RAILWAY AND TRAMWAY NEWS
By Paul Stoddart-van der Maaden, compiled from Rail Magazine and Het Openbaar
MOTIVE POWER AND STOCK
Loco 1302 …
Although the NS now confirms that the series 1300 no longer features in their
'future' plans, Tilburg did deliver 1302, apparently having undergone a major
service, to NS Reizigers. It is thought that it may be used for tests and 'learner-drivers'
training together with ICK carriages. Watch this space however, as at the moment
1302 is gathering dust at Roosendaal.
Series 2200 …
Due to the DB Cargo still not allowing the sale of their series 202, the replacement
of the 2200's in Zeeuws-Vlaanderen remains doubtful. Apparently the remaining
2200's are in such a poor state of repair, that Railion doubts whether they
will make it through the winter months, and probably spend more time 'idle
due to defects' rather than in operation.
Unit 8201 was delivered to Bombardier (Talbot) in Aachen to add a fourth carriage.
Series 232 …
Railion 'Benelux' is expected to take delivery of twelve six-axle diesel-electric
locos of this type, increasing the 'international' character of the loco fleet,
these locos have been given 'the OK' to operate in both The Netherlands and
Germany. It is planned to use them particularly for border traffic between
the two countries.
New locos for NS Reizigers …
This operator has taken-over ten 1600’s from Railion Benelux, numbers
1624 through to 1633. They will of course be used to meet the ever-increasing
demand for passenger traffic.
Railion Group orders new locos …
The group, consisting of Railion Benelux, DB Cargo and Railion Denmark has
invested in the new-build of one hundred Series 189. The first of these new
locos have a planned delivery-date of 2002, with Railion Benelux receiving
around twenty. Apparently they plan to use them on the Betuwelijn, and particularly
for cross-border traffic and so do away with the currently unavoidable changeover
of locos at the border.
The UK arrives in EuroLand?
Cotswold Rail in Manchester, in conjunction with NedTrain Consulting, is currently
working hard to prepare two Class 141 railbuses for operations on the Almelo
- Marienberg line. The renovation includes the inclusion ATB and the transformation
into the green Connexxion livery. The new arrivals are expected to be in service
from the 1st November onwards.
Transforming Class 66 at Tilburg …
General Motors EMD has instructed NedTrain Tilburg works to re-engineer ten
Class 66 locos to run on the Dutch, Belgian and German networks. Two units
have been allocated to ShortLines, while some will also be placed in the 'for
Carriages Type ICK …
The rebuild and major servicing of the ICK's type Bm235, which NS-R purchased
from DB continues according to plan, with the first units still to enter service
in February of 2002. Despite these extra carriages, it is currently also assumed
that the K4's will remain with NS-R - it had been rumoured that the hire-contract
would not be extended.
ICE 'on the rocks' …
During August severe damage was noted to the ICE-3 wheel-units, which has led
to the high-speed services being temporarily taken out of action for reasons
of safety. Sabotage is not out of the question, as the same type of damage
has also been found on locos from Railion and Syntus.
Ever-longer trains …
Plans to combine the carriages from a number of DD-AR units, and free up
more class 1700’s, continue to move. If successful, we will start to see six-carriage
trains on the Enkhuizen - Almere routes from 3rd December. It is thought this
will make up to six 1700’s available for other duties.
PRIVATE OPERATORS …
The Lint41 units will undergo some 'improvements', now that this operator has
had over three months experience in running these units. Fixed 'steps' of around
16 cm will be installed to prevent passengers 'getting stuck' between train
and platform (mind that gap!). The 'dead-mans' pedal will also be moved from
the centre to the left-hand side and the 'period of intervention' for this
system extended from 30 to 60 seconds. Operational problems encountered include
difficulties with 'coupling' and water leakages in the cooling system.
Almost all of the 81 Wadlopers have now returned to service, with 7 of the
9 Plan U's also back with the NS. This means NoordNed has sufficient numbers
to fulfil their contract.
The 'Overnight Express' (Amsterdam - Milan) is to carry freight no more. The
demand was too low; particularly the demand for carrying fresh flowers, vegetables
and fruit remained below expectations. Railion appear a 'little miffed', especially
as large number of organisations implied they would use the service, but in
reality continued to use road transport instead.
Up to now, the NedTrain mini-Sternet (Tilburg to Maastricht and Onnen) had
been led by the mP's 3027 and 3030. These have now been superseded by a 6400.
If you still want to see a MotorPost in action, then look out for the bright-red
3033 and 3034 (both stationed at Sittard), which have been set-up to test the
new safety systems. Two other mP's are currently being rebuilt at Oostende
to carry out similar tests between Meppel and Leeuwarden.
The number of tank wagons seen in and around the Amsterdam area has increased
enormously, with this operator running a number of trains per week with loads
originating from Europoint destined for Humber.
SHORTLINES HGK …
Two class 66 were delivered to Gevelco in Rotterdam, before being transported
to Revisiebedrijf Tilburg for their 'transformation'. HGK already operates
two in this series. Since September the ShortLines container shuttles operate
between Rotterdam and Acht/ Blerick during the hours of 12:15 and 16:15. Those
who wish to view operations at Blerick will now only be able to do so in the
evening, between 20:45 and 23:00.
The museum lives a little longer …
Following my article about the redesign of the Nederlandse Spoorweg museum,
Utrecht, I now read that a definite 'closing-date' has been established for
2nd September 2002, and not May as previously reported. So, there is still
plenty of time to visit the museum and enjoy its surroundings in its current
format. As per the article in NB 38, the 'temporary' closure will be marked
by a steam-event, during which all locos, carriages and trams will 'say goodbye'
and travel to their 'new homes'. The 'new' museum is still planned to open
in the summer of 2004.
Modernisation in Maastricht …
NedTrain is currently upgrading their service facility at Maastricht, by initially
renewing 4 inspection tracks, installing a sprinkler system and an airtight
floor. All these improvements are said to increase efficiency and shorten jobs
by up to 50%. Also, these works will start to play an integral part in the
servicing of the new IRM's, which are currently being built in Gorlitz and
International crews with the NS?
With a major re-organisation ongoing at the Deutsch Bahn AG, a large pool of
experienced personnel will become available to the market. The NS has offered
to 'help out' (and therefore go some way to solving their own lack of personnel)
by offering to 'take over' 450 driver and 300 technical/ maintenance posts.
Furthermore, NS's own search for more personnel has been more successful this
time round, with many (thousands apparently) showing interest - by requesting
information - into driver, conductor and 'surveillance' posts.
Half-year profits down at the NS …
Down by 55% on the same period last year, but still a profit of around Dfl
91m. Revenue also fell by around 6%, mainly through the disposal of both
Telfort and Holland Railconsult. On a positive note, operating expenses fell
despite a small increase in demand for passenger traffic. Punctuality is
however still at 82%, compared with 86% the previous year. NS sites personnel
(despite total personnel increasing by 1000), out of service stock and infrastructure
problems as the main reasons. NS have also confirmed that there is no planned
rail fair increased for 2002. With inflation taken into consideration, this
measure will cost the NS around Dfl 100m per annum. The reason given for
this measure is " the quality of service is currently less than should be expected,
and no improvements can be expected in the short term".
TRAM AND METRO NEWS
MetroMorfose become reality …
November this year will see the start of this ambitious project (see main MetroMorfose
article). An interesting 'research-project' has also been freight-transport
per metro. The research has suggested that the transport of post and supermarket
groceries during night-hours would be especially suitable to metro operations.
The existing units would only have to undergo 'minor' alterations to accommodate
such freight, and such a service could be operational by 2006. Companies have
shown great interest in this idea, yet the GVB remains on the sidelines, as
it first of all wishes to ensure the system can cope with the extra capacity.
Financial Times …
30th August saw the GVB present its yearly figures for 2000, with good news
as the accounts closed with Dfl 16.6m. The number of passenger km's also increased
by 4% to 946m km, supported by investments in new rolling stock and lines.
Ringlijn has now also reached the target of 100,000 passengers per day. An
area for concern remains passenger security, which the GVB is addressing by
placing more personnel, including conductors, on each line; an extra 150 conductors
have already been employed for this reason.
Production has started on the Combino's …
The production follows a modular format, with components such as sidewalls,
roofs, cockpit and conductor's units all having been pre-built at other locations.
Krefeld-Uerdingen has in other words become a 'Meccano assembly' plant, delivering
a new tram every 35 days. The first batch of 12 Combino's will go to RAF Wildenrath
to be put through their paces on the test tracks. As no major problems are
expected, they will then be delivered to Amsterdam, to dot the i's and cross
the t's before entering service. The Havenstraat Remise (service location behind
the Kinkerstraat) has already undergone the necessary changes to accommodate
the new units. We should see the first Combino's in and around Amsterdam November
New 'Velocity' rolling stock …
Both Randstad Rail and Agglonet will soon be replacing rolling stock. One of
the options is the 'Velocity', manufactured by Fokker, Stork and RMO; a mock-up
is currently displayed in Den Haag. HTM has already ordered six trams type
'Stockholm' from Bombardier in Vienna. They are intended for service on the
Rijn-Gouwelijn (between Gouda and Alphen aan den Rijn) by the end of 2002.
More mobile ringing tones …
A new trial - planned to start at the end of this year - on lines 1, 9 and
25 will provide up-to-the-minute travel information to mobile-phone users/
passengers. Up to 750 'regular' passengers who own WAP phones will be made
aware of the actual departure and arrival times at each stop along the line.
The tram units, which are part of this trial, will be 'kitted out' with the
necessary equipment, including GPS-transmitters. The service will be on a 'free
of charge' basis during the trial.
Winter has arrived early …
The third of September saw the 'Winter' timetable come into force, with the
only notable fact that line 23 (CS - Stadion Fijenoord) has become a 'full
service' - every 20 mins during rush hour.
New deliveries for Metro/ Sneltram service …
Metro units 5349-5352 have now been delivered, with 5249 and 5266 appearing
in their new colour scheme. As units 5343-5363 are a little longer in length
(by about 10 to 20 cm), alterations to a number of stops/ platforms are being
considered. This particularly affects the 'Capelse' line, as the sneltrams
destined for this line are also longer.
Randstad Rail …
The province of South-Holland has made an additional Dfl 125m available for
infrastructure improvements during the period 2002-2006. Part of this extra
fund is destined for the Rotterdam-Zoetermeer line, to finally complete the
infrastructure and become serviceable. This organisation has also published
its first issue of ‘RandstadMail’; a publication (by Stadsgewest
Haaglanden) intended to provide up-to-date information on the intentions,
planning and works in and around the 'Randstad Rail Project'.
STICHTING RTM …
Work continues on the extension to their service areas (know to insiders as
'line 8'). October saw the completion of the coalbunker.
On August loco 2 "Borsele" was involved in a collision with a tractor,
and reportedly suffered substantial 'exterior' damage. As this loco does not
function 'under its own steam', a temporary measure was to turn the loco around
(it was only damaged on the left-hand side), hiding the damage from the public.
The loco was subsequently taken to NedTrain in Tilburg for repair during October.
A direct result of the accident is that loco 3 "Bison" completion
had been brought forward, and underwent test runs during October.
A group of 'younger' members has also started work on a 7¼-scale mini-railway.
Having been given the go-ahead to use the 'Hoedekenskerke' site, the official
opening is expected early 2002. For up-to-date information visit www.welcome.to/sgb-junior
(part of the SGB's official website: www.destoomtrein.nl). Work has also
started on the second phase to transform the SGB's home into a museum-depot;
new platforms, the restoration of signal-boxes and new walk/view areas.
STOOMTREIN VALKENBURGSE MEER …
This organisation has announced a new project, concentrating on two main
areas, firstly, the laying of new track. The existing track is at the end
of its working-life,
and will be replaced by new track with a specification of 24 kg per meter.
Where possible, the line will also be extended between the stops Wassenaarse
Wetering and Valkenburgse Remise to complete 'the ring' around the lake.
Secondly, plans are to build new boilers for a number of steam locos, particularly
'old ones’, which are unlikely to be passed during inspection. To finance
this project, an 'appeal' has been set-up (Ketelfonds NSS, postbank 6157255
for those whom wish to contribute).
By Ralph Hanley, compiled from En Lignes and Journal de Chemin de Fer
MOTIVE POWER AND STOCK
The following engines have been withdrawn: 1501/3/4, 5112/28/34/83, 7502/3/4/5/6,
7601/15 8428/40/52/53/62/64/68/69/70, and 8501/2/3/7/24. Series 12 are now
essentially restricted to freight services between Gent to Lille, and the surroundings
of Charleroi. These are no longer used on services to Antwerp, Muizen, Somain
The likelihood of Jouef releasing the series 13 and CFL 3000 is becoming
more remote. However Bombardier are still releasing the “real thing” with
the last of the current series 13  from their workshop. It is believed
that these may not be the last, as SNCB have plans for further engines. CFL
are apparently considering a further batch of the 3000 class beyond the current
20 delivered. The SNCB now have a regular freight roster into the SNCF network
from Antwerp to Metz, [in a respectable time of 6 hours]. These may now be
under the control of SNCF drivers. This is despite resistance from the SNCF
management who wish to restrict non-French engines. CFL 3020 made news with
a sustained run of over 200 kph in July. The last remaining scheduled duties
for the series 15 is between Bressoux and Lourdes freight, [as far as Tourcoing].
Very few of this series remain in service.
Most of the series 20 can now be seen on the Antwerp - Montzen and Luxembourg
freight rosters. Although remaining series 25 are “reserve” duties,
this series has been particularly active around Antwerp, Gent and Bruges generally
on local passenger services. The remaining diesel series 51 are now allocated
to Antwerp Noord. Recently these have been seen between Charleroi and Liege,
generally on unscheduled rosters. The last service for series 70 was in June
with a freight hauled by 7003. In early June nos. 7102/3 and 7503/6 left the
SNCB for service in Italy, presumably to join the earlier sold “Budd” Inox
units. SNCB have ordered a further 80 units of series 77, [nos. 7791 - 7870]
these will be identical to the first batch. Delivery is planned between 2003
to mid 2004.
The end of the summer saw the final services of series 80, with the remaining
8 scheduled for withdrawal. These are planned to be replaced by series 82.
The remaining 21 series 84 have been relegated to permanent way and shed
work, and series 85 are reduced to an active total of 10. The series 41 autorails
continue to give problems, particularly the door openings. Workers at Cummins
are working extended overtime to correct the myriad of minor faults, these
average over 700 per unit. These units are now widely used over the SNCB
CFL series Z2100 [streamlined bullets] single DMU’s are now in regular
service between Luxembourg and Arlon.
Long term SNCB are planning to order around 35 new couchettes and sleeping
cars, final deliveries being 2010. In the meantime existing couchettes and
sleeping cars are planned to be “up graded”. The first double
decker carriage M6 should soon be delivered from Bombardier in Bruges, a
210 have been ordered. Ten existing SNCB carriages I6 are to be modified
to carry bicycles. This is achieved by removing the first class section.
carriages are planned to be used on International trains, e.g. Rome, Basel.
Seven of the earlier type I4 carriages have been sold out of service to the
Serbian rail network. SNCB have ordered, from Slovene, a total of 250 wagons
type Shimms for metal coil transportation.
Despite some local protests and interruptions by torches on the line, the
inaugural train on the new line 147 ran on June 11 hauled by SNCB 1347. This
is a new
8 km single line connection between Fleurus and Auvelais for freight service.
The intent is to ease traffic on the Antwerp to Luxembourg corridor. Platform
4,5 and 6 on the Zoo side of Antwerp Central are now in service as from 16
July. This will ease the pressure on the earlier renewed platforms 1,2 and
3. The Belgian government has requested SNCB to consider reopening six earlier
closed lines. These are: Neerpelt - Weert, Arlon - Virton [via Athus], Genk
- Maasmechelen, Libramont - Bastogne, Alost - Puurs [via Termonde], and Ottignes
- Nivelles. Funds have been agreed to quadruple the existing lines 124 [Bruxelles
- Nivelles] and line 161 [Bruxelles to Ottignes]. This will permit the service
speed on each line to be increased to 160 kph. SNCB is considering the possibility
of running “normal” service trains over the TGV line 1. This
would reduce the Bruxelles - Tournai schedule to 45 minutes. Significant
underway at Schaerbeek in the short term to install the new line 25 and 36
but longer term to install the new planned TGV station Bruxelles Europe.
Total completion at Schaerbeek is planned for 2010.
Eurostar to Bruxelles is set to become a total “non smoking” service.
Surveys have shown the smoking section to be nearly empty, whilst there has
been over crowding in the remainder of the train. As from 01 October Thalys
are planning three additional return services between Bruxelles to Paris. PFT
were active during the SNCB 75 year’s celebration with several trips
using the preserved steam 26.101. This was used between Bruges to Ostende,
and Mons to Saint Ghislain. 20,000 people were at Ostende and 15,000 at Mons. “Gros
Nez” 204.004 was on display at Mons with the royal carriages of Roi
Journal de Chemin de Fer # 123
SNCB diesels on the freight run to the Rhine; Update on the rebuilding of
Antwerp Central station; Re-opening of Lijne 147; Current locations of SNCB
The SNCB steam locomotives type 9; The SNCB & CFL diesels type 1300 and
3000; Current use of the SNCB diesels type 15.
En Lignes # 47
The SNCF electric locomotives series BB 26.000 and 30.000 in Belgium; Update
on the TGV infrastructure around Bruxelles; Development of the marshalling
yards at Schaerbeek; Final part of the PFT visit to Morocco
Train Miniature # 13
Construct a SNCB carriage type L; Fabricating chains to scale; Building a
layout based on Bressoux, the car transporter terminal; Pollarding trees
Building an industrial layout, with many illustrations; Constructing a small
hamlet station “Wilsloo Heide”, and the signal box at Mortsel.
By Paul Stoddart-van der Maaden …
With 250,000 passengers per day, and growing, the Amsterdam Metro system expects
daily passenger traffic to grow to half-million by 2008. In order to meet this
demand and offer an efficient service, the GVB currently modernising the area
around Centraal Station and developing the Noord/Zuid line.
An ambitious project, the aim is to develop and offer a 'fresh and safe' metro
system with all the amenities and comfort expected by today's commuter. The
project is based around four main areas
? The renovation and upgrading of 18 metro stations.
? To build overall roofs for all metro stations and 'snel-tram' stops.
? The expansion of commercial offerings at metro stations.
? Improving the technical services on the two oldest metro lines.
Renovation … the most noticeable part of the project is the renovation
of 18 metro stations on the line between Centraal Station and Amsterdam Zuid
Oost. The new stations will be of an 'open architecture' design, boasting
lots of glass, light and safer environments - particularly welcomed by those
using the stations of line 53 (Gaasperplein) and line 54 (Geinlijn).
Secured Entrances … all stops including line 50 (Ringlijn) and line
51 (Amstelveenlijn) will be upgraded with secured and controlled entrances.
to enhance both the safety and 'payment behaviour' of passengers, doors will
open only when a valid pass/ ticket is presented. Security cameras, intercoms
and automated ticket sales will all from part of this transformation.
Shopping ….the GVB also intends to introduce more shops within the
confinements of its stations. Commuters will be able to purchase such items
as a bouquet
of flowers, postcards and 'snacks' to daily shopping and 'services'. The
idea of the shops is to provide a pleasant and relaxing, lively atmosphere
Clear Information …an important part of the transformations include
the upgrading of 'technical services'. This also includes the infrastructure,
new and reliable escalators, lifts and metro-communication systems operating
'at the speed of light' (fibre-optic). New passenger information displays
will be installed, with electronic messages informing time of arrival. A
address system and closed circuit security cameras all add to improving the
New Stations …the main thrust of MetroMorfose will include 4 new station
redevelopments per annum. To minimise passenger disruptions, this will be
done in phases, lasting 6-9 months per station. Ganzenhoef will be the first
planned completion late 2001. By 2007 all stations will have the 'new look'.
Other stations include; Reigersbos, van der Madeweg, Waterlooplein, Strandvliet,
Bullewijk, Wibautstraat, Spakkerweg, Nieuwmarkt, Kraaiennest, Weesperstraat,
Holendrecht, Gein, Venserpolder, Amsterdam CS, Gaasperplas, Diemen Zuid and
lastly Verrijn Stuartweg.
More than just stations …this process of transformation is also intended
to transform the GVB itself, into an independent and eventually privatised
organisation. MetroMorfose is in the eyes of the GVB therefore designed to
show its serious intention to become a service-led organisation (aren’t
they supposed to be that already?) The project requires an investment of
around 350m Dfl, 85% of which is state funded, the remainder coming from
Further information …www.gvb.nl or Gemeentevervoerbedrijf Amsterdam,
Prins Hendrikskade 108-114, Postbus 2131 1000CC, Amsterdam, tel. 0031 20
By Paul Stoddart-van der Maaden
Models currently on offer with the 'Techno Hobby' chain of shops, see enclosed
sheet for list of member-shops throughout NL.
Car transporter with a range of modern Mercedes models €58.54.
NS MotorPost in Cargo Red livery €226.44.
Set of 2 "Armita" tank wagons (NS + SNCB) €54.00.
Wagon with 40 ft. 'DSM' container €27.20.
Minitrix 'N' …
6400 in Railion livery €135.68.
TEE (NL-Swiss) set €271.81.
NS container wagon with 2x 'BAS' containers €44.92.
NS Koploper in Yellow/Blue livery €266.44.
NS Citypendel (Sprinter) €226.44.
NS Goods wagon type EANOS in blue €21.55.
Fleischmann N …
NS 1700 (Yellow) €135.68.
Intercity plan 'w' €31.74.
NS Hondekop (green) €135.68.
1200 (Vos/ACTS livery) €76.69.
NS 1100 (Blue) with 3x blue 'ex-Blokkendoos' carriages €271.81.
A1600 Cargo Red livery €149.29.
2 sand-wagons type Klmos RailPro Blue €44.92.
Following Roco's legendary 'green' Blokkendoos series, they have now released
three blue models which used to run on the Dutch network from the 50's
through to the early 70's. The original green carriages were re-sprayed
blue at the end of the 50's, and given new numbers. They were predominantly
used on the Maastricht-Zandvoort, Den Haag-Groningen and Amsterdam-Enschede
The model running numbers are B5204 (with two toilets), B5014 for 2nd class
travel and AB5102 as a combination of 1st class coupes and 2nd class seating.
The respective Roco order numbers are 44979, 44989 and 44990. There is also
the optional lighting kit, Roco number 40194. The three models are perfectly
complemented by the Roco 1000 and 1100 'blue' elocs. Expect to pay around
Dfl 125.00 per carriage.
Carriage Type USI…
LSM have recently launched their version of the carriage type USI of the
SNCF. Imported by SFFE in Eindhoven, the green liveried passenger carriage
is the 'original' of the 'Rode Belgen' currently in service with the NS.
This manufacturer has recently released a model of the new Audi A4 - apparently
even the steering wheel carries an Audi logo. Their recent additions also
include a Mercedes A-class in police livery and a Renault 'Kangoo'.
De Rode Belgen in NS livery….
LSM (Limited Series Models) has just released their version of the 'Rode
Belgen' (K4 carriages). Supplied in limited numbers as set number 12004,
the set includes 2x 2nd class and 1x 1st class carriages, and are to 1:87
scale. Their range also includes a Belgian liveried set, order number LSM
12003. This company also has plans to introduce into their 2001-2002 range;
NS T2S sleeping carriage, NS Inox type P sleeping carriage, Extensions to
the K4 carriages (both liveries).
De Groene NS …
Werps Modelbouw has introduced the NS 5300 in HO, available in both kit form
and ready made, liveries available include those of the NS and HSM. Contact
Mr. Erwin Werps, Lathyruspad 11, 1338 XK Almere, Tel. 0044 36 5327879 or
by email on firstname.lastname@example.org.
Type I6 Carriage NMBS …
LS Models have introduced their version of this carriage with 'airco'. Available
singly, the non 'air-conditioned' version comes in a set of three. Also available
in the EuroCity Memling livery, all available from SFFE in Eindhoven, tel.:
0044 40 2453408.
De Cartonnagefabriek …
This is a relatively new company offering card kits for typical Dutch (Amsterdam)
style houses. Designed to feature on the background of layouts (or backdrops),
the colours are reportedly very good, but the kits do not feature much relief.
More information by email: email@example.com.
New from Kibri …
The following represent new models from Kibri, all of which can be used on
layouts featuring The Benelux. I presume soon available in the shops in both
N and Ho versions.
B-8331 Villa. B-8332 Villa. B-8334 Villa. B-8315 Corner block.
B-8321 Heren huis. B-8323 Heren huis. B-8325 Villa. B-9483 Signal Box.
CW Modelbouw …
Introduces the 'motor car' type mAB101-102 of the Gelderse Tramweg Maatschappij.
Also newly available is the carriage type AB40-49 designed to ride behind
the motorcar. Both available in kit form. Tel: 0044 592 501519.
Rotterdam Tugboats in HO …
Now available from Anita Décor. The tug is 25 cm in length, and
includes two funnels, which means you can model either the steam or diesel
More information from tel.: 0044 474 315410.
Compiled by Ralph Hanley from Train Miniature
CL-decor Modeltreinen have produced a SNCB diesel series 62 [no 6321] in
O gauge [1/32 scale]. Livery is green with yellow band. Apparently their
are plans to produce an HO version later. For details contact: CL-decor at
Generaal Lemanlaan 10, B-8310 Assebroek, [Belgium].
Klein Modellbahn has released a long wheel base SNCB flat wagon type Raes.
It has a good review in the magazine. Model number is 3634.
KAM have presented a SNCB tank car, [of the type often seen in the sheds].
The finish appears to be good. For more details Tel: 00.32.52.20.3303.
Rocky Rail have a set of “foot ladders” to enhance the finish
of the Fleischmann SNCB series 53. Cost per set is 125 Bfr.
Minitrix N gauge now have two SNCB diesel locomotives: a type 204, ref
12722 and series 80, ref 12733. In addition there are 3 SNCB “B-Cargo” wagons
in blue/green and brown, ref 15120. Finally there is a flat bed type Sgnss,
OsKar have released an AC version of their SNCB M4 multiple unit set.
Rocky Rail plan to manufacture a limited number of SNCB series 26 electric
engines [HO]. These are based on Walthers chassis with either a 3 or 5
pole motor. Various liveries are proposed, the first being blue with yellow
Options are for DC, AC or with “Loksound”. Prices are between
9,985 to 13,900 Bfr.
AWM have issued two “camions”, Scania type 420, and Volvo type
FH 12, both in the blue / white colours of Plantefeve.
Brekina have a BMW Dixie [era 1929/31] cat 15131.
Norev have an extensive collection of French Renault, Simca and Citroen car
/ van models over several decades.
Rivarossi have produced an alternate livery, now blue with red under carriage,
for the SNCB sleeping cap époque V, Ref: R3676.
Mehano are planning to issue, next year, the SNCB diesel series 77. This
will be imported by Rocky Rail. Several versions are planned DC or AC, digital
or analogue, with prices from 6,000 to 10,000 Bfr.
The situation with Jouef, Arnold & Rivarossi apparently is going from
bad to worse under Lima ownership. Rumour has it that the Lima holding company
is not interested in the model business and has offered these companies for
sale. The actual purchase price is low, but it includes some £4m
worth of outstanding debts. Hornby have been contacted, but will not confirm
interest or otherwise.
By David Halsall
Hesselink, H.G. (1999), De Nederlandse Stations in oude ansichten deel
2, 3/e, 144 pp, 205x145 mm., landscape format, hardback, ISBN 90 288 0163
Zaltbommel: Europese Bibliotheek. Available at £9-95 plus £1-50
p&p from Midland Counties Books and Videos, telephone 01455-233747;
web site: www.midlandcountiessuperstore.com
This pictorial book, in the same series as those reviewed in Nieuwsbrief
37, is specifically a companion to the pictorial survey of Netherlands stations,
Volume 1. Again, most or all of the 140 postcards reproduced appear to be
from scenes in the late nineteenth/early twentieth centuries; some dates
are given in the descriptive captions. All text is in Dutch but those who
know little or no Dutch should be able to glean much useful information from
the illustrations and their dates and locations. As in volume 1, the illustrations
are one per page, and are arranged mainly alphabetically (backwards in this
volume!) from Zwolle and Zwijndrecht, concluding with Amsterdam CS, Alphen
and Aalsmeer, The further 140 photographs of Netherlands railway locations
show a variety of themes. These include:
Stations, ranging in size from Amsterdam CS to Martens, and including an
aerial view of Leeuwarden;
Station staff, for example, at Woensdrecht, Waardenburg, Stopplaats, Oeffelt,
and passengers (e.g. at Weert);
Locaalspoor at Winterswijk, Winkel);
Electrification (as at Leidschendam-Voorburg,);
Ports (Vlissingen, Hoek van Holland, Enkhuizen);
Locomotives as part of the scenes, not as technical close-ups;
Tramlines (e.g. Venhuizen) and steam trams (e.g. at Scheveningen);
Freight, (such as Groet uit Maarn);
PW and engineering structures (such as Nijmegen river crossing, Lent viaduct,
Gouda, rail bridge over Gouwe,);
1914-18 war (as at Sittard);
Flooding (as at Nijkerk);
Station design (Leiden, Haarlem).
A few parts of pictures - as seen on the locos smoke on post card 53 – are
crudely retouched, and the quality and clarity of the images are, in the
copy I have purchased, not quite as good as in my copy of Volume 1. Nonetheless,
it is still a most useful reference for the historical enthusiast and/or
modeller. As with others in the series, the book has a glossy cover with
a non-shiny 'eggshell' finished paper used for the reproduction of photographs.
It is recommended.
By Paul Stoddart-van der Maaden
Search the web for www.tamiya.nl and you will find the 'Reyne en Zonen BV
website, the official importers of Roco in The Netherlands. Not only does
the site's Roco link provide up-to-date model availability (see insert in
this issue of NB), but it also offers a list of Dutch model shops stocking
Roco models and the new 'International Collection' magazine, which from now
on will detail all non-Austrian models for manufacturer and delivery (in
this case 2002). Many items in the 'International Collection' require to
be ordered in advance at your Roco model shop, as Roco only plan to manufacturer
against demand. Further pages include information on the Dutch Roco Collectors
club and special models produced to celebrate Roco's 40th anniversary. Well
worth a look to keep up-to-date.
ETOILE DU NORD
By Ralph Hanley
This article can be foound in the SNCB pages - Click Here
VSM STEAM WEEKEND
By Rodney Beech
For those who like their steam engines big and noisy, the Steam Gala held every
year at the VSM (Veluwsche Stoomtrein Maatschappij) must be considered a must.
Although the line is not as long or as pretty as the ZLSM (Zuid-Limburgse Stoomtrein
Maatschappij), the awesome power of assorted "Kriegslok" in charge
of passenger and freight trains more than makes up for the lack of scenery.
Beekbergen, itself, is a few kilometres south of Apeldoorn and is the centre
of operations for the line with workshops, a turntable with loops and sidings
and a restored station building, complete with a kitchen garden tended by the
stationmaster. Running south the line descends gently towards Loenen and Dieren,
where in summer time passengers can join a river cruise down the IJssel towards
historic Zutphen. Travelling north the line passes through the Apeldoorn industrial
zone and arrives at a dedicated platform close to the NS mainline station in
Apeldoorn. Some visitors will travel direct by train via Apeldoorn while drivers
will have no problems in Beekbergen itself but arrive early to get a place
near the station and remember to be courteous to the local residents who have
to put up with an invasion of enthusiasts several times a year. Every year,
there are improvements to the line to note, new stock to admire and a thrill
for enthusiasts in the shape of a freight train with newly restored stock.
Arriving early on the Saturday, I found my usual (and secret) parking spot
unoccupied and loaded up with the camera bags set off for the station. The
entry ticket allows for unlimited travel all day and there are timetables for
the traveller to plan a full day of riding the rails. The day had dawned overcast
and hadn't improved during the half hour drive from home so I chose to concentrate
on still photography while the crowd was still thin on the ground and as it
turned out, when the rain did come, I could enjoy the displays in the workshops.
In the yard, near the newly painted coaling crane, simmered the guest of honour,
DB 65 018 2-8-4T. This loco is as big as a block of flats! Built in 1955 and
intended for use on suburban services and branch lines this is the only preserved
example of 18 built for the DB although there maybe 4 class 65.10's built for
the old DR, languishing in the eastern part of Germany. The loco had travelled
up from the SSN in Rotterdam and showed its paces on the train on the gradient
down to Loenen and back throughout the day. As the ex Polish State Railways
T KP 23 0-8-0 tank rolled by with a train 4 wheel "Thunderboxes" from
Loenen, the rains came so I ducked into the nearby workshops. Newly built,
the shops provide additional secure storage and workspace and also a pleasant
venue for the traders and model railway layouts visiting the show. Can I ever
escape the sight of the ubiquitous GWR branch line layout? To balance things
there was a DB HO layout from a local club, which followed the usual style
here, of a dog-bone layout through a rural station. Unlike British modellers
who strive for realistic operation at scale speeds, Dutch modellers are happy
for tail chasing ad infinitum, which serves to amuse rather than enthral. There
were stands from the major preserved railways selling items in support of their
operations and others offering railwayania such as ex DB coach destination
boards and crockery from the old Wagon-Lits and Mitropa companies. A couple
of the regulars offer a huge selection of photographs of current railway and
tram rolling stock. There is always something of interest in their albums of
rare and exotic DB and NS traction and although the proprietor says he will
never be a millionaire, he always does excellent business. Perhaps the most
popular stand is the one offering railway videos, books and magazines. Mostly
German, they cover locomotive types and main lines in detail and although expensive
by UK standards, the picture quality is excellent and it's also a pleasant
way to brush up on your schoolboy German vocabulary.
The shower passed and I was able to venture into the nearby yards. Open to
inspection were a Mitropa diner with a running number 515 08 840117-6 still
discernible under the repaint and a Wagon-Lits diner, repainted for the VSM
evening "wine and dine" trains. Further along and buried amongst
assorted coaching stock awaiting restoration work was the curious "Mw
meetrijtuig" engineering department vehicle. Stock number 80 84 978 1805
faintly visible on the yellow livery, this unit is based on a Plan D Benelux
set driving trailer end built in 1951 by Beijnes of Haarlem. Rebuilt in '73-'74
as a push-pull driving end for the Benelux service it ended it's days in departmental
service and must be bound for the NS museum after the rebuilding work is completed
in 2004. Besides various ex DR Kof shunting tractors and NS class 600 shunters,
there was Ex DR No. 50 3654 2-10-0 built in 1961, while the tender was elsewhere
Close-by, the turntable was giving ex DR 52-532 a 360-degree spin for the photographers
benefit. Built by Schwartzkopff in 1943, these 135-ton wartime "austerity" locos
numbered more than 6000 and more than 2000 ended up in the old Soviet Union.
Rebuilt in 1966 the loco became 52 8160 and in 1968 resurfaced as DR 52 8160-5.
This loco now tows a "tub tender".
Time for a ride and "the block of flats" DB 65 018 was standing in
the bay platform at the head of the train bound for Loenen. Today the load
was a mix of enthusiasts and families on board 7 four wheel branch-line coaches,
better known as "Thunderboxes" and beloved of preserved railways
in Europe and a bogie express coach with double doors for easy wheel chair
access marshalled in the centre of the train. I always enjoy the ride on the
open end balcony of these pre-war 4 wheelers and today was doubly enjoyable
because of the accompanying shower which enhanced the smoke effects and the
cosy feeling standing on the swaying platform in the lee of the wind. At ones
feet, there is a clear view of the buffers, screw coupling and below, the ballast
rushing past in a blur of speed. On across the open fields and road crossings
dotted with photographers, we until we reached the halt at the Immenberg, situated
conveniently under a motorway overpass and near a holiday camp site. A short
blast on the whistle and we moved off towards Loenen, this time through woodland
dotted with weekend cottages for an eight minute journey to the other half
of the steam gala. Here there were marquees for the memorabilia traders and
model shops, as well as refreshments and a fine display of steam rollers and
traction engines of Belgian and Dutch manufacture as well as Aveling and Porter
representing the "Best of British" The warmth given off by the boilers
of these veterans was a welcome bonus on such a chilly day and I was able to
dry out a little while watching live steam miniature locos with their trains
of excited toddlers. The locos have whistles which are used to clear photographers
from the tracks. However, as the camera man is sure he is clear of the main
running tracks and is concentrating on "the perfect shot" he is oblivious
to the frantic whistles from the driver of a GWR Prairie tank bearing down
Loenen station comprises an old-fashioned gravel topped platform edged with
sleepers and a rustic shelter which has seen better days. The area is surrounded
with tall mature trees, which catch the smoke and provide lovely dappled shade
on hot days. There is a long passing loop and a siding ending at the level
crossing. Here there is a hotel and a wonderful restaurant for those wanting
a weekend break or a just a good evening meal. For the rail fan we can enjoy
close-up views as the locos run around the trains or the crews take a break
while the locos tenders are refilled. Today, the rain came down in earnest
and I took advantage of the roof overhang of NS Sic No 225 resplendent in it's
original livery. I prefer this to the more functional grey and yellow of today's
NS and thankfully most heritage railways are returning them to the original
handsome green of Epoch III. I got some great shots of steam and rain and watched
the freight train depart from a favourite vantage point in the woods a little
way up the line. However, courtesy to fellow photographers is not one of the
strong points of some folk and patience will always be required while some
visitors stand idly by looking at the valve gear of the locos while the “Posse” call
out for a clear shot. Unlike the preserved railway scene in the UK, visitors
can and do wander freely about the running lines as locos move about with bells
ringing and plenty of whistling anyway.
Ex DR 44 1593-1 was in charge of a 12 vehicle train, an easy load for this
standard heavy freight loco, nicknamed "Jumbos" in DR days. This
loco was built in Lille (Fr) in 1943 and eventually was shedded at Zwickau
and Reichenbach in East Germany. In 1966 the loco was converted to an oil burner
but returned to a coal burner in 1983. In 1989 the loco became a stationery
boiler at a factory in Wulknitz until rescued in 1991 along with three others
by the Eisenbahnfreunde Staßfurt. During the Easter holidays 1997, the
loco arrived in the Netherlands along with two passenger coaches and two goods
wagons in perfect condition following an extensive refurbishment and joined
the roster of the VSM that same year.
Freight stock is normally stored out of sight at the workshops up the line
near Apeldoorn so today we were treated to a varied selection of wagons. Original
running numbers are obscured on transfer from NS but the types in the train
were as follows: - Goods train conductor's van, steel sided gondola, bogie
well wagon, stake wagon, two GS ventilated box vans, stake wagon (complete
with stakes in place), two short wheel base oil tank wagons, a long wheel base
closed van, an NS cement “bollen wagon” and a finally a steel sided
open wagon of the type that ended its days on the sugar beet trains with orange
painted doors. One year we had a train of 20 or so elderly Volkswagens and
Microbuses loaded onto a train of stake wagons as part of the VW owners club
rally and another year we were treated to a military train of Sherman Tanks,
trucks and jeeps from the "Keep 'em Rolling" military vehicle enthusiasts
society who were camped in the woods nearby. Earlier this year there was a
train of ex US Army bogie tank wagons, which are in need of some serious restoration
in the future.
Time to return to Beekbergen, this time in the comparative comfort of a 4 wheel
baggage van but non the less leaning out of the window to enjoy the sounds
and smells of a steam engine racing up the bank, whistle blowing for each un-gated
crossing. Ex DB 64-415, a 2-6-2T lightweight branch line locomotive nicknamed "Bubikopf",
was in charge, built by Jung in 1936 and entering service on the 23rd of March
1937. The loco was retired on the 5th December 1974 from the depot at Wieden.
The loco arrived at the VSM in 1975 and served until 1995 when a heavy overhaul
was scheduled at the Gorlitz works which included the fitting of a new boiler.
The loco returned the following year and is a regular performer on the line,
sometimes visiting other heritage lines.
The weather had brightened up considerably by now and the regular shuttle train
from Apeldoorn was bringing the crowds in a train made up of five "Blokkendoos" or
(box of bricks) suburban coaches. Anybody who has had the misfortune to ride
these coaches with their wooden slat seats can only admire the endurance of
the pre-war Dutch rail traveller (and the Belgian traveller of today in some
places, Ed). Today it's a fun experience for a family day out on the 28-minute
trip from Apeldoorn, pausing for the guard to flag the train across two un-gated
crossings in Beekbergen village. These are excellent sites for photographers
to snap the trains moving off from a stand with lots of smoke effects and whistle
blowing. Ex DR 52 8139, another Kriegslok dating from 1943 and built by Jung,
was one of the performers on this service and as all the locos rotated around
the various services up and down the line, riders could log trips behind all
the engines in steam on the day.
There is an open-air cafe for snacks on the platform near the station and stalls
from preservation societies and railway memorabilia traders here too. Wentink's
model shop from Apeldoorn has a large stand with new and second hand model
railway goods and always does a brisk trade. The cafe provides a welcome break
and a comfortable vantage point to watch the comings and goings of the loco
fleet as they return for coal and water at the depot opposite. French fries
or “patates” with a generous dollop of mayonnaise, will be familiar
to regular travellers to Holland and are usually available with “Pindasause” or
as a variety known as “Oorloge” which can be as spicy hot as it’s
For diesel traction fans, there are enough locos to organise a special weekend
for them alone. But for the time being NS No. 2233 and No. 2299 in maroon livery,
top and tailed the new and beautifully restored Plan E, all second, 80 84 978
1806-8 resplendent in dark blue. I seem to remember that when the 1200 class
ran in this livery it was known as “Berlin Blue” When the coach
arrived at the end of May this year, the NS yellow livery was almost totally
covered with graffiti and the volunteers have worked like Trojans to restore
the vehicle in time for the weekend. Familiar to UK enthusiasts are the NS
class 600 diesel shunters, nicknamed “Hippels” or Hippos here.
No. 532 was first seen here in 1989 and has now been restored to its original
green livery complete with a set of cast plates. No. 636 was busy in the yard
and still retains its faded NS grey and yellow. As the “Sik” shunting
tractors are withdrawn they are eagerly snapped up by the preservation companies
and the VSM’s collection is growing steadily with the acquisition of
a HIAB crane equipped version No 309 alongside standard No 218.
I must confess to being a “dyed in the wool” steam fan and I hope
that you will forgive your writer of not dwelling too long on the diesel fleet
here. There are more interesting diesel types on display so perhaps the Editor
will allow more space next time (no problem, Ed). As for now with the all the
film exposed and the cinders in the hair beginning to itch, it was time to
make my way home and prepare for the next excursion to the special anniversary
weekend at the Rotterdam based SSN.
For those of you with inter-net access there are some useful sites to visit.
The principle one www.stoomtrein.org, although there are no English language
pages yet, any volunteers? There is a Dutch Railway web ring with lots of sites
including info on the VSM, and there is vsm.vdirect.com. Look for www.pasman-1.myweb.nl,
which is regularly updated.
NS PASSENGER NETWORK IN 1936
By Ralph Hanley
During the 1930’s my father worked for Thomas Cook and one of his mementos
from that time is an A2 size “Kaart der Nederlandsche Spoorwegen en Tramwegen” for
1936. It is interesting to compare this 60 years later with the current NS
Passenger network . The most significant change is the deletion of the
innumerable Customs posts at the borders of Belgium and Germany. Generally
there are not too many changes to the major, double track system. Several small
branches are deleted, e.g. Velsen to IJmuiden, Weert to Hamont. Additions to
the double track system are few, these being:
• Amsterdam to Leiden via Schiphol,
• Zoetermeer loop line from Den Haag,
However there are many lines now closed from the earlier single track and tramway
systems, particularly in the north around the Leeuwarden / Groningen areas.
A selection of those lines closed are: Leeuwarden to Dokkum / Tzummarum, Stadskanaal,
to Assen / Emmen, Groningen to Weiward, Hoorn to Medemblik etc. In the south
there were fewer casualties, but amongst them there were: Weert to Eindhoven,
s’Hertogenbosch to Lage Zwaluwe, Nijkerk to Wageningen.
Except for around the major cities, the tramway system has disappeared. Although
referred to as Tramways, early photographs, around 1910, show reasonable size
tank engines on these systems. The engines appeared to, be well tanks with
an 0-4-0 wheel arrangement. Some of these lines must have been delightful rides,
for instance: Amsterdam to Edam, Rotterdam to Oostvoorne, and the system on
the, then island, of Goree. Small parts of the Oostvoorne system remain, such
as Brielle station now converted to the Bus station intact, and some track
around Hellevoetsluis. During the 1980’s there were 3 of these steam
tram engines just to the east of Hellevoetsluis. However these have since been
relocated. Early photographs of 1910 show a substantial station at Oostvoorne.
For any reader interested, it is possible to copy this map onto two A3 size
sheets, costs around £1 to include postage, if you are interested please
let me know.
VISIT TO THE SSN ROTTERDAM 25TH ANNIVERSARY
By Rodney Beech
If you find your way over on the ferry to the Hoek van Holland, something like
half an hours drive along the top of the dikes and past the usual glass houses
will bring you to the commercial heart of Holland. The pot holes on the streets
and the run-down apartments will be familiar to residents of the “Big
Apple” and are perhaps retained as a reminder for ‘Cloggies’ who
have returned to the Father Land, their pockets stuffed with the Yankee Dollar.
This progressive organisation has now moved to a modern, purpose built loco
depot near the NS yard at Rotterdam Noord Goederen so look for Junction 14,
signed for the Centrum, turn left at the lights and head east parallel to a
canal. A couple of kilometres and the road veers to the right and you may be
lucky to catch a glimpse of a sign to the left into an industrial estate. Regular
travellers will be used to the lack of useful road signs but it comes as a
shock to have to contend with crazy drivers, suicidal cyclists, stoned pedestrians
as well as everyone driving on the wrong side of the road!
The depot houses a small museum with some curious railway artefacts and train
headboards. The SSN does not have a museum line but is able to run it’s
locos several times each year on excursion trains over the NS. Most of the
locos are former DR/DB types and there are some gems amongst the collection.
The depot is open each Wednesday from 10 am till 3 pm and Saturday 10 am till
5 pm, ten minutes walk from the end of bus route 38 (Crooswijk).
But today was the organisation’s 25th anniversary. The promise of 2 days
of steam action and the thought of a 24-hour long non-stop party of booze and
music brings a new dimension to the thought of a steam gala. The workshops
had been cleaned and tidied and the tools hidden away to allow visitors to
examine the model railway on display, view the various trade and preservation
stands for books and videos and use “bricks” or vouchers to buy
refreshments. The rest of us continued on into the bright and unseasonably
hot sunlight to enjoy the sights and sounds of main-line steam in action.
Inside the shed and over the inspection pit was DB 4-6-2 Class 01 No. 01-1075
currently out of service awaiting boiler renewal. On donning a plastic safety
helmet, I could descend the steps and wander beneath the 3 cylinder “greyhound” to
examine its frames and cylinders from a privileged viewpoint. These locomotives
were the first of a new “standard class” for the newly formed DR.
During the extended construction period from 1925 till 1938, 1075 was built
in ’37 with a handsome streamlined casing. The loco was rebuilt in the
1950’s with a new boiler and re-numbered to become 01 2075-8.
Outside, DB 2-6-2 Class 23 No 23-023 was providing cab visits and cab rides
on the short track from the workshop platform up to a new semaphore signal
at the yard throat where a new turntable pit under construction and the steel
fixers were busy with the reinforcement mesh. The table bridge and deck, freshly
painted a smart blue, is stored nearby ready for the big day when locos can
be turned on site rather than run down towards the triangle junction just to
the west of the Centraal Station.
I find that German loco cabs are quite confined compared to British types.
The footplate is totally enclosed on some and on the ‘23‘ the tender
towers over the cab offering protection for high speed running tender first.
They are comfortable with all the controls within easy reach and a clear view
forward with the effective smoke deflectors helping crews observe the road
ahead. I think all that’s lacking is a bookshelf for the compendium of
directories necessary to understand the colossal permutation of German signals.
I always like to explore around the back of the yard at museum sites. Shades
of train spotting days and running around the back of Patricroft MPD sheds
a lifetime ago I suppose. Here, there is a photographer’s delight. Ex.
DR “Kriegslok” 2-10-0 No. 50-1255 is covered in green moss and
lacking it’s connecting rods. Built in 1941, it lies in a “foreign
field” complete with eyes chalked on the smoke box door, reminiscent
of the scrapped engines at Barry Island. My old photos from Dia Woodham’s
yard are treasured now and I only wish I had taken more of what I saw that
day. Did it always rain at Barry? If it did it’s no wonder that we all
prefer the sunshine for our holidays these days.
Alongside, coupled up to a couple of Belgian coaches, normally part of the
SSN excursion train rake, is ex OBB (Austrian State Railways) “Kriegslok” 2-10-0
No. 52-3879 built in 1944 in Vienna. After service lasting till 1978, the loco
entered the Austrian Railways Strategic Reserve for 6 years. She was then acquired
by an enthusiast’s organisation running steam excursions in the Tirol,
until 1989 when she arrived at the SSN. Livery is all black, a somewhat sinister
change from the usual red running gear and black cab and boiler of ex DB types.
The delightful 0-4-0 Fireless loco No. 6326 was on parade giving foot plate
rides to excited children and on turning to photograph the action, there was
my wife, Hilly, entering into the spirit of things leaning from the cab. This
is a unique example of motive power for use in hazardous situations. Built
by Orenstein and Koppel in Berlin in 1914, this example arrived later that
year at Anton Jurgen’s margarine factory in Oss. A move to the United
Oil Factory (vegetable, not mineral oil) in Zwijndrecht, followed by 1928.
This concern became part on Unilever and the loco finally retired in 1973.
Steam is provided by a stationery boiler overnight and stored in the boiler
at a pressure of 12 bar or 12 times normal atmospheric pressure. This allows
the loco to work in areas where sparks would cause serious risk or smoke contaminate
chemical of food manufacture. The loco could run at a max speed of 35 kph,
which with its short wheelbase must have caused some exciting riding on the
On the next road, in steam and serving as the boiler for the fireless loco,
was the sole example of the DB class 65 heavy tank engine. No. 65 018, one
of only 18 built with the Krauss Maffei production number 17987, was delivered
to the DB on the 7th April ‘56. Withdrawn in 1975, the loco went to the
rail museum in Neuenmarkt-Wirsberg who in turn leased the loco to the SSN in
1981. After 10 years, the SSN took over the full responsibility for this unique
engine. There are models of this loco in both of HO and N scale and the ROCO
models are really tasty.
The last locomotive open for cab visits today was ex DR Class 41 2-8-2 No.
41 105. Built in 1939 and one of 366 mixed traffic locomotives built between
1936 and 1941, the survivors being shared between DB and DR were all rebuilt
in the 1950’s. 40 DB locos were converted to oil burners and 105 is one
of these. Again, for a 162 ton loco, the cab felt confined, perhaps designed
bearing in mind the German psyche, which thrives on collective action, or I
am getting too deep here? Whatever, the point was to be proved later when the
footplate provided a vantage point to photograph the star guest of the weekend.
In fact two visiting locomotives were planned but NS withdrew permission for
the VSM class 64 DB 2-6-2 tank engine to travel down from Apeldoorn at the
last minute. However ex DR Class 38.10 4-6-0 No. 38 2267 arrived at around
1.30 pm with a magnificent rake of assorted vintage passenger stock. Based
at the Eisenbahnmuseum Bochum-Dalhausen, No. 2267 is part of a collection of
15 steam, 5 electric and 14 diesel locomotives together with 2 railcars and
1 EMU. This is one of the largest collections of the DGEG (Deutsche Gesellschaft
Für Eisenbahn Geschichte) housed in a former DB roundhouse.
The train was made up of 7 coaches; including 4 wheel “Thunderboxes” and
6 wheel REKO or Convert coaches. There must be a speed limit on this stock
today as one coach of the train was a plank-sided 3rd class basic or ‘makeshift’ coach
built in 1943, and another still had spoked wheels. Nevertheless the train
was packed with enthusiasts who had been well watered during the long journey
with the addition of their famous Bar Coach in the consist. This is a 3 axle
Bavarian coach built in 1921 with a sumptuous interior and finished in Dining
Car red livery. The loco stayed on the site for the weekend although the coaches
left later for some more secure storage deep in the adjoining NS yard.
Visible on the loco was such information as the builder’s name “Henschel
and Son, Kessel, 1918” and the production number 15695. The P8’s
had a long and useful career earning the sobriquet ’Mädchen Für
Alles” only being replaced by the Class 23’s in the 1950’s.
This loco was lucky to spend all her time trundling around the Erfurt region
in the old East Germany and so was constantly in use before being declared
a “National Monument” and now is used on main-line enthusiast’s
trains. She retains the original tender, unusual in that many Class 38’s
received a tub-tender to provide a clearer view for tender first running on
the commuter trains but has a modern 3 light ‘triangle’ arrangement
on the smoke box and tender.
For those who have yet to enjoy the relaxed atmosphere of the railway preservation
scene in Holland, this event and others like it would come as a refreshing
change from the UK. All though we left in good time to beat the Rotterdam “Hate” of
the rush hour, the real enthusiasts stayed on to enjoy a ‘happy hour’ courtesy
of the local brewery as well as plenty of live music and food till the early
hours. It all started again the next morning and reports have it that more
than 4000 visitors contributed to the coffers of this leading preservation
society over the weekend.
I hope I can make it to the 50th Anniversary.