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Introduction | May and June 1946 |
April to June 1945 | July 1946 |
July to September 1945 | August 1946 |
September to December 1946 | |
January and February 1946 | January 1947 |
March and April 1946 |
INTRODUCTION (1943 to early 1945)
This website is based on an account written by G.E.Rabone in 1983 and originally published by Stephen Rabone under the title "On His Majesty's Service". The text recounts the travel experiences of my father during his time as a member of the Royal Air Force in Western Europe in the period immediately before and after the end of the Second World War. The text draws heavily upon the notes contained in the detailed travel diary which he kept during these years (part of which is reproduced below). It is hoped that readers will find this account a source of much valuable information about this largely forgotten period of railway history. The original text is largely unaltered as written in 1983 and therefore contains certain references that are now out-of-date. I have preferred not to amend the original text as written by G.E.Rabone.
Railway enthusiasts, now in late middle age, who served in H.M Forces during the Second World War, must all retain special memories of journeys and railway experiences. The writer was able to keep detailed records of all the locomotives seen during four and a half years with the R.A.F. in the United Kingdom, in North America and in Western Europe.
Early in 1943, I remember seeing Great Western Railway No. 2800 banked by No. 6100, an Old Oak Common 2-6-2T, taking an enormous freight out of the lay-by and up Dainton incline. Later that year I saw Al class No. 2561 ‘Minoru’ on a King’s Cross to the North train, of twenty coaches clanking, wearily and filthy dirty, into Retford. I had seen ‘Hinoru’ in sparkling green on the last pre-war Grand National Pullman special at Mottram on the Woodhead line in March 1939.
In the autumn of 1943, I met the New York Central ‘Hudsons’ and the ugly New York Central electric locos at the changeover station at Harmon outside New York. Then there were the Canadian National Railroad 4-8-4s passing on the east and westbound ‘Ocean Limited’ at a loop in the forests of eastern Quebec. There were many more of these monsters at the Canadian National repair works which adjoined the R.A.F. camp at Moncton, New Brunswick.
Early
in 1944, in Ulster, I saw most of the smart 2-6-0s and 4-4-0s of the Northern
Counties Committee in Midland Red and even one of the blue compound 4-4-0s, ‘Falcon’,
at the Great Northern Railway of Ireland station in Belfast.
I
think, however, that what I remember most clearly from the whole period in
uniform was my first German loco, a streamlined ‘Pacific’ 01.1095, in the
drab camouflage livery used by the Reichsbahn towards the end of the War.
It lay derelict, but apparently undamaged, on the Frankfurt to Kassel line
just north of Marburg, by the road along which our small convoy of radar trucks
was passing in April 1945.
1944-45
IN FRANCE, BELGIUM AND THE NETHERLANDS
I had been, for over nine months, one of the crew of a small mobile radar station and, after various journeys and wanderings in the U.K., we went to France in the Summer of 1944, landing at the Mulberry floating harbour. We moved about in northern France, then to the Ardennes district of Belgium and on to a small town near Antwerp in northern Belgium. We crossed into the small isolated piece of the Netherlands called Zeeland Flanders and finally, in the early spring of l945, across to Roermond in Limburg province, where we remained for several weeks. Here we were joined to a larger unit of about forty-five men, to work as their stand-by station. Our own Commanding Officer refused to live in the town, which had been battered by bombing or street-fighting, or both, so we lived in tents on open land outside the town, and about one and a half miles from the German frontier. The radar was all in the town so we had to commute to and fro, day and night, by truck, or on the motor-bike pillion of one of our army dispatch riders.
I see from my diary for the latter part of 1944, and until we reached
Roermond, that I saw mainly Belgian locomotives, together with quite a few
U.S.Army 2-8-0s and W.D.2-8-0s and 2-10-0s. In the docks area at Antwerp, where
we went to collect rations in the late autumn, I saw several antique tank
engines shunting, No.5152 a 0-6-0PT, No. 5707 a 2-6-2ST and two side tank
0-6-0s, Nos. 5811 and 5817. On one of these ‘ration
runs’, as we called them, I saw a very English-looking 4-4-0 at Zwyndrecht
near Antwerp. Most of the Belgian locos I saw were at Mons in the south, where
we had to go regularly. There was very heavy traffic running through this
station. Mons is in the Borinage, the rich coalfield district of southern
Belgium, and there was much mineral traffic. I noted that many of the
American locos were from Aulnoye, a French shed just over the border from Mons.
Shortly before we moved to Roermond, I travelled on the Malines-Terneuzen railway, a small private line which then began on the main line from Brussels to Antwerp and ran across country over the Scheldt at Temsche, where we had been throughout the later Autumn and early Winter of 1944, and over the frontier into Zeeland-Flanders. It ended at the port of Terneuzen on the Scheldt estuary. The bridge over the Scheldt at Temsche had been destroyed, either by bombing or perhaps by the Germans when they retreated shortly before. So the Malines—Terneuzen railway ran only from Temsche to Terneuzen. I saw the station at Temsche without realising that trains were running. Shortly after our move over the border to the small Dutch town of Axel, I travelled on the line from there to Ternuezen.
The booking clerk at Axel spoke French when he realised I had no Flemish. He
gave the fare to Terneuzen return as " deux florins" - two florins, or
Dutch guilder. That day, I saw the three M.T.R. locomotives; very
British-looking 0-6-0s they were, Nos. 28, 30 and 31. Terneuzen was not very
cheerful, full of British sailors, many of them wearing khaki battledress, like
me. They would be off mine-sweepers, or something to do with the clearing of the
estuary of the big rivers which flow into the North Sea nearby.
In
April 1945, just after Easter, on April 1st (the R.A.F.’s twenty-seventh
birthday) we left Roermond; our small sixteen-man crew now joined more or less
permanently to the larger unit with its more powerful radar. I stayed with them
for the rest of my service. The last thing I noted before we crossed into
Germany was a W.D. 2-8-0 No.
77299, on a train of olive-green U.S.Army four-wheeled vans, passing over a level
crossing on the outskirts of the town. This would be the line, now electrified,
which runs between Venlo and Maastricht. The road over the border was very
bumpy, full of roughly filled shell or mine holes.
EARLY DAYS IN GERMANY
The
first big German town we reached was München-Gladbach (now Mönchen-Gladbach) and
the first German civilian I remember, standing on a street corner, was a blonde
girl in a dark-blue spring dress. I recall that the driver of my truck looked
hard at her and wolf-whistled to himself. The first locomotive we saw as we
bumped along through the dusty and scruffy streets was, rather naturally, an
American 2-8-0. We turned south here and saw yet another at Bonn, from the
Kaisertrasse, the train-spotter's paradise which runs by the west-bank Köln to
Koblenz main line. We stayed the night, and the next three days, in the
Johanniter Hospital, between Bonn and Bad Godesberg. This had once belonged to
the German Order of St. John and stood about a quarter of a mile from the main
line and quite near to the Rhine, but was undamaged. Before the Americans
arrived it had been filled with German wounded and these had been evacuated in a great hurry. It had been left in a mess with soiled bedding, stained
dressings and so on, so we tidied things up ourselves. There was an American
army mobile bath and laundry nearby, so we got welcome showers and haircuts as
well as clean underwear.
There
was no time in this short halt for anything but cleaning up and getting ready to
move again. On the fourth day, our convoy crossed over the 'General Hodges'
pontoon bridge to the east bank of the Rhine. This bridge was a wood and steel
roadway laid across Rhine barges and was carrying very heavy traffic indeed;
lorries,
The long day was ending at last as we went up road 252 to Munchhausen. Here I remembered the tales of Baron von Munchhausen read when learning German in the last two years at school. We turned on to road 236 past Bromskirchen, where the three of us had a laughable meeting with the American Army in the following Summer, and through the central crossroads of an upland village, Winterberg in Westfalen, where I stayed for the next twenty-one months. This was the place from which I set out on some fascinating, and often quite unlawful, trips by lorry and train to see what I could of the German railways. We kept on for two or three more miles up to the highest hill-top in the district, the famous Kahler Asten. At 842 metres it is a little higher than Mickle Fell in the Pennines. Today the Kahler Asten is the premier mountain sports venue of northern Germany. There we set up camp quickly as it was getting dark and drizzling. There were German troops round about, from the Army cut off in the Ruhr district. They were surrendering all the time and two of my pals, roaming the hill-top woods a day or two later came across six and promptly disarmed them and marched them into our camp. That first night, I got a guard duty from midnight until 4 a.m., something else to remember from that day! So began twenty-one months which turned out to be almost a railway enthusiast’s delight.
WINTERBERG |
As we had arrived at what was to be our final halting-place in Germany, though none of us realised it then, the first thing was to set up the usual R.A.F. camp life; watch-keeping duties, guards, kitchen-work and other manual work in the camp, and journeys by truck for rations, technical equipment and fuel. By late May, men were starting to go home on leave, travelling by truck as far as rail-heads in Belgium or France and then, in the autumn, from Germany direct. Our radar station on the Asten had three ‘slave’ stations; one near Gotha the R.A.F. moved later in the Summer to the Wasserkuppe airfield near Fulda, in the U.S.Zone, which the early Luftwaffe had used for gliding and powered aircraft. The second ‘slave’ was near the Nurburgring race track in the Eiffel hills, then in the French Zone, whilst the third was on a hill-top in the Teutoburger forest near Osnabrück. We had American Army rations at this time; plenty of sweet foods but not much bread. Round about the same period I collected a lot of the small American ‘K’ ration-packs which I used on my railway wanderings in 1946. They contained powdered drinks, fruit and coffee, biscuits and fruit and meat concentrates. We went back on British Army rations in the Summer when the Occupation Zones were set up. An American Armoured Division left and was replaced by British infantry of the 49th West Riding Division (the Polar bear Division), though our nearest army neighbours were a battalion of Royal Scots Fusiliers. All my numbered letters home from the continent were kept by my parents; there were 201 of them by January 1947. They make fascinating reading nearly forty years on. However, they are very discreet about my private railway wanderings. Letter censorship ended in May 1945 but I seem to have been careful not to mention some of my doings in case of random censorship. There is plenty about what we did off-duty, about girls once the ban ended; the troops called it ‘fratting’, about film shows, prospects of leave and so on. On the matter of ‘fratting, the American Forces Radio, to which we all listened, had a very silly catch phrase, ‘The leopard doesn’t change his spots.’ We reckoned though that the Americans were the biggest 'fratters’ of all! But that is enough of military matters.
Our first change came at the end of April, when the combined unit of sixty-odd men moved into an empty, medium-sized hotel by the forest at the foot of the Asten. It was appropriately called the ‘Waldhaus’. This we called our “domestic” site and that at the Asten summit the ‘tech’ site. We very soon set up aerials etc. at the top of the Asternturm, a high round tower, about 120 feet high with an observation platform at the top, and an empty restaurant building below. These hill-top towers are found everywhere in Germany; the Germans seem to be fascinated by hill-top views. The ‘Waldhaus’ was quite undamaged but completely bare of furnishings, having been used latterly, so we heard, by European slave-workers who took everything when they left. It was there we heard the news of the end of the war in Europe and also the first weather forecasts for six years. Most of us, too, tried venison for the first time. Four of us, W.T. Operators, found a small collection of chamber pots which were very useful at night as our room was far from the bathroom.
To me the most important thing was to find a complete set of the five-part ‘Reichs-Kursbuch’ of July 1944, published by the Post Office and the Reichsbahn. This was not the familiar book but a smaller text and layout, beautifully printed but with different table numbers to the standard ‘Kursbuch’. Its only weakness was its small, badly set-out maps. Even so it was a mine of information and I spent hours studying it. It came home with me in 1947 and is still referred to.
Towards
the early summer, our Commanding Officer, a Canadian with a German name, decided
that the fifteen of us on the smaller unit should move down into Winterberg
village to a small ‘Gasthaus’ in the centre of the village. My own first
meeting with a civilian was when I asked a very attractive girl, the eighteen
year old daughter of the widow who owned the ‘Gasthaus’, if she would darn
one of my socks for me,
in my best school German! This girl married one of my friends in 1949.
On 9th May, I saw my second German loco, No. 44.905, at Fritzlar on KBS 532. A few weeks later, I went on duty to Marburg (KBS 520). On the way south we passed a Prussian BR56 and a BR57 (2-8-0 and 0-10-0) on the local Bestwig—Winterberg—Frankenberg line, on a freight (KBS 355 and now open only as far as Winterberg). At Cölbe on the main line there was rail traffic again. I saw a BR52 double-heading a BR44 on a heavy northbound freight. There was a temporary American bridge over the Lahn but 01.1095 had gone.
In mid-June, I went on the first of my five leave journeys back home, first by lorry to Mons and then on to Brussels, where we took a train from Schaerbeek to Calais. On this run, with numerous stops for the engine, a W.D. 2-8-0, to get up more steam, most of us climbed down on to the track, to pick flowers. On the way to Mons, I saw 01.1097, streamlined and derailed, in a cutting before a tunnel near Düren (KBS 440). This is a very old route and perhaps the best known of all lines to British travellers, running from Belgium to Aachen and Köln. It was out of use with 52 destroyed bridges until May 1946 - so all rail traffic went via München Gladbach.
Apart from many Belgian locos at Schaerbeek, a Dutch 4-4-0 3727, and an ex-German 2-10-0, Belgian No. 2514 both passed on Military trains. The journey home to Lancashire lasted five days and the return as many as twelve, though I think I was in ill in bed for two or three days at Mons. The delays, of course, were at various transit camps and barracks, especially when waiting for transport such as a truck from one’s own unit.
SUMMER 1945 (July to September)
For some reason there were about a score of wagons in the station sidings, all derailed but upright. These were laboriously re-railed during July using an engine, a chain and planks. At the outset, passenger traffic was two through trains from Bestwig to Frankenberg, early morning and evening, crossing at Winterberg. A conditional train, about midday, appeared in the February 1946 and, by July 1946, there were three regular trains each way, but none on Sundays. The normal locos were the hefty top-heavy looking BR 93 2-8-2Ts, BR 58 small 2-10-0s, both versions of the BR 56 2-8-0s and even one day late in July 1945, 57.2627, a Prussian 0-10-0.
In this high Summer period, the only time I got away from Winterberg was when two of us took a truck to Mandern on the Brilon to Korbach—Wabern line (KBS 532), very near to Fritzlar. We went to get diesel oil and petrol in huge drums and Jerry-cans. We had to man-handle the lot with some help from the Americans who ran the fuel dump. The northern end of this line was disused with a broken bridge between Selbach and Netze. Three old BR 55 O-8-0s (Prussian G8) stood undamaged but dead and rusting on a siding in the boiling sun; no camera unfortunately.
My second home leave journey was quite exciting. Three of us left Winterberg by road, very early, on the way to the Rhein-Main airfield at Frankfurt on August 15th. A R.A.F. Lancaster was supposed to take a load of R.A.F. leave men but never appeared. It was, of course, V.J.Day and nothing was flying at Rhein-Main. The Americans seemed to be having noisy parties in various huts and buildings. We were getting very fed-up and worried when, towards evening a R.A.F. Dakota, flown by two Warrant Officers, appeared. We begged a lift in this worn-looking and very noisy cargo plane to Northolt airfield in London. On reporting to the official R.A.F. departure airfield near Huntingdon (where I saw L.N.E.R. 10000 painted black and on a fitted freight) we got into trouble for taking an unofficial lift home, despite the non-arrival of the Lancaster and were told to return via London and Belgium. We had overnight stops at London, Tilbury, Blankenberghe and Mons. Our road journey after Köln was through the Bergischland, a lovely hilly wooded district, often alongside KBS 416 and 415. No traffic was running and the only locos were dead or damaged Prussian types.
EARLY JOURNEYS IN THE BRITISH ZONE
I spent early September 1945 in Winterberg and the only noteworthy visitor, apart from the usual locos mentioned earlier, was the first I had seen of the light 2-10-0s of BR 50, 50.2671, one of the UK series, the forerunners of BR 52, the ‘Kriegsloks’. I went once by truck to the main local town, Arnsberg, and this took me along side the Ruhr Valley line; Hagen—Bestwig—Warburg—Kassel (KBS 350). The infant River Ruhr rises at a spring on a wooded hill just north of Winterberg. Arnsberg, though little damaged, had two bridges across a loop of the Ruhr and separated by a short tunnel. Both had been destroyed but by this time were partly restored for single-track working with the usual U.S. Army bridging. The westerly bridge, a stone viaduct of several arches over the deep gorge of the river at this point, was still only partly rebuilt when I left in January 1947. The tunnel mouth had been wrecked in an attempt to block it. It was here that I got a good view of the splendid BR 44 2-10-0s which I discovered were in charge of the heavy coal and coke trains from the Ruhr mines into the U.S.Zone near Kassel and probably on into the Russian Zone.
Later that month, the wireless mechanic and I went to our H.Q. at Mons to get various spares for vehicles and radio gear. As usual, we went through the Bergischland to Köln, Aachen and then on to Liége. My colleague had got to know a Belgian family in Liége and they pressed us to stay overnight. We slept on mattresses in the lounge which overlooked the famous incline up which the Liege to Brussels line climbs out of the Meuse valley. There was traffic moving up and down all night. There were. of course many U.S.Army 2-8-0s, some 0-10-0Ts used as bankers and three of the odd-looking long-framed Flamme Pacifics, besides much else. Next day in Mons, I spent some time near the station but saw nothing but Belgian locos apart from an old World War One vintage U.S.Army 4-6-0, then in Belgian stock.
AUTUMN 1945 (October to December)
For three weeks in September and October, seven of us from our four radar stations were at H.Q. at Bad Godesberg - at the Johanniter Hospital - to do a heavy technical building job. The Rhine west bank route from Köln through Bonn to the south, KBS 600, was in full use and I spent as much time as I could by the trackside near the hospital. I was still not willing to do any shed-bashing, nor did I try to get hold of a railway timetable. Most of the trains were freights and were in charge of BR 50s with the odd BR 42 or 52. 1 saw one P8; 38.1402 in Bonn Hbf. and altogether six BR 39s, the Prussian three-cylinder 2-8-2s, mostly on the few passenger trains made up of old Prussian four and six-wheeled coaches.
The shed at Bonn was a standard Reichsbahn half-moon round
a turntable and not, I think, damaged. On the one time I went close to it, I saw
my first loco in the pre-war black and red livery; 50.182 (Bw Köln-Nippes) with
large smoke deflector plates. Early in 1946, back in Winterberg, I obtained, from
local railway men, the February timetable for RBD Wuppertal and the complete
January Kursbuch for the whole American Occupation Zone. At that time, only
seven passenger trains ran in each direction through Bonn. Three were P-trains
from Köln to
Remagen, at the Zone border with the French Occupation Zone. D270
ran from Köln to
Mainz (depart 0755, arrive 1248) and three P-trains ran through
Remagen from Köln to
Koblenz. The north-bound services corresponded. The through
service from Köln to Frankfurt ran on the west bank of the Rhine, not from the
Hbf. but from Deutzerfeld, as the Hohenzollern Bridge was not restored until
later in 1946. According to the January timetable, this service was a
conditional daytime E-train taking from 0851 to 1538 for the journey. There
were also two through P-trains taking about nine hours for the journey with
stops at all stations. When
the job at Bonn was completed, we all returned to our units. I remained at Winterberg from mid-October 1945 until January 1947,
except for home leaves, two short leaves inside Germany and a four-week course
at Bückeburg. I have often regretted I did not do more in the short time I was
at Bad Godesberg and Bonn, but the whole district was alive with British troops,
from the Guards’ Division, and, with plenty of Military Police around, I
decided that too much railway observation was a bit risky. But perhaps I was wrong.
I returned to Germany early in January 1946 but most of my journey was in darkness. We had the same P8 as before on the train to Neheim. Back in Winterberg I found there was plenty of snow at last, and almost everyone on the unit had obtained skis and was learning quickly. I took several good photos at this time in Winterberg station, including 58.1218 and 56.2776 in very sunny weather. The driver of the second engine had worked in America before the War and spoke perfect American-
WINTER 1946 (January and February)
It was about this time that I began to think that if I was careful, I might do a bit of real train-spotting. Most days, one of our trucks went for rations etc. to an army depot near Hagen. I was working on either a three or a four watch system of duties and, with the latter, it was possible to go off for the better part of the day, by taking a lift in one of our trucks. There were no other troops for miles around and there was very little risk of being stopped. Nonetheless, to cover myself just in case, I made out a R.A.F. leave-form stating I was "authorised to travel by military or civilian transport anywhere within a radius of ..... miles of Winterberg, including...." (and I gave a list of local towns). I scrawled an illegible signature at the foot, but was never called upon to show documents, except on one amusing occasion in the summer of that year.
My first trip was down to Bestwig a railway village on KBS 350 and near the junction for the Winterberg line. It had a small undamaged yard and a standard half-moon shed around a turntable. The shed carried a big collection of smaller and older locos BR 38, 55, 56, 58 and 93 for the local branch lines, many of which are now closed. There were BR 44s for the main-line traffic to the west and east. Just east of Bestwig was Nuttlar, the actual Junction for KBS 355 to Winterberg and Frankenberg, and the main line began to climb steeply, at about 1 in 60, out of the Ruhr valley up to a summit tunnel between Elleringhausen and Brilon Wald. BR 44s were also used on this stretch as bankers.
At
Bestwig, there were a Royal Engineers Corporal and two or three men generally in
charge of the railway. The Corporal was friendly and when I told him of my
interest, he said I could go ahead and visit as often as I wanted. Around the
shed were a number of undamaged derelicts, BR 44s, 50s and 58s, including
44.845 built at Nantes, France in 1942.
That day there were thirteen 44s on shed and I took several interesting photographs. After this first success, I went in mid-February down to Arnsberg, about 28 km west of Bestwig. Here there was a small parallel-road shed by the station, which stands east of the tunnel. The foreman let me look around and when I left I gave him a packet of cigarettes, which was something of a currency at the time. I don’t smoke so this was no hardship and was a good way of saying ‘thankyou’ to these helpful and friendly railway men. They always opened up when they heard of my interest in the railway. Arnsberg had several BR 74 2-6-0Ts for branches in the Sauerland hills and 38s. 58s , 93s and a 92 0-8-0T.
Also
there were one "Kleinlok", Kö
EARLY SPRING 1946 (March and April)
Early in March, the weather was a little better for getting about by road and on foot, so I took a lift west to the very hilly Lenne valley line (KBS 360 Hagen—Siegen—Giessen—Frankfurt). I left the truck at Altenhunden and the driver promised to look out for me on his return. This village is at the foot of the long incline leading south to a summit tunnel near Kreutztal. Over this line went much coal from the Ruhr to steel works at Siegen as well as to Frankfurt and the U.S. Zone.
The locos shedded here, as at Bestwig, were a big squad of BR 44s used both as train engines and as bankers. There were thirty on shed that day with nine more derelicts in sidings by the shed. Among the derelicts, there was one of the big pre-war 2-8-2Ts of BR 86, 86.492 from Bw Olpe. On the return from here I had to walk much of the way.
74.1067, a 2-6-0T, ran by on the roadside line (Altenhunden- Fredeburg; former KBS 239a and now closed). I got a lift for about thirteen miles in a 3-ton truck driven by a German. He was in the "Arbeitsdienst" (Labour Service), a British army unit of German P.O.W.s not yet released and usefully employed on general labouring duties. He was glad of company and very chatty. When I finally got back, I was pretty tired after a long trudge over lonely, snowy roads but very pleased with the day’s results. After this trip, I decided to go as regularly as possible on local journeys by lorry (or as happened, in the event, by local train) to sheds or on trackside observation when officially off-duty. The only snag was that every trip by lorry, or local train, to the nearest mainline at Nuttlar was about 24km.
Successive
journeys in March and April took me first to Arnsberg, and then
back to Nuttlar, where I saw 52.5261 of Bw Warburg, a new class for me on this
line. It was being banked by a BR93 and, also seen that day, was 94.751 returning
down the bank light engine. I finished this day out by travelling for the first
time by civilian train, without a ticket. It was on the late afternoon train
from Bestwig up to Winterberg behind 56.496 and
was packed. A week later, towards the end of March, I went by lorry on a
long trip to Soest (KBS 340/342) and this meant a lot of hitch-hiking and a
return over the rebuilt Mö
Early
in April, I went quite a long way, to a large main junction station to the east
on KBS 350. This was Warburg, very close to the American Zone border. For some
reason or other, I bought a ticket from Winterberg to Nuttlar and travelled 3rd
class departing at 0747 .
I still possess this particular ticket. After a short wait at Nuttlar, P601
arrived from the west behind 38.3443. This was an all stations train leaving
Hagen at 0510 and reaching Warburg at 1120, 151km in just over six hours. For
the first time I got in the ‘Dienstabteil’ which was a compartment in every
train of non-corridor stock reserved for railway men travelling on duty, or ‘on
the cushions’, as they say in Britain. I never had any difficulty in doing
this, and an interesting conversation usually began especially as I always
offered chocolate or cigarettes at the outset. Eating the chocolate with them
was rather a penance as it was War-time ‘dark’ chocolate which I did not
like, but it all helped. Bw Warburg was undamaged and there were plenty of locos
stored dead there; BR 38s, 42s, 44s, 50s, 58s and one or two with boilers holed
by cannon shells fired from aircraft. There were two BR 41s (one from
Bw Sangerhausen) and a 78 4-6-4T, the first
I had seen round there. The station was in charge of a Royal Engineers Sergeant
who told me to see everything I wanted. On the return journey in P640 (Kassel to
Hagen) and again hauled by 38.3443 of Bw Arnsberg, I noted at Scherfede an old
0-6-0, 53.7752 and a strange looking 4-6-0, 38.4611. The latter was a former Polish class 0k22. built in 1934 and taken into German stock
in 1941.
Both were very derelict looking. I found that the BR 53 was a Prussian engine
given to Poland as reparations in 1918 and taken over again in I 941. I went
through to Bestwig and changed straight into the train to Winterberg which was
waiting at 1745. The train was again hauled by 56.2776.
This had been another very successful journey.
My last trip out before the fourth home leave was not quite so good. I went west again to Altenhunden, and then north along the valley road to Finnentrop, where I dropped off the truck. There was a small shed here and a yard, both undamaged. As I was walking across, a German railway policeman came over and I suggested I really ought to get permission to go around and that I should phone the army at Siegen . I ‘chatted him up’ and offered cigarettes and he agreed I might look round, take photos and then go off with nothing said.
It was a bright spring day and I got a few snaps, including a very early BR 50; 50.025. There were BR 55s shunting, three BR 38s, all from Bw Hagen-Eckesey, but only two BR 44s. one being from Bw Vorhalle, a goods engine shed just north of Hagen on the Bochum line (KBS 330).
I
went on my fourth home leave on April 16th by truck direct to Mü
LATE SPRING 1946 (May and June)
It was after the return journey from England, which
began on April 30th 1946, that I decided to keep a separate detailed diary of my
journeys on the Reichsbahn. With railway news from the Press, railway workings
etc. I could clearly see that it would be a most interesting form of record,
over and above the usual spotter's record of loco observations, dates and
places. What follows from this point comes mainly from these two parallel
diaries. On May 1st, the leave train from the Hook turned off at Utrecht and ran
via Arnhem to Nijmegen. We changed engines here and had a W.D. 2-10-0 with a
German crew. In the station was a Dutch train in charge of a W.D. 2-8-0
running from Roosendaal to Amsterdam and carrying blue Wagon-Lits coaches from
Brussels to Amsterdam. What a contrast this train was to the aged Dutch
passenger stock and the drab green German coaches. The broken bridges down the
Dutch rivers meant that all traffic, rail and road had to make the detour, miles
to the east, to Nijmegen. The frontier at Kranenburg was easily recognised by
the much higher quality sleepers and ballast used in Germany. The Dutch track
seemed to be laid on sand or smooth round pebbles with sleepers like something
from cowboy days on the American plains. There was terrible battle destruction
all the way past Kleve and Goch almost as far as Krefeld. The Reichswald forest
fighting of February and March 1945 had been here. The track on this line (KBS
470) had been largely singled. Kevelaer was a big station for a small village.
It had many through platforms with awnings. I found later that this was to accommodate
pilgrimage trains
to the shrine of Our Lady of Kevelaer in a great church in the village. W.D.
2-10-0s 73772
and 73772 were working near Krefeld. One of the Prussian P10 4-6-0s 17.218
was seen at Krefeld and also one of the four-cylinder engines 17.1175. At
Krefeld Hbf., under the huge arched station roof, 03.197 took over and hauled us
all the way to the barracks siding at Münster. For the first few miles we ran
along the multiple track towards the destroyed bridges over the Rhine between
Rheinhausen and Duisburg. We turned off to the north along KBS 476 and crossed
over the river by a two-span, apparently undamaged bridge near Baerl. The train
went over very slowly and then down to the junction with KBS 300 south of
Oberhausen. We were held at the junction and a horde of children, young and
older, ran alongside calling for bread and our sandwiches. “Haben Sie Brot’,
was the cry and there followed a shower of bags of sandwiches, cigarettes, loose
and in packets, and even coffee. I wondered later if the engine crew
stopped here deliberately to let this happen. At Oberhausen, I remembered a
photo in the 1935 ‘Railway Wonders of the World’ in an article about some of
the more remarkable German stations of the '30s. I recognised the rather unusual
station frontage as we passed. It was getting dark now and apart from the long
line of steelworks on either side of the four-track line through Gelsenkirchen I
saw nothing but two BR 78s at Wanne-Eickel and then the signal lights as we ran
through Dortmund Hbf.. The station buildings were in ruins but the track work seemed to have been restored. The next day in Münster, I decided to try to
return to Winterberg by rail as I was alone on this journey and could please
myself. I had a short wait at Münster Hbf. and there was the usual procession
of BR 50s on goods trains passing both through and behind the station. A P-train
from Rheine to Hamm came in and I got in the 2nd class, padded seats and quite
clean, rather like being in a Midland Railway clerestory coach on the pre-war
Lancaster to Morecambe electrics. The train engine was 38.3467 of Bw Dortmund
Hbf. and like all other locos had a branch of tree greenery fastened to the
upper lamp bracket, something to do with May Day I believe. In Hamm station was
a BR 01 Pacific and three other undamaged but derelict 0ls at the nearby shed.
From Hamm to Hagen I took another P-train going from Hamm to Köln-Deutz,
but this time it was packed and I was lucky to get a seat in a queer long-wheelbase
4-wheel van converted for passenger use with wooden bench seats. There was
nothing going at that time from Hagen on KBS 360 so I left the station and
hitchhiked in Military trucks to Bestwig and caught the usual early evening
train up to Winterberg, behind 93.996.
I
now began to note the traffic on the line through Winterberg using a pair of
binoculars. The small Gasthaus which we took over in May 1945 in the village
centre was now the sergeant’s Mess.. All the Radar and Wireless people lived
about a quarter of a mile out of the village on Road 236 in a small hotel which
overlooked the deep valley south of Winterberg. The railway dropped down a very
steep incline from the station and through a short curved tunnel under the
village centre, emerging in this valley, the Nuhnetal. There was a saw mill,
rail linked, just down the line and the whole stretch of line was overlooked by
our side of the hotel. The Unit H.Q. and Orderly Room and the Unit main Wireless
station were here also. We W.T. Operators worked sometimes at the Hotel and
sometimes at the Tech. site which had its own radio station. This nearness to
Authority never bothered me; I reasoned that the safest place is always right
under the light. The only unusual working I saw at this time was an
unidentifiable BR 50 üK
running south in mid-May.
One
day when off-duty, I thought of visiting Wuppertal, but the truck broke down in
Olsberg so I set off hitching. At 1330 I was only at Neheim and it looked like
rain so I decided to cut it short and
return by train. I caught P607,from Hagen to Warburg, at Neheim behind 38.3542.
Three German railway police in the Dienstabteil looked rather unfriendly at
first, but soon brightened up and we got talking . The train was, of course,
packed and probably many of the passengers were going out to try to find
potatoes etc. I heard later that the British and American occupation authorities
were trying to stop this endless travelling to collect food. In Germany now,
this unhappy period of history is called ‘die Hamsterjahre’, which means
pretty well what it sounds like, a compulsive collecting of food ‘Just in case’.
The west viaduct at Arnsberg was still unrepaired, with a walking pace speed
restriction over it. There was shuttering in place for concrete and steel arch
repairs, but nothing further. The policeman said that small bombs had smashed
the two arches and not the big block-buster which had been dropped to cause the
whole tunnel end to collapse. Fortunately, it had only blasted the tunnel mouth.
All around the gorge were numerous small bomb craters. From the way all the railway men
talked about the tunnel and viaduct attack, I got the impression that
it was something they must relate to everyone who showed any interest at all, a
kind of ‘mini’ Bielefeld viaduct attack. At Bestwig, on shed, was 44.1316 üK
newly painted in shining black and red, a very splendid sight. In contrast,
further on at Nuttlar was 38.3409
newly done in plain black and most surprisingly with a round Wannen-tank
tender still in camouflage, clearly off a Kriegslok.
In the next off-duty time. I went for a day spotting on the main line east of Olsberg, near the foot of the incline. From 0900 to 1739 there were 13 loco movements only, one a BR 78 banker returning to Bestwig, a new type on this duty. But the one thing that made the day unforgettable was a Kassel to Düsseldorf train of eight old, non-corridor, clerestory eight-wheelers behind 01 .212 of Bw. Hagen Eckesey. This train and the opposite working were P341 and P342, later becoming E-trains. O1s from Eckesey shed, of which more later, were evidently used on it, a welcome sign of improvements on the line. The coaching stock that day was like nothing more than a set of David Bain or Clayton clerestory non-corridors on the old Midland. Going back, I evidently had to walk quite a long way towards Winterberg, because there was no military traffic, and I took the narrow-gauge Steinhelle-Medebach train from Steinhelle to Niedersfeld. The engine was a 0-8-2T with outside cylinders built in 1926; S.M.E No. 5. This line, now long closed, ran by the main roadside from Steinhelle towards Winterberg and at Niedersfeld turned east and finally reached the large upland village of Medebach by a series of remarkable reversing inclines. I regret now not looking more at this line, which was so near to Winterberg, and which seems almost as eccentric in its own way as the famous Obstfelderschmeide Bergbahn in the DDR.
Nearer
the end of the month, a weeks apart, I had my two longest trips yet, to Hagen
and Schwerte. On the first I went as far as Wuppertal to see a British civilian
police official. He simply told me to get in touch with Army N.C.O.s in charge
at the main stations and give his name if there were difficulties. So forthwith,
I hitched straight to Hagen. In my diary, I see no mention of the Wuppertal ‘hanging
railway’, the ‘Schwebebahn’. I vaguely remember seeing steel-work at one
point over the river. Perhaps it was not then back in working order. At Hagen Eckesey
shed, a big depot, two damaged 17s, 17.276 and 17.288, both of Bw Aachen
were present together with six BR 41s. Most of these were in camouflage livery.
The foreman told me about these splendid engines on troop trains, especially
those from the East Front, though they had been intended for fast freight when
introduced just before the War.
My 1944 Kursbuch showed many of these trains as DmW and SFR (D-trains with ‘Wehrmachtteil’ and ‘Schnellfronturlauberzüge’. The SFRs had limited accommodation for civilians and often ran from strange places in Eastern Europe to the big German cities, for soldiers on leave. In sidings near Schwerte shed were two strangers, 58.300 (a former Baden railways loco of Prussian G12) and a very small camouflaged 0-8-0; 55.171 lettered ‘Ostbahn’.
Back at the station, I had a close look at 39.149 of Bw Hamm standing there light, a very fine looking engine indeed, built by Henschel at Kassel in 1924. I saw now that it was a three-cylinder class. It was strange how the foreman had spoken of both the 39s and 41s, and the same day I had been able to look closely at two examples of the classes. I went back to Bestwig that evening behind 01 .228 of Hagen Eckesey shed in P341 and set off from Bestwig to hitch. My luck was out, for once, as I only got to Bigge by Army truck and had to walk the rest of the way, about 17km and it soon went dark and then began to drizzle. It was a long walk indeed and I finally slipped into the hotel about 2am.
JOURNEYS IN THE AMERICAN ZONE
This long tramp home rather put me off travel in the British Zone and I decided to try my luck in the U.S.Zone which began only a few miles south of Winterberg. I never fancied being stopped and questioned by British Military Police and judged, correctly it turned out, that a British uniform, a British pass (even fictitious) and above all, a British accent, would see me through. Furthermore, by this time we were working a four-watch system which gave me a fair amount of off-duty time. So between early June and late July, I made four long journeys into the northern part of the U.S.Zone. They were within what is now Hessen. During two of them I stayed overnight in a transit barracks the Americans had set up in a large underground air-
The
first trip was a day-outing to Giessen KBS 520),
behind 93s to Frankenberg and then on KBS 530 to Cölbe and Marburg. Train D80 (Kassel to
Frankfurt) ran past us near Cölbe, behind 01.1103 (Bw Kassel) and
across the temporary Lahn bridge. At Marburg several U.S. Army 2-8-0s were lying
dead; I shouldn’t imagine the German drivers would think much of these once
their own locos started to run again. D80 was still in Marburg station, so I got
in the coach reserved for U.S. servicemen. Main line trains in the U.S.Zone all
carried a coach or two reserved for troops, unlike the British who preferred to
keep all troops off civilian services and get them on special trains.
As
the Pacific accelerated out of Marburg, I began to wonder if there were not a
L.N.E.R. Pacific in front with the rapid exhaust beat. I did not realise that
the 01.l0s were three-cylinder engines. All the usual DRG and Prussian locos
were seen at Giessen with plenty of 50s and a few 44s. There were one or two of
the small 2-6-2Ts of BR64. I decided against photography and ‘shed-bashing’:
better safe than sorry. D375 (Frankfurt-Essen) came in behind 38.1410 (Bw
Frankfurt 1) and reversed. It left for the north-west behind 39.221 of Bw
Dillenburg. It was packed as I have rarely seen a train packed before or
since. This was surprising as it had not seemed particularly full when I saw it
the previous month at Hagen. A curiosity was 44.358
which had its allocation - Bw Dillenburg - painted on the boiler front and
tender side but carried shed plates for RBD Halle. I returned to Marburg at the
end of the afternoon behind a BR 50 üK on a P-train, in time to get the
connecting trains on to Frankenberg and Winterberg. Another unusual thing at
Giessen was a huge painted slogan on a retaining wall by the shed, ‘Nicht
qualmen’ - don’t make smoke. A particularly striking thing about these lines
in the U.S.Zone, at least, was the number of derelict locos abandoned in sidings
at almost every station along the line and on the north-westerly line out of Kassel
(KBS 340).
By this time, I was beginning to distinguish between
parts of a large class such as the BR55 - some quite small; others with high
numbers, much larger, and, the BR 93s with different shapes of cab. The
following day I noted a Bestwig BR 94 0-10-0T at Winterberg which had come up
to collect about 20 empty open wagons. There was a very great shortage of
open wagons at this time and the Russians, who were taking black coal from the
Ruhr district as reparations, were reputed not to be returning the empties; the
coal in the Eastern Zone , unlike in the Western Zones was mainly brown coal or
lignite.
On
June 13th, I went again to Marburg on the early train. An early Kriegslok was
on the main line to Cölbe.
I caught D80 again to Giessen, with the same engine as before. A small 2-6-0 was
on Marburg shed, 24.054, the first I had heard or seen of this much-liked class.
There was another sign of restoration at Marburg; 44.847 towing 50.817
As
we approached Kassel, the line from Bebra and Bavaria (KBS 500) came in on the
right and there was the famous Fulda river viaduct at Guntershausen. Seven of
its arches were destroyed and a temporary wood and steel structure filled the
gap. There are good pictures of it in Gottwaldt's 'Bundesbahn Album 1945-60'
and of the present reconstructed one in ‘Die DB Heute’ by Wagner. The
complex of junctions at Kassel ‘Bahndreieck’ was much damaged with a lot of
track lifted to repair essentials. The shed did not appear damaged nor, at
casual glance, did the nearby Henschel works seem too bad. The Hbf. with its
eleven terminal faces was in full use, although the station buildings were in
ruins. P707 arrived on time at 1530 behind 01.1104, built by Schwarzkopf
of Berlin in 1940 whilst I was waiting on the platform to take the train
out. It was fully streamlined with small smoke deflector plates on either side
of the chimney. Although I had a good look at it, I still thought it to be
merely a BR 01 with streamlined casing. I left Kassel at 1732 on P640 (Kassel-Altenbeken)
behind an unknown P8 (KBS 340). As we passed the shed on the north side, there
were three 'Kriegsloks' with the long condenser tenders. I was a bit worried
about what might happen at the Zone border crossing station at Haueda, but
though all civilians got off and back on the train after showing passes, I
stayed in the train and was not even spoken to. At the next station, Warburg, I
changed on to KBS 350 and went on to Bestwig in P616. I saw that the two BR 41s
and the damaged BR 42 had gone since my visit on April 4th. The coach was an
English-looking non-corridor eight-wheeler 2nd class and quite clean. At the
next station, Scherfede, the junction of KBS 350 and 249 from Braunschweig and
Kreiensen, was 44.577, one of the first of this class I had seen derelict at
Bestwig at the beginning of the year, and now repainted and working from Bw
Scherfede. It was 2215 when we arrived at Bestwig, the last train to arrive that
day. A railway man suggested I should go into the trainmen’s restroom near the
shed and so I ‘kipped-down’ there on the bench for the night. No one batted
an eyelid, surprisingly, when I told them what I was doing.
Next morning I went up to Winterberg on the 0515 behind 93.999. It seems that I did not go to bed when I landed back, as I noted with binoculars a heavy train of 42 coal empties hauled by 57.2627 and banked by 93.738 coming up the valley from the American Zone.
After
this I had twelve days of duty and hot weather off-duty time in an around the
village. The biggest hotel in the district was the Kurhaus which had an open air
swimming pool and, when this was filled, we spent much time in and around it.
The forest of course was unbearably hot and insect ridden as might be expected
among coniferous trees.
My
next journey was a day at Bestwig to watch the traffic west of the station. The
first thing I saw was another newly repainted loco in black and red; 44.1267 üK
of Bw Bestwig fitted with a Kriegslok round-tank tender. About noon, 38.2988 (Bw
Düsseldorf Derendorf) went towards Hagen with a five coach special, not
apparently carrying passengers, comprising two eight-wheeled clerestory
non-corridors, a standard bogie luggage van and two standard corridor thirds.
These were marked, on the usual hanging destination board, 'Probezug-Nicht
Einsteigen'; test train, do not board. P606 (Warburg-Hagen) due out at 1120,
left at 1230 behind 38.2978 having been brought in by 44.733
of Bw Warburg. No doubt this meant a loco failure to the east. It was the
first BR 44 I had seen on a passenger working. The 44 returned east later in the
afternoon on a P-train.
After two weeks without travelling any distance, I went on July 10th on a two-day trip. The early afternoon train south from Winterberg was double-headed with two BR 93s. Another 93 was on the Frankenburg-Marburg train. At Marburg D 79(Frankfurt—Kassel) came in behind 01.147 which was replaced ,for some reason, by 50.1703 leaving 40 minutes late. 38.2972 and 50.1413 passed through non-stop with a long special full of women and children; an Army special from the U.S. port at Bremerhaven . The Americans were beginning to bring in the families of the troops. D79,in contrast, had ten six-wheelers of various kinds and two 2nd class bogie corridors for servicemen.
We
stopped after 35 minutes running at Kirchhain with faulty brakes and did not
restart for 80 minutes, behind another 50 üK of Bw Treysa. During the long wait
a U.S. Army mail train (two corridors and seven bogie mail vans) passed behind
01.1099 going north and a military train for Berlin went through behind a BR
50üK. This had 1st and 2nd class DRG corridors, a ‘Mitropa’ diner and a ‘Wagon-Lits’
saloon. It was full of French and American officers. Poor old D79 finally
staggered into Kassel Hbf. well after dark, two and a half hours late. This time
I went straight to the American Army transit depot in the air raid shelter,
outside the station, primitive but clean and with respectable bedding. Next
morning I got up early, had a cold water wash but did not try to get an American
breakfast, instead eating one of my ration packs. I had this sitting on the
platform in lovely summer weather waiting for D198 (Kassel-München-Gladbach via
Soest). It came over an hour late from the carriage sidings and had two standard
bogie corridors and two of the old non-corridor coaches with a clerestory. The
loco was a BR 50. Several
BR 52 and 41s were running in and around the Hbf. and the shed. From the station
I noticed what was undoubtedly a coach of L.M.S.R. outline, though in DRG green. A
German railway man said it was ‘ein sehr alte Bauart’; a very old fashioned
style. No doubt he meant its curved profile rather like some of the old Prussian
six-wheelers. We decided it must have come from a British hospital train
marooned in France in 1940. I collected the numbers of a long row of derelicts outside Kassel, mainly BR 50s.
Two
more corridors and a mail van were added at Warburg, the first station over the
border in the British Zone. From there we took KBS 340. At Altenbeken was a derelict
BR39; 39.090. The great curved viaduct here had been broken in two
places and five arches altogether had gone. It had been repaired with the usual
steelwork. In the town, I noted that most of the bombing damage had been made
good with much new timberwork on buildings. In Neuenbeken stood a German-type
4-6-0; No. 6454, rather like a P8, with high pitched boiler or low boiler
mountings. This would be a World War One reparations loco which had drifted back
from east or west. From the train, Paderborn, an old cathedral town, did
not seem too badly damaged, though modern guide books speak of very heavy
air-raid damage. We were now only fifteen minutes late at Soest, where I got
off. In the yards at the east end of Soest there were few locos, but much rolling
stock trapped in wrecked sidings. I got a lift in an Army truck over the hills
south of the town to Meschede and so on to Bestwig, where I took the 17.50 train
up to Winterberg behind 93.999.
A
few days later, I went with two of my pals to Marburg. They, of course, knew of
my wanderings and wanted to see an American Zone town. One was a Scot and the
other from Berkshire and very voluble. The Scot, G., and I, let K. do all the
talking and we got very good snacks in an American Army club in the undamaged
town. Marburg is a very old university town and was full of Americans. I
remember we took a photo at the entrance to a synagogue; it had a notice board
in English and German, stating it to be for the use of German Jews and American
troops. Back at the station, I got a close look at 52.439 and saw how closely
these early 'Kriegsloks' resembled the final engines of 50 üK in the 3Oxx and
3lxx series, apart from the closed cab. On the way back, our second train, that
from Frankenberg, was pulling out of Bromskirchen station, at the Zone border,
when there came a wailing of sirens and two armoured cars roared up. The driver
of 93.209 had to push the train back into the station. The Americans were in the
Constabulary, something of an elite force of military police, formed to control
the smuggling of foodstuffs, especially potatoes and other vegetables or fruit,
from their Zone into the British Zone. They wore yellow bands around their
helmets and armbands. We agreed to let K. do all the talking and sat on the
step-boards of the ‘Dienetabteil’ whilst the Americans did a pretty thorough
search of the passengers’ luggage. K. had fifteen minutes of hilarious
conversation with a sergeant. He put on a very exaggerated accent and then even
G. joined in with the broadest of Scots. I kept quiet. The Americans were
delighted to meet ‘you Britishers’ and of course never asked for documents,
of which only I had any, fictitious at that. ‘These God dammed Krauts will keep
smuggling food into your Zone’ was all he had to say about the unhappy people
being searched through the train. Those were the ‘Hamsterjahre’ with a
vengeance.
A
few days later I made my last unofficial trip into the American Zone. This time
all went smoothly. At Marburg was a row of five newly-transferred P8s from RBD
Hannover and a newly repainted BR 50 üK; 50.2261 of Bw Wetzlar. This latter was
not, however, in black and red but in battleship grey. D79 had the same stock as
before and this time we had 01. 095 of Bw Frankfurt 1. All the way we gained
much time and had to stand at every stop. At Gensungen and at Guntershausen, I
had the chance to note in full the huge collections of derelicts; BR 41s, 44s
and 50s awaiting overhaul or repair. An odd-looking foreign outside cylinder
2-6-0 was shunting in Wabern yard and a Belpaire boilered 2-10-0, 58.2366 was
dead at Guntershausen. This was a former Polish loco of class Ty23. On a river
bank at Grifte, at a temporary bridge, lay 44.068 half buried in mud, with its
tender on top. It looked as if the bridge had been bombed and that the engine
had fallen into the gap. At the junction with KBS 500 to Bebra, 01.1081 was
waiting for us top pass. It. was on D86 (Hamburg—München dep. 0959 arr 0643 the
following day and third class only; those certainly were the days!) At that time
this train could only be used with special permit, ‘nur mit Zulassungskarte
benutzbar’ as the ‘Kursbuch’ said. I stayed at the same transit depot, as
before, but did not venture onto the streets. Even on a summer’s evening the
ruins of Kassel were no place for sightseeing, especially with both U.S.
Military Police and prostitutes around in numbers.
I
was up very early again next morning, to see as much as possible before train
D8O left for Marburg and Frankfurt at 0655. In the station were a BR 56(rebuilt
from a BR 55) and
a P8, both in plain grey livery, and on local trains. D167 from Kassel to
Wesermünde had 01.166 of Bw Hannover Ost. Wesermünde and Bremerhaven
formed a tiny American enclave within the British Zone, so as to give the
Americans a major seaport. D167 was really only a Bremen train extended. D80 had
01.1102, still with streamlining, and was from Bw Kassel. As we passed the shed
I noticed no less than three condenser tender Krieglsoks, 52.1930, 52.1967 and 52.1858
and later at Guntershausen 52.1989. Among more derelicts at Grifte was
89.7339, an aged Prussian 0-6-0T built around the turn of the century. It was
only when one saw the odd ancient, that it came home what a modern loco stock
the DRG had, at least in Westphalia and in Hessen. A British loco of the age and
style of this BR 89 would have passed unnoticed in the U.K. in 1946. Shunting
over the ‘hump’ in the yard at Treysa was 38.3319, this being the 800th DRG
loco which I recorded as “new” . The rest of the journey ‘home’ was
nothing untoward. The two-day trip out produced no less than 86 new locos plus
23 others seen before. During one of the visits to Kassel, I noted from the
timetable on the station the following D- and E-trains running to and from
Kassel or passing through. There were, in addition, numerous P-trains on the five
main lines which meet in or near Kassel and on the several branch lines, some
now closed, which lead to the city. The Wesermünde mentioned above and in the
following list is now known as Bremerhaven.
KASSEL HBF. STATION TIMETABLE JULY 1946 (long distance services only) |
Through Trains |
Train No. |
Route |
0113/0130 |
Dus624 |
Wesermünde—Frankfurt
|
0256/0328 |
D176 |
Wesermünde—Hannover—Frankfurt
(Friedrichshafen from 1st July |
1059/1110 |
D87 |
München—Würzburg—Bebra—Hamburg |
1925/1940 |
D88 |
Hamburg—München (as D87) |
2200/2215 |
Dus623 |
Frankfurt—Hannover—Wesermünde |
2348/0009 |
D175 |
Frankfurt—Wesermünde (from Friedrichshafen from July 1st) |
Arrivals |
|
|
0944 |
E161 |
Fulda—Kassel |
1605 |
D197 |
München-Gladbach—Soest—Kassel |
1610 |
E186 |
Wesermünde—Hannover—Kassel (Frankfurt from July 1st) |
2100 |
D79 |
Frankfurt—Marburg—Kassel |
2207 |
E341 |
Düsseldorf—Hagen—Bestwig—Kassel |
Departures |
|
|
0645 |
E342 |
Kassel—Düsseldorf (as E341) |
0650 |
D80 |
Kassel—Frankfurt (as D79) |
0700 |
E185 |
Kassel—Wesermünde |
0840 |
D198 |
Kassel—München—Gladbach (as D197) |
1550 |
E162 |
Kassel—Fulda |
Notes: 1) Trains E185/6
became D185/6 from July 1st. 2) In the timetable (for today’s KBS 250) in the Summer 1946 British Zone Kursbuch appears the following note in heavy type (translated)-'Journey into the American Zone is only allowed on permit by the Military Government. American Military Police carry out rigorous checks of documents at Eichenberg'. 3) At Warburg, on one or other of
the longer journeys, I noted that E341/2 above had been demoted to P-trains.
However, by Autumn they were E-trains again . 4) 'Due' trains were U.S. Army leave trains with limited civilian accommodation. |
BÜCKEBURG
AND HAMBURG
I
come now to a period of 33 days- late July to late August 1946 when I notched up
no less than 588 new locos. The Forces were slowly beginning to release not only
the ‘old sweats’ - regulars who had joined before the War and volunteers and
conscripts who had been in since 1939 - but also younger men who had joined in
1941 and 1942, so both the Army and the R.A.F. were running courses for
Educational and Vocational Training (E.V.T. for short). Most of the R.A.F.
courses were at Air Force H.Q. at. Bückeburg on the former DRG main line from
Berlin to the Ruhr and Köln
(KBS 200) between Minden and Hannover. I had put in for a course in secretarial
work and I was accepted. My companion on the course from Winterberg was A.B. He
was not the ideal companion for journeys of any kind and was more at home on
a dance floor than on a station platform, let alone in an engine shed. Still all
went well; we did all our course work together perfectly- after all I had been
with him since the summer of 1944- but we parted company socially afterwards. We
went by truck to Hamm, but had missed the midday military train through Hamm to
Hannover. So we waited for D3 (Köln-Deutz—Braunschweig).
There seemed to be much traffic through Hamm, D-, E-, and P- trains hauled by
Pacifics, large and small, 41s and 39s and of course, the P8s. When the
train arrived behind 01.196 of Bw Hannover Ost we found it packed, but as usual
we were comfortable in the Dienstabteil. A small girl, of about 9, was in the
compartment in charge of one or other of the railway men. The stock was eight of
the Russian non-corridor clerestory bogies and two standard DRG corridor. There
was traffic everywhere with all of the usual DRG and Prussian locos. The great
gap in the double viaduct near Bielefeld had been covered by a permanent avoiding line, built very quickly by the German army, so one of the
railway men told me. This turned off very steeply downhill to the south, across the valley
floor and back steeply up the opposite hillside. It was very carefully banked
and we seemed to shoot round it at high speed. The bridge itself was an awful
sight and the whole area was pock-marked by flooded bomb craters. It was still
being used in the same way when I saw the line again in the summer of 1949,
though the rebuilding of the viaduct was then in hand. Derelict at Löhne,
I noted two BR 17s, 17.1135 and 17.1167. The journey to Bückeburg took exactly
three hours; today it takes 65 minutes to Minden and 7 minutes on to Bückeburg.
After settling in on the course an in our billets, my first off duty task was to get hold of a timetable. I got one without any trouble from the R.A.F. N.C.O. in charge of the station. It was the complete British Zone ’Kursbuch’ of standard size with 236 pages and had come in use on July 1st. It included all services passing through the Zone and the tables of the adjoining American and French Zones which had services beginning in the British Zone. The only reference to the Russian Zone was the L11/12, the ‘Nord Express’ of which more later. There appeared to be no other crossing points into the Russian Zone for passenger trains. The military trains of the three Western powers apparently all went via Helmstedt. The Flight Sergeant also gave me the military train service through Bückeburg. The complete train service, civil and military is given below.
BÜCKEBURG STATION TIMETABLE JULY 1946 |
Train No. |
From |
Bückeburg |
Via |
To |
WESTBOUND CIVILIAN TRAINS |
||||
D8 |
Braunschweig |
(00.40) |
Altenessen |
Köln Deutz |
P234 |
Vorsfelde |
00.51 |
Altenessen |
Köln Deutz |
P214 |
Hannover |
06.41 |
Altenessen |
Duisburg |
D24 |
Braunschweig |
07.34W |
Essen |
Köln Deutz |
P258 |
Hannover |
08.49 |
- |
Minden |
D312 |
Hamburg Altona |
(10.38)Z |
Altenessen |
Köln Deutz |
D4 |
Braunschweig |
(11.24)W |
Wuppertal |
Köln Deutz |
P284 |
Helmstedt |
11.41W |
Altenessen |
Düsseldorf |
P240 |
Hannover |
15.02Su |
- |
Minden |
P246 |
Lehrte |
15.46W |
Altenessen |
Köln Deutz |
D14 |
Hildesheim |
(16.16)W |
Altenessen |
Oberhausen |
P242 |
Stadthagen |
17.18W |
- |
Minden |
L12 |
Berlin (M.W.Sa) Copenhagen (Tu.F.Sa |
(18.40) |
Wuppertal/ Köln |
Paris |
P250 |
Lehrte |
19.11W |
- |
Bielefeld |
P248 |
Hannover |
22.53 |
- |
Minden |
D6 |
Braunschweig |
(23.16) |
Wuppertal |
Köln Deutz |
WESTBOUND MILITARY TRAINS |
||||
M5 |
Hamburg Altona |
07.49 |
Osnabrück |
Hook of Holland (leave trains) |
TpM53 |
Hamburg Altona |
10.17 |
- |
Bielefeld |
M1 |
Hannover |
10.50 |
Osnabrück |
Hook of Holland (non leave train) |
M9 |
Cuxhaven |
16.09 |
- |
Krefeld |
M7 |
Hamburg Altona |
17.05 |
Osnabrück |
Calais |
M19 |
Hannover |
18.54 |
- |
Brussels |
TpM57 |
Hamburg Altona |
19.50(not Sun) 21.29(Sun) |
- |
Bielefeld |
M13 |
Bad Harzburg |
19.30 |
Osnabrück |
Münster (every four days) |
EASTBOUND CIVILIAN TRAINS |
||||
D7 |
Köln Deutz |
(02.35) |
Altenessen |
Braunschweig |
P233 |
Köln Deutz |
03.31 |
Essen |
Vorsfelde |
D5 |
Köln Hbf. |
(04.25) |
Wuppertal |
Braunschweig |
P247 |
Minden |
04.44 |
- |
Hannover |
P249 |
Bielefeld |
05.30W |
- |
Hannover |
P235 |
Hamm |
08.55W |
- |
Hannover |
L11 |
Paris |
(10.55) |
Wuppertal |
Berlin (Tu.Th.Sa.) Copenhagen (Su.M.F.) |
D13 |
Oberhausen |
(11.15)W |
Altenessen |
Hildesheim |
P259 |
Minden |
11.34 |
- |
Hannover |
D311 |
Köln Deutz |
(13.35)Z |
Essen |
Hamburg Altona |
D23 |
Köln Deutz |
(15.00)WZ |
Altenessen |
Braunschweig |
P201 |
Duisburg |
15.22W |
Altenessen |
Helmstedt |
P241 |
Minden |
16.27W 16.43Su |
- |
Stadthagen |
D3 |
Köln Deutz |
18.18W |
Wuppertal |
Braunschweig |
P215 |
Köln Deutz |
19.37 |
Altenessen |
Hannover |
EASTBOUND MILITARY TRAINS |
||||
TpM58 |
Bielefeld |
09.35 |
- |
Hamburg (restricted) |
M20 |
Brussels |
09.52 |
Osnabrück |
Hannover |
M14 |
Münster |
10.04 |
- |
Bad Harzburg (every four days) |
M10 |
Krefeld |
15.27 |
- |
Cuxhaven (release only) |
M8 |
Calais |
16.39 |
Osnabrück |
Hamburg Altona |
M2 |
Hook of Holland |
19.19 |
Osnabrück |
Hannover |
TpM54 |
Bielefeld |
19.27 |
Hamburg (restricted) |
|
M6 |
Hook of Holland |
21.15 |
Osnabrück |
Hamburg |
Notes: Bracketed times are working timetable passing times. Z—marked
in timetable as requiring special boarding ticket. W-Mondays to Saturdays Su -Sundays only. Other days shown in similar code. T — ‘Triebwagen’ or diesel multiple unit train L11/2 were the ‘Nord Express’ alternatively to Berlin and Copenhagen. Barred to travel within Germany.
|
As our course kept us very busy during the day from
Monday to Saturday noon, I did all my railway observation in the evenings and at weekends
and must have missed a great deal of freight traffic. Much of the coal exported
to the east as reparations went over this level route. I was never able to find
just where the coal sent east through Bestwig behind all those BR44s crossed
the border but I have always suspected it to have been via the Bebra-Eisenach
crossing, though the American military trains certainly did not go that way.
Quite a lot of BR 42s and BR 52s were used on this route through Bückeburg
together with the ubiquitous BR 50. P8s handled almost all the P-trains but the
military and civilian expresses were in charge of 0ls and 03s indiscriminately
, with the occasional BR 41. The small wheels of the latter were no hindrance
when on so-called fast duties.
One
evening, the westbound ‘Nord Express’, the Copenhagen to Paris run on this
occasion, was slowed at signals through Bückeburg and I noted the coaching
stock; - two SNCF, one Belgian, two ‘WagonLits’ (all running from
Copenhagen to Paris) and four DRG and one ‘WagonLits’ running from
Hannover to Brussels. The loco was 01.172 of Bw Hannover Ost.
On
the first Saturday afternoon, I went to Minden, 9kms to the west. Fifteen
derelicts were stored at the shed, two BR 50, three BR55, two BR 17,four BR 58
and a modern Polish 2-10-0 of class Ty23; over 400 of these were built in the
1920s and 1930s. There was also a small American-built 2-8-0 of Polish class
Tr20, taken over by the DRG like the previous engine in 1941. The next day,
Sunday, I went on M20 to Hannover. At Wunstorf, where KBS 210 from Bremen joins
KBS 200, among a flock of derelicts was 56.3006 a former Lübeck—Büchen Railway
loco of Prussian G8.2 class, but fitted with full-sized smoke deflector plates.
41.108 was on a train of flat wagons standing in a lay-by loop; they were loaded
with tanks from Wesermünde en route for the American Zone. In Seelze yard, just
before Hannover, were many freight trains ready to go south, behind BR 50s, to
the American Zone, most of them having a guard of armed U.S. troops. In the Hbf.
at Hannover was 18.302 from Bw Bremen, a rather spindly looking Pacific from the
former Baden State Railway. There was also what I recorded as a 'white painted
diesel-electric U.S. Army medical train'. I cannot remember a thing about this;
it was probably one of the pre-war high-speed D.M.U. trains. I went out of the
station to Hannover Ost shed but did not press the foreman about going round as
he seemed rather reluctant to let me. The Army was very thick on the ground in
Hannover and clearly it was not like Bestwig, Arnsberg and Warburg. I did
however, see a streamlined 03;
03.193 and an ancient 0-6-0T, 89.7099. On that July Sunday, Hannover was
dusty, battered and hot so I returned to the station. 01.1102 from Bw Kassel was
in and also two Berlin trains behind Pacifies. Neither of these was heavy and
comprised first and second class DRG stock with ’Wagon-Lits’and ’Mitropa’diners.
I returned to Bückeburg in mid-afternoon on M9 from Cuxhaven to Krefeld. It
arrived from the north, via the Lehrte direction behind an Uelzen P8 and an 01,
leaving behind 03.090 of Bw Osnabrück Hbf. At Wunstorf, we passed an American
families train going south behind a Bremen P8.
One evening the following week, I had a two and a half hour session by the main line at Bückeburg. The westbound ‘Nord Express’ that day had come from Berlin and comprised: luggage van, one ‘Wagon-Lits’ Berlin to Paris, two SNCF coaches from Hannover to Paris and Calais, a ‘Wagon-Lits’ from Hannover to Brussels and three unmarked DRG composite corridors, but presumably Hannover to Brussels.
A heavy train of Polish ‘displaced persons’ went east behind 50.1939 from Bw Lehrte which was hauling about twenty four and six wheelers, and a flat truck with the officer in charge of the train’s British staff car on it. Probably he and his one or two men would return by road when the train had been sent safely across the Zone border at Helmstedt. My unit at Winterberg had about six of these unfortunates, all men who had been employed on forced labour in Germany. They lived with us for their keep and lodging until they, or somebody else, had decided what they were to do next. I remember how grateful they were for the small luxuries (in their eyes) such as good soap, tooth paste, razor blades and of course British cigarettes and chocolate. They positively fell over themselves do things for us. Yet at the same time they seemed to bear little malice or even distaste for the civilian population.
A VISIT TO HAMBURG
Among the men on the E.V.T. courses there was a lot of talk about the delights of a weekend in Hamburg. The R.A.F. had a big villa on the outskirts of Blankenese north west of the city. This was used as a transit depot for genuine travellers on leave or postings and also to accommodate men visiting the city on weekend passes, no other questions being asked beyond the production of the pass. I had other delights in mind than most of the people there! So I got a full long weekend pass (we were allowed to skip one Saturday morning and one Monday during the whole course) and went off on M8 (Calais to Hamburg) The whole thing was a marvellous success from my point of view, seeing exactly 200 new steam locos. One of the earliest P8s, 38.1020, painted grey, was at Hannover. A big synthetic oil plant on the way to Lehrte was heavily bombed but there was very little damaged stock and the track at Lehrte itself, one of the key junctions in all Germany, seemed in reasonable order. On these very level lines, many BR 52s were working. 52.2736 (Bw Uelzen) was one which I had previously seen, and taken a photo of, on the west bank of the Rhine near Bonn in October 1945. At Uelzen, I noted the very last of the wartime production series of Kriegsloks; 52.7792. At Lüneburg was 54.416, an old small 2-6-0 of Polish and Austrian origins. It was dark when we arrived at Hamburg and I simply followed the R.A.F. blue crowd on to the electric train to Blankenese and bed.
At
first sight Hamburg seemed relatively little damaged. There was of course plenty
of explosive bomb damage but then the fine, upstanding apartment buildings
(found in the centre of almost all German cities) which looked undamaged, were
seen, close to, as mere shells. The city centre had been burnt-out by fire-bomb
air-raids, especially during one horrific raid and fire storm on the same August
weekend in 1942. But everywhere there was signs of restoration; buildings being
rebuilt from the inside. I noticed this on a bigger citywide scale in Köln
in 1949. Everywhere there were British and Canadian troops, but of course no
Americans. There were women galore too, of all ages 16 to 46, all trying to look
about 21. No, the railway was by far the most interesting thing to see in
Hamburg! The two great city stations seemed little damaged apart from missing
glass in the roof of the Hbf. and a hole in the roof of the circulating area at
Altona.
On Monday, the 5th, I departed, weary but still willing, on M7 Hamburg Altona-Calais. I travelled the whole way in the large 4-door end vestibule of the last coach. I missed little and on this one journey, collected 111 new locos. I chewed gum the whole way and by the time we reached Bückeburg about 1700 I was feeling a little sick. As we ran into the Hamburg Hbf. from Altona one of the double-decker push-pull trains passed with a 74.l3xx tank. Another was passed at Hamburg Harburg. Also in the Hbf. was a long train of covered vans loaded with civilians and their possessions. One van was marked in chalk ‘Ost Flüchtlinge’ - refugees from the east. These poor people were just a few of the many thousands being expelled from Silesia, Pomerania, West Prussia and part of East Prussia. This was done to compensate Poland for the Polish Eastern provinces; especially the Polish Ukraine, which had been incorporated in the Soviet Union. Thus it is that former German cities like Breslau, Stettin and Kattowitz are now called Wroclaw, Szczocin and Katowice. The train load at Hamburg would be resettled in the country towns and villages of Schleswig-Holstein. Quite a number of these refugees settled in Winterberg and in 1949 I even met, in Köln, a small boy who told me he had been born in Breslau. The run south on M7 was fast but we had long waits at every station. The only noteworthy loco I recorded was a strange 0-6-0T at Celle, 89.121, with a tall narrow chimney. It had come from the Pfalz Railway which served the southern part of what is now the state of Rheinland-Pfalz.
The long return journey gave me some idea of what the pre-war DRG must have been like. This part of Germany was never the scene of the bitter land-fighting of March and April 1945 which had wrecked most of the railways to the west. In one of the servicemen’s clubs at Bückeburg, I read a most informative article in “Zone Review” which was published by the Control Commission, about the DRG in the British Zone. Out of 12,692 route kms in the Zone, only 1,050 were in operation in June 1945. By July 1946, when the magazine had gone to press, almost 12,000 were in use. In June 1945, the daily loadings were 16,ooo tons but by July 1946 had reached 160,000 tons. The Rhine railway bridges were being restored. The Baerl bridge was back in use in February 1946 (I crossed it in May). This was the first restoration in the north, excluding the famous Remagen rail bridge used, I believe, only by road traffic until its untimely collapse through overuse. Köln South bridge was open to single track in May and the Düsseldorf to Neuss bridge would be open to single track in August. It concluded the long article by stating the two obvious and coal; German energy and inventiveness would have to do all the rest. And we know all to well in Britain they certainly did, railway wise and in most other directions too. The next Sunday, I went again to Hannover and out to Dahren where goods avoiding lines from Seelze (KBS 200) to Lehrte (KBS150 and 220) cross over and send down slip curves to the route (KBS 250) to Kassel and Bavaria. The traffic was mainly freight behind BR 42 and BR 50. There was one P-train from Hannover to Kassel behind a P8. Dahren is near where the ‘Neubaustrecke’, at present under construction, begins.
Back in Hannover, I found that M9 from Cuxhafen had
broken down at Celle; 01.019 and its train were hauled into the Hbf. by 57.3198
from Bw Celle in reverse. On the way west we
passed a U.S. Army troop train behind 50.2054. This continual rail-borne traffic
of troops and military civilians is so strange when compared with the almost
universal use of aircraft for longer international travel today. On the Saturday
before the course ended, I tried to get to Hameln but on arrival at Löhne found
there was no suitable train. I went to the shed and the foreman said I could go
round. For some reason, I foolishly rang the R.T.O. office in Bad Oeynhausen and
was told very brusquely to get off the premises. I had forgotten Löhne
was so near the Rhine Army H.Q. The chap at the other end then rang the foreman
and told him to see me off. But as it was pouring with rain now, I hung on and
we chatted in the usual style. There were 63 locos allocated to the shed and 15
were broken down or damage. There were BR17s and 57s as well as a few Belgian
0-8-0s. I never found out how the latter came to be at Bw Löhne.
I noted a fair number of the locos on shed on my way out. I went on to Bad
Oeynhausen and returned to Bückeburg on the Autobahn by military truck am far
as Bad Eilsen and by R.A.F. bus down to the town.
Before our return journey to Winterberg at the end of the course the following week, I persuaded A.B. to come with me via Kassel and Marburg. I spun the office staff a tale about the remoteness of Winterberg and its ease of access via the American Zone. So they made our double route-form that way. We left Bückeburg in TpM58 at 0935. This was a single-unit diesel railcar painted red and both comfortable and smooth-running. We hoped to catch D186 (Wesermünde—Frankfurt) but Army Movement Control people in Hannover told us we would have to go overnight.
So
off we went for the day to a house near Celle the Army used for casual
travellers through Hannover. I went into Celle after lunch and saw 03.114 on the
westbound ‘Nord-Express’. The formation that day was an SNCF luggage van,
two SNCF corridors running from Copenhagen to Paris; one ‘Wagon-Lits’ diner
and three non-corridors and a Danish wooden corridor coach all running Flensburg
to Hannover. It looked as if this train was now open civilian travel for part of
the way at least. Back at the Hbf. in late evening, Dus 614 rolled in behind two
P8s at 2210. This was a new train not listed in the tables for Kassel, shown
earlier. There were firsts and seconds and some sleepers (reserved for Americans
travelling through to Frankfurt from Wesermünde). The officer in charge of the
train, a lieutenant, took our route form and travel chit, despite our protests,
and there we were in the middle of Germany, in a train supposed to be for
Americans only and without documents! But nothing went wrong, discipline-wise,
though as far as a quick, convenient journey went, it was a disaster. I’ll
never forget that endless journey which took us to, eventually, Frankfurt ; nor
I imagine will A.B.
When we reached Kassel in the early hours, there was a long delay and the Americans in our compartment cursed and swore; ‘These God dammed Kraut railroads’ and such like comments. Finally, we learned that KBS 520 - our line to Marburg and Winterberg - was blocked, so they said, by an explosion on an oil train. So back we went to Eichenberg. We arrived there at 06.30. The top-rank Berlin—Frankfurt Army train (the Americans called it ‘The Berliner’) was there behind a BR 50. We had 01.1095 of Bw Kassel, the first DRG loco I had seen in April 1945. D176 (Wesermünde—Friedrichshafen) came in behind 01.078. To add to the over-crowded scene, a French Army leave train, direct from Helmstedt and Berlin came in behind 39.239 of Bw Bebra; it was made up of the odd-looking French curved body stock with oval windows.
It
must have been a long time since Eichenberg had seen such a collection of
important trains, all impotent and apparently unable to go any further! ‘The
Berliner’ went out first, then we followed in the reverse direction now behind
a BR 50 from Bw Eschwege and up the long hill towards Bebra, through the
wonderful hill and forest scenery. Near Oberreiden, we crept along a rickety,
single track steel bridge over the River Werra, very near to the Russian Zone
which runs on the east bank of the river at that point. The French train was let
past us at Sontra and then we went on up to the summit at Cornberg and down the
long winding hill to Bebra. On the way down, we passed a northbound express
hauled by 03.1060 and banked by a BR 50.
We
waited about two hours in Bebra, very tantalising too, as I did not dare leave
the train. A.B. was feeling rather weary and travel sick now but the rail scene
kept me going! D176 followed us into Bebra on the opposite side of the island
platform, with its 01 tender first. There must have been no spare locos at
Eichenberg. It then reversed and went off to rejoin KBS 520 at Guntershausen.
This was at 11.30. We now had a BR 44 for the next leg of the journey, on KBS
500 to Frankfurt, direct via Fulda. We moved off at 1200 but after Bad Hersfeld
the engine had great difficulty with steaming and at Fulda we took a BR 42 as
pilot. We dropped it just before the summit tunnel at Flieden, and ran quite
fast down to Hanau in about 40 minutes. A.B. was quite groggy now and I had to
keep jollying him along. The whole way down to Frankfurt the locos were the
usual DRG and Prussian types. We finally came to rest at Frankfurt South station
where the U .S. Military trains began and finished .The loop line over the river
to the Hbf. was still out of use.
Fortunately for us the British Army had a house at Höchst on the west side of Frankfurt, where the few British troops in the district could live and where travellers like us might stay. An American Sergeant in charge at the station offered us transport to this place and I remember him saying to the German civilian driver, in very fluent German, ‘Du sollst sofort zurück kommen’ - you’d better come straight back’. So at last a decent meal and a wash. There was no comment about our long way round, nor about our lack of documents. The house overlooked, literally, KBS 610 (Frankfurt—Wiesbaden) but I did not see much. I think we went to bed very early but I did note 78.101, 38.1652 and 78.049 on local trains, whilst next morning 18.511 passed with DD1O1(Frankfurt—Bielefeld) a limited accommodation train requiring a permit when used by civilians. These PD- and FDtrains were coming into service as stock became available. That morning we got travel papers and were told to get the evening train from the Hbf. This would be Dus 613 or 615, the return working of the train we came on. ‘Not likely!’ we decided, and so after leaving the minibus at the south station we walked with our kit over a temporary river bridge to the Hbf. to catch P79 at 1600. All enthusiasts know of this most famous of all German stations. The four great train-sheds seemed undamaged except for the loss of wooden framing and glass. We got a very satisfying meal of tuna-fish sandwiches in the American club here. The journey north on P79 was quite uneventful; we simply walked past the ticket-collector at the barrier, talking loudly, and into the last coach which was reserved for American Occupation Forces. As usual the train of six-wheelers was packed except for the two rear coaches, which were almost empty. The railway yards at Friedberg were badly bombed and much rolling stock was trapped. There were the usual long lines of dead engines at each main station. In Giessen station was 38.1866 of Bw Frankfurt 3 and 86.525.
At Marburg South we got off, having been told that the Americans had a transit house nearby. It was run by a small squad of negro troops. Next morning, I noted the southbound ‘Berliner’ back on its proper route behind 50.704,and 41.142 on D185(Frankfurt—Wesermünde). We got lunch at the house and went by truck to the main Marburg station for the train to Frankenberg. This had a BR 93, of course, and at the rear some goods vans loaded with evacuees from Czechoslovakia and West Prussia. They had chalked this information on the van sides. These vans were detached by shunting the whole train, at Wetter and Münchhausen. We finally arrived at Winterberg, on time at 1915. With a little padding, the whole journey had taken from 0935 Tuesday to 1915 Friday. Had the British Army at Frankfurt had its way, we would not have arrived back until Saturday about noon. From the 1980 Kursbuch I find that one could leave Bückeburg at 0947 and arrive in Winterberg by 1354. The longer way round by Marburg is now impossible by rail since the Frankenberg to Winterberg section is closed.
Four days
after our
return from Bückeburg, I went off on 27th August on my fifth and final
home leave, again via the Hook of Holland. I went by lorry to Münster and then
walked to the junction of the barracks siding with KBS 280 (Münster—Rheine)
and there saw several BR 50, 41, 03 and one BR 86. There was nothing noteworthy
on the journey next day across Holland except for 91.1054 and 55.3100 carrying
N.S. numbers at Hengelo; more commandeered locos. On return in late September, I
had to travel via Hull and Cuxhaven. Railway property there seemed intact but
the shed was unapproachable amid many sidings. A British Army families train
with several 12-wheel sleepers left behind 56.2375. A P8 and BR 50 went south
on fish trains. Next morning I decided that as I was on my own I would go via
Hamburg and so I left Cuxhaven at 0600 on a Flensburg train. At Neugraben was
another of the former Lübeck—Büchen double-decker push-pull trains with a
streamliner; 74.1318. In the yards at Wilhelmsburg, there were several of the
geared 0-10-0Ts of BR 87. I stayed overnight at the R.A.F. house in Blankenese
where I had been in August. Next day, I left on a military train from Altona to
Münster. As we paused in the Hbf. another train of covered vans carrying
‘Eastern refugees’ passed through going north behind 50.908 of Bw Lübeck.
Presumably the train had come out of the Russian Zone at Lübeck. Near Harburg,
we overtook the third of the’ Kriegsloks’, 52.003 and in Celle was one of the
very last built of the P8s, 38.4016. There was nothing else out of the ordinary
until Bünde, near Löhne, where a Belgian 0-10-0, 9002 was lying dead. This
looked rather like a BR 57 taken by the Belgians after 1918. On the same shed
was a hefty 0-8-0T, 81.003; one of the small class built by the DRG in 1928
but not multiplied. A smaller version was the tiny BR 80, of which 80.014 is to
be found at Steamtown, Carnforth. At Osnabrück, we used the single track loop
north of the yards on KBS 270 (Löhne—Rheine) to reach the high-level platforms
on KBS 100 (Münster—Bremen—Hamburg). After an overnight at the barracks at
Münster, I hitch-hiked to Neheim, but had to spend yet another night there at
the transit house used by the local infantry, the Royal Scots Fusiliers. Next
day I went on by rail on P605 (Düsseldorf—Warburg) behind 38.3443. It was
packed so this time I climbed into the luggage van at the front to be greeted by
the unexpected sight of the Sergeant-Major of Royal Engineers from the local
railway control team.
We soon got into a deep and interesting conversation
about various railway matters. There was little progress on the Arnsberg viaduct
and he told me that the allocation of cement was quarterly only and was soon
used up. E342, the Kassel—Düsseldorf train which I had seen with a BR 01, had
gone back to six-wheelers and was worked on this occasion by a P8. Perhaps there
had been a failure because it was forty minutes late. The Sergeant-Major said
E342 now ran to München-Gladbach over the restored bridge at Neuss, This
final long winded journey had given me 146 new German locos; it lasted from
September 17th in Lancashire to the 23rd in Winterberg.
A few days later, I spent most of the day on KBS 350 at Olsberg. The line was very quiet with a total of 12 trains and one light engine. An east bound coal train with 44.492 and banked by 44.044 had a newly painted wagon lettered RAW Gotha, a works in the Russian Zone. It looked as if the bother about return of empty coal wagons had been sorted out. E342 still had only a P8 but the Prussian eight-wheel stock was back again. The P-trains also had P8s that day.
The Germans seem to be very fond of slogans and a platelayers hut near to where I was spotting had stencilled on its outside walls; 'Deine Arbeit gibt dem Rad die Sicherheit' - your work gives the wheel its safety. Somewhere else I saw another rather less apt slogan; 'Rader sein rollen für den Sieg' - wheels must roll for victory. In mid October I had my last lineside session at Olsberg and even less traffic was moving than earlier. Ten movements only were seen, including one banker returning light, with one loaded coal train and three westbound freight powered by BR44s. Three P8s were on P-trains and E342 had 01.215. Early in October, I picked up a copy of ‘Die Welt’, the principal post-war newspaper. A series of new long distance U- and FD- trains beginning on the 7th were reported. The ‘Nord Express’ ran now from Paris to Stockholm but via Bremen instead of Hannover. FD 191/2 ran from Köln Hbf. to Hamburg via Bremen and over either the Hohenzollern or Neuss bridges. The journey time was from 1025 to 1906 eastbound. Another FD pair ran between Köln and Ludwigshafen via Bonn, during the day southbound and overnight northbound, taking 5 hours and 28 minutes. Three were four or five similar pairs of new expresses including one between Amsterdam and Berlin.
My final trip away from
Winterberg, apart from two
short leaves in Germany, nearly ended in final disaster. I travelled with a sergeant
Air Gunner, now employed as a lorry driver, to collect rations from an Army depot
near Schwerte. Due to his reckless driving in overtaking a heavily loaded horse
drawn cart of logs on a bend, we were in a bad accident with a Volkswagen car
coming the other way. If I not been very quick my legs would have been crushed.
The lorry front was bashed right in and
we were stuck there at the roadside by the tunnel entrance for about two
hours before we could get a
lift and a tow. 01.181 went west on P342 but there were only four other movements. It was All Souls’ Day, November 2nd, and I too
nearly became one of the Holy Souls!
From 11th to 15th November, I was away on my own at Bad
Harzburg, the Army leave centre. We had an early morning start from the barracks siding at
Münster with 03.090 in reverse on M14. Apart from the normal locos there was nothing of interest until
Löhne, where
there was 17.235 on P514(Löhne—Osnabrück), and a red and cream 2-car D.M.U. , which ran between Bad Oeynhausen and
Köln for use of the Control
Commission, there was a meal halt of 35 minutes at Minden, in the style of Midland
days at Hellifield and Cud worth. At Hannover, another Baden Pacific, 18.316 ran
through light, our train changed engines to 41 .010 of Bw Hannover Ost for the
last stage to Hildesheim, Goslar and up to Bad Harzburg on KBS 240. For the final
11kms uphill we had a pilot, 38.3761 of Bw Goslar, arriving at 1347.
Next morning, I made straight for Goslar, rather naturally, but by road. This was a beautiful medieval town with no sign of war. The R.T.0. at the station, a Royal Engineers Sergeant, told me to go ahead and look round the station and shed. There were many BR93 tanks for the very hilly branch lines on this side of the Harz mountains. The eastern side was, of course, in the Russian Zone. There BR 56 and 58 for local freights and at the carriage sidings, 53.7533, a former Czech 0-6-0 dating from the end of the last century, was heating coaching stock. I noted 31 locos; the foreman told me 45 locos were allocated with only 24 in working order. In the town I met a Corporal from the Manchester Regiment, my father’s old regiment from 1899 to 1922,; the first soldier from this regiment I had seen since leaving England in 1944. I travelled back up to Bad Harzburg on P1949 (Goslar to Bad Harzburg) behind two P8s, 38.2099 of Bw Goslar and 38.2316 of Bw Hildesheim. After lunch at the leave centre, I went up the cable ropeway to the top of the Grosser Burgberg which over-shadows the town to the east. It rises 186m vertically in a distance of 481m and the journey took 3 minutes.
The weather was really November like with mist and chilly winds. I had a footpath map, however, and set off along the eerie paths over the hilltop to see if I could see the Brocken, 1142m high over the Zone border. As the mists swirled to and fro, it could be clearly seen across a deep wooded valley, with its summit hotel tower just like the Kahler Asten at Winterberg. At. this point the path was blocked by a light wood and wire fence bearing a rather intimidating notice in English, French and German, warning walkers to go no further because of the danger of being shot. I should imagine there is more than a light wood fence at that point today.
Down in the town once again, I
noticed that one of the earliest of the P8s was standing in the station;
38.1020 of Goslar shed. Its tender still carried the former Prussian Railway
number on the tender side, 2202. While I was down in that part of the town, 56.2153
from Bw Borssum came off the Eckertal branch with a short freight. This
stub line 8.5km long , still carried early morning and evening passenger workings
each way. It was the remnant of a line across the northern part of the Harz to
Halberstadt and the east.
It was a very pleasant short break, and an unexpected
one, in a very beautiful district but it was gloomy indeed in November 1946.
M13, the return train to Münster left on the fourth day at 1620 behind
93.1081 piloting 01.021 of Bw Hannover Ost. It was dark from Goslar and I only
recorded ten locos for the whole journey back to Münster. I travelled the whole
way in the luggage van with the guard, chatting about railways. He gave me full
information about military trains passing through his division, RBD Münster,
and these are summarised below. I took the detailed times of both journeys to
and from Bad Harzburg and our best start to stop speeds were 41.9mph between
0snabrück and Löhne,
39.7mph
between Münster and Osnabrück and on the return 39mph Goslar to Hildesheim and a
breath taking 45.7mph between Hannover and Bückeburg. We changed engines at
Hannover to 41.010 and again to 41.290 at Osnabrück reaching Münster at 2246.
MILITARY TRAINS PASSING THROUGH RBD MUNSTER NOVEMBER 1946 |
M1/2
Hannover—Osnabrück—Hook of Holland and return
M3/4 Marienthal (Münster barracks sidings)—Münster Hbf.—Rheine— Hook of
Holland and return M5/6
Hannover—Hook of
Holland (ran only when needed)
and return M9/10
Cuxhaven—Neugraben—Münster—Ruhr district—Krefeld
and return M13/4 Bad Harzburg—Münster (every four days) and
return Ml9/2O
Hannover—Münster—Krefeld—Brussels and
return M21/2 Osnabrück—Hamm—Holzwickede—Bestwig—Winterberg and return Note: M3/9 took passengers from M1O/M4 at Münster Hbf. M14/21 ran Mondays
and Thursdays only M13/M22 ran on Thursdays and Sundays only M21 arrived at Winterberg 1444. M22 left Winterberg 1550 The Winterberg trains were to serve the Kurhaus Hotel for Winter sports leave, and possibly during the rest of year for general troop leaves similar to Bad Harzburg. It had only just started as a centre and of course, lorry or bus travel was out of the question for this kind of leave centre in 1946. |
I spent the morning and early afternoon of the next day spotting near the south side junctions at Münster where the Ruhr district direct line via Haltern (KBS 320) begins. The usual lines of derelicts were found here but there was plenty of traffic going in and out of the yards south of the Hbf. The freights were in sole charge of BR 50s and 52s from Münster, Recklinghausen , Gelsenkirchen-Bismark, Wanne-Eickel and Hamm sheds. FD191 from Köln went north to Hamburg behind 03.218 of Bw Osnabrück Hbf. This was certainly an improvement on anything for internal civilian travel I had seen previously, with eight standard corridors, 2nd and 3rd class, and a luggage van. There were no wooden-boarded windows, nor was the train so crowded as usual. Ever since then, I have thought of this train as the first sign of real recovery I saw in the country which so blossomed in 1948 and 1949. I returned to the barracks in mid afternoon and left for ‘home’ in one of our trucks; the Winterberg direct train did not run on Fridays and I didn’t fancy a journey in semi-darkness in a crowded P-train.
My release number had now turned up and I knew for certain that I would be out at the end of January. There was plenty of snow up in the Sauerland and we had begun skiing again. On my first day out, I broke a brand new ski with steel edges on a half buried tree root and had to go back to my old army training skis, very worn at the edges. So over November and December I saw very little on the railway. I had unpleasant dental trouble over Christmas and on my final leave - a short 48 hour one - I found myself trying to eat cream cakes in an Army club in Berlin with a loose dental tampon in my mouth.
BERLIN! Most troops hoped for a chance to go there and four of us, all due for release, went by truck to Bielefeld on January 8th 1947. M16 left Bielefeld for Berlin at 21.45. Six coaches for officers and two for other ranks, with a sleeper added at Bielefeld formed the train. It was warm, very fuggy and when day broke , the windows were completely iced over inside. We reached Helmstedt at 03.20 and left after a short wait with all doors locked. A German inspector on the train told me that RBD Hannover had to provide power through to Berlin. All the country lines and most of the non-electric lines in Berlin were singled. All the electric lines in Saxony had been dismantled; all this from the inspector. We crossed the Elbe at Magdeburg by a very solidly built single line temporary bridge. We stopped at Genthin, Brandenburg at 07.05, Potsdam and reached Berlin Charlottenburg on the Stadtbahn at 09.15. The only locos I noted were 74.081 at Wildpark, 01.184 painted light blue and coupled to Russian coaches at Potsdam, 50.326 and 50.1595 at Bw Potsdam, and 52.1143 on a westbound freight on the long straight line at Wannsee. We lodged in great luxury at the Reichssportfeld (the pre-war Olympic stadium) in the west end of the city and travelled to and from it by U-Bahn. These trains were in good order with few windows blanked off but the S-Bahn stock of the DRG was in poor condition. The Stadtbahn and the famous Vollringbahn round the outskirts were in full use and of course there was no division of the city then. A map of the local services is the best way of describing the railway scene as this shows routes out of use.
I travelled the whole way along the Stadtbahn and from Westkreuz to Ostkreuz on the south side of the Ringbahn. There was no heating in the trains and though the service was frequent, it was dismal in the extreme even for a dedicated enthusiast, with the heavily muffled Berliners, the boarded windows, or what was worse, the windows repaired with rough lavatory-type glass. There was derelict S-Bahn stock everywhere and no sign at all of freight traffic or steam passenger trains. I got out at Ostkreuz to say that this was the furthest east I had ever been; it still is. I tried to get hold of a timetable but the best I could get was one from a travel agency covering Mecklenburg and Vorpommern (the north and north east of the Russian Zone). It is a shocking piece of printing though in normal Kursbuch style and looks as if it were on light blotting paper. Ironically, in March 1947, I got a perfectly good copy of the Russian Zone Kursbuch of November 1946 from an army friend I met at home .after release. He worked for the L. M.S. at home and was on leave from the R.T.O.’s office at Charlottenburg. He sent me the book when he went back.
It makes
fascinating reading, especially as regards the so called expresses and the complexities
of the Berlin S-Bahn. It shows absolutely nothing about any services linking the
three Western to Berlin, not even L11/12, the ‘Nord Express’ .If only I had
known of my friend’s posting in Berlin! It was bitterly cold and, for once, I went
around mostly with my three pals from Winterberg, sightseeing and taking
photographs, most of which were badly underexposed with the poor light, and eating
in army clubs. I didn’t risk any attempts to find sheds or even spend
long on stations.
On the second day, when waiting for a train at on the Stadtbahn 38.3042 was on
one of the through roads en route from Schlesischer Bhf. (now Ostbahnhof) to Magdeburg at
10.30 but I could find no such train in the Kursbuch when I returned home. On my
last
trip west on the Stadtbahn I noticed a P8 on a six coach of standard
corridors in the Schlesischer Bhf.; probably it was from Berlin to Dresden.
We left Berlin at 22.05 on the 11th and had an
uneventful journey. I remember that the officer in charge of the train was from
a Scottish regiment and was wearing tartan trews. We left Helmstedt and reached
Bielefeld at 10.00. The only notable observations were
a W.D. 2-8-0, 78675 ‘Sapper’ at Herford and the second of
the 01s, 01 .002 on the Rhine Army Special from Calais to Bad Oeynhausen. I
later found that the W.D. engine was employed in RBD Hannover on the Herford-Altenbeken
line (KBS 205). The line was used by the Army as a training line for the Royal
Engineers. The September 1946 issue of ‘Soldier’, an army magazine,
described the line as the ‘Detmold Military Railway’. The passenger service
in the 1946 Kursbuch shows a weekdays only service of three return
journeys Herford to Detmold and three through to Altenbeken from
Herford. The trains were numbered specially
between W1 and W20, rather as in the case of the private railways, but were still
shown as RBD Hannover. I remember we got a lorry lift from Bielefeld to Münster barracks and there we
sat tight in the
NAAFI club; it was miserably cold and none of us felt like stirring out on the
13th. There was no transport for us and we left on the 14th on the through train
from Münster to Winterberg, four coaches and a van behind 38.2653 of Bw Bestwig.
We four were the only passengers. At Bestwig the P8 gave way to 93.1074 and we
reached home at 13.35. The total count for the leave was 51 new engines, only six
being in the Russian Zone and Berlin. Demobilisatiom and departure day finally
came on Saturday January 25th.
About five of us were leaving and we set off with our belongings collected
in 22 months in the same place. I carried
my precious timetables and diaries in a German grenade case rather like a huge
metal executive’s brief case. After the last overnight stay at Münster barracks and the last sight of the Guardsmen who ran it, we took
M10 for Fischbeck transit camp near HamburgNeugraben. The ‘Nord Express’
overtook us at Osnabrück behind 01.009 of Bw Hamm. It had only five coaches; an old brown wooden ‘Wagon-Lits’
diner lettered in Danish running from Hamm to Nyborg, a blue ‘Wagon-Lits’ sleeper from Ostend to Copenhagen, with a second from Paris to
Copenhagen, a green SNCF compartment coach running from Paris to Stockholm and
an SNCF luggage van. I timed M10 between Münster and Osnabrück and the maximum
speed was 49mph at Lengerich. Before Löhne there was a 56mph dash by
Bruchmühlen. On leaving Hannover we were delayed with faulty brakes and I took
a few last snaps in very dull snowy weather outside Hannover Ost shed. Between
Lehrte and Celle we reached 47mph. By now it was darkening and snowing. We spent
the night and most of the next day at Fischbeck camp. That final evening all
those en route for the U.K. went to Neugraben station. It was bitterly cold and
there was no proper waiting facility. It was hard to tell whether it was sand or
fine, frozen snow or both that was blowing about. One chap had a big
bottle of some spirits not very appropriately called ‘Heiligee Wasser’ -
holy water - and we kept taking nips at this. A P-train came in from Hamburg
behind 38.1277; 1 stirred myself to go down the platform to get the number;
it was the last DRG loco I noted until 1949. Probably the train was P408 from
Altona to Stade or P412 Altona to Cuxhaven. Later came one of the well lit
double-deck trains behind a big 2-6-0T and, in quick succession, M10 from
Krefeld to Cuxhaven with two P8s and then our M11 or M12 from Flensburg behind a
P8 which arrived with the engine lost in a cloud of steam. I missed all the
others for the same reason.
We got down to Cuxhaven harbour station at 20.18 and
after a very fuggy night in a Royal Navy billet, went aboard the ship for Hull.
We sailed in the early hours and awoke to a calm sea and brilliant sunshine which lasted right until the Humber.
The day was January 28th and by the time we left Hull in the afternoon, the snow
had started. We passed L.N.E.R. No.1 at Selby on the ‘Flying Scotsman’ and
just about kept pace with the snow to Manchester and Kirkham Camp at Blackpool.
Two days later I reached Stalybridge near Manchester behind a Lancashire and
Yorkshire 2-4-2T No. 10925. I had
arrived home and so had the snow and blizzards of the winter of 1947.
The End