice. Huh? That “compartment with a shower” you mentioned— that’s the one we’re staying in now, right? Wait—so this room was originally meant for four people? That’s right, Hacchan. At first glance, it looks like a simple twin cabin with two bunk beds— but up above, in a loft-like space, there are two more beds laid out lengthwise. And what’s more— if you fold up the lower bunks, three seats appear, side by side. Then, by combining those with the fixed seat next to the bathroom, four passengers can sit comfortably for the journey. These days, though, they’re no longer used as four-person rooms— instead, they’re configured as spacious twin cabins. Much more comfortable that way. Meanwhile, the all–second-class cars also underwent remodeling— expanding their compartments, and the window layout changed too. To match the new room arrangement, some of the tall, narrow windows were covered up. And for the new first-class compartments, the windows were replaced with larger ones for better views. …Huh? What’s wrong, ICE-TD? Something bothering you? Um, Luka… The Tipo T3S sleeper cars— they have four first-class rooms with showers, called “Excelsior” compartments, right? And six second-class compartments called “Deluxe,” which only have beds and a sink, correct? And also, the first-class Excelsior rooms are supposed to have larger, wider windows. But— if you look at the outside of the car again— doesn’t it seem like the markings and the room positions are actually reversed? Oh, now that you mention it— you’re right! Well, let’s just say— that’s part of Italian charm. Meanwhile, inside the car, before we knew it, all the other passengers’ compartments were empty. It seems that most of the others who boarded in Rome only traveled to intermediate stations. Still— what a beautiful view. The weather is perfectly clear, and in the distance, we can see the symbol of Sicily’s east coast— Mount Etna. Mount Etna is an active volcano about 3,300 meters tall. It’s still active today. With no mountains around it, its snow-capped peak looks just like Mount Fuji in Japan. But the scenery in front of it is completely different from Fuji’s. Here in Sicily, you’ll find groves of orange and lemon trees— one of the island’s specialties— and the train runs right through the orchards. It’s a wonderful sight. The trees are full of fruit, so it must be harvest season soon. Speaking of which— when we rode the Circumetnea Railway, someone gave us a lemon on board— that was in February. This sleeper train stops at several stations along the eastern coast of Sicily. Its main stops are the same as those of the InterCity express trains. After leaving the port city of Messina, it stops at Taormina, a famous resort, then Giarre-Riposto, where it connects to the Circumetnea Railway, and Catania, the largest city in eastern Sicily. However, the sleeper train doesn’t take on new passengers at these intermediate stops. Perhaps because of that, on the station departure boards, this train doesn’t even appear. It’s quite interesting. But at every station, it’s arriving much earlier than scheduled. At the next stop after Messina— Taormina— it arrived more than 30 minutes early! Since it doesn’t pick up passengers at these stations, and people only get off, arriving early doesn’t seem to be a problem. But if it’s too early, wouldn’t some passengers miss their stop? Yeah, that could happen. Like Luka earlier— thinking there’s still time left, and then taking a shower or freshening up, only to realize their stop’s already here. I can totally see that happening. But me? As an English gentleman— I’d just leap out in style, mid-shower if I had to! As always, compared to the timetable, the sleeper train InterCity Notte keeps running more than ten minutes early. the sleeper train InterCity Notte keeps running more than ten minutes early. At this pace, its scheduled 11:30 a.m. arrival at the final stop, Syracuse, might actually happen before 11 o’clock, or so I thought— but as we approached Catania, the train returned to its scheduled time. Because the line here is single track, we had to make several stops to pass oncoming trains, which caused a few long halts. I once heard that southern Italian railways are notoriously unpredictable, but these days, they’re actually pretty punctual. Well, at least until halfway today— they were “unpredictable” in the opposite way! Since departing Messina at dawn, we’ve been running non-stop for about four hours. At 11:30 a.m., the train finally reached its final destination—Syracuse. It’s been two years since my last visit to Syracuse. Still… it’s so hot! Luka,you here came from freezing cold Austria, after all. Once the few passengers who rode all the way to the end get off, the cleaning crew boards the train. The sleeper cars, with the cleaners on board, head over briefly to the nearby depot next to the station, where they’re cleaned and serviced, to prepare once again for the long journey ahead. And when night falls, they’ll depart once more bound for the Eternal City—Rome. And with that— our journey on the Italian sleeper train, the outbound leg, comes to an end. Thank you for joining us on this 12-and-a-half-hour trip. We truly appreciate it. Next time…! What’s the plan? Well, that’s still undecided. For now, since it’s been two years, I think I’ll take a walk around the city of Syracuse. So basically, business as usual—no plans at all. So until next time, under the bright Sicilian sky— see you there! Thank you for watching till the end. Goodbye! Don’t forget to like the video and subscribe to the channel! And Super Thanks are always welcome!

*前の動画* https://youtu.be/b-Z2thB3Ngw

ゆっくり歌激団の動画シリーズをご覧いただき、ありがとうございます。
今回も鉄道マニアから旅行者まで大人気の寝台列車を特集します！
この旅で乗車しているのはイタリアの首都ローマからシチリア島の夜行列車。12時間以上走り続けるイタリア有数の長距離列車です。
イタリアの寝台列車「インターシティ・ノッテ(InterCityNotte)」に乗り、一路シチリア島を目指します。
夜11時にローマを出発した列車はどこにも停車することなく、夜通しイタリア半島を南下。ブーツの形に例えられる半島の脛のあたりからつま先に向かってひたすら走り続けてきました。
イタリア半島の先端の町、ヴィッラ・サン・ジョヴァンニに到着したところから、いつものキャラクターたちによるご案内を再開します。ここで列車はローマからの電気機関車を切り離し、客車だけが鉄道連絡船に積み込まれます。
客車がフェリーに積み込まれる様子はいつ見ても面白いものです。今回乗った夜行列車は早朝の美しい景色が見られたり、寝台列車だけの車内サービスが実施されているなど、昼間の特急「インターシティ」との違いもありました。
車両ごと船で海を渡り、シチリアに上陸後してからもまだ旅は続きます。今回利用したのは「エクセルシオール」と呼ばれる個室寝台。イタリアの寝台列車では最も豪華な設備とサービスが自慢です。列車が終点までの間、景色を楽しみながら車内サービスや個室の設備をご紹介します。
しかし普通の列車の旅で終わらないのが私たちゆっくり歌激団。個室寝台エクセルシオールを備える客車は、実は一癖ある魔改造車両だったのです。その背景は…動画をご覧ください。
イタリアの景色と寝台列車の旅をどうぞお楽しみください

*Instagram にてオフショットや動画に出てきた車両の詳細画像を載せています。*
https://www.instagram.com/yukuri403/

0:00 イタリア、ローマ発寝台列車その2
1:23 ローマ発シチリア行き寝台列車「インターシティ・ノッテ」
3:31 寝台列車の運用
7:06 港の連絡駅に到着。列車の後ろには驚きの…！
10:00 客車がフェリーに積み込まれる
11:32 鉄道連絡船はイタリア本土を出港
13:51 港の入れ替え機関車が世代交代
15:42 メッシーナを出発
17:35 車内の朝食サービス
18;32 寝台客車のシャワー設備
19:30 実は魔改造の客車！T3S型客車
22:34 シチリア島の絶景
25:17 終点シラクサに到着

#ゆっくり解説 #鉄道 #イタリア #austria
#ゆっくり歌激団 #海外旅行 #italy #frecciarossa
#intercitynotte #nightjet #日立 #hitachi #高速鉄道 #鉄道史 #鉄道解説 #鉄道動画 #railwayjourney #迷列車で行こう #lukatravels #EuropeanTrains
#nighttrain #railway #trainvlog #列車の旅