l Nieuwsbrief Issue 39 - December 2001
Dutch Railway News Private Operators Miscellaneous News Tramway News
Museum News Belgian Railway News Metromorfose  Model News 
Book Review  Website review Etoile Du Nord VSM Steam Weekend
NS in 1936  SSN 25th    
By Paul Stoddart-van der Maaden, compiled from Rail Magazine and Het Openbaar Vervoer
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 hire' pool.
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.


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.
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 Aachen.
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 by 3%, despite a small increase in demand for passenger traffic. Punctuality is however still at 82%, compared with 86% the previous year. NS sites personnel shortages (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".

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 time.
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'.

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; this includes new platforms, the restoration of signal-boxes and new walk/view areas.
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 the '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
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 and Bobigny.
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 [1360] 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 network. 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 total of 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. The modified 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 work is 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 Leopold III.
Journal de Chemin de Fer # 123
Main articles:
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 diesels; 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
Main Articles:
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
Main items:
Construct a SNCB carriage type L; Fabricating chains to scale; Building a layout based on Bressoux, the car transporter terminal; Pollarding trees to scale; 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 commuters 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. This 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 at all stations.
Clear Information …an important part of the transformations include the upgrading of 'technical services'. This also includes the infrastructure, from 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 new public address system and closed circuit security cameras all add to improving the travellers' safety.
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 with 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 Amsterdam.
Further information …www.gvb.nl or Gemeentevervoerbedrijf Amsterdam, Prins Hendrikskade 108-114, Postbus 2131 1000CC, Amsterdam, tel. 0031 20 4606060.


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.
Marklin Ho…
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.
Fleischmann Ho…
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.
Lima …
NS Hondekop (green) €135.68.
1200 (Vos/ACTS livery) €76.69.
Roco …
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.

Roco …
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 routes.
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.
Bush …
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 e.werps@chello.nl.
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: cartonnagefabriek@hotmail.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.
B-9529 Station.
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 version. 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:
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, ref 15117.
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 bands. 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 any 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 4. 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.

By Ralph Hanley
This article can be foound in the SNCB pages - Click Here

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 undergoing restoration.
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 on him!
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 name suggests.
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.

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 [1998]. 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.


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 factory tracks.
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.

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