THE BRITISH MILITARY TRAIN
‘THE BERLINER’
1945 to 1991
By
Peter W Cooper
“‘The Berliner’ is the only British Military Train in regular service in the world”, stated the Ministry of Defence publicity issued to travellers privileged to use this train. Although this statement may have been inflated, ‘The Berliner’ was, nevertheless, very important in the communications of the Military between West Germany and West Berlin, and as a statement of the Free West!
Origins of ‘The Berliner’
At the end of World War 2, Berlin was divided into four Sectors, the Soviet Sector in the East, and the Allied Sectors in the West. The Soviets permitted the three Allied Powers, France, United States of American and the United Kingdom, a total of 16 trains per day through the ‘Corridor’ from West Germany into and out of Berlin (19 after the Berlin Blockade). (The ‘Corridor’ commenced at the West German town of Helmstedt and followed the route; Marienborn – Eilsleben – Magdeburg – Gusen – Brandenburg – Werder – Potsdam and left it at Griebnitzsee where it entered the Allied Sector in West Berlin).
Military freight trains began running on 27 July 1945, and military passenger trains shortly after this. ‘The Berliner’ commenced its regular service on 2 August 1945. The reasons for running these trains were:
§ To take personnel, their dependants and supplies to and from West Berlin.
§ To exercise Allied transit rights on a daily basis.
§ To force the Soviets to guarantee those rights in accordance with the ad hoc post-war agreements that always remained informal.
The origin of the name ‘The Berliner’ is not known, but no doubt was due in no small way of the British tradition of naming important trains. (The other Allied Powers in Berlin – the American and French – also had military trains and we shall read more about these later).
History of ‘The Berliner’
‘The Berliner’ ran continuously (except Christmas Days, and the Berlin blockade from 24 June 1948 – 12 May 1949) from 2 August 1945 and until October 1961, it ran to Hannover where it connected with another British Military Train named ‘The Crossed Swords’ which ran to/from the Hook of Holland to Hannover. From that month this train was discontinued, and ‘The Berliner’ was cut back to Braunschweig.
However from then on, a coach on a connecting train E3435 1326 from Hannover to Braunschweig (arr 1421) was reserved for British military personnel. The connecting service from Braunschweig was E3428 1300 to Hannover (arr 1356) and travel in reserved coach 23. It is interesting to note that on arrival at Hannover, coach 23 was attached to train D446; this provided a connection for servicemen travelling to units in the Ruhr.
It is also interesting to note, that ‘The Berliner’ connected into train D344 at Braunschweig to the Hook of Holland for the boat and train to Liverpool Street, for personnel travelling to the UK by surface means. D345 in the other direction also connected into ‘The Berliner’. These connections were mostly used by servicemen travelling on leave to/from the UK at their own expense, and occasionally by Territorial Army personnel during major exercises.
The schedule that ‘The Berliner’ ran to was a result of needing to connect with the ‘The Crossed Swords’ which connected with the British Railways or Netherlands Railway overnight sailings from/to Harwich and the boat trains to Liverpool Street, and these timings were kept when the train was cut back to Braunschweig. (The timings did vary by a few minutes between the summer and winter timetables).
The final ‘Berliner’ ran on Thursday 7 February 1991, with 132 271-8 having the privilege of being the last locomotive to haul it (Helmstedt to Charlottenburg).
Operation of ‘The Berliner’
The West German Government paid for the cost of running ‘The Berliner’, at roughly £2M per year (West Berlin was extremely important to West Germany). They were also the owners of the rolling stock. It was their status symbol of the free west, and as stated above, to exercise the rights of transit through East Germany to West Berlin. There is no doubt, if the cost of ‘The Berliner’ had been borne by the British Taxpayer it would have been abolished in October 1961, and replaced by busses through the ‘Road Corridor’!
The General Officer Commanding (GOC) Berlin (British Sector) was responsible for ‘The Berliner’. In 1945 its operation and administration was carried out by Q Movements British Troops Berlin, and the Royal Engineers provided the military manpower. In July 1965, following Army reorganisations, responsibility for Army Movements was transferred to the Royal Corps of Transport (RCT) and ‘The Berliner’ was run by 486 Movements Troop RCT. After further reorganisations, 486 Troop lost its independence on 30 September 1971 and responsibility for ‘The Berliner’ was passed over to Movements Troop 62 Transport and Movement Squadron (Berlin) Royal Corps of Transport (RCT).
It should be noted that ‘The Berliner’ was operated with the services and co-operation of both Deutche Bundesbahn (DB) and Deutche Reichsbahn (DR). Units in Berlin provided the military train staff, and Companie International Wagons Lits provided the dining car staff. Ordnance Services Berlin, and the Navy Army and Air Force Institute (NAAFI) supplied provisions for ‘The Berliner’.
The regular formation of ‘The Berliner’ was: two 2nd class coaches, a 1st class coach, a restaurant/kitchen car, a gepack wagon (a parcels coach) and a staff coach. It provided seating accommodation for up to 180 passengers, (additional coaches could be added at peak periods). The gepack wagon provided accommodation for the railway guard, post orderly, mail and emergency provisions. The staff coach provided accommodation for the OC Train, Train Conducting Warrant Officer, a duty interpreter, a post orderly and a troop of military guards. One of its compartments was reserved for any senior officers that may be travelling. The responsibilities and the ranks of the military personnel were as follows:
Officer Commanding ‘The Berliner’ (OC Train): A Captain appointed by HQ Berlin Infantry Brigade from one of the units stationed in Berlin, responsible for:
§ The security of ‘The Berliner’.
§ The discipline of the passengers.
§ Presenting all passenger documents to the Russian Duty Officer and Soviet Duty Clerk at the stop at Marienborn.
Train Conducting Warrant Officer (TCWO): A Warrant Officer Class 2 from 62 Transport and Movements Squadron (Berlin) RCT, (there was an establishment of four), responsible for:
§ Checking and collecting all passenger Movement Orders (Form BTD/B) together with military identity cards and passports of sponsored civilians, and accompanying the OC Train at the stop at Marienborn. (See below).
§ Train Manager.
Duty Interpreter: A Warrant Officer/Senior Non-commissioned Officer, fluent in Russian and German, attached to 2 Regiment Royal Military Police, (there was an establishment of five, and they could come from any regiment or corps), responsible for:
§ Accompanying the OC Train at the stop at Marienborn, and translating as necessary.
Post Orderly (except Sundays and Bank Holidays): A Corporal from the Berlin Postal and Courier Troop Royal Engineers, responsible for:
§ Supervision of loading and off-loading forces mail.
§ Security of the mail and courier post.
§ Sorting the mail whilst ‘The Berliner’ was in transit – a military TPO!
A troop of military soldiers: A Corporal and 8 Privates from a nominated regiment serving in Berlin, responsible for:
§ Searching ‘The Berliner’ inside and out before departure from Berlin and Braunschweig.
§ Guarding ‘The Berliner’ whilst in transit, and defence of ‘The Berliner’ in the event of attack. (A soldier was allocated to each of the coaches).
§ Checking boarding passes. (Passengers could only board via the coach they were travelling in).
§ Securing the carriage doors with locks and chains once everyone was on board.
§ Providing a duty signaller whose duty it was to keep in contact with Berlin Infantry Brigade to keep them informed of the progress of ‘The Berliner’.
Schedule of ‘The Berliner’
‘The Berliner’ normally took about four hours each way for its journey to and from Berlin, and the schedule is listed in the table below:
‘The Berliner’ - Schedule
Station Timings Remarks
Charlottenburg Dep 0836Arr 1925 The DR locomotive (a class 132) arrives/departs with the train from/to the sidings.
Griebnitzsee 0900/1925 The train enters/leaves the ‘Corridor’.
Potsdam 0902/09191908/1923 The engine is detached and searched. The DR guard joins/leaves the train.
Werder 0929/1900
Brandenburg 0944/1839
Kirchmoeser 0955/1831
Gusen 1015/1812
1033/1754
River Elbe 1040/1750
Magdeburg 1049/10511738/1741 Traffic stop.
Marienborn 1124/11381648/1709 All documents checked by the Soviets.
Helmstedt 1147/12051624/1638 Loco changed to/from a DB class 141.DR/DB train guard change over.
Braunschweig Arr 1228Dep 1600 The train is stabled in the carriage sidings, cleaned and prepared for the return journey.
The timings varied by a few minutes between the summer and winter timetables.
The Military Formality at Marienborn
Here, a most interesting and unique military formality was conducted. On arrival the OC Train, flanked by the TCWO (who carried the documents in a security briefcase marked HMSO) and Duty Interpreter alighted from ‘The Berliner’, marched very smartly down the platform to the Russian Checkpoint for the passengers’ documents to be checked by the Russian Duty Officer assisted by the Russian Duty Clerk. These documents (unofficially called ‘Flag Orders), had to be free of any errors. If a mistake was spotted on a Flag Order when compared against an identity card or passport, this could cause a delay to ‘The Berliner’. After the formalities were completed the party would march smartly back to ‘The Berliner’ and it would be on its way again.
There is no doubt a certain amount of fraternisation occurred here, and it was not unheard of for the Russian’s to ask for small items from the West that were not available to them. It was rumoured that the most popular items were ‘pin-up’ magazines! However, they would reciprocate by giving away Russian military badges, and signing a print of ‘The Berliner’ that could be purchased from the train, and I am lucky enough to have one!
Because passengers were not allowed to lean out of windows, and when stopped in East Germany had to remain seated, it was not possible for them to view this ceremony, except briefly if the party passed by them.
It is amusing to note that at this stop on the outward journey from Berlin the dining car would be in full swing serving lunch, and on the return dinner. This could be seen by any of the Russian officials, or East Germans on the station and viewed as how well people from the West were treated! However, the Russians, tried to counter this by having a ‘shop window’ dressed full of luxuries on the same platform as ‘The Berliner’ stopped, so that everyone on board could see it. No one ever saw any customers enter this ‘shop’ of course, and it was a source of much amusement!
Train Maintenance and Victualling
‘The Berliner’ was maintained by the Train Maintenance Team (TMT) of 14 Field Workshop Royal Electrical and Mechanical Engineers, with an establishment of three, a Captain, Staff Sergeant and Corporal. The maintenance was done on its return to Berlin in sidings near Charlottenburg Bf, and it could be rough work – particularly in the depths of winter! Spare coaches were also kept here, and used in case of any serious defects and also could be added to ‘The Berliner’ at peak times for additional accommodation.
Victualling was carried out by personnel of 62 Transport and Movements Squadron (Berlin) RCT, and they were informed in advance of the numbers ‘The Berliner’ was to cater for on a day-to-day basis. Supplies were ordered and collected from the Ordnance Depot in Berlin (fresh food, vegetables etc), and from the NAAFI Berlin (beers, wines, spirits, cigarettes, luxury items, etc). ‘The Berliner’ was also supplied with emergency provisions in case of any long delays enroute such as a derailment, blocked line etc. This occurred in 1985 when the line was blocked due to a derailment at Magdeburg, and ‘The Berliner’ was heavily delayed.
Train Catering
As we have seen so far, ‘The Berliner’ was run to an exceptionally high standard and the catering staff played a full part in this. They were supplied by the world famous restaurant car company of the Compagnie Internationale des Wagon-Lits et du Tourisme (CIWLT), and were permanent members of ‘The Berliner’ and lived in Berlin. There were two crews who each worked in turns, and each formed of two waiters, one cook, one kitchen help and a washer-up!
The food supplied on board ‘The Berliner’ was of course superb! The menu was rotated on a daily basis with seven different menus, each having a different colour. On the outward journey breakfast and luncheon was served. In the winter it was a full English breakfast, and in summer a continental one. For luncheon, you had a choice from the daily menu or a ploughman’s lunch. A cheese board was served for afters if you could manage it!
On the return journey, afternoon tea and dinner was served. Afternoon tea consisted of biscuits, tea or coffee. Dinner was from the daily menu, with a cheese board for afters. Each meal was served with tea or coffee, and a selection of wines, beers, sherry, spirits, liqueurs and soft drinks were available to purchase. ‘The Berliner’ even had its own-labelled Bernkastel and Claret wines!
The cost of this? If you were travelling on duty then the cost of all meals taken on board were free. If travelling on leave, then a nominal sum of DM5 (about £2) was charged each way. Alcoholic beverages and cigarettes were all priced at the duty free rates that HM Forces were entitled to. So not only was ‘The Berliner’ an exclusive way to travel, but was also very cheap!
Behaviour on ‘The Berliner’
As can be expected with such a disciplined organisation, behaviour on ‘The Berliner’ was expected to be exemplary, and nothing that would upset the Soviets was permitted. The following actions were prohibited: using cameras and binoculars, leaning out of the window, throwing anything from ‘The Berliner’, speaking or attempting to converse with East German Nationals or Soviet personnel. All passengers were to remain seated at all stops in East Germany. For security reasons, no one on ‘The Berliner’ was allowed to discuss any form of classified information, and special provision was made for the carriage of classified documents. Special instructions were issued in the unlikely event that fire was discovered on board. As on all trains, smoking was only permitted in smoking compartments. Smoking was prohibited in the restaurant car. Any passenger could be subjected to a search.
Rolling Stock and Locomotives
My research about this subject has been difficult and rather sketchy, but here is my best effort!
At the end of the war, ‘The Berliner’ consisted of any rolling stock that could be requisitioned and used CIWL dining cars. In the 1950s it got its own coaches which had two dining cars, coupled kitchen to kitchen. One was first class for use by officers, and the other second class for the use by soldiers. In 1965, when the train became the responsibility of the RCT, it was painted in the blue of the RCT with their title and crest on the side of each coach and Union Flag. Sometime in the 1970s ‘The Berliner’ received the coaches that were to last until its final run. When first introduced, they were painted in the blue of the RCT with the title and crest and Union Flag on the side of each coach. In 1985 the train was refurbished and repainted in the style of DB, but keeping the title and crest of the RCT and Union Flag on the sides. A computer booking system was also introduced. (A costing for new rolling stock was in process to replace this stock with new in the year 2000).
From 1945 until 1948, Helmstedt allocated Class 01 pacifics were rostered to haul ‘The Berliner’ right through to Berlin. From 1948 Berlin allocated 03s were rostered with the occasional 01, 041 and 052 being provided but only to Helmstedt. From Helmstedt DB locomotives hauled the train through to Braunschweig (Hannover until October 1961). Latterly locos involved were DR 118s, 132s and DB 141s. On 2 August 1985 the British wanted to mark the fortieth anniversary of ‘The Berliner’ by having it steam hauled for the day. However, the cost that the DR quoted was astronomically high so the idea was dropped.
The reason why no DB locomotives ran through to Berlin, was that the Soviet authorities would not allow them to. Any DR staff that was rostered on any train to the West was vetted to ensure that he had immediate family members living in the East!
Travel to Berlin
Authority was needed to visit Berlin and the following documents were required for travel by train:
1. Authority to visit Berlin.
2. Written evidence that accommodation had been arranged.
3. Staff Clearance Document – to be carried at all times.
4. Movement Order Form BTD/D (‘Flag Orders’).
5. B/Mov/11 military railway warrant, to be exchanged at the station for travel to Hannover.
6. BAOR Form 328 British Forces Rail Permit, for travel from Hannover to Berlin.
Reporting for ‘The Berliner’
There were four Military Railway Transport Offices (RTO), each manned by a Railway Transport Officer. It was mandatory to report in, and on the presentation of the correct documentation you were issued a boarding pass. These RTOs were at Hannover, Braunschweig, Helmstedt and Charlottenburg. If you were visiting Berlin, you also had to report to the Royal Military Police Duty Room at the Olympic Stadium as soon as you arrived.
If you wanted to pay a visit to East Berlin you had to report and enter via Checkpoint Charlie. Military personnel had to wear uniform for the visit.
Loadings of ‘The Berliner’
In the latter years of ‘The Berliner’, loadings were usually light. The exceptions to this were:
§ When units were changing over in Berlin.
§ When troops from Berlin were sent on training in West Germany. (Troops from West Germany were sent to Berlin to replace them for the training period – usually two weeks).
§ On school holidays. (See the St Trinian’s Specials below).
When any of these circumstances occurred, warning orders were issued by Headquarters British Army of the Rhine in their routine orders informing personnel the dates that travel on ‘The Berliner’ was restricted.
St Trinian’s Specials
There were no facilities for secondary education for children of service personnel stationed in Berlin. They had either to attend boarding schools in the UK or, Windsor Girls’ School/Windsor Boys’ School in Hamm West Germany. Many parents opted to send them to the schools in Hamm.
At the beginning/end of each term additional coaches were attached to ‘The Berliner’ to accommodate the pupils. (They travelled to/from Hamm, a distance of 226 kms, in reserved compartments of DB service trains). School staff accompanied them on the journey. However, as one can imagine keeping the pupils under control was no easy task, and it was not uncommon for some ‘schoolboy’ pranks to be played on the Russians at Marienborn! Some that come to mind are the St Trinian’s Choir loudly rendering ‘Rule Britannia’, and Russian soldiers searching around under the coaches finding eggs landing on their smart fur hats! There were even cases of Russian speaking children loudly questioning the parentage of Stalin with the guards, and asking them how many bottles of vodka the President could drink in a day!
There would always be the usual ‘diplomatic’ telephone calls between the Russians and British in Berlin about this misbehaviour, and it was rumoured that the GOC would be away from Berlin on these occasions! There is no doubt that if the Russians had ever invaded they would have got no farther west than Hamm!
Souvenirs
The following souvenirs of ‘The Berliner’ were available to purchase: postcards, a print of ‘The Berliner’ leaving Berlin from a painting by S Rieleit, philatelic cover of its fortieth anniversary, commemorative bronze medal, and of course its own labelled wines. You could also ask for one of the menus!
Freight Trains
The British Military ran a monthly freight train from Spandau to Helmstedt, which returned carrying stores and ammunition. Occasionally, special freight trains carrying tanks and other vehicles, which were sheeted over, ran from Spandau direct to Belsen/Bergen (for Hohne Ranges) when training was undertaken.
Ambulance Trains
The British Army of the Rhine had a fleet of ambulance trains, which were kept by 79 Railway Squadron RCT at their depot in Moenchengladbach. These were kept in case of conflict and used in NATO exercises. One of the coaches is preserved at the Royal Army Medical Corps museum in Aldershot.
The American Duty Trains
The American’s ran two daily return duty trains from Berlin; Frankfurt am Main Hbf (FF) to Berlin Lichterfelde-West (BL) – known affectionally as ‘The Berlin Express’, and Bremenhaven Hbf (BH) to Berlin Lichterfelde-West. Their schedules were:
Train No Dep From Arr To Remarks
Dm80609 2036 FF 0654 BL Ran via Kassel and Hannover. Formed of sleeping cars, couchettes, a club car and a duty car. Final run Fri 7 December 1990.
Dm80610 2022 BL 0653 FF Ran via Kreiensen and Kassel. Formed of sleeping cars, couchettes, a club car and a duty car. Final run Friday 7 December 1990.
Dm80638 2106 BL 0626 BH Ran via Hannover and Bremen. Formed of sleeping cars, couchettes, a club car and a duty car. Final run Tuesday 20 November 1990.
DM80637 2124 BH 0546 BL Ran via Bremen and Hannover. Formed of sleeping cars, couchettes, a club car and a duty car. Final run Tuesday 20 November 1990.
The train to/from Bremenhaven was mostly used by leave personnel.
The club car served snacks and non-alcoholic drink, (drinking of alcohol was prohibited), and there were also two porters on hand who did their rounds of the train selling snacks. The military train crew consisted of train commander, train conductor, interpreter, military policeman and a radio operator. They travelled from Berlin to Braunschweig and returned on the incoming service.
On one occasion the East Germans decorated the front of the loco with red flags, to celebrate one of their national holidays. However the Americans were having none of it and demanded their removal!
Other American Military Trains
Bremenhaven to Frankfurt: This train was ran in the conjunction with the troop ship USS General Randall, and also the cruise ship SS United States which carried large military families, and VIPs who wanted to travel by surface route and not fly. (On 1 October 1958 Elvis Presley disembarked from the USS General Randall at Bremenhaven and travelled on this train. Hundreds of fans greeted him there, and on the side of one of the coaches, the words ‘Welcome to Germany, Elvis Presley’ had been painted in white).
Paris to Bremenhaven Sleeper: This train ran in connection with the SS United States for personnel working at NATO Headquarters there, where the train layover. This train ended in 1966, when the French withdrew from NATO and its headquarters moved to Brussels.
Brussels to Destinations in Germany: Not much is known of this train.
CINC Europe Train: This was a streamlined DMU DB Class 608, numbered 608 801-7 and 908 801-4.
The French Military Train (train militaire français de Berlin)
The French Military Train ran three times per week from Strasbourg(S) to Berlin-Tegel(BT). The schedule of the train is listed in the following table. Because Berlin-Tegel was on a freight only line and was single, it took the train nearly an hour to get to the border with East Germany.
Train No Dep From Arr To Remarks
Dm80642 1726 BT 0658 S Ran Tue, Thu and Sat. Ran via Hannover, Frankfurt, Karlsruhe and Kehl. Formed of 16 coaches; sleeping cars, couchettes, bistro and duty coach. Final run Tuesday 27 September 1994.
Dm80641 1925 S 0958 BT Ran Sun, Wed and Fri. Ran via Kehl, Karlsruhe, Frankfurt and Hannover. Formed of 16 coaches; sleeping cars, couchettes, bistro and duty coach. Final run Wednesday 28 September 1994.
The bistro served light meals and drinks – including alcohol.
Flag Orders
Flag orders lapsed in June 1990, when the Soviets, abandoned their checkpoint at Marienborn without warning! (Germany was reunified on 3 October 1990).
Reciprocal Travel
Allies were allowed free travel on one anothers train, with the oddity that on the French train they were required to pay a charge for the use of the bedding!
The Berlin Blockade of 1948-49
Mention here, must be made about the Berlin Blockade because of the way the Soviets used the trains as a political weapon to try and force the Allies from Berlin.
In January 1948, Soviet guards stopped a British military train and held it for 11 hours trying to force the British to give up German passengers travelling under British auspices. When the British refused the Soviets detached the two carriages that the Germans were travelling in, and hauled them back to Berlin.
In February, it was the Americans' turn when the Soviets delayed a US military train enroute to Berlin at the Soviet Zone border on a technicality.
On the evening of Monday, 31 March, three US military trains entered the Soviet Zone and the Soviets demanded entry to them. One train commander evidently lost his nerve and permitted Soviet representatives to board. This train was allowed to pass through to Berlin. The other two trains were stopped, but the train commanders denied Soviet entry. The Soviets, however, did not attempt to force access. Since they had complete control of the railway signals in their zone, they merely had the trains shunted into a siding. The trains remained there until morning when they were hauled back to the West. Two British military trains were treated similarly to the latter two US trains.
On 2 April Russian guards stopped an American military freight train at Marienborn and removed a rail in front of it.
The Soviets eased their restrictions on Allied military trains on 10 April, but continued to harass rail and road traffic during the next 75 days. On 1 and 2 June no trains were allowed to run into and out of Berlin. On 21 June, the Soviets halted an American supply train and refused it passage to Berlin, and on the 22nd they placed armed guards on board and hauled it back to West Germany.
Finally, on 24 June 1948, all trains were halted and the Berlin Blockade began. No surface access to Berlin was allowed by the Soviets until the Blockade ended on 12 May 1949.
Preservation – Relics of the Cold War!
When ‘The Berliner’ ceased to run, the rolling stock was handed back to the German Government and is now running about somewhere in Europe no doubt! However, the kitchen/dining car of ‘The Berliner’ is preserved at the Museum of Army Transport, Beverley, N Yorks.
Two carriages from the American Duty Train are preserved at Fort Eustis Transportation Museum in the USA. A command car is preserved in a private museum in Berlin.
A carriage from the French Military Train is preserved in the Allied Museum Berlin.
Legends
‘The Berliner’ is now but a memory of the Cold War – but what a memory! It is a legend in its own right; it ran for over 45 years and no train like it will ever run again! It will always be a remembered with affection by anyone who was fortunate enough to travel on it, because it was indeed; an exclusive and privileged way to travel that money could not buy!
Websites
Berlin has a fascinating and interesting history. My research has taken me to many sites relating to Berlin, and I would recommend anyone interested in Berlin to visit them via a search engine.
However I must mention here two sites that have specific pages about the American trains and are well worth visiting for their historic value:
http://home.att.net/~rw.rynerson/index2.htm. Stories about Berlin and details of the American military trains.
http://www.geocities.com/albrwi/he/Helmstedt_1970-71.html. Archive photographs of steam locos at Helmstedt in 1970/71.
Tim Moriarty.
I have been very lucky. I have received the following memories from Tim when he was a US Army Train Conductor from December 1975 until February 1977. These are his memoirs which are I found very interesting and gave me further details and corrections to my article which I will update shortly. Thank you Tim! Now Read On!
I was a US Army train conductor from December 1975 to February 1977 and remember the trips well. As a conductor I was in the 4th Transportation Brigade in Frankfurt, but all of the other personnel on the train originated in Berlin with the Berlin Brigade. By the time I came off the trains, the Berlin Brigade has succeeded in transferring the conductor personnel slots to its own location.
No one from my unit moved to Berlin; instead, the BB recruited their own personnel to be conductors, and those of us in Frankfurt who hadn't already rotated back to the States were assigned to other duties.
I landed in an air freight office at Rhein Main AB, just outside of Frankfurt, where I saw how the "other half" (the Air Force) lived. Regarding the trip for Berlin-based personnel on the train, there were two MPs, an interpreter (could be military or civilian), a train commander (Lieutenant or captain), and a radio operator who radioed our location from various checkpoints enroute through the DDR. On the runs to Bremerhaven, all got off at Helmstedt (not Braunschweig - no need to go that far) and rode back in on the Bremerhaven-Berlin train. On Frankfurt runs, the MPs stayed on board and rode all the way to Frankfurt. They would lay over in a room at the barracks of HQ 709th MP Battalion at Gutleut Kaserne, about a 10-minute walk southeast of the Frankfurt/Main hauptbahnhof. It was a rather skanky room with just a pair of bunks and a wall locker. I lived in the same compound, just across from the 709th, until Gutleut closed in October 1976 and the resident units relocated elsewhere in the city. In addition to the trains in and out of Berlin to Bremerhaven and Frankfurt, there were also "trains" between Frankfurt and Bremerhaven. In reality the train north to Bremerhaven was just a couple of sleeper cars coupled to a German passenger train that departed FFM around 10:38 eachnight and was pulled as far as Hannover, where it was picked up by the Army's Berlin-Bremerhaven train. On the way to Frankfurt, it was pulled as far as Braunschweig by the train to Berlin, where it was picked up by the Berlin-Frankfurt train. I think the layover in Hannover was over an hour, and according to some of the other conductors, one of my predecessors liked to go down to a house of prostitution, clearly visible from the station's elevated platform, to enjoy the extended stay during the wee hours.Regarding the cars on display at Fort Eustis, VA, the coach is marked DBand must have been used after the 1970s, because it definitely wasn't inuse when I was there. There's nothing I've seen on it that distinguishesit as an Army rail car, and all of ours back then had the US ArmyTransportation Corps insignia on the sides and read U.S. ARMY as well.There's also a caboose on display, and a sign next to it states it was usedon the Berlin passenger runs, which is BS. Those were used by MPsescorting freight trains only. I never rode on the cabooses (I don't knowhow many there were - perhaps only one, since they weren't used withregularity), but I recall the MPs saying they didn't like the duty sincethe cabooses were cold and uncomfortable, and the Army freight trains werehandled as "extras" by the DR, so they spent a lot of time waiting endlessin DR freight yards for their train to get clearance to roll. If a caboosehad been attached to a passenger train, the conductor would have had theporter set up a sleeper room for him rather than spend the night in thecaboose. I must admit we were a pampered lot and would never have settledfor sitting up in a cold caboose seat all night when more luxuriousaccommodations were available in the next car.
Tim MoriartyFormer Rail SlugCopyright 2004
THE BERLIN BLOCKADE
Tim also helped me out with putting together this piece about the Berlin Blockade - thanks Tim!
Mention must be made about the Berlin Blockade because of the way the Soviets used the trains as a political weapon to try and force the Allies from Berlin and because it is so interesting and of much historic value.
In January 1948, Soviet guards stopped a British military train and held it for 11 hours trying to force the British to give up German passengers travelling under British auspices. When the British refused the Soviets detached the two carriages that the Germans were travelling in, and hauled them back to Berlin.
In February, it was the Americans' turn when the Soviets delayed a US military train enroute to Berlin at the Soviet Zone border on a technicality. On the evening of Monday, 31 March, three US military trains entered the Soviet Zone and the Soviets demanded entry to them. One train commander evidently lost his nerve and permitted Soviet representatives to board. This train was allowed to pass through to Berlin.
The other two trains were stopped, but the train commanders denied Soviet entry. The Soviets, however, did not attempt to force access. Since they had complete control of the railway signals in their zone, they merely had the trains shunted into a siding. The trains remained there until morning when they were hauled back to the West.
Two British military trains were treated similarly to the latter two US trains.On 2 April Russian guards stopped an American military freight train at Marienborn and removed a rail in front of it.
The Soviets eased their restrictions on Allied military trains on 10 April, but continued to harass rail and road traffic during the next 75 days. On 1 and 2 June no trains were allowed to run into and out of Berlin.
On 21 June, the Soviets halted an American supply train and refused it passage to Berlin, and on the 22nd they placed armed guards on board and hauled it back to West Germany.
Finally, on 24 June 1948, all trains were halted and the Berlin Blockade began. No surface access to Berlin was allowed by the Soviets until the Blockade ended on 11 May 1949. The Berlin Military Train - The Berlin Blockade The first train to cross the Soviet Zone and enter the city of Berlin, after the lifting of the Russian blockade, was the 'Berlin Special', a combined American and British Passenger train. The American section had been set up by the Office of the Chief of Transportation, European Command, in response to a request from the Chief, Public Information Division, for a press correspondents' train to precede the 'Berliner' slated to resume its pre-blockade regularly scheduled run from Frankfurt to Berlin.
Scheduling was arranged so that a British passenger train from Hannover could be joined to the American section at Helmstedt, the last stop in Allied Zone territory. First Lieutenant Arthur E Poland, TC, Assistant Chief of Rail Section, Transportation Division, EUCOM, was assigned Train Commander for the American consist. It was his responsibility to see that all passengers had proper travel orders with required Russian translations, and adhered to regulations pertaining to travel within the Soviet Zone.
Under his supervision also were the Military Police guards accompanying the train. The Russian restriction of surface transportation from the Western Zones to Berlin, and from that city outbound, was to be lifted at midnight, 11 May 1949. At 0834 hrs that day, amid much excitement in the Franfurt Main Station which was crowded with on-lookers, the American section of the 'Berlin Special' consisting of two sleeper cars, one coach, one diner, and one salon car, departed for Berlin.
The passenger list included officials of the Army's Public Information Division, approximately 60 press correspondents and photographers representing publication media of the United States and many European countries, AFN radio personnel, officials of BICO Rail Transport, and Transportation Division, EUCOM personnel. The Berlin Military Train - The Berlin Blockade Breakfast was served in a US Army diner shortly after departure time. Captain Edward D Livernois, Mess Supervisor for the 7795th Transportation Traffic Regulation Detachment, was aboard in the capacity of mess inspector.
Here the correspondents were briefed as to communication facilities available for the filing of their reports, and radio technicians set up their portable equirment for recording of interviews prior to arrival at Helmstedt. The 'Berlin Special arrived in Helmstedt at 1600 hrs that afternoon, brief stops having been made at Fulda, Bebra and Goettingen. At Goettingen, a surplus of chocolate ice cream in paper cups was passed out the dining car windows by passengers into the eager hands of German children clustered about the train.
The Rail Transportation Office at Helmstedt, commanded by Major Ferdinand Feliciano, 7795th transportation Traffic Regulation Detachment, became a headquarters for press operation. Although a skeleton force had been maintained at the RTO during the blockade, the final announcement of its impending release had permitted little time for the multitudinous arrangements.
Despite this, however, the Major and his small staff had coordinated telephone and radio communication facilities and secured vehicles to transport the PID, press and radio representatives up to the Autobahn check-point for the opening of the highway barricades at midnight. The Berlin Military Train - The Berlin Blockade The British consist, carrying more correspondents, arrived at Helmstedt and was attached to the American consist of the 'Berlin Special'.
After the ceremonial opening of the Autobahn barricade had been duly photographed, broadcast, and reported - and vehicles of all types were well on their way to Berlin - racing up the long-closed highway, the 'Berlin Special' departed at 0125 hrs 12 May, from Helmstedt. Tension ran high among the passengers as the train approached the Soviety check-point at Marienborn. Window shades, which had been drawn by the train crew members, were raised in the diner - where curiosity overcame a rather understandable apprehension. Marienborn station was dimly lit, but the stolid figures of Russian soldiers posted at 20-foot intervals along the platform were clearly discernible.
As the British-American train slowed to a halt, the Train Commander, accompanied by his 19 year old interpreter, Rct Jaroslaw Sawedcsuk, 7795th TTRD, stepped down to the platform where a Russian 2nd Lieutenant waited. After five minutes, which seemed incredibly longer, the two reboarded the train, which immediately got under way. Lt Poland still had the bulky roll of Russian translation copies of travel orders for every passenger in his pocket. "They didn't even ask us for them" he said wearily, as Marienborn station with its detail of Soviet soldiers standing stiffly in the dim arc-lights, was left behind.
Most of the passengers retired to salvage a few hours of rest before the anticipated arrival time in Berlin. The train passed over the Elbe River bridge and rolled on through the grey dawning hours - reaching Charlottenburg station in Berlin at 0530 hrs, almost an hour ahead of schedule. Press correspondents and photographers raced from the elevated station platform to advise the world of this historic event! The British portion of the train was detached and passengers alighted from the "Berlin Special". The early morning sun fell upon a strangely tranquil scene, where in the diner Lt Poland - the train commander, Captain Livernois - the mess inspector and four military police guards, with the reporter from the National Defense Transportation Journal, sat and drank a last cup of coffee and savoured this unique moment!
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