just after tunnel Nr 32, which is the longest one – 315 m. This highest point is followed by steep and long descent in the valley of river Dreshtenets. After the Smolevo stop, the line turns at the third spiral, passing under itself in tunnel Nr 34. Just after the spiral, the route overpasses the river and the road on a stone arch viaduct, followed by the fourth spiral around a natural hill, where is the last tunnel Nr 35. Reaching Cherna Mesta stop, the track continues to Yakoruda through the valley of river Mesta. Since 2020 there is a new stop Yakoruda mineral baths. Sveta Petka and Cherna Mesta are former stations, which have had passing loops and sidings. Between Sveta Petka and Avramovo there is also a closed stop for the nearby village Pashovo. Yakoruda–Dobrinishte The last part of the railway has much better parameters, because most of the route is traced for standard-gauge railway, which had been planned to replace the narrow-gauge track in future. After stops Yurukovo and Dagonovo, the line passes station Belitsa and continues to General Kovachev stop, where it leaves the valley of river Mesta and heading Razlog through the valley of smaller river, named Iztok. In his end, the track passes the longest bridge over the river – 58 m long stone viaduct with four arches. It is followed by Guliyna banya stop and after this point the railway continues in the Razlog plain and reaches its final station Dobrinishte through Razlog and Bansko. In Razlog there had been a small branch, serving some industry near the town. It is source of the last freight traffic until 2003, when closed and removed. Traffic and rolling stock The first rolling stock was brought from the other narrow-gauge railway Cherven bryag–Oryahovo (now closed), which was already built in 1926. Operation of the section Sarambey - Ladzhene began with four small steam engines (0-6-2T, UIC class C1′ n2vPt) of the 176 – 1076 series. They can haul 3–5 cars on the main slopes. In this period there were a pair of mixed trains and two pairs of freight trains per day. In 1928 four steam engines of the 50076 series (0-10-0T, E h2Gt) were delivered. In 1931 two more engines of the same class were delivered. The first five engines of the 60076 series (2-10-2T, 1′E1′ h2Gt) ware delivered in 1940 and the other 10