Corrections

Corrections log

Errors found in the atlas, fixed and credited. Most ship within a day of being reported.

An atlas like this is never finished and never flawless. This page keeps the fixes honest: what was wrong, when it was corrected, and who caught it. Spotted something? Email ceoflightmussy@gmail.com, open an issue on GitHub or mention it wherever the atlas is being discussed; it will be fixed and end up here.

11 August 2026

This site is now World Train Map, at worldtrainmap.com. It was TrainRouter, and that name promised something this has never been. A router plans your journey; it asks where you are, where you are going and when, and hands back a departure. This is an atlas. It draws 1,247 notable passenger routes and tells you what each one is, how far it runs, how long it takes and why it is worth knowing about, and it has never once sold a ticket or read a timetable at you. People arrived expecting a planner and left when they did not find one. The new name is what the thing actually is. Nothing you had is lost: every trainrouter.com address redirects here in a single step and keeps its path, so an old bookmark, an old link in somebody else's article and an old search result all land exactly where they used to, on the same page. That redirect stays up permanently. The map, the data, the route pages and their addresses after the domain are all unchanged, and so is the light or dark setting your browser remembers for this site, which would have been quietly forgotten had the name behind it been tidied up along with everything else. Found by the atlas’s own audit sweep.

10 August 2026

Eleven hundred lines are now drawn from the relation that describes them rather than from a search for them. Until today most "OSM traced" lines here were found by pulling the track inside a corridor and looking for a path across it, which is inference, and inference picks the wrong railway where two run side by side and rounds what it does find until the line sits a couple of hundred metres off the rail it means. A route relation is the other thing entirely: somebody who knows that railway listed the exact ways it uses, in order. The atlas now asks which relation a train belongs to by asking the stations it calls at, because a relation lists the stops it serves and proximity cannot tell a service from track it happens to share. Of 1,247 routes, 647 are answered by one relation covering the whole card and 176 by a chain of them. 1,093 lines were redrawn from those answers and almost none of it is a change of alignment: 1,098 of the candidates were the same railway drawn coarsely, now a median of four metres from OpenStreetMap instead of an approximation. The atlas draws 1,122 of its lines from a named relation, and measures 1,243 of them against real track at 98 per cent agreement. Found by the atlas’s own audit sweep.
Twenty two routes were deliberately left alone, and it is worth saying why rather than quietly redrawing them. Their relation would move the line more than a kilometre, and that is the signature of a different railway rather than a finer drawing of the same one. Kyiv to Lviv sits 42 km from its candidate and the Roros line 51 km, which is either a badly wrong drawing or a relation for another railway entirely, and nothing here can tell which without somebody reading what the relation is actually called. They keep their current drawing until that is done. A further 424 routes have no relation at all, which is not a failure of the method but a fact about the map: OpenStreetMap has no route relation for much of Africa, Central Asia and South America. Found by the atlas’s own audit sweep.

9 August 2026

The Arlberg railway was linked to the wrong OpenStreetMap relations, and finding out why changed how the atlas looks for them. The card is Zurich to Vienna and it was drawn from three: the Innsbruck to Bludenz line, which is right; the Salzburg to Kufstein to BRENNER line, which this train leaves at Kufstein and which then carries it up a valley it never enters; and a WESTbahn service, a different operator arriving at a different Vienna terminus. All three run near our line, which is exactly how they were chosen, and proximity cannot tell a train from track it happens to share. So the question changed to a better one: look at the departure in OpenStreetMap, see which services call there, and work towards the destination. Stops know which relations contain them. The answer for Zurich to Vienna is a single relation, the railjet’s own, and the card is now drawn from it end to end, 780 km of a declared 787, measuring 99 per cent on real track where the three wrong ones managed 95. One more thing had to give: sixty seven of that relation’s ways are tagged as under construction, a stretch being renewed on a line trains run over hourly, and dropping them cut the relation into three pieces so no path existed between Zurich and Vienna at all. Found by the atlas’s own audit sweep.
The maker photographed four places where a line goes somewhere and comes back: a loop west of Hamburg, another beside Pau, and two forks that turned out to be something else. The atlas could not see any of them. It had a check for a line retracing itself, but it only spoke up at forty kilometres and only on routes already drawn longer than their card, which was built to catch a two hundred kilometre branch in Saudi Arabia and is blind to a five kilometre loop. There is now a finer one: walk every line at hundred metre steps and look for a point it returns to, two samples within a hundred and twenty metres of each other but a kilometre or more apart along the line. It finds a hundred and eighty seven, and it labels them, because the two shapes have different causes — a train that goes out and comes back runs the opposite way at the point it touches itself, while a loop runs parallel. The ICE from Hamburg was carrying eleven kilometres of loop out of the city and back; the night train to Lourdes twenty seven at the far end. Both removed, and both lines now measure on real track for their whole length. The rest are a review list rather than a fault list: a rack railway’s switchbacks are real, and so is a train that reverses at a terminus. Spotted by eye on the map, not by the instrument.
The other two photographs were a different thing, and worth saying so rather than quietly fixing nothing. Neither the line at Innsbruck nor the one at Vienna doubles back at all: at Innsbruck two routes of the same kind meet and are drawn the same colour, so the junction reads as one line forking. At Vienna it is real but harmless, fourteen cards ending at Vienna points up to three and a half kilometres apart, which is Hauptbahnhof and Meidling and Westbahnhof being different stations. Checking every city for that turned up two that are not harmless: a card ending at Tampere a hundred and forty kilometres from where the other Tampere cards end, and one at Ulm a hundred and six kilometres out. Those are on the list to fix. Found by the atlas’s own audit sweep.
The Qinghai–Tibet railway was credited with a top speed of 100 km/h while its own card said 1,956 km in twenty one hours, which is ninety three. No train that stops anywhere averages ninety three per cent of its own maximum for the better part of a day, so one of the two numbers was wrong, and it was the speed: the line runs at 160 between Xining and Golmud and drops to 100 only for the permafrost beyond, and the card had been carrying the slow half’s figure for the whole journey. It now says 160. The same arithmetic caught the Lanzhou to Chongqing railway, where passenger trains are allowed 200 and the card said 160. Thirty six routes average more than three quarters of their claimed maximum and the rest of them check out, including several that look alarming and are not: a funicular really does average its top speed, because it accelerates for a few seconds and then runs at line speed to the summit. Found by the atlas’s own audit sweep.
Two hundred and seventeen more routes have been checked against the running timetable, which is the strongest thing this atlas can say about a line: not where it came from, but that a train really goes that way today and that our drawing sits on the shape the planner returns for it. Every route that had never been asked was asked, first the four hundred and forty three European ones against ÖBB Scotty and then all eight hundred and fifty four against Transitous, which carries the operators’ own published shapes and reaches Japan, North America and Australia where Scotty does not. Five hundred and twenty seven routes are now timetable checked, up from three hundred and ten. Most of the rest were refused rather than failed: a planner often answers with a shape too coarse to judge, under three points per kilometre, and a line cannot be measured against a ruler. None of them turned out to be on the wrong railway. Two of the checks were themselves at fault and are mended: a bus leg now has to be a real share of the journey before it disqualifies an itinerary, which had been refusing the California Zephyr over fourteen kilometres of shuttle in three thousand nine hundred, and one distant station no longer outweighs all the others, which had been refusing the Canadian for a single stop seven kilometres off a line that matched to three hundred metres. And thirteen lines are now settled by their STOPS rather than by a drawn shape, which is a different sentence on those pages and is meant to be. A planner sometimes answers with a ruler between distant stations, 0.08 points per kilometre on the West Coast Main Line, and a real railway cannot be measured against a ruler. The stops are not drawn though, they are coordinates, so where our line passes within a few tens of metres of every station a service calls at and the length agrees, that is said in those words and not dressed up as a measurement of shape. Found by the atlas’s own audit sweep.
The two Bosnian cards named services that do not run, and the operator’s own timetable says what does. Željeznice Federacije BiH publish Sarajevo to Ploče, which is the Talgo down the Neretva to the Adriatic through Mostar and Čapljina, and Sarajevo to Maglaj, which is as far north as their trains now go. There is no Sarajevo to Mostar relation, because Mostar is a stop on the Ploče train, and no Sarajevo to Banja Luka at all. So the first card runs on to Ploče, 194 km in about three and a half hours, drawn from the Sarajevo–Čapljina line and the Croatian M304 beyond the border; and the second becomes Sarajevo to Maglaj, 148 km, on the 1947 youth railway towards the Sava. Both now lie on real track for their whole length, a median seven to nine metres from it. The Maglaj card also loses a photograph of the Neretva bridges and Ploče station, two hundred kilometres from anything it draws. Found by the atlas’s own audit sweep.
Where no planner can be asked, the page now points at the operator’s own timetable instead. ÖBB Scotty stops at the edge of Europe and Transitous carries only the feeds operators chose to publish, so most of the world has nothing to check a line against. Seven hundred and thirty seven routes now carry a link to the railway’s own timetable, from ŽFBiH to Amtrak to the Wellington Cable Car, and each says exactly what it is: a place to look the service up, not a check of our drawing. More than nine in ten routes in the atlas now have either a timetable check or that link. Every URL was fetched before it shipped, and the ones that could not be confirmed were left out rather than guessed at: a missing link costs a reader one search, a wrong one sends them to a stranger. Most came from the operator’s own Wikidata entry, and where the operator could not be found — which is nearly always a preservation society whose website belongs to the railway rather than to the society — the line’s own article answered instead. Found by the atlas’s own audit sweep.
Some of the worst drawn lines in the atlas turned out to be the best, and the instrument was at fault. The measurement asks a rail router to travel between points along each line and compares the two. A router will not refuse a 550 m funicular, it simply goes round: down the hill and along the tram in the street below. So the Dresden funicular was reported as nought per cent on rails and a median 637 m from track, while sitting on the OpenStreetMap relation that describes it to the metre. The same for Fribourg, Tbilisi, Ljubljana castle and about twenty more. A poor score is now a reason to go and ask OpenStreetMap directly what track is under the line, and where the two answers disagree the direct one wins. Every one of those funiculars now reads a hundred per cent on rails, a metre or less from the track, which is what they always were. Found by the atlas’s own audit sweep.
The rack railway to Kalavryta and the Campos do Jordao line measured two per cent and one per cent on rails, and both are drawn within thirty metres of their own rails for their whole length. OpenStreetMap tags eighty three of the rack railway’s eighty five ways as disused, and every way of the Brazilian line, so the query looking for track simply could not see the track that was there. Disused says nobody runs on the rails, not that the rails are somewhere else, so it now counts. Two things follow. Both lines are drawn from their own relation for the first time. And the tag was right about the service: the Odontotos has been suspended since landslides in March 2026, which the card does not yet say. Found by the atlas’s own audit sweep.
Eighty six routes that no OpenStreetMap relation describes have been snapped onto real track. Until today a line with no relation was drawn by searching the rail network for a path between its two ends, and a search constrained by only two points can pick the wrong railway and cannot tell you it has. These are matched instead: the whole shape of the line we already draw is handed to a matcher that asks which sequence of real track most likely produced it, so every kilometre of the drawing constrains the answer rather than just the ends. It is done in twenty five kilometre legs, and a leg is only taken if it comes back the right length, stays inside the corridor and lands where it started, so a stretch the matcher gets wrong costs that stretch and nothing else. Seventeen hundred and seventy four legs of two thousand six hundred and forty eight were believed, three hundred and one of them moving the line onto track it was not on. Where the matcher was not believed the old drawing stands. Found by the atlas’s own audit sweep.
Twenty four lines that were genuinely in the wrong place have been redrawn from the railway they name, after their endpoints were corrected from the stations’ own coordinates. The Baekdudaegan canyon train was in the wrong valley, sixteen kilometres from Buncheon. The Cierny Hron forest railway was eighteen kilometres out. Kingston Flyer, Nevada Northern, the Skunk Train, Cass, the Oigawa steam train, the Tsugaru stove train, Kurobe gorge, Ruskeala, the Usedom seaside railway, Nariz del Diablo, Trem do Vinho, Maria Fumaca, Montserrat, the Carmelit, Drachenfels, the Trencin electric railway, Bonde de Santa Teresa, Chiemsee, Strasburg, Kampala and the Porrettana all follow their own line now. Each was checked twice before anything moved: once to find the railway and its termini, once by a second reading that tried to disprove the first. Found by the atlas’s own audit sweep.
The night train from Rome to Palermo crossed the Strait of Messina from the wrong shore. It ran past the train ferry at Villa San Giovanni, carried on twelve kilometres down the coast to Reggio Calabria and crossed from there, ten kilometres of open sea instead of the ferry’s seven. It now leaves from the ferry berths themselves and arrives at the ones in Messina, both read from OpenStreetMap. This one fought back twice: the relation that draws the Calabrian line runs to Reggio, so each time the line was corrected the redraw put the spur back, and reported the result as four metres off, because the check only ever measured our line against the relation and never the relation against ours. A line can sit perfectly on a path that goes somewhere it never went. Both directions are measured now. Found by the atlas’s own audit sweep.
Two cards had their distance wrong and it was the distance, not the drawing, that was refusing to let them be redrawn. The Porrettana Express says Pistoia to Porretta Terme, which is forty kilometres of railway, and the card said twenty six. The Cinque Terre Express from Levanto to La Spezia is twenty kilometres, and the card said thirty. Both are corrected, and both lines now come from the relation that describes them. A related nuisance is now understood rather than fixed: several tourist railways declare the distance of the trip you buy, which is there and back, so Cass says thirty five kilometres for a seventeen kilometre climb. Those cards are internally consistent, since their durations are round trips too, so they have been left alone and the drawing is now told the one way length separately. Found by the atlas’s own audit sweep.

8 August 2026

The atlas now goes looking for the railways a route is missing rather than the one it already has. A card is usually several railways end to end, and until today a line that could already name one relation was never asked about again: Munich to Verona was drawn from the Brenner line for a fifth of its length and from our own search for the rest, while the page named that one relation as though it spoke for all of it. Every card is now walked half a kilometre at a time and each point asked how far it sits from the nodes of the relations already linked, and only the stretches nobody speaks for get searched. Munich to Verona answered with the relation for EC 83, which is the train itself, and the card is now drawn from it end to end. The same question turned up the service’s own relation for the Bima, the Howrah Rajdhani, Alaska’s Coastal Classic and the Shiokaze, none of which could be found while the search was pointed only at routes that had nothing. Found by the atlas’s own audit sweep.
Six lines turned out to be drawn along a railway their trains do not use, and in each case the relation is what proved it rather than an opinion about the map. The Paris to Nice TGV ran down the west bank of the Rhône, twenty two kilometres from the line its trains take. The Stockholm night trains to Hamburg and to Berlin left Stockholm on the Nyköping coast line instead of the main line through Katrineholm, thirty five kilometres away at the worst point. The Bima was drawn along Java’s north coast when it runs the southern route through Yogyakarta. The Maple Leaf ran up the wrong bank of the Hudson. The Howrah Rajdhani detoured through Varanasi rather than the Gaya main line the train is named for. And the Harbin to Dalian high speed card was drawn on the conventional Shen Da railway running beside it. Every one of those redraws was then confirmed by the independent measurement: the Paris to Nice line went from 96.2 to 98.9 per cent on real track and its median distance from the rails fell from 52 metres to 14. Found by the atlas’s own audit sweep.
Redraws that a person refused are worth recording too, because a relation running between the same two cities is not the same thing as the railway a card describes. The Gotthard Panorama Express was offered an InterCity that goes through the base tunnel, and the card is the mountain line. The Rokumon, a sightseeing train on the old Shinano line, was offered the Hokuriku Shinkansen beside it. The Hong Kong to Beijing sleeper was offered the conventional Jingguang railway rather than the high speed line it runs on. The Andean Explorer was refused for the opposite reason: it doubles back between Juliaca and Puno on purpose, and the relation would have quietly straightened that out. One redraw was applied and then reverted, because the Málaga to Seville Avant came out thirty kilometres short and eighteen kilometres from Córdoba, and not applying something beats applying something that cannot be defended. Found by the atlas’s own audit sweep.
Three more cards link a Wikipedia article, in Korean and Greek. The two Patras suburban lines link the article that is about exactly those two lines, and the Jungbu Inland card links the line it is named for rather than the train class article an English search kept offering. Found by the atlas’s own audit sweep.
Barcelona to Málaga left Barcelona Sants on a twenty kilometre straight line and then ran down the coastal conventional railway instead of the high speed one, which is what produced the two impossibly sharp turns in the reported screenshot. It is now drawn from the AVE service relation that starts inside Sants rather than the line relation that starts outside it, and from the Madrid to Málaga high speed line for the second half. The uncomfortable part is that the atlas already knew: it measured 96.4 per cent of that line on real track with a fourteen kilometre stretch away from it, while the card said the line had been checked against the running timetable and sat 0.2 km from the shape of IRY 6020. Both were true. The timetable check reports a ninetieth percentile, and a fourteen kilometre error inside eleven hundred kilometres does not move a ninetieth percentile, so a card can be verified and visibly wrong at the same time. The line now measures 99.6 per cent. Reported by alan_gr on the OpenStreetMap community forum.
Madrid to A Coruña began seventeen kilometres east of Madrid, ran further east still, and then jumped twenty six kilometres back to Chamartín before heading northwest. Two waypoints belonging to another corridor had been sitting at the head of the line, and every later tool preserved them: a redraw from the relation keeps the ends it is given, so the error survived being redrawn. They are gone and the route now fits its relation end to end, 98.5 to 99.8 per cent on real track. A scan for the same shape across the whole atlas found eight more lines that begin or end with a jump dwarfing the rest of their geometry. Reported by alan_gr on the OpenStreetMap community forum.
The atlas has stopped claiming to know where a line came from unless it can show you. Until today most route pages said the line was traced onto the OpenStreetMap rail graph, and that sentence was decided by counting how many decimal places the coordinates carried, because the tools that write them round differently. That is a fingerprint of which tool wrote a line last and evidence of nothing about where the line is. It is removed rather than reworded, so 768 pages lost a badge they could not support. What replaced it is better: 1,026 routes now name the OpenStreetMap relations they are drawn from, node for node, with the kilometres each one covers, and the reader can open them. A route is usually several railways end to end, so naming one of them was true of part of the line and read as true of all of it. Found by the atlas’s own audit sweep.
Every line in the atlas has been measured against real railway. Each one was walked in ten kilometre legs on a router that can only travel along OpenStreetMap track, and the drawing compared with what came back, in metres. 947 lie on track from end to end, at a median of four metres from it. 199 diverge somewhere, which is not the same as being wrong, because where a high speed line runs beside its classic one the router can pick the other. 89 have at least one point with no railway within three hundred metres, confirmed against OpenStreetMap rather than taken on the router’s word, and those are a work list rather than a number to hide. The funiculars, forest railways and narrow gauge lines the router has no graph for were measured against the track OpenStreetMap maps around them instead. Two routes could not be measured at all, and say nothing rather than something weaker. Found by the atlas’s own audit sweep.

5 August 2026

Five cards got the right picture, and one of them explains why the others were wrong. The Rauma Line showed a preserved steam engine standing in a yard rather than the BM 93 railcar that runs it through Romsdalen. Sarajevo to Banja Luka showed a black and white Spanish prototype from the 1940s, matched to the route on the word Talgo and nothing else; it now shows a real train on the Doboj to Banja Luka section the service runs over. The Dombóvár to Bátaszék line and the EuroCity to Zagreb both showed station buildings with no train in them, and now show the Bzmot railcar that works the branch and a MÁV InterCity under way on the Gyékényes corridor. Sofia to Varna was wearing the same photograph as Sofia to Plovdiv, which two routes may not do, and now has a class 44 on a passenger train at Varna itself. The common cause: the picture hunt read one Wikipedia article, usually the English one, and the best photograph of a Bosnian or Bulgarian line is almost never there. It now walks the subject to every language edition that has an article on it, and reads the Commons categories too. Found by the atlas’s own photo audit.
The Málaga to Sevilla card was cropped through a cliff. It carries what may be the best photograph on the atlas, a Renfe railcar in the gorge at El Chorro beneath the Caminito del Rey, and the automatic crop centred on the rock face above the train because rock is the busiest thing in the frame. The card now shows the train. Worth recording as a limit of the method rather than a one-off: the crop finder scores each row of pixels for edge energy and colour, which finds a train against sky and loses one against a mountain, and it reported its own uncertainty on this photograph as the lowest of the six measured that day. Where the picture is dramatic and the train is small, a person still has to look. Found by the atlas’s own crop measurement.
Madrid to Murcia was drawn on the wrong railway, and this log said otherwise. On 29 July it was recorded here as redrawn onto the Levante high-speed line through Cuenca. That fix never reached the file: the line shipped all along down the nineteenth century broad gauge route through Alcázar de San Juan, passing 89 km from the Cuenca it claimed to serve. It is now built from the four OSM relations the service actually runs over, the Atocha to Chamartín link, the Torrejón de Velasco trunk, the Levante line and the Monforte del Cid branch, and it passes Cuenca at 1.7 km, Albacete at 0.6 and Villena at 1.6. The card also said 480 km, which was Alicante's number copied across. Murcia's branch leaves the Alicante line 28 km short of Alicante and runs 69 km further south, so it is the longer journey: 529 km, measured off the line itself. A correction that claims more than the map delivers is worse than the error it describes, which is why this entry names what went wrong rather than just what changed. Reported by alan_gr on the OpenStreetMap community forum, twice.
Patras gets its two suburban lines, and the reason they were refused was an answer to a question nobody asked. The refusal said no train runs Rio to Kato Achaia through, which is true and beside the point: the report was for two separate services radiating from Agios Andreas in opposite directions, and OpenStreetMap carries a route relation for each of them. Both are now on the map. Π2 runs eight metre-gauge kilometres north along the gulf to Rio under the Rio-Antirrio bridge, reopened with Agios Andreas on 9 July 2010. Π1 runs twenty west down the old Pyrgos line through the Achaean beach villages to Kato Achaia, which got its trains back on 29 February 2020. Each card is dated by the year its own service reached the end it is named for, which is the reading of start years this forum argued for. One honest note on method: the timetable feed the atlas normally gates new routes on does not cover Greek suburban services at all, so this went in on the strength of the operator's own line brands, the reopening dates and the OSM relations, not a feed check. Neither line has a photograph yet; the only ones on Commons show empty platforms, and an empty platform is not a railway. Reported by jimkats on the OpenStreetMap community forum.
The Sevilla to Huelva card said the neo-Mudéjar terminus at Huelva still stands. It does stand, and that was the most flattering way to put it. The building has been out of use since 2018, was closed for good in March 2019 and lost its roof to a fire in August 2022. The card now says so. Reported by alan_gr on the OpenStreetMap community forum.
Every card photo is now cropped where the picture actually is. The hover card shows a strip a fraction of the height of a 3:2 photograph, so the crop decides whether you see the train or the sky above it. 337 photos had a measured focal point and the other 883 were cut through the middle on a blind guess that they sat slightly low, which is right for a level railway shot and wrong for most others. All 1,220 were measured by scoring each pixel row for edge energy and colour and sliding the visible band to the best position. Measured, 827 of them want their true middle. The 48 focal points set by eye in the July audit were left alone, because a person who looked at the picture beats a heuristic. Two things also left the card while it was open: the three pixel accent bar across the top and the gradient that faded the photograph into the panel, so the picture now reaches the card's edges and starts it. Found by the atlas’s own audit sweep.
A new page puts the whole atlas in one sortable table. The other reference pages each rank it on a single number and hide the rest, fastest, highest, longest. This one shows distance, scheduled journey time, realized average speed, top speed, opening year and ridership for all 1,231 routes at once, sorts by any of them and filters by route, city or country. A dash means a figure nobody publishes rather than a zero, and it sinks to the bottom whichever way a column is sorted, so an ascending sort can never present "unknown" as the smallest number. It is at trainrouter.com/stats/. Found by the atlas’s own audit sweep.
Every photograph on the atlas now names the person who took it. It used to say "Photo · Wikimedia", which credits a warehouse for work done by a photographer, and the licences these pictures ship under ask for better than that. The author and licence were read from each file's own record on Wikimedia Commons: 4,163 pictures, 4,107 of which name someone. Route pages carry the name and the licence under the hero, every gallery thumbnail now carries its own line rather than one shared note at the bottom of the section, and the map card names the photographer. The prompt for this was finding out that two of the photographs on the atlas, the Málaga to Sevilla line at El Chorro and the Algeciras train in the Serranía de Ronda, were taken by the same reader who had reported both of those cards as wrong. Prompted by alan_gr on the OpenStreetMap community forum.
The map has a search box. Until now the only way to reach a route you already had in mind was to guess where it lived and hover the right line, because the filters answer what kind of journey you want and never which one. Type a route name, a city or a country and the answer is three keystrokes away: name matches first, then endpoints, then countries, famous routes leading each group. Picking one flies the map to it and opens its card, and it searches the whole atlas rather than the part currently lit, so asking for the Orient Express finds it instead of quietly hiding it behind a switched-off filter. Found by the atlas’s own audit sweep.
Five more Welsh lines join the atlas, from the network map its reporter linked. The Rhymney line climbs its own valley from Cardiff through the tunnel under Caerphilly mountain to the head of the valley, on metals the Rhymney Railway opened to passengers in March 1858. The Ebbw Vale line is a coal railway carrying people again, shut in 1962, back to Ebbw Vale Parkway in February 2008 and up to Ebbw Vale Town in May 2015. The Maesteg line turns off the South Wales main line at Bridgend and runs up the Llynfi valley through Tondu, reopened in 1992 after twenty two years without a train. The Vale of Glamorgan line takes the coast to Bridgend through Barry, Rhoose for the airport and Llantwit Major, closed to passengers in June 1964 and reopened in June 2005 with two new stations. The Borderlands line crosses the Dee on the Hawarden swing bridge from Wrexham to Bidston for Liverpool, worked now by the Class 230 units rebuilt from London Underground stock. Each one was drawn by taking the station list of the train that actually runs it from the operator's published timetable, then snapping that chain onto the OpenStreetMap rail graph: the worst of the sixty eight stations on the five lines sits 110 m from the line drawn through it. The Swansea to Cardiff stopping service was looked at again and is still not here, because it runs over main line rails this atlas already draws and the rule is that no railway gets drawn twice. Reported by ceirios on the OpenStreetMap community forum.
The Limerick to Galway card called itself the only intercity route in Ireland that never sees Dublin, which the atlas itself disproves one card away. Limerick to Waterford is on this map and does not go near Dublin, and Cork to Tralee runs direct several times a day without being on the map at all. The card now describes the line instead of ranking it: the Western Rail Corridor, reopened in March 2010 after thirty four years, north from Limerick through Ennis and the edge of the Burren to Galway Bay. Cork to Tralee stays off the atlas for the reason it always was, that both halves of it are already drawn, as Cork to Mallow on the Dublin to Cork line and Mallow to Tralee on the Dublin to Tralee line, and the rule against drawing one railway twice is worth more than one extra card. Reported by alan_gr on the OpenStreetMap community forum.
Six routes were linking to a Wikipedia article about something else. The warning was general, that one identifier can end up standing for two different routes, and it turned out to be true here in the most ordinary way: sixty two articles on this atlas are shared by more than one route, and almost all of that sharing is correct, because one Railjet article really does describe six railjets. The failures are the ones where two things share a word. Al Andalus, a Belle Epoque cruise train, was linked to the high speed line it parks on. The Intercity Riviera from Milan to Ventimiglia was linked to the Night Riviera, which is a sleeper to Cornwall. The Mountaineer in New Hampshire was linked to the Mount Washington Cog Railway, a different railroad on the same mountain. The EuroCity through the Gotthard was linked to the Panorama Express, which is the tourist train. The AVE lines to Alicante and to Zaragoza were both linked to a nineteenth century company whose name happens to contain all three cities. All six now have no link at all, which is this atlas's standing rule: no link beats a wrong link. The six judgements live in the script that resolves these links, so the next run cannot quietly restore them. Reported by NaufalFarras on the OpenStreetMap community forum.
India's longest train was drawn with a 228 km ruler across Andhra Pradesh. The Vivek Express ran down the coast to Vizianagaram, jumped back north east to Brahmapur and returned, because two hand placed waypoints from before the line was traced had been left sitting after the traced run instead of inside it. Both duplicate points the line already passes. Removing them took 400 km of imaginary railway off the map and brought the drawn length from 8 per cent over the published figure to 2 per cent under it. The check that should have caught it was looking at the wrong thing: it flags a straight segment more than twenty times the route's own typical step, which is right for a finely drawn line and blind on a coarse one, because the coarser the drawing the bigger a ruler has to be before it stands out. On a 4,500 km line stepping 13 km at a time, 228 km is only eighteen times the step. The check now also reports any straight segment over 60 km whatever the route's own median says, and that immediately named thirty five more, nearly all of them the long distance lines this atlas has always drawn most coarsely. They are now visible in the audit instead of hidden by a threshold. Found by the atlas’s own audit sweep.
Every traced line was checked against the OpenStreetMap relation that Wikidata names for it, and three narrow gauge lines were redrawn from those relations. Someone on the OpenStreetMap forum guessed that this atlas reads rendered map tiles and copies the shapes it sees. It does not: it asks Overpass for the railway ways themselves and routes along their nodes. But the tracer does find the right relation by NAME and corridor, which is a fair thing to be sceptical of, so this checks it by identifier instead. Each route goes to its Wikipedia article, to the Wikidata item behind it, to the OpenStreetMap relation id recorded there, and the drawn line is measured against that relation every two kilometres. Of 225 routes with usable geometry on both sides, 168 sit within a kilometre of the relation for their whole length. Another 36 follow it and then continue past its end, which is not an error but this atlas's own rule that a card spans the SERVICE while a relation describes the LINE: the Settle to Carlisle line sits 90 metres from its relation at the median and 40 km at the far end, because the train keeps going. That leaves 21 genuinely somewhere else, and they split three ways. Two are Wikidata's error rather than the map's, the Tanzanian Central Line pointing at a relation 7,162 km away. Several more name a neighbouring line rather than the one the service runs on. And seven were short narrow gauge and heritage railways that the corridor tracer has always drawn worst, because the rail router has little or no graph in those places. Three of those seven could be rebuilt straight from their relation and now are: the Lillafüred forest railway, the Šargan Eight and the Tren del Fin del Mundo. The other four were refused by the length and endpoint gates, honestly, rather than forced: the Yangon circular relation is twice the length of the loop the card describes, the Maeklong one is a two node fragment, and Szilvásvárad and Montenvers disagree with their cards by more than the gate allows. Prompted by jimkats and NaufalFarras on the OpenStreetMap community forum.
The number of routes checked against a live timetable went from 264 to 390 in an afternoon, and almost none of that was new checking. It was a test in this atlas's own code applied the wrong way round. A journey planner whose published shape is coarse cannot be used to CONDEMN a line, because a shape drawn as straight hops between distant stops makes every real curve look like a defect, and that guard has been here since the checker was written. It was also refusing to CONFIRM. So 131 European routes sitting a median 150 metres from their reference, with every station on them, were reported as unjudgeable rather than as right. Agreement that close is not something a coarse reference produces by accident: a straight hop between distant stops leaves the real railway by kilometres, so a line matching one to 150 metres is on that railway, and the station test rules out a parallel one. The guard now stands only where the evidence is not already positive on both counts. Retrying the remaining 421 European routes on a second date then confirmed 133 more. Found by the ÖBB Scotty re-sweep of every unverified European route.
The European Sleeper to Prague was drawn on the wrong German railways for 236 km of it. The retry caught it because it finally matched the sleeper itself rather than a daytime alternative: ES 453, no changes, its own length within two per cent of ours, and our line wandering up to 37 km off it east of Berlin and again near the Dutch border. It is redrawn from the train's own shape and now sits within 100 m of it the whole way, with every calling point on the line. Two other flags from the same retry were false alarms of a kind now closed off: the planner had answered a sleeper card with a two change daytime ICE through Cologne and Frankfurt, and an Intercity Direct card with a Eurostar coupled to a EuroCity. A reference that changes trains is a different journey and can no longer report a fault against a card that names one service. Found by the ÖBB Scotty re-sweep of every unverified European route.
Brittany has two arms and the atlas only drew one. Paris to Brest was here; Paris to Quimper was not, although they are the same train for most of the way. The TGV runs out of Montparnasse as one set and splits at Rennes, one half north through Saint-Brieuc and Morlaix to Brest, the other south to the Morbihan coast through Vannes, Auray and Lorient to Quimper in Finistère, 607 km and 3 h 33 at best. The new card shares the Brest card's exact points from Paris as far as Rennes, because as far as Rennes it is the same railway and often the same train, and only becomes its own line where the two halves part. Reported by trial on the OpenStreetMap community forum.
The Milford Haven line was never drawn. Comparing every European route against the running timetable turned up six suspects, and this was the worst of them: the card added on 2 August for Swansea to Milford Haven carried the Pembroke Dock branch instead, all seventy six points of it, identical to the Pembroke card down to the last decimal. The two branches part at Whitland and the copy went the wrong way, so the atlas drew one railway twice and left the other undrawn. It now runs the line it names, through Clunderwen, Clarbeston Road, Haverfordwest and Johnston to Milford Haven, and ends 150 m from that station instead of 7.5 km away. While both were open the shared stretch from Swansea to Whitland was put on one set of points, because two tracings of one railway drift apart at zoom and that is the fault a reader found in Dublin last week. Two more of the six were real and are redrawn from the operators own shapes: the Vouga metre gauge line stopped 9.5 km short of its own terminus at Sernada do Vouga, and the Barcelona to Portbou regional left its corridor after Girona, missing Celra, Bordils, Flassa and Sant Jordi by four to nine kilometres. Found by the ÖBB Scotty sweep of all 730 European routes.
Three of the six suspects were acquitted, and the reason is worth stating because it is the same reason the other three were convicted. Calling points decide it. The Eurostar from Paris to Amsterdam passes all seven of its stations within 200 m, and the Kyiv to Uzhhorod night express passes its stations within a kilometre; where those lines differ from the planner is on stretches with no station on them, which is where two real routings can both be right. Kyiv to Lviv is the same story with one blemish, five of its six calling points exact and a single intermediate stop 12.9 km away. A line that serves every station of the service it names is not on the wrong railway, whatever the average distance between the two drawings says, so none of the three was redrawn on that evidence alone. Found by the atlas’s own audit sweep.
The Avlo from Madrid to Barcelona is gone, because the train is. Renfe stopped running its low cost brand on that route in September 2025 and has not brought it back, so the card described a service that no longer exists. Checked before removing it: on a Tuesday this month the Madrid to Barcelona line carries AVE, Iryo and Ouigo, and no Avlo at all. The reporter also made a second point that is worth more than the first, and the atlas agrees with it: the card should not have existed anyway. Avlo runs on the same rails as the AVE, so the map drew that railway twice, which is exactly what this atlas says it does not do. Following brand variants down to every slightly different service on a line drawn already is a bottomless pit, in his phrase. The old address forwards to the AVE card rather than breaking. Reported by alan_gr on the OpenStreetMap community forum.
Every route page now ends by saying what has actually been checked about it, and refuses to round that up. Three claims are possible and each is a different kind of evidence: the line was traced onto the OpenStreetMap rail graph, or it was drawn from the operator's own published service shape; it was planned on a live journey planner and measured against the shape of the train that came back; and it has a Wikipedia article. A route that cannot show one of these shows nothing rather than a softer word for it. The counts, which are on the about page: 981 of 1,247 lines traced from OpenStreetMap, 170 from an operator shape, 96 whose source this atlas cannot demonstrate, 264 checked against a running timetable, 1,143 with a Wikipedia article. Keeping the two geometry sources apart was the whole difficulty. Nothing in this repository recorded which line came from which tool, and reading it out of the commit history would have been guesswork, because single commits mixed both methods. The answer turned out to be sitting in the coordinates: the three programs that write route geometry round to different precisions, three decimals for the OpenStreetMap tracer, four for the redraw from an operator shape, five for the chord filler, so the rounding is a fingerprint of which one wrote a line last. That inference has one honest weakness, which is that coordinates typed by hand are coarse too, so a coarse line that is also sparse is reported as unrecorded instead of being credited to a tool it never touched. Found by the atlas’s own audit sweep.
Eleven routes added, and the way they were found is the point. Rather than guess at gaps, every candidate corridor was tested twice: is any line already drawn near both of its ends, and does a direct train actually run it. Most of the first guesses failed the first test, because the atlas already had Warsaw to Gdansk, Krakow to Zakopane, Bratislava to Kosice, Budapest to Pecs, the Santa Claus Express, the Sorlandsbanen, Riga to Daugavpils, the Highland Main Line and Belfast to Derry. Thirty two famous scenic and mountain lines were probed the same way and every one was already here, so the gaps turned out to be ordinary intercity, not spectacle. What survived both tests: the EuroCity from Zurich to Munich, which is 3 h 44 since the line through Lindau was electrified in 2020; the whole east coast of Sicily from Messina under Taormina and Etna to Siracusa; the Intercity from Amsterdam through Rotterdam and over the Hollands Diep to Vlissingen; Bucharest to Sofia over the 1954 Friendship Bridge at Giurgiu; Warsaw to Szczecin; Sofia to Vidin up the Iskar gorge; the sleeper from Kyiv through Lviv to Chernivtsi; Den Helder to Nijmegen coast to border; Zagreb east across Slavonia to Vinkovci; Porto up the Ave valley to Guimaraes; and Antwerp to Hasselt. Each one was drawn from the station list of the train that runs it and then snapped to the OpenStreetMap rail graph, and each was checked back against the operator timetable afterwards. That check earned its keep on the last of them: the Antwerp to Hasselt trace took a 97 km path and missed Diest by 14 km, so it was thrown away and redrawn from the service's own shape at 76 km. Kyiv to Chernivtsi was drawn from the operator shape from the start, because 831 km hung on five station pins is not enough for a tracer to find the right railway. Two departures decided their own cards: the Kyiv train leaves at 20:53 and arrives at 08:00, so it is a night train, and the Bucharest train runs 10:46 to 20:41, so it is not. Found by the atlas’s own audit sweep.
The Canyon Spirit now runs to Salt Lake City, and the atlas stopped it at Moab. The route opened in 2021 as Rocky Mountaineer's first American train, was taken over by the sister brand Canyon Spirit on 21 April 2026 and extended the same season, so it is a three day journey now rather than two, with hotel nights in Glenwood Springs and Moab. The card said 570 km to Moab; it is 911 km to Salt Lake City, climbing Price Canyon under Castle Gate to Soldier Summit and dropping into the Utah Valley at Provo. Two things worth stating plainly. Moab has no station: the railhead is a siding off Highway 313, a motorcoach covers the last miles into town, and on the third day passengers rejoin the train at Thompson Springs, so the line on this map runs 41 km east of Moab rather than into it, and the card says so instead of drawing a railway that is not there. And this train shares its whole route with the California Zephyr, which was drawn separately, up to 1.4 km away from it in the same canyons and not sharing a single point. That is the fault a reader found in Dublin two days ago, where the DART and the Rosslare line scissored apart at Tara Street. Both now use one set of points, and since the new tracing is the better of the two, the Zephyr was moved onto it rather than the other way round: its Denver to Salt Lake City stretch went from 86 points to 243 and every station on it now sits within a kilometre of its own line. Found by the sweep for Wikipedia links pointing at the wrong article.
Checked and left alone: the Wien to Lienz railjet really does go the long way round through Graz. It looks wrong on the map, because the natural way to Carinthia from Vienna was always south west through Bruck an der Mur and Sankt Veit, and this line swings east to Graz first. Since the Koralm tunnel opened in December 2025 that is the route the train takes, and the operator's own timetable spells it out: Wien, Bruck an der Mur, Graz, Weststeiermark, Sankt Paul im Lavanttal, Klagenfurt, Villach, then up the Drau valley. So it passes through Klagenfurt as well as Graz, not instead of it. The drawn line sits a tenth of a kilometre from that train's own published shape for the first 400 km. Two railjets a day run through to Lienz in each direction, which is what the card claims. Found by the atlas’s own audit sweep.

4 August 2026

The funicular shelf became the Mountain shelf, and the rack railways moved onto it. The old category was mechanically correct and practically useless: it held 53 cable-hauled inclines, most of them a few hundred metres of city hillside, while the Jungfraubahn, Pilatus, Snowdon, Pikes Peak, the Gornergrat and the Nilgiri sat filed under Scenic or Heritage as though they were ordinary railways that happened to be pretty. They are not. A rack railway and a funicular are two answers to one question, how do you get a train up a slope too steep for a wheel to grip, and a visitor pointing at Snowdon and at Stoos means the same thing by both. So 31 rack and cog lines joined the 53 cable ones under Mountain. The test is mechanical rather than scenic: rack or cable must be how the line makes its climb. A steep adhesion railway is still an ordinary railway, so the Bernina keeps its 7 per cent and its Scenic label with no rack at all, and a valley transport line with a short rack assist, the Mont-Blanc Express and the Berner Oberland-Bahn, stays where it was. Three lines whose rack was lifted decades ago, the Rübelandbahn, the Erzbergbahn and the Da Lat stub, are judged on what they run on now and stayed put. Aerial cableways remain out entirely; a gondola is not a railway. The category is also lit by default now, which the funiculars never were, because hiding a shelf of city inclines cost nothing and hiding the Jungfraubahn would not. The hub moved from /funicular-railways/ to /mountain-railways/ and the old address forwards. Found by the atlas’s own audit sweep.
Every route now publishes the speed it actually keeps. Distance divided by the fastest scheduled time is the number that decides how long a day takes, and it is typically 60 to 80 per cent of the headline figure a train is certified for: the Tokaido Shinkansen is a 285 km/h train that averages 219, and the Trans-Siberian averages 55 over seven days. 1,205 of the 1,229 routes carry it, on the card and in the facts on every route page. The other 24 refuse it on purpose rather than print a number that lies. A hotel train stables overnight and spends days off the rails, so the Palace on Wheels would read 12 km/h and Rail Cruise Haerang 21, describing an itinerary rather than a journey; a round trip figure covers twice the drawn line. Scheduled trains that simply run for days, the Canadian and Vivek Express among them, are never not under way, so they keep theirs. Checked before shipping: not one published average exceeds its own route’s top speed. Found by the atlas’s own audit sweep.
Photographs are cropped less and aimed better. The card strip and the route page hero were both cut to a fixed shape that suited a desktop window, so on a phone, which is the taller screen, they threw away most of the picture: the hero is now 4:3 on a narrow screen instead of 16:9, the list thumbnails 3:2, and the card strip grows with the card rather than staying 96 pixels tall. Where a photo has no measured focus point the crop now falls slightly low instead of dead centre, because the centre of a level railway photograph is usually sky. And six Indian routes had pictures that showed no train and no railway at all: the Konkan Railway was a patch of dry scrub, the Maharajas’ Express an empty desert, and the Vivek and Grand Trunk expresses were photographs of their own name boards. All six now show the train or the line, among them the toy train in the forest at Matheran and a WAP-7 coming out of the fog with the Grand Trunk behind it. Found by the atlas’s own audit sweep.
Four cards moved to the shelf they belong on. El Expreso de La Robla and the Namibian Desert Express are hotel trains and now sit under Luxury beside the Transcantábrico and Al Ándalus they are siblings of. The Fairy Queen, an 1855 locomotive on a heritage excursion, moved the other way, out of Luxury and into Heritage where the ride being the product is the whole point, and the Schynige Platte railway joined it: 1914 stock climbing to an alpine garden with no village at the top. The funicular category was audited at the same time and nothing needed moving into it: every cable-hauled counterbalanced line in the atlas was already there. What the audit did settle is that the shelf was named too narrowly, which is dealt with in the next entry. Found by the atlas’s own audit sweep.
The complaint that some of the atlas’s writing reads vague and machine-made was taken seriously enough to answer with a full audit: every one of the 1,229 route summaries was read in one sitting. The finding, honestly reported, is that the disease was real but not epidemic. The quoted offender, Dublin to Cork’s premier line since the Famine years, was rewritten this morning, and the read turned up a handful more leaning on the same crutch, which are now fixed: Algeria’s and Bangladesh’s flagship expresses and Belgium’s Viroin valley steam line say what they are instead of claiming premier status, and the same word fell out of two route stories. The rest of the corpus carries dates, engineering and places rather than atmosphere, and was left alone. The atlas also now explains on its about page how routes are chosen, because two readers in two places asked the same fair question: there is no algorithm, the selection is human, and thin coverage of a country is a to-do rather than a verdict. Prompted by alan_gr on the OpenStreetMap community forum, and by jimkats, Rokin and Obi asking how routes get picked.
The Jungang line card caught up with December 2024. It ended at Andong, but since the last stretch of doubled track opened on the twentieth of that month the KTX-Eum has run the whole length of the country, Seoul to Bujeon station in Busan in 3 h 56. The card now spans the full journey: the extension rides the realigned line through Uiseong and Yeongcheon to Gyeongju, checked against every station it calls at, and from Gyeongju to Busan it shares the Donghae line card’s exact drawn points, so the shared railway is one line on the map rather than two. A first attempt traced a plausible-looking relation that turned out to miss Andong by 68 kilometres; the station-by-station check caught it before it shipped, which is what the check is for. Found by the atlas’s own audit sweep.
The Irish line in the water is fixed, and the diagnosis was the reporter’s. The waypoints were right all along, within 100 metres of the operator’s own published shapes. What showed in the sea was simplification: route lines were thinned to a 150 metre tolerance for drawing, so as the basemap gained coastline detail with every zoom step, the line kept its coarse corners and cut across the coves. Drawing tolerance is now 50 metres, and the Dublin coast routes to Rosslare, Greystones and Galway are redrawn from their operators’ shapes at that fidelity. The DART also now reuses the Wexford line’s exact points along the shared coast, so the pair cannot drift apart again. Reported by alan_gr on the OpenStreetMap community forum, pinned down by the maker’s observation that the line stops following the map as you zoom in.
South Korea gains the newest railway the country has opened: the Jungbu Inland line, complete from Chungju through to Mungyeong since 30 November 2024 and worked by KTX-Eum sets running down from Pangyo. 144 km along the rails in about an hour and a half, traced from the line’s own OpenStreetMap relation and drawn through all ten of its stations, past Chungju and the Suanbo hot springs to the old post road town under Mungyeong Saejae. Reading the country properly settled two other things. The KTX to Yeosu on the Jeolla line was already here, so it was never the gap it looked like. And the Jungang line KTX-Eum, whose card still ends at Andong, in truth runs the length of the country to Bujeon in Busan; that re-span is the next one. Raised by humble_boatsman on Lemmy.
Galicia stopped looking cut off. The Madrid AVE card ended at Ourense, which is where the high speed line ends but not where the train does: the S-106 Avril runs on through Santiago de Compostela to the Atlantic at A Coruña. The card now spans the whole journey, 646 km in 3 h 36 min, redrawn point for point from the operator’s own published shape and measuring 644 km against their 646. The rails from Ourense to Santiago and on to A Coruña are drawn for the first time, so the province is joined to the national network instead of floating beside it. Reported by alan_gr on the OpenStreetMap community forum.
Two long metre gauge journeys stopped calling themselves commuter trains. Ferrol to Oviedo, 314 km and 7 h 15 min, and Bilbao to Santander, 119 km over 33 stations, were both labelled Cercanías AM, which in Spain means a short suburban service. Renfe runs them as Media Distancia, lines R-1f and R-3f, with cercanías services overlaid on parts of each rather than the whole. The cards now carry the Media Distancia names. Reported by alan_gr on the OpenStreetMap community forum.
One card stopped writing like a brochure. Dublin to Cork was introduced as Ireland’s premier line since the Famine years, green midlands all the way to the Rebel City, which is atmosphere rather than information. It now says what the journey is: Heuston to Kent in 2 h 15 on Mark 4 push-pull sets, over the 1849 Great Southern and Western main line through Limerick Junction and Mallow. The wider point behind the report, that some of the writing across the atlas reads vague and approximate, is taken and is a larger job than one line. Reported by alan_gr on the OpenStreetMap community forum.
The Western Rail Corridor is redrawn on the real rails into Galway, 180 points where it had 58, and the sea crossing suspected on that approach turned out not to be one. Measured against the world coastline the line reads as wet for six kilometres east of the terminus, but it sits exactly on the railway OpenStreetMap maps there, and the coastline dataset is simply too coarse for the inner bay. Recorded rather than quietly dropped, because the report deserved a real answer either way. Reported by alan_gr on the OpenStreetMap community forum.
The Wikipedia hunt returned for the 111 routes still without an article, this time asking each country in its own script rather than in English. Twenty five more routes found their page and the atlas now links 1,142 of its 1,228 routes across twenty nine language editions: the Tehran to Mashhad line in Persian, the Tunis mainline in Arabic, the Minsk to Gomel corridor under the historic Libava to Romny railway in Belarusian, the Tbilisi Funicular in Georgian, the Katakolo to Olympia line in Greek, the Sofia trunk lines in Bulgarian, the Kyiv night trains to Uzhhorod and Warsaw under their own named articles in Ukrainian, and the Thunderbird, Haruka and Kaiji expresses in English after all, hiding behind disambiguation pages. The eighty six that remain have no article in any language, which is now a verified fact rather than a search failure. Found by the atlas’s own audit sweep.
Thirty more lines carry a published top speed, read off the rails themselves: OpenStreetMap tags the permitted speed on the track, and wherever the tagged stretch covers at least half a route and one figure dominates it, that figure is the card\u2019s. The British values arrive in miles per hour and say so, 90 mph on the Shrewsbury to Chester line, 75 on the West Wales branches. Forty six weaker candidates were rejected for thin coverage rather than shipped. Seven tourist operations also moved to the Heritage shelf where they belong, among them the Porrettana Express with its 1930s coaches, the Sagano torokko on its preserved dead alignment and the Wachaubahn, so the default map shows scheduled railways and the short strokes light up on demand. A fleet wide geometry audit closed the night: every straight line suspected of being a shortcut proved to be straight railway, and the one hand sketch left in the atlas, the Aoniyoshi, now follows its eight real Kintetsu stations. Found by the atlas’s own audit sweep.

3 August 2026

The Channel fix from yesterday did not survive the night, and it was thinner than it read. A shoreline cleanup pass that ran hours later dragged all three Eurostars back through Dover and across the strait at its narrowest point, and under that lay an older fault: the Paris train had been following the classic boat train line through Boulogne and Abbeville inside France all along, because the shape its own data feed publishes is a sketch of the wrong railway. The French leg is now traced from the LGV Nord itself in OpenStreetMap, from the Fréthun portal through the Lille fork to Paris, and the crossing enters the tunnel at the real portals, Folkestone to Coquelles. London to Paris measures 486 km against the published 492, and Brussels and Amsterdam share the drawn line to the fork near Lille, where the two services truly part. Found by the atlas’s own audit sweep.
That same cleanup pass had rewritten 121 route lines it was never asked to touch, thinning curves out of the Brenner, the Bergen line, the fresh Andalucía traces and a hundred more. Its guard only caught lines that got shorter, and the Dover detour had made the Eurostars longer. All 121 lines are restored point for point, and the six shorelines the pass was actually written for keep their fix. Found by the atlas’s own audit sweep.
Around Rosenheim the map showed a braid where the ground holds one railway. The Munich to Rosenheim, Rosenheim to Salzburg and Rosenheim to Kufstein corridors are each drawn once now, and every train that rides them shares the exact points: the Railjet to Vienna and the EC to Innsbruck are redrawn from their operators’ own shapes, and the Brenner railway, the night trains to Rome and Zurich and the Innsbruck to Salzburg Railjet sit on those lines rather than beside them. The Rome night train keeps its real route via Salzburg and Villach, where it joins the Vienna portion. Found by the atlas’s own audit sweep.
Oslo’s western approach is one drawn line for the Bergen, Stavanger and Skien trains as far as Drammen, and the Trondheim and Stockholm trains share their exit to Lillestrøm, so the corridor no longer splits into parallel ghosts at city zoom. The Trondheim line was also redrawn from its operator’s published geometry and got its missing curves back. Found by the atlas’s own audit sweep.
Rome to Bari and Rome to Lecce ride the same rails as far as Bari, and the map now draws them that way. The Lecce route is retraced from its Frecciarossa’s own shape, Bari shares those exact points to the junction, and the knot the two independent sketches used to tie east of Benevento is gone. Found by the atlas’s own audit sweep.
The Hefei to Fuzhou high speed line carried sixty phantom kilometres past its own terminus, out to Fuzhou South and back, ending in the middle of a city block. It is retraced from OpenStreetMap end to end, stops at Fuzhou station as the real trains do, and measures 830 km. Found by the atlas’s own audit sweep.
The Prague to Pardubice corridor is drawn once and shared by the Ostrava Pendolino, the Košice night train and the Vienna and Brno expresses, which used to cross each other in a braid east of Prague. Found by the atlas’s own audit sweep.
The Coastal Pacific is traced onto New Zealand’s Main North Line, metre for metre along the Kaikōura shore it used to wade beside. The Posázavský Pacifik was checked against OpenStreetMap and was already right. The Vienna to Bratislava REX’s dead straight run across the Marchfeld was suspected as a drawing error and verified as real track, 43 metres off the drawn line over 33 kilometres. And the Iyonada Monogatari’s card mixed up its two courses, quoting the Yawatahama distance for the Matsuyama to Iyo-Ozu run; it now says 55 km, the length of the coastal line it rides. Found by the atlas’s own audit sweep.
Checked, with thanks, and no change: Brightline West is under construction and joins the atlas when there is a train to ride. The Las Vegas Monorail and the casino trams are urban people movers, the Tucson streetcar is city transit, and Union Pacific runs freight; this atlas maps scheduled passenger train journeys. The suggestions are logged so nothing is forgotten when Las Vegas gets its train. Reported by Flap_Slimy_Outward on the OpenStreetMap community forum.
Three Norwegian lines join the atlas, each drawn from its operator’s own published geometry and proved against the live timetable: the original 1879 Østfold line from Oslo to Ski, hugging the fjord through Nordstrand, now the all stations companion to the new tunnel; the 1882 Østre linje from Oslo through Askim and Mysen to Rakkestad; and the 1917 Bratsbergbanen from Porsgrunn through Skien and Nordagutu to Notodden, which shares the drawn Sørland main line for the stretch it truly rides. Found by the atlas’s own audit sweep.
With the local line drawn, the Halden and Gothenburg trains moved onto the railway they have actually used since December 2022: the Follo tunnel, eleven minutes under the ridge from Oslo to Ski. The old shore line through Nordstrand now belongs to the local trains that serve it, and the two railways show on the map as the two distinct lines they are. Found by the atlas’s own audit sweep.
Route pages link their Wikipedia article wherever a confident match exists: 850 of the 1,232 routes now carry the link, up from 693. Every one of the new matches was vetted before shipping, and the rejects show why that pass exists; among the candidates the automatic search had proposed were an interstellar comet for the Marrakech night train, a Pantera album for the Great Southern and a 1970 crime film for the Train Rouge. Routes without a confident article keep no link rather than a wrong one. Three lines also gained a published top speed from the same sweep. Suggested by alan_gr on the OpenStreetMap community forum.
The duplicate hunt then swept every remaining route by endpoint, by name and by drawn geometry, and found the other two thirds of the same July mistake: the batch that had added Korea’s three missing KTX arteries had in fact added all three twice, because none of them were missing. KTX Seoul to Busan and KTX Honam already lived on the map under their older cards. The older cards keep their pages and inherit the best of both twins: the flagship high speed alignment through Gyeongju and Ulsan that the newer tracing had drawn correctly, the 89 million passengers a year figure, the on route photographs, and Honam’s true 370 km. The retired addresses forward to the survivors. The same sweep exposed a wrong railway nobody had reported: the ITX Saemaeul and Mugunghwa cards, classic line trains both, had been drawn on the high speed line via Gyeongju ever since a July tracing pass picked the wrong parallel track. Both are redrawn onto the classic Gyeongbu main line through Suwon, Daejeon and Miryang, 436 km against the timetable’s 442, checked station by station against where the real trains actually call. The map also draws sooner now: the route network is fetched and decoded on a second thread while the map engine does its own setup, and appears about a second earlier on a mid range phone. Found by the atlas’s own audit sweep.
That worldwide pass earned its keep twice over, because reading all 1,232 routes in one sitting exposed two cards that were the same journey twice. The Seoul to Gangneung KTX had been added in July 2026 as a missing artery when it had been on the map since the ninth of that month, and the Budapest to Bucharest Ister night train arrived a second time inside a batch of reader suggestions. Each pair shared the same termini and the same train, against the atlas rule that every railway is drawn once. The older card keeps the page in both cases, adopting the better sleeper photograph the newer Ister card had brought with it, and the two retired addresses now redirect to the surviving ones rather than break. Found by the atlas’s own audit sweep.
The Wikipedia pass then went around the world in twenty three languages. The morning had left 382 routes unlinked because their lines do not answer to an English search, so each was searched again in its own languages and every candidate judged by hand before shipping. 271 more routes now carry their article, 1,121 of the 1,232: the Ister night train in Hungarian, the Whoosh in Indonesian, the Gangneung KTX in Korean, Japan’s sightseeing fleet from the Tohoku Emotion to the steam Paleo Express in Japanese, and the narrow gauge lines of Romania and the Carpathian Tram of Ukraine in their own. The same jury then re examined the older links and twenty three did not survive it: Amsterdam to Frankfurt pointed at a London station, the Kyiv to Dnipro intercity at a Kyiv metro stop, both LNER Azuma cards at a 1935 steam locomotive class, the Mont Blanc Express at the wrong mountain railway, and the German Heath Railway at Haywards Heath in Sussex. Eighteen were moved onto the article they should always have carried and five now go without rather than wrong. Routes whose line has no article in any language keep no link at all, which remains true of most night trains across Central Asia. Found by the atlas’s own audit sweep.

2 August 2026

Every route in the atlas was verified in one overnight sweep, each one measured against the shape its operator publishes and the timetable its train keeps. 382 routes were confirmed sitting on their exact railway. Ten were proven wrong and redrawn from the operator shape the same night: the Saphir Odoriko had cut the corner at Ofuna and the Spacia X missed Kasukabe; Kyiv to Lviv and Kyiv to Uzhhorod each rode the wrong one of two real Ukrainian corridors; the Danish Lyn missed the new line over Koge Nord; the Swedish X2000 south strayed mid country; Vienna to Bratislava was drawn via Kittsee when the REX runs via Marchegg; Munich to Lindau rode the Memmingen line when this card is the Allgau route through Kempten; Oslo to Stockholm had swollen to 805 km; and Paris to Milan carried a splice overreach at Lyon. Three cards then took their distance from the shape itself. A dozen more flags were investigated and proved to be the checker fooled, not the map: both French night trains are correctly on their classic lines while the reference chained daytime services, the Arlberg reference rode a documented diversion, and the classic line references answering for high speed trains were recognised for what they are. All of it is recorded here rather than assumed. Found by the atlas’s own overnight verification sweep.
The Channel had grown a knot at Dover. All three Eurostars were drawn through Dover town and into the sea from there. The real trains enter the tunnel at Folkestone, twelve kilometres west, and the Paris line also strayed up to 96 km from its railway inside France. All three are redrawn. Paris follows its operator’s own shape, and Brussels and Amsterdam share its exact points as far as Lille. The hand drawn Dover Javelin was retraced too. The North Kent Javelin returns as its own card, because moving Margate to the Canterbury line had silently undrawn the Faversham corridor. Both Javelin paths to Margate now exist, as they do in the timetable. Found by the atlas’s own audit sweep.
The Brenner railway had been traced at three kilometre strides, which reads as a polygon in the Adige valley. It now follows the Railjet’s own published shape at eighteen points per kilometre, and the Venice Simplon Orient Express beside it shares those exact points for 252 km over the pass. The same sweep retraced the Dover and North Kent Javelins, the Nanyuki Safari Train, the Bangkok to Aranyaprathet line, the Shatabdi to Amritsar and the Kuranda Scenic Railway onto real track. The Nanyuki card had also said 177 km for a 237 km line. Two routes were checked and kept as they were: the Aoniyoshi, because the tracer found the wrong branch, and Cass, because its mountain spur is not yet mapped. Under it all sat one more file fault: 210 waypoint rows separated by a bare carriage return with no newline, invisible to every line based tool. All mended. Found by the atlas’s own audit sweep.
On the newest Spanish reports: the doubled Granada to Antequera lines were already gone in the build that went live minutes after the report, because the old conventional leg left with the Mr Henderson change. And Madrid to Málaga never disappeared. The card and its 511 km line are intact and live. What looked like an absence was a deploy caught mid flight. Reported by alan_gr on the OpenStreetMap community forum.
alan_gr’s fourth report in two days covered more than the DART. Limerick to Waterford described a reversal at Limerick Junction. That was true when through trains ran, but today’s journey is a change of trains there, and the card now says so. The Enterprise no longer claims to be only De Dietrich sets, since railcars work half the hourly service. The DART card names the fleet rather than one EMU class. His question about start years, service year or line year, is a fair one. Where a named service is the card, the atlas now leans service year. And the photo that replaced the wrong Mr Henderson picture turned out, delightfully, to have been taken by alan_gr himself. Reported by alan_gr on the OpenStreetMap community forum.
Mr Henderson gets his railway back, at its right length. The card had named the whole Algeciras to Granada journey after a nickname that belongs only to the British built Algeciras to Bobadilla line, and its 3 h 30 was the time to Antequera, not Granada. The card now spans Algeciras to Antequera Santa Ana, the modern junction beside old Bobadilla. One train, about three hours. The Antequera to Granada leg, which no conventional train has run for years, is gone from the card. Reported by alan_gr on the OpenStreetMap community forum.
Andalucía fills in, from a reader’s systematic list of what was missing. Five routes join. The conventional Málaga to Sevilla through El Chorro’s gorge beneath the Caminito del Rey. Almería to Granada across the Hoya de Guadix, drawn from its train’s own shape. Jaén to Cádiz, one train across all of Andalucía. Jaén to Madrid over the Despeñaperros pass. And Sevilla to Zafra into the Sierra Morena. The Avant Málaga to Sevilla he also asked for was already on the map. Three were checked and not added. Málaga to Granada and Granada to Sevilla by Avant run entirely over rails this atlas already draws, and the atlas draws each railway once. The weekly Huelva to Zafra and the currently shortened Torre de Oro wait until their timetables settle. The Linares to Almería line also stops claiming to be the only rail route into Almería, which the Granada trains disprove daily. Reported by alan_gr on the OpenStreetMap community forum.
West Wales joins the atlas: the 1856 line to Milford Haven, the Pembroke Dock branch past Tenby’s walls and beaches, and the 1906 boat train line to Fishguard Harbour, where the ferry sails for the Rosslare this atlas already draws from the Irish side. The Pembroke branch shares the Milford line’s exact points as far as Whitland, so the shared trunk is drawn once. The Swanline was checked and not added, because every metre of the Swansea to Cardiff main line is already on the map. Suggested by ceirios on the OpenStreetMap community forum.
The whole atlas went through a water audit and came out drier. Some 650 routes had points or chords sitting in sea or lake, nearly all of it too small to see, and each was snapped to land and rounded along its shore. Genuine crossings such as the Severn Tunnel, the Mälaren bridge, the Ivankovo causeway and Thane creek were left exactly where they belong. The Shiki shima cruise train, whose loop crossed the Tsugaru strait as a straight line through open sea, now runs the Seikan tunnel path both ways. The audit also earned its keep a second time: the fixing pass first flattened 410 mountain and narrow gauge lines by re rounding their curves, and Darjeeling lost a third of its length. The atlas’s own length audit caught it before anything shipped, and every flattened line was restored point for point. Found by the atlas’s water audit.
Eleven route pairs that each drew the same railway twice now share one line. The whole TGV Sud Est family, Marseille, Lyon, OUIGO, Montpellier, Barcelona and the Frecciarossa to Milan, rides a single tracing of the high speed line, redrawn first from the operator’s own shape. That redraw also restored the missing approach at Aix. Paris to Strasbourg lends its line to Luxembourg and Frankfurt. Madrid to Barcelona lends its line to the Avlo, Zaragoza and Málaga cards. Brest lends its line to Rennes. The remaining same track pairs are archived with the method that fixes them. Found by the atlas’s parallel-pair survey.
Two catches from the maker’s own screenshots. Opening a route card dimmed every other line to 16 percent opacity. That silences a teal regional line but not gold: with the Margate Javelin selected, the Eurostars beside it still read as lit, and the route appeared to continue through the Channel Tunnel into France. Dimmed lines now drop to 5 percent. The Margate card had also been quietly redrawn onto the Faversham pattern by the day’s audit while its own text still told the Ashford story. It is back on the route its description narrates: HS1 to Ashford, then the 1846 Canterbury line to the Thanet coast, 147 km, passing 10 km clear of Faversham. Found by the atlas’s own audit sweep.
The DART and the Rosslare line drifted apart a second time, and the second report exposed the real disease. Each line was correct against its own operator shape. The fault was that two dense shapes of the same coastal track were simplified independently, and two simplifications can sit up to 700 m apart between their points, worst right at Tara Street. The cure is structural, not another retrace. The DART now reuses the Wexford line’s exact points from the city centre to Greystones, so the two can never diverge again. It is the same shared geometry rule the atlas already applies to branches off a trunk. Reported by alan_gr on the OpenStreetMap community forum, whose second look caught what the first fix had papered over.
The TGV to Brest was wrong from the first metre. It left Paris from Gare du Nord, the wrong station, made two U turns inside the city and then rode the old line all the way west. The train really leaves Montparnasse and takes the LGV Atlantique and the 2017 Bretagne Pays de la Loire line to Rennes, then the north coast railway through Saint Brieuc and Morlaix. Redrawn onto that path from the OSM route relation. The distance came down from 620 to 612 km. Reported by brunoct on the OpenStreetMap community forum.
Nightjet Vienna to Rome claimed to be in service since 2021. The through night train is far older. It ran jointly under ÖBB and Trenitalia as the EuroNight Allegro Tosca from 1993, with predecessors before that, so the card now says 1993. Both Rome night train cards also say what the timetable knows: the Vienna and Munich portions run as one train south of Villach, where they are joined and split. Reported by dieterdreist on the OpenStreetMap community forum.
The Linha do Algarve card stopped at Faro, drawing only the western half of the line. The eastern half through the Ria Formosa lagoons to Tavira and Vila Real de Santo António is now drawn, and the whole line is one card. It has been one journey since through trains started running past Faro in July. The fastest through train in the current timetable does the 140 km in 2 h 20, and the drawn line sits on the operator’s own published shape to within 100 m. Suggested by alan_gr on the OpenStreetMap community forum.
Three more Greek routes, again the day a local asked. The Proastiakos card now runs past Kiato along the Gulf of Corinth to Aigio, where its trains have gone since 2020. That is 197 km measured along the rails. Athens to Chalkida joins, drawn from its own train’s published shape down to the Euripus strait. So does the Piraeus to Athens Airport line, the Olympic era link east along the motorway median, redrawn from the operator’s shape after a first hand drawn attempt cut corners. Suggested by jimkats on the OpenStreetMap community forum.
The Konkan Railway card stopped at Goa, though the line it is named for runs on down the coast. The card now spans Mumbai to Mangalore, about 914 km and 16 hours on the through trains. The retrace that extended it also repaired what it found: the old drawing measured 741 km to Goa where the journey is 581, wandering off the alignment. The new line sits on the OSM rail graph for 90 percent of its length. Reported by StillAlive on Lemmy.
Leeds to Morecambe joins the atlas: the 1850 Little North Western through Bentham country. Traced from the Bentham Line’s own OSM relation, 113 km exactly against the published distance, with the timetable’s fastest through train at 2 h 05. Suggested by FluidBeef on Lemmy.
Four more reports were checked and needed no change, which is worth recording. The Keighley and Worth Valley Railway is already on the map, under Heritage, a category that is off by default. The Ghan and the Indian Pacific were already filed under Luxury, exactly where a reader said they belonged. Cork to Tralee stays absent as a card of its own, because every metre of it is already drawn and the atlas draws each railway once. And the Patras suburban railcars were checked but not added. No train runs Rio to Kato Achaia through. The two overlapping legs meet at Agios Andreas, and this atlas does not draw a through card where no through train exists. Raised by FluidBeef and mcheva on Lemmy, and by alan_gr and jimkats on the OpenStreetMap community forum.
The relation search now reads the link OSM itself keeps. Mappers tag route relations with the line’s own Wikidata item far more widely than Wikidata points back at OSM: 314 of this atlas’s 690 line items sit tagged on a rail relation, against 220 the other way, and about 130 lines can only be found from the OSM side. So the tracer asks for that tag before guessing by name, and it now accepts funicular, narrow gauge, monorail and light rail relations too. The retrace sweep this powered redrew nine short drawn routes onto their real track, among them the Darjeeling Himalayan, whose loops had been flattened by rounding, Tren a las Nubes, the Hiram Bingham, KTX Eum Seoul to Andong, the Cox’s Bazar Express and the Hue to Da Nang crossing of the Hai Van pass. Suggested by Woazboat on the OpenStreetMap community forum.
Shrewsbury to Chester joins the atlas: the 1848 border line over the Ceiriog at Chirk and the great Cefn viaduct, through Wrexham and down the Dee to Chester. Traced from its OSM relation and finished into Chester station past Saltney Junction, where the relation itself stops. Asked for by trigpoint on the OpenStreetMap community forum.
Three Greek cards say honest years, and the Meteora line stops pretending. Piraeus to Kiato reads 2005, when its suburban service began, not 2010. Athens to Chalkida reads 2009, the year the suburban service started, though the branch’s tracks date to 1904. And the Kalambaka card no longer implies a through train from Athens that does not exist. It is now the Palaiofarsalos to Kalambaka branch it really is: 80 km, about two hours in the current timetable, redrawn from the railcar’s own published shape. That redraw also put the line through Palaiofarsalos station properly for the first time. The old drawing had missed the junction by seven kilometres, and the 300 km it used to share with the Athens to Thessaloniki card are no longer drawn twice. Reported by jimkats on the OpenStreetMap community forum, his second round of corrections in two days.
A water audit now sweeps every drawn line against the coastline, and its first run caught a fault the same afternoon it was introduced. The Konkan Railway’s new Mumbai end crossed the harbour in a straight line, left behind by a router failure earlier that day. It now runs round the water through Thane and Panvel, as the trains do. The other full atlas checks came back clean. Every straight looking segment is verified real track, and the one line still cutting corners offshore, the Shiki shima cruise loop, was recorded as a known limit rather than left silently wrong. Found by the atlas’s water audit.
The same audit caught six cards whose distance the service itself disproves. Measured against the operators’ own published shapes: IC61 Basel to Interlaken is 160 km, not 200. ICE Frankfurt to Stuttgart is 184, not 210. The Salzkammergutbahn is 107, not 130. The Côte Bleue line is 53, not 61. The Nightjet to Amsterdam is 840 measured along its drawn rails, not a round 1,000. And KTX Eum’s 268 km predated the Jungang line’s straightening; the relation traced line measures 221. The Glacier Express was also missing its run into Chur and back out, and Łódź to Kutno cut corners. Both are redrawn from their operators’ own shapes. Found by the atlas’s own audit sweep.

1 August 2026

Dublin to Waterford trains call at Kilkenny by running up a spur to MacDonagh station and reversing back out to the Lavistown junctions. The map drew the junction triangle without the side trip. The spur is now drawn both ways, as the train runs it. The same pass added the short reversals the map had skipped at Killarney, where trains back out through the headshunt, and at Limerick Junction. The Waterford card also carried 158 km and 1 h 55 min. Measured along the rails as the train actually runs them, the route is 179 km, and the fastest train in the current timetable takes 2 h 10 min. Reported by alan_gr on the OpenStreetMap community forum.
The Limerick to Ballybrophy line joins the atlas: the Nenagh branch, built in stages from 1857 and through when the Birdhill to Nenagh gap closed in June 1864. Two trains a day each way, about 1 h 45 min over 92 km, drawn from the service’s own published shape and verified against the live timetable. Suggested by alan_gr on the OpenStreetMap community forum.
Four routes joined the atlas the day locals asked for them on the OpenStreetMap forum. Thessaloniki to Florina, on the 1894 Salonika to Monastir line, verified against the timetable as a direct three hour run. Sevilla to Huelva, the 1880 ore line to the Atlantic, with its direct Media Distancia and Intercity trains. The Ballina branch, half an hour down the Moy valley to Manulla Junction. And Limerick to Waterford, three trains a day each way across the Suir valley. Each was traced from OSM rail geometry through its real stations. Suggested by jimkats (Florina) and alan_gr (the other three) on the OpenStreetMap community forum.
Dublin to Cork left from the wrong station. The line was drawn out of Connolly and around the north of the city, a loop only a few commuter trains make. Cork trains leave Heuston, like the Tralee service the map already had right. Redrawn from Heuston down the shared mainline. Reported by alan_gr on the OpenStreetMap community forum.
The DART and the Dublin to Rosslare line are one railway down the coast, but the map drew them as two, drifting up to 1.8 km apart and clipping across the sea at the headlands. Both are now traced from their own OSM route relations, so they sit on the same track and the coast keeps its shape. Reported by alan_gr on the OpenStreetMap community forum.
The three high speed routes into Málaga each stopped a different distance short of the terminus. All three now end at María Zambrano, as every train does. Reported by alan_gr on the OpenStreetMap community forum.
Mr Henderson’s Railway wore a photo of the wrong railway: a train at Benalúa de Guadix, on the Granada to Almería line east of Granada. The photo is now the daily Algeciras to Madrid train in the Serranía de Ronda, taken after Benaoján Montejaque, which is the line the page is about. The card also pretended the 1892 through journey still exists. It takes two trains today, changing at Antequera, and the card now says so. Reported by alan_gr on the OpenStreetMap community forum.
Athens to Kalambaka was drawn over the old mountain line through Bralos and shown as one through train. Neither is true any more. The remnant service on the old line below Lamia is replaced by buses, and the journey today runs the new Tithorea to Domokos line through the Kallidromo and Othrys tunnels to Palaiofarsalos, where a railcar for Kalambaka takes over. The line is retraced onto the new alignment from OSM rail geometry. The card now says two trains with a change at Palaiofarsalos, and the distance came down from 375 km to 353. Reported by jimkats on the OpenStreetMap community forum, within hours of the atlas being posted there.
The Athens to Thessaloniki mainline had the same flaw in milder form. It was mostly on the new alignment, but wandered off it around Domokos and missed Palaiofarsalos, a junction station every InterCity passes, by seven kilometres. Retraced. 502 km became 481. Found by the atlas’s own audit sweep.
The GoldenPass Line was credited to two companies when it takes three. The card named the MOB and the Zentralbahn, leaving out the BLS, which owns the standard gauge middle from Zweisimmen to Interlaken Ost and has jointly run the GoldenPass Express with the MOB since December 2022. The point behind the correction was larger. This is one brand over three railways and two gauges, not one train. That is why the card says two trains and roughly five and a quarter hours rather than quoting a through service. Reported by in_luzern on RailUK Forums.
The GoldenPass Line had no story behind it, only a one line summary of which trains run where. It now carries the history it was named for: the MOB reaching Zweisimmen in 1905 over the 1,279 m Saanenmöser, and the Golden Mountain Pullman Express of June 1931, run with the Wagons Lits company. A genuine Pullman train on metre gauge track, with four salon cars built specially for it. It lasted one summer. The Depression was at its peak, the British and American visitors it was built for never came, and the carriages ended up on the Rhaetian Railway in 1939. The gauge break at Zweisimmen that helped kill it outlived the train by ninety years. Told to me by Gordon on RailUK Forums, who also sent the 1931 poster.

30 July 2026

Three fixes that day came from the maker’s own use of the site rather than a reader. The endpoint markers that littered empty terrain as orphaned grey ticks at low zoom are now tied to route legibility. 79 of them were culled in the reported viewport, and all are back by street zoom. The EC Transalpin was re spanned Zurich to Graz, the example that set the standing rule that a card spans the service, not the track segment. And two regionals named that morning, Bolzano to Merano and Plzeň to České Budějovice, joined the atlas drawn from their operators’ published shapes. Found by the atlas’s own audit sweep.
The night train revival page named Paris to Vienna as a service back after a 14 year gap. ÖBB withdrew that Nightjet in December 2025, and this atlas has never held it, so the page was crediting the revival with a train nobody can catch. It also described Paris to Berlin as a relit Nightjet, when the Paris to Berlin sleeper in this atlas is European Sleeper’s. Both examples are now taken from the revival list itself rather than written by hand, so the prose cannot outlive the data again. Found by the atlas’s own audit sweep.

29 July 2026

Paris to Nice was drawn through the Morvan. The line wandered off the high speed line after Melun and spent 240 km crossing Auxerre, Clamecy and the hills north of Nevers before rejoining at Le Creusot, country the TGV has never touched. It now follows the service the card names, which leaves the high speed line near Avignon and runs the classic Mediterranean coast railway through Toulon, Saint Raphaël, Cannes and Antibes. The distance came down with it. 1,088 km was the old route, and the train measures 971. Reported by nwales58 on RailUK Forums.
The Pyrenees line out of Toulouse started in the wrong place and stopped short at the far end. It began at Place François Verdier, followed the tramway across the city centre and picked up the alignment of a metro line that is still being built to reach Matabiau. At the southern end it gave up 4 km short of Latour de Carol, in the mountains above Porta. It now starts at Matabiau and ends at Latour de Carol Enveitg. Reported by nwales58 on RailUK Forums.
The AVEs to Valencia and Alicante were drawn on the old broad gauge railways they replaced. Both now follow the Levante high speed line through Cuenca. Alicante was missing it by 90 km at Cuenca Fernando Zóbel, and its distance was the old route’s 455 km rather than 480. Reported by nwales58 on RailUK Forums.
Alfa Pendular Lisbon to Porto was drawn up a line of its own, missing Entroncamento by 39 km. It now follows the Linha do Norte the train actually runs on, through Entroncamento, Coimbra and Aveiro. Reported by nwales58 on RailUK Forums.
Frecciarossa Rome to Bari left the real railway around Caserta and cut 19 km wide of it before rejoining near Benevento. It no longer shared the alignment with the Frecciargento to Lecce as it does on the ground. Both now run over the same metals between Caserta and Benevento. Distance corrected 450 to 480 km. Reported by nwales58 on RailUK Forums.
The Hokuriku Shinkansen stopped at Kanazawa. It has run to Tsuruga since March 2024, so the whole Fukui prefecture leg was missing: 125 km through Komatsu, Kaga Onsen, Awara Onsen, Fukui and Echizen Takefu, traced off the line itself. The card now spans Tokyo to Tsuruga, 576 km in 3 h 8 min. The two other faults reported on this line were checked and are not there. The line does reach Jōetsumyōkō before turning west, and it does follow the Chikuma valley through Iiyama and Nagano. Every station on the route sits within 1.8 km of the drawn line. Reported by sbracegirdle on GitHub.
ICE International Amsterdam to Frankfurt no longer says Class 406. The ICE 3neo, Class 408, took the route over in June 2024. Reported by DjDaan111 on GitHub.
Bulgaria’s fastest train was nearly twice as fast on this site as in the timetable. Sofia to Plovdiv was recorded at 1 h 30 min, which made it a 104 km/h average and put Bulgaria 39th in the world. No such train runs. The fastest through service in the published timetable takes 2 h 45 min, and the rebuilding works between Elin Pelin and Kostenets are why. Bulgaria’s fastest is now the Burgas train at 76 km/h, and the country ranks 59th. Reported by bozhodimitrov on Reddit.
The fastest trains page now carries a second ranking of its own: the fastest train in each country that never crosses a border. The first table credits an international service to every country it serves. That is the right answer to the question of what is the fastest train you can board there, but it produces a United Kingdom represented by a Franco British train earning most of its average on French track. Rather than argue for one reading, the page publishes both. Read domestically, the UK sits 13th on LNER’s London to Newcastle at 165 km/h, next to Germany at 163, which is exactly where the readers who raised it said it would land. Raised by BeatTheMeatles420, Matangitrainhater, funky_galileo, lexonid and Every-Progress-1117 on Reddit.
Four reports were checked and no change was made, which is worth recording too. Lisbon to Guarda already turns at Entroncamento and matches its train to within 100 m. Rome to Lecce was already on the right railway. It was Rome to Bari beside it that was wrong. Romania’s Bucharest to Constanța really does average 106 km/h. The timetable says 2 h 09 against the card’s 2 h 07. And Sweden’s X2000 is right at 3 h 05. The planner answers that query with a slower train via Borås, 33 km longer, which is a different railway rather than a correction. Found by the atlas’s own audit sweep.
Madrid to Murcia was the last of the Levante AVEs still drawn on the old broad gauge railway. It now follows the high speed line through Cuenca, Albacete and Villena and down the new Monforte del Cid branch. It is worth saying why this one took a second attempt. The timetable offers two real answers to Madrid to Murcia, a direct AVE from Chamartín and a longer one from Atocha that reverses at Alicante, and the first attempt redrew it as the wrong one of the two. Found by the atlas’s own audit sweep.
Clicking through to the map from a route page now lights that route up and opens its card. It used to fly you to the right part of the world and leave you there with every line drawn the same, which is no help at all if you arrived wanting to see one of them. Found by the atlas’s own audit sweep.
Warsaw to Wrocław was redrawn from its train’s published shape. Worth recording because of what it settled. The line still contains a 54 km dead straight section, and it is now provably not our error, because the operator’s own shape has it. A straight segment on this map can mean a railway nobody has traced, or a source that draws that stretch coarsely, and until now there was no way to tell those apart. Found by the atlas’s own audit sweep.
A new check does this work from now on. Every route inside timetable coverage can be measured against the published shape of the train that runs it, station by station, which is what caught all of the above. The earlier checks could only ask whether a line was plausible, not whether it was the right railway. It also reads the journey time back from the timetable, which is what exposed Bulgaria. Found by the atlas’s own audit sweep.

28 July 2026

Sixty routes that showed no top speed now show one. Regional lines across France, Finland, Hungary, Germany, Sweden, Denmark, Italy, Latvia, Estonia and Switzerland were carrying a blank where every other route states its line speed. Each figure is the published speed limit for that line, taken from Wikidata or the line’s own national Wikipedia article, and checked against the timetable so no line claims a speed the schedule already beats. Found by the atlas’s own audit sweep.
Ten top speeds corrected where the card claimed a speed the line does not have. Among them the Tauern railway, 160 down to 130. The Pustertalbahn, 100 down to 80. The Circumetnea, 70 down to 60. The Chur to Arosa line, 55 down to 35, which is what its street running through Chur allows. And the Bānītis narrow gauge, 40 down to 25. Each was changed only where Wikidata and the line’s own national Wikipedia agreed. Found by the atlas’s own audit sweep.
The Konkan Railway was drawn a quarter short: 557 km of line for a 741 km journey, cutting inland where the real railway threads the coast between the Western Ghats and the sea. It is now traced along its actual alignment through Ratnagiri, Kankavli and Madgaon. Found by the atlas’s own audit sweep.
The photo on nearly 300 route cards is now cropped on the train rather than through the middle of the frame. The card shows a wide strip of a tall photo, so a blind centre crop often framed the sky above the train or the ballast below it. Every photo was measured and the crop aimed at the subject. Found by the atlas’s own audit sweep.
The site’s own title and description had been advertising 700 plus train routes across 118 countries since the atlas passed a thousand. They now read from the atlas itself, 1,166 routes across 119 countries at the time, and are rebuilt on every deploy so they cannot go stale again. Found by the atlas’s own audit sweep.
The Cockle Train’s photo had been showing nothing at all. Wikimedia renamed the file and the link went dead. Replaced with the same locomotive at the same place by the same photographer. Found by the atlas’s own audit sweep.
The map now opens filling the screen. The opening zoom had been calculated for a flat map while the atlas actually draws a globe, which the map engine renders about three times smaller. The world arrived as a small marble with half the window empty around it, most noticeably on phones. Found by the atlas’s own audit sweep.
Twelve more regional lines now state a top speed, each one a published figure that the speed limit tagged on that line’s own track agrees with: the Rennes and Périgueux lines, Reims to Laon, Clisson to Cholet, Olten to Lucerne, Amiens to Laon, the Kystbanen, Saintes to Royan, Pieksämäki to Joensuu, Lollandsbanen, Haapamäki to Seinäjoki and Linares Baeza to Almería. Two candidates were dropped rather than published. The Seetalbahn’s 40 km/h describes the narrow alignment it ran on before 2010, and Burgdorf to Thun’s 50 comes from a sentence about the line opening in 1899. Found by the atlas’s own audit sweep.

24 July 2026

Added the Southeastern Highspeed Javelin services, Britain’s only domestic high speed trains and the other users of HS1 alongside the Eurostar that was already mapped: London St Pancras to Dover via Ashford and Folkestone, and to Margate via Canterbury West. Reported by westcoaster on RailUK Forums.
HS1 redrawn on its real alignment while adding those services: the Stratford International curve, the Thames tunnel at Swanscombe, the Medway viaduct and the North Downs tunnel. All five trains that use the line, three Eurostars and both Southeastern branches, now share it point for point. The Eurostars to Brussels and Amsterdam used to cut a straight line from London to the coast, missing Ashford by 8 km. Found by the atlas’s own audit sweep.
The about page now states plainly what this map is: a selection of the world’s notable railway routes and train services, not a map of every railway. There was no such explanation anywhere on the site before. Suggested by Gordon on RailUK Forums.
Added the point that a named train rarely has a railway to itself. The Glacier Express runs over the same metals as the local services working the Rhône and Rhine valleys all day. Mapping only the famous train leaves readers thinking it runs on a special railway unconnected to the ordinary one. Suggested by Gordon on RailUK Forums.
The about page now sends readers to a journey planner for real times and fares. It points to bahn.de, which covers most of Europe rather than only Germany, instead of merely warning that the figures here are not live. Suggested by Gordon on RailUK Forums.
The whole about page rewritten, from a line by line draft Gordon wrote out and sent unasked. He is a linguist, writer and editor by trade, and specialises in turning translated English into correct English. The opening line, the AI versus human paragraph, the sources paragraph and the errors get fixed section, which now says that any error or omission can be reported and that every major modification is dated and credited. What was a list of disclaimers reads as an invitation. The wording on that page is substantially his, not mine. Written by Gordon on RailUK Forums, one of the largest single contributions anyone has made to this site.

23 July 2026

Brenner Railway redrawn onto its real alignment: the Wipptal climb past St. Jodok, the Eisack valley through Franzensfeste, Brixen and Bozen, and the Adige gorge at Peri. 140 traced points where eight straight chords used to cut across the valleys. Found by the atlas’s own audit sweep.
Pustertalbahn traced through the Rienz and Drau valleys. Its western end now forks off the Brenner line exactly at Franzensfeste, as it does in reality. Found by the atlas’s own audit sweep.
Oslo to Göteborg no longer runs down the Bohusbanan coast, partly through open water, which Oslo trains never touch. It now follows the real route: the Østfold line via Moss, Fredrikstad, Sarpsborg and Halden, then Dalsland, Öxnered and Trollhättan. Found by the atlas’s own audit sweep.
Oslo to Stockholm had jumped from Oslo to Karlstad in one 150 km straight line. It now follows the Kongsvinger line up the Glomma valley, then the current SJ routing via Karlstad, Örebro and Västerås. Found by the atlas’s own audit sweep.
Venice Simplon Orient Express, Vy Oslo to Halden and X2000 Stockholm to Göteborg aligned onto the same corrected Brenner, Østfold and Laxå to Hallsberg geometry, so shared corridors draw as one line instead of drifting apart. Found by the atlas’s own audit sweep.
TrainRouter now opens in light mode. The original dark look is one click away on the sun and moon toggle, and your choice is remembered. Found by the atlas’s own audit sweep.

22 July 2026

Removed a duplicate Saphir Odoriko entry. The Izu luxury train had been listed twice, once as Tokyo to Izukyu Shimoda and once as Tokyo to Shimoda. Found during a multilingual Wikipedia audit of all 852 routes. Found by the atlas’s own audit sweep.

20 July 2026

GoldenPass reframed honestly as the GoldenPass Line: a two train journey, the gauge changing GPX Montreux to Interlaken Ost and then Zentralbahn’s Luzern to Interlaken Express, not one continuous service. Reported by in_luzern on RailUK Forums.
Gotthard Panorama Express now notes it runs summer only, once a day, with a seat surcharge. Reported by in_luzern on RailUK Forums.
Added the Treno Gottardo: SOB’s everyday hourly panorama train over the 1882 Gotthard mountain line, Basel and Zürich to Locarno, no surcharge. Suggested by in_luzern on RailUK Forums.
Seventy three routes added in a systematic mesh audit, the connecting intercity corridors between the famous lines: Wien to Lienz via the new Koralm tunnel, Prague to České Budějovice, München to Innsbruck, the Deutsches Eck, the EC Transalpin via Kitzbühel, Hamburg to Köln, Zürich to Genève, the Normandy and Nantes diagonals, the Basque and Cantabrian Alvias, Rome to Genoa, Bari to Matera, the Highland and Brighton main lines, Dublin to Tralee, five Japanese limited expresses, Korea’s new Donghae line and more. Suggested corridors that failed verification were left out: the Paris to Wien Nightjet was withdrawn in December 2025, the Gäubahn faces the Stuttgart 21 cut, and Turin to Aosta is closed for electrification. Found by the atlas’s own audit sweep.
Eight European regional lines added after live verification: the Aubrac from Clermont to Béziers over Garabit, the Ligne des Horlogers, the Fichtelbergbahn, the Usedomer Bäderbahn, Devon’s Tarka Line, the Hel Peninsula line, Corsica’s Bastia to Calvi and Dublin to Westport. Cercedilla to Cotos was skipped. It has been closed for works since May 2024 with no reopening date. Found by the atlas’s own audit sweep.
Highest point figures added for 19 mountain lines, from the Jungfraubahn at 3,454 m to Lima to Huancayo at 4,781 m and Pikes Peak at 4,302 m, for the new highest railways ranking. Found by the atlas’s own audit sweep.

19 July 2026

Amsterdam to Groningen now notes that the Almere to Lelystad stretch past the Oostvaardersplassen was voted the Netherlands’ most beautiful train journey by NS passengers in 2016, with 37 percent of 4,394 votes. Suggested by mat64Hidde on Somda.

18 July 2026

Helsinki to Oulu updated. The double deck IC25 at 5 h 24 is now the fastest, and the former Russia Allegro sets run alongside as Pendolino Plus. The old Sm3 Pendolino entry was stale. Reported by rf_ioliver on RailUK Forums.
Helsinki to Turku no longer claims shoreline views. The Rantarata runs mostly inland despite its name. Reported by rf_ioliver on RailUK Forums.
Helsinki to Kuopio rephrased to the Savo line through the lake district, noting the continuation to Iisalmi and Kajaani. Reported by rf_ioliver on RailUK Forums.
Jokioinen Museum Railway now credits Finnish, German, Soviet and Belgian builders, not Belgium alone. Reported by rf_ioliver on RailUK Forums.
Added the Porvoo Museum Railway: summer Dm7 trains from Helsinki to Porvoo. Suggested by rf_ioliver on RailUK Forums.
New Luxury category: 17 all inclusive hotel and cruise trains, among them the VSOE, Rovos, the Ghan and Seven Stars, moved out of Night and Scenic, so those categories now count scheduled services only. The night train figures were recomputed accordingly. Suggested by Ant1966 on RailUK Forums.
Seven routes added on reader suggestions: Geneva to Brig, TransPennine Liverpool to Newcastle, Intercités Bordeaux to Toulouse to Marseille, Intercity Milan to Ventimiglia, Frecciarossa Adriatica Milan to Bari, and the Ister and Chopin night trains. Suggested by Ant1966 on RailUK Forums.
CrossCountry Aberdeen to Plymouth redrawn on the coastal main line via Berwick between Edinburgh and Newcastle, and over the Dawlish sea wall between Exeter and Plymouth, instead of inland chords. Reported by Ant1966 on RailUK Forums.
Night Riviera and Cornish Riviera Express geometry aligned onto the one real line west of Exeter, through Dawlish, Newton Abbot, Totnes, Plymouth and Bodmin, removing phantom parallel routings. Reported by Ant1966 on RailUK Forums.
Paris to Lille TGV no longer loops via Charles de Gaulle airport. It follows the LGV Nord straight, like the Eurostars beside it. Reported by Ant1966 on RailUK Forums.
Frecciarossa Paris to Milan and TGV Paris to Montpellier now follow the LGV Sud Est alignment to Lyon instead of a straight chord. Montpellier also departs Gare de Lyon, not Gare du Nord. Reported by Ant1966 on RailUK Forums.
Italo Milan to Rome now follows the Direttissima south of Florence, matching the Frecciarossa alignment. Reported by Ant1966 on RailUK Forums.
Amsterdam to Groningen redrawn via the Hanzelijn. The map still showed the pre 2013 routing via Amersfoort. Reported by Bemined on RailUK Forums.
IC Amsterdam to Maastricht service top speed corrected from 160 to 140 km/h. Reported by Oldercouple on RailUK Forums.
Amsterdam to Groningen rolling stock updated to the mixed ICM and ICNG fleet running since June 2026. Found by the atlas’s own audit sweep.
Voralpen Express description no longer calls St. Gallen a lake city. The Romanshorn leg ended in 2013. Reported by in_luzern on RailUK Forums.

16 July 2026

UK routes now name the home nations, England, Scotland and Wales, instead of United Kingdom. Prompted by RailUK Forums feedback.

15 July 2026

Caledonian Sleeper rerouted via Edinburgh Waverley with its reversal. Distance corrected from 966 to 911 km, duration to the booked 12 h 42 min. Reported by pokemonsuper9 on RailUK Forums.
Eurostar marketing durations replaced with real scheduled times. Found by the atlas’s own audit sweep.
17 straight line distances replaced with actual route lengths. Found by the atlas’s own audit sweep.
Four withdrawn services removed. The Trans Mongolian was re scoped to the K23 and K24 trains that actually run. Found by the atlas’s own audit sweep.
US Acela average corrected to 110 km/h, behind 32 countries, not 33, on the fastest trains page. Found by the atlas’s own audit sweep.