' The focus of our trip, the Brenner & Brenner Blue Train steam special, was billed as leaving Südbahnhof at 08.00, so we set our alarm clock and rose in time to grab a very swift breakfast at 07.00 before trusting public transport to get us to the train on time. Unfortunately the weather was as forecast – damp, grey and misty. A short walk, two stops on the U-Bahn and a tram ride later we were at Südbahnhof. It looked very busy for a Sunday morning!

We proceeded to Platform 1 where the nostalgie service made up of virtually all B&B's luxury stock awaited us. We now understood the reason for the crowds – a 14 coach train headed by 77.250 plus 33.132 with B&B's 1020.47 ready to assist at the rear. The greatest crowd beside coach 10 contained Mrs Brenner herself and we were soon able to get our seat reservations – in Coach 1! It felt like we were walking to the Semmering. Once we had established 'ownership' of our table and chairs I joined the photographers at the head of the train and took the obligatory, if rather grey pictures before departure.

Unusually for an Austrian excursion, departure was almost on time. After the cacophony of whistling our train soon settled down to a steady pace, which was emphasised by a flat spot on a wheel directly under our seats. This gradually became quieter as we weaved our way along the lesser lines southwards to Wiener Neustadt. It was grim outside, but we soon warmed to the waitress service inside: coffee soon after departure was especially welcome. Weiner Neustadt was our first halt and we were delighted to find other steam specials awaiting us there.

As I looked around the station I realised that the engines were not quite as billed by B&B – to my delight 12.14 had replaced 01.533 on the Märklin insider club special from Germany; 52.1227 had appeared to accompany 52.7612 on a freight and Krokodil 1100.02 had joined them; and 2050.02 was assisting 50.1171 on a train of 2 axle coaches that had left Südbahnhof at about the time we were emerging from our hotel bed.

We were first to leave Wiener Neustadt. Our progress was now being monitored by a helicopter film crew with a pilot who performed treetop aerobatics – I now know why we get so much music on films shot this way – playing back my own video efforts I soon realised you can't hear the trains!

We came to our next halt at Neunkirchen and duly de-trained for more photography of our engines. As is usual the local fire appliance was on hand for topping up duties. The helicopter remained on station, or rather just above it. But there was more reason for this halt than I had realised. After a few minutes a roaring noise drew our attention – through the mist we could see the usual triangle of white lights – but this was no Taurus-hauled service overtaking the special – this was steam power being used to the full. Behind the lights were 919.138 and 12.14 both with regulators fully open as they shot through the station with their train. Silence fell for a few minutes before another train emerged from the mist. This time we witnesses 50.1171 flat out with its shorter train of 4 wheel stock. And to conclude this display the special freight, comprising fully laden bogie wagons stacked with assorted timber and a couple of ferry wagons for good measure, followed through with both class 52s sharing the workload. Now I appreciated the full reason for the halt.

We resumed our journey and settled down to our late breakfast, 'frankfurters mit senf' and the first beer of the day – well it was almost 10.30. Similar run-past arrangements had been scheduled for the other trains – this time we were part of the spectacle. We were soon through Gloggnitz and beginning our climb. Unfortunately the mist refused to lift and we were only just able to see the plumes of steam from the other trains as they climbed ahead of us. Semmering was reached and we again awaited the trains now running behind us. More 'run-past' filming was again spoiled by the helicopter on the sound track, but, even with hundreds of spectators swarming over the tracks, the video pictures are a special reminder of the day.

From Semmering our trains continued to Mürzzuschlag where we watched our engines decouple and cross the tracks to the shed and servicing area. We did likewise, but by the safer route under the main line and along the road that leads to the museum, shed and turntable. However, having used the safe route to get there, we now allowed ourselves complete freedom to wander across the tracks at will. This being Austria nobody was in any way concerned: engines signalled their intention to move – the rest was up to us.

Photo opportunities around a turntable are always a delight and this day proved no exception. We witnessed a 'near miss' when the driver of 33.132 realised just in time that he would bring down the overhead cables if he tried to enter the shed on the first road offered. It was amazing to watch such an immense machine being handled with such precision. A change of road allowed 33.132 to squeeze inside and others followed. Something approaching the usual array of shedded locos was presented, but 12.14 and 919.138 remained outside, I assumed because they would not fit on the Müzzuschlag turntable. This assumption was validated later when the selection of engines for the return run was different. Both large engines ran backwards behind forward-running pilots.

We were by now just a little cold, so a wander behind the shed was necessary – in search of warm food and drink! In the covered car parking area we found both, and felt ready for the next experience – a Museum visit.

Once inside the recently opened 'Kulturbahnhof Mürzzuschlag' we found, much as we had expected, a good set of displays featuring the building of the line. The one large item inside that has to be mentioned is ex-Yugoslavian 33-329 (formerly DRB 52.5422). This rusting hulk is hardly a specimen to admire and doubts have to be raised as to its value while 91.32, a piece of real Austrian railway history, remains outside the building open to the elements. In summary, if you are in the area a visit to this museum is worthwhile, but don't travel too far for the pleasure – we were in and out in about 40 minutes.

With the clock approaching 17.00 the dull weather was by now getting even duller. Our train was shunted back into the station and we were invited to board. This time we had 33.132 heading 919.132 at the front and 1020.47 marshalled in the centre of our 14 coach train. Departure was again on time – I've never before experienced such timely operation of excursion services. I thought that all that was left of our day was a steady run back to Südbahnhof, but, to my delight, our train came to a halt just a few km. up the southern gradient. We seemed to be nowhere special, but looking to the front of the 14 coaches we realised we, or rather the front part of our train, had come to a stop at Spittal am Semmering. There being no platform for the end of so long a train, we stumbled down under the guard's supervision onto the trackside. Here we were treated to one more set of 'runs past' – and this time the engines had to be working hard on the steady gradient!

So our day ended in typical Brenner & Brenner comfort: 'tee mit rum' to warm a chilled photographer, a goulash served at our table with a red wine spritzer and a pleasantly relaxing run back to the capital. This was travelling in a style that is no longer available unless you find the right excursions.