Photos by Peter http://peter-cooper.fotopic.net/ 12 rows en-gb 60 Aachen http://peter-cooper.fotopic.net/c1637689.html Aachen - a truly international rail-centre Sunday 1 June 1986: Aachen - a truly international rail-centre

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]]> Sun Jun 1 1986 Heysham Line http://peter-cooper.fotopic.net/c1121579.html The line to Morecambe and Heysham had become a backwater, as this once important and thriving line saw its traffic decline due to the closure of the line from Wennington to Morecambe via Green Ayre, the loss of its electric trains to Lancaster and loss of its link to Belfast and with it the associated freight and passenger traffic. I had grown up in Morecambe, worked on the railway at Carnforth and experienced personally this decline in the line. So during the period 1980 to 1982, when circumstances enabled me to return to Morecambe to live, I took this golden opportunity, whenever possible, to record and photograph what I saw. Tuesday 1 January 1980: The line to Morecambe and Heysham had become a backwater, as this once important and thriving line saw its traffic decline due to the closure of the line from Wennington to Morecambe via Green Ayre, the loss of its electric trains to Lancaster and loss of its link to Belfast and with it the associated freight and passenger traffic. I had grown up in Morecambe, worked on the railway at Carnforth and experienced personally this decline in the line. So during the period 1980 to 1982, when circumstances enabled me to return to Morecambe to live, I took this golden opportunity, whenever possible, to record and photograph what I saw.

On Saturday 23 Jan 1982, 25064 and 25191 travel light to Carnforth after working the Leith to Heysham Harbour gas field pipe train. They are seen passing King George V playing fields at Oxcliffe. On Saturday 00 Feb 1982, 25064 and 25191 travel light to Carnforth after working the Leith to Heysham Harbour gas field pipe train. They are seen passing King George V playing fields at Oxcliffe. On Mon 10/05/1982 25093(CW). Seen propelling its train towards Heysham from Oxcliffe Road Bridge. On Mon 10/05/1982 25093(CW) on the Carnforth ballast passes the site of Torrisholme Junction on the Heysham Line. Note the signal gantry above the roof of the brake van. The signal on the left hand post used to be for the line to Green Ayre, whilst the right hand post bore the signal for Morecambe Promenade Station. On Monday 10 May 1982, the local platelayers gang work on the line at Westgate Bridge, picking up surplus railway sleepers. The train was the Carnforth Ballast, which could be sent anywhere locally to work. (The trailer in the garden belongs to Lindbergh – High Fire Diver. He used to travel performing in shows in the UK and the USA, diving off his high diving board through flames of fire into a small pool of water below). On Mon 10/05/1982 25093(CW) on the Carnforth ballast. This photograph was taken from the occupation bridge at the end of Albert Road. The bridge has long since been demolished. On Monday 10 May 1982, the local platelayers gang work on the line at Westgate Bridge, picking up surplus railway sleepers. The train was the Carnforth Ballast, which could be sent anywhere locally to work. (The trailer in the garden belongs to Lindbergh – High Fire Diver. He used to travel performing in shows in the UK and the USA, diving off his high diving board through flames of fire into a small pool of water below). On Mon 10/05/1982 25093(CW) on the Carnforth ballast On Mon 10/05/1982 25093(CW) on the Carnforth ballast at Westgate. A nice washing day! You can see the milepost in front of the loco (1 mile from Morecambe Promenade), and also the starter for Heysham Moss. On Mon 10/05/1982 25093(CW) on the Carnforth ballast On Mon 10/05/1982 25093(CW) on the Carnforth ballast and you can see (the now demolished) occupation bridge. On Mon 10/05/1982 25093(CW). Seen propelling its train towards Heysham from Oxcliffe Road Bridge. (Photo taken looking towards Morecambe. Luck was with me on Mon 10/05/1982. I went to Oxcliffe Road Bridge to photograph the Heysham Moss to Haverton Hill (seen in this picture looking towards the Morecambe direction), when 25093(CW) appeared on the Carnforth Ballast. It is seen here propelling its train to Heysham passing the Heysham Moss to Haverton Hill, hauled by 40082. (See photo below). 25196, is seen passing King George V playing fields Oxcliffe On Thu 29/10/1981 25200 and 25199 run round the gas pipe train from Leith at Heysham Harbour to marshal it for unloading. On Thu 29/10/1981 25200 and 25199 run round the gas pipe train from Leith at Heysham Harbour to marshal it for unloading. (Heysham Golf Club is on the right of the loco's. On Thu 29/10/1981 25200 and 25199 run round the gas pipe train from Leith at Heysham Harbour to marshal it for unloading. The nice Heysham Harbour box is boarded up and locked out of use, although all the signalling equipment is still connected. On Thu 29/10/1981 25200 and 25199 run round the gas pipe train from Leith at Heysham Harbour to marshal it for unloading. On Thu 29/10/1981 25200 and 25199 run round the gas pipe train from Leith at Heysham Harbour to marshal it for unloading. On Sat 31 Oct 81, after working the Leith - Heysham Harbour gas pipe train the crew of 25200 and 25201, changed crews with 47252, and are seen departing Heysham Mossgate back light to Carnforth. On Sat 31/10/1981 25200 and 25201 propel the Leith to Heysham Harbour gas pipes train to position it for unloading. Heysham Golf Course is to the right of the locos. On Sat 31/10/1981 25200 and 25201 propel the Leith to Heysham Harbour gas pipes train to position it for unloading. On Sat 31/10/1981 25200 and 25201 propel the Leith to Heysham Harbour gas pipes train to position it for unloading. On Sat 31 Oct 81, after working the Leith - Heysham Harbour gas pipe train the crew of 25200 and 25201, changed crews with 47252, and are seen departing Heysham Mossgate back light to Carnforth. Details to follow. 25207 and 25213 travel back light to Carnforth after working the Leith to Heysham Harbour gas pipe train. On Friday 27 Nov 81, 25207 and 25213 work the Heysham Harbour to Leith gas pipe empties past King George V playing fields Oxcliffe. On Thu 01/07/1982, after being the first loco to visit Heysham Nuclear Power Station with a ‘dummy’ nuclear flask, 25258 returns light to Carnforth. rounds the curve just past the former Torrisholme East Junction (with the long closed line to Green Ayre and Wennington) 25289 and 25254 work the Leith to Heysham Harbour gas pipe train past King George V playing fields Oxcliffe. 18/12/81. On Tue 22/12/1981 in fading light and wintry conditions, 25289 and 25254 approach Westgate Bridge returning the empty gas pipe wagons to Leith. You can just see the outline of the gas rig Apollo II to the left of the sunset. 25289 and 25254 pass King George V playing fields Oxcliffe on their way to Heysham Harbour to work the Heysham Harbour to Leith gas pipe empties. 22/12/81. Sorry about the poor quality of this shot. However, I have included it because of its rarity. 25322 passes King George V playing fields Oxcliffe at the head of Heysham Moss to Carnforth fertiliser train. 02/01/1980. rounds the curve just past the former Torrisholme East Junction (with the long closed line to Green Ayre and Wennington) On 22/12/1981 31324 passes King George V playing fields Oxcliffe with the Haverton Hill to Heysham Moss. At this time 31s were rare on the Heysham Line. Tuesday 11 May 1982 and shows 40001 returning light after delivering the petroleum tanks to the Shell Distribution Centre. See The Visitor press cutting. 40019 with the Heysham Moss to Haverton Hill passing King George V playing fields at Oxcliffe on ? Dec 81. 40019 with the Heysham Moss to Haverton Hill passing King George V playing fields at Oxcliffe on Fri 27 Nov 81. 40033 passing King George V playing fields at Oxcliffe. 40062 passing King George V playing fields at Oxcliffe at the head of the Heysham to Stanlow tanks. 30/01/1981. On Fri 30/10/1981 40069 is seen passing Heysham Oxcliffe with a Heysham Harbour to Ripple Lane empty tank train. On Thu 13/05/1982 40074 departs Heysham Moss with 6E91 1126 Heysham Moss to Haverton Hill. (You can no longer take a photo from this occupation bridge. It used to be a Farmer Clarke's occupation bridge, however all his land has no been built on and there is no farm. The bridge is still standing but it has been blocked off by a wall of breeze blocks. (As the Berlin Wall came down, this one went up)! This was supposed to be a going away shot of the loco, but unfortunately I didn't wind my film on! Never-the-less I have included it because the field next to the line has now been built on. (The farm is behind the tree next to Mossgate Bridge). On Monday 10 May 1982, 40082 is seen passing Oxcliffe Road Bridge with the Heysham Moss to Haverton Hill. 40082 rounds the curve past out Moss Lane Crossing with the Stanlow to Heysham Tanks. 29/10/81. Fri 04/01/1980 sees 40090 at Shell Oil Distribution Centre Heysham Harbour marshalling the 6F48 0918 to Stanlow ready for departure. Frank Shore from Carnforth was the driver. That's him with the 6 and seven eigths spanner in his hand ready to clout me - (well that's what he used to do when I was his fireman at Carnforth in 1967)! Fri 04/01/1980 sees 40090 running round its train, 6P37 (WFO) 0510 Stanlow to Heysham Harbour so that it may propel it into the Shell Oil Distribution Centre. On Sat 18/04/1981, 40120 waits to depart Heysham Harbour station with the ‘Shoulder of Lune’ railtour tour run by Hertfordshire Railtours. On Sat 18/04/1981, 40120 waits to depart Heysham Harbour station with the ‘Shoulder of Lune’ railtour tour run by Hertfordshire Railtours. On Sat 18/04/1981, 40120 tails the the ‘Shoulder of Lune’ railtour tour run by Hertfordshire Railtours, past Oxcliffe Road Bridge. In the far distance the ICI works, served by Heysham Moss Sidings can be seen.

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]]> Tue Jan 1 1980 The Little North Western http://peter-cooper.fotopic.net/c1113068.html What a wonderful, wonderful line the Settle Junction to Carnforth is! Much overshadowed and neglected due to its close proximity of the much grander and famous Settle to Carlisle line, it is nevertheless much worth travelling over. The route from Settle Junction to Wennington is affectionately known as the Little North Western due to the fact that the North Western Railway built it, and ‘Little’ was added so not to confuse it with the larger London and North Western Railway. (The line between Wennington Junction and Carnforth F&M Junction was a joint effort between the Midland Railway and Furness Railway). The line between Settle Junction (MP 234¾) and Wennington (MP 249½) is 14½ miles long and the mileposts you see along this route are a phenomenon. They go back to the days of the Midland Railway and refer to the distance from St Pancras when the Midland Railway took ownership of the line, and regular boat trains used this route from St Pancras to Morecambe/Heysham via Wennington Junction, Lancaster Green Ayre and Morecambe Promenade. At Settle Junction (just to the west of the occupation bridge), a unique set of twin mileposts can be seen of mileposts 234¾, one on the S&C route and one on the Little North Western route. I would recommend a visit to line when there is something worth seeing because it still has the charm left from the steam age:  Settle Junction: Always worth a visit with its Midland signal box, wonderful semaphores, four tracks and don’t forget the unique twin mileposts!  Clapham: Here you can see the original station building (now in private ownership), the original up waiting room, and the remains of the junction with the Lowgill branch and even the remains of the cattle pens.  At Bentham you can see another unique milepost embedded in the railway bridge by the station, boundary posts in the field next to the up platform, and the original down waiting room. (The station buildings are relatively recent).  Wennington still with its semaphores and signal box – just. You can also make out the remains of the junction with the Lancaster line. (Unfortunately, the box has now been demolished, despite strenuous efforts in saving it by the Lancaster and Skipton Rail User Group). See their website at http://www.llmr.co.uk/index.cfm. I believe the box was dismantled and is now on the Burn Naze Railway at Fleetwood.  The stations at Arkholme and Melling, although closed long ago, are still in existence as private dwellings. The line oozes nostalgia, has never had a ‘makeover’ and for those interested in everything railway a day along the line spotting artefacts is a must before it is a case ‘here today – gone tomorrow’. I am particularly grateful to Peter Smith for allowing me to show his rare and very interes photo's. Thanks are also due to Gary Lewis, Mick Lewis, Ken Nuttall and John S Whitely. Tuesday 17 October 2006: What a wonderful, wonderful line the Settle Junction to Carnforth is! Much overshadowed and neglected due to its close proximity of the much grander and famous Settle to Carlisle line, it is nevertheless much worth travelling over. The route from Settle Junction to Wennington is affectionately known as the Little North Western due to the fact that the North Western Railway built it, and _Little_ was added so not to confuse it with the larger London and North Western Railway. (The line between Wennington Junction and Carnforth F&M Junction was a joint effort between the Midland Railway and Furness Railway). The line between Settle Junction (MP 234_) and Wennington (MP 249_) is 14_ miles long and the mileposts you see along this route are a phenomenon. They go back to the days of the Midland Railway and refer to the distance from St Pancras when the Midland Railway took ownership of the line, and regular boat trains used this route from St Pancras to Morecambe/Heysham via Wennington Junction, Lancaster Green Ayre and Morecambe Promenade. At Settle Junction (just to the west of the occupation bridge), a unique set of twin mileposts can be seen of mileposts 234_, one on the S&C route and one on the Little North Western route. I would recommend a visit to line when there is something worth seeing because it still has the charm left from the steam age:  Settle Junction: Always worth a visit with its Midland signal box, wonderful semaphores, four tracks and don_t forget the unique twin mileposts!  Clapham: Here you can see the original station building (now in private ownership), the original up waiting room, and the remains of the junction with the Lowgill branch and even the remains of the cattle pens.  At Bentham you can see another unique milepost embedded in the railway bridge by the station, boundary posts in the field next to the up platform, and the original down waiting room. (The station buildings are relatively recent).  Wennington still with its semaphores and signal box _ just. You can also make out the remains of the junction with the Lancaster line. (Unfortunately, the box has now been demolished, despite strenuous efforts in saving it by the Lancaster and Skipton Rail User Group). See their website at http://www.llmr.co.uk/index.cfm. I believe the box was dismantled and is now on the Burn Naze Railway at Fleetwood.  The stations at Arkholme and Melling, although closed long ago, are still in existence as private dwellings. The line oozes nostalgia, has never had a _makeover_ and for those interested in everything railway a day along the line spotting artefacts is a must before it is a case _here today _ gone tomorrow_. I am particularly grateful to Peter Smith for allowing me to show his rare and very interes photo's. Thanks are also due to Gary Lewis, Mick Lewis, Ken Nuttall and John S Whitely.

On Saturday 19 June 1982, the 0933 Leeds to Morecambe formed of Units 51823, 59819, 51830, 52078, 59708 and 52068 passes through Hellifield. On Saturday 19 June 1982, 25224 is seen departing Hellifield hauling failed DMU 56076 on the 0919 Morecambe to Leeds. 40150 on the Carnforth Ballast at Clapham Junction (North Yorks). The second man was Ken Nuttall. On 22 Aug 1980 31207 is seen by Carnforth East Junction signal box. The connection between the line from Wennington to Barrow has since been disconnected. On Wednesday 8 August, 25054 is seen waiting the road at Wennington on an exceptional load special from Carlisle New Yard to York BREL with coaching stock M1735 (Buffet/Restaurant), E81252 and M35300 plus brake van. This was an exceptional load not to be diverted from booked route – Controlled Route P. South of Wennington. Details to follow. South of Wennington. Details to follow. To follow. To follow. On Saturday 20 February 1982, 40128 hauling 6E91 1126 Heysham Moss to Haverton Hill takes the Wennington Line at Carnforth. On Saturday 6 March 1982, 40182 hauling 6E91 1126 Heysham Moss to Haverton Hill takes the Wennington Line at Carnforth. On Wednesday 8 August 1984, 31427 is seen approaching Gargrave with the 1550 Hull to Lancaster. On Wednesday 8 August 1984, 31442 is seen departing Wennington with the 1105 Hull to Lancaster. On Wednesday 8 August 1984, 40150 passes through Wennington back light to Carnforth after assisting the 0710 Morecambe to Leeds DMU. On Wednesday 8 August 1984, the morning DMU from Morecambe is seen arriving at Wennington. This photo is taken from the defunct Wennington – Green Ayre Line. (Note that the rear unit is a Cravens Unit, which was a rarity for the line). Signpost to Lune Viaduct by Arkholme Church. Tue 31 Oct 2006. Water tanker at Long Preston replenshing The Duke of Gloucester. Duke of Gloucester at Long Preston Clapham Junction station house. Clapham Junction waiting room. Tue 17 Oct 2006. Clapham Junction Station. Tue 17 Oct 2006. Milepost 241 and a half Clapham. Sat 16 Oct 2004. Milepost 241 and a half looking south. Sat 16 Oct 2004. Milepost 241 and a half looking north. Sat 16 Oct 2004. Milepost 241 and a half scenery. Sat 16 Oct 2004. The poor state of Wennington signal box can be seen in this photo taken on 13 June 2004. Settle Junction looking north. On Wednesday 8 August 1984, the 1208 DMU from Morecambe to Leeds is seen arriving at Wennington. 62005 at Wennington with the Carnforth Leeds leg of the Trans Pennine Pullman. Driver Jimmy Knowles at the control and Fireman Weatherill on the shovel. Sat 6 Mar 82. 33025 approaching Wennington on 17 Jun 2006. Photo courtesy of Gary Lewis. 37261 on the Witches Circle at milepost 241 and a half Clapham 16 Oct 2004. Photo courtesy of Gary Lewis. 48151 at Borwick. Photo courtesy of Mick Lewis. Peter Cooper showing off on the footplate of 70014 Iron Duke at Carnforth circa 1964. (I could fire the Britannias OK, but was a useless (coal-heaver) when it came to firing the Jubilees! 46029 on 2E71 1145 Morecambe to Leeds at Bare Lane on Sun 30 Aug 1980. Unidentified 40 at the head of 7E91 1202 Heysham Moss to haverton Hill Anhydrous acid tanks passes through Wennington in Feb 83. Photo courtesy of Peter Smith 47538 on 1P54 2345 Euston to Barrow sleeper passes through Wennington on 24 Apr 1983. Diverted because of engineering work on the WCML. Photo courtesy of Peter Smith - diverted London to Barrow sleeper. 47445 on 1P54 2345 Euston to Barrow sleeper passes through Wennington on 1 May 1983. Diverted because of engineering work on the WCML. Photo courtesy of Peter Smith - diverted sleeper at Wennington. 45054 at the head of 7E91 1202 Heysham Moss to haverton Hill Anhydrous acid tanks passes through Wennington on Photo courtesy of Peter Smith. 45054 at the head of 7E91 1202 Heysham Moss to haverton Hill Anhydrous acid tanks passes through Wennington onPhoto courtesy of Peter Smith 47068 at the head of 6Z95 0830 Barton on Humber to Corkickle empty phosphoric acid tanks passes Wennington on The track bed of the line to Green Ayre can be seen to the left of the photo. Photo courtesy of Peter Smith 25235 and 25060 on 1Z41 Plymouth to Keighley - The Worth Valley Wanderer approaching Clapham on 29 Sep 1984. Photo courtesy of Peter Smith. HST W43129 and W43130 1L65 0715 Carnforth to Hellifield passes through Wennington Station. They were used at Hellifield and Gisburn for filming a BR commercial and part of the awnings at Hellifield Station was painted for the purpose! Photo courtesy of Peter Smith. HST W43129 and W43130 1L65 0715 Carnforth to Hellifield approaches Clapham Junction (North Yorks) station. They were used at Hellifield and Gisburn for filming a BR commercial and part of the awnings at Hellifield Station was painted for the purpose! Photo courtesy of Peter Smith. Class 31 at Clapham with a Hull Lancaster service. Photo courtesy of Peter Smith. 31440 at the head of 2E84 1336 Lancaster to Hull approaching Clapham Junction station (North Yorks) on 10 Nov 1984. Photo courtesy of Peter Smith 31454 on 1M65 2237 Glasgow to Nottingham mail at Wenning on 3 Jan 1986. It was running about five hours late due to overhead line problems north of Carlisle. Photo courtesy of Peter Smith 55966, 55067, 55969, and 55979 on 5J07 1443 Manchester Red Bank empty newspaper train at Low Bentham on 4 May 1986. Photo courtesy of Peter Smith Green DMU at Wennington on 14 Nov 1987, deputising for a Pacer on the 0850 Morecambe to Leeds. Photo courtesy of Peter Smith. 31312 and 31276 on 6M24 0525 Mossend to Dee Marsh steel coil train at Wennington (0935), due to closure of the WCML because of engineering. (Freight was banned on the S&C at this time. Photo courtesy of Peter Smith. On Sat 30 Apr 1988, 47541 and 47234 pass Wennington Junction with the diverted 6V75 0620 Mossend to Cardiff steel coil train. Photo courtesy of Peter Smith

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]]> Tue Oct 17 2006 Settle Carlisle Railway - THE END OF THE NOTTINGHAM/LEICESTER SERVICES http://peter-cooper.fotopic.net/c1043567.html On Saturday 15 May 1982, weekday through services over the Settle-Carlisle line between Nottingham/Liecester (SO) and Glasgow came to an end. (The final day was Sunday 16 May 1982 – one in each direction). Sunday 16 May 1982: On Saturday 15 May 1982, weekday through services over the Settle-Carlisle line between Nottingham/Liecester (SO) and Glasgow came to an end. (The final day was Sunday 16 May 1982 _ one in each direction).

45005: On Saturday 15 May 1982, the driver of 45005 (TO) hauling the final 1150 Glasgow to Nottingham (running a few minutes late) makes a spirited departure from Appleby determined to enjoy his day out! (A few people are seen leaning out of the window). 45074: A lucky shot from a DMU. On Wednesday 27 May 1981 (with some very nice and unusual shunt signals in the picture) 45074 (TO) is seen on ballast at Skipton North. 46037: Not related to my article but a train worthy of mention non-the-less. On Friday 14 May 1982, 46037 (GD) is seen at Carlisle with the 1553 Carlisle to Edinburgh via Newcastle. 47219approach: On Saturday 15 May 1982, 47219 (IM) approaches Appleby with the final 0941 Leicester to Glasgow. (A few people are seen leaning out of the window). 47485: A lucky shot from the 1829 to Manchester. On Thursday 28 August 1980 47485 (BS) passes London Road Junction with the 1610 Glasgow to Nottingham. 47535: On Saturday 15 May 1982, newly named 47535 (BS) University Of Liecester approaches Skipton with the final 0715 Nottingham to Glasgow. What a wonderful railway scene this is, with signalbox, semaphores and even a water column to be seen! 47535appleby: On Saturday 15 May 1982, newly named 47535 (BS) University Of Liecester departs Appleby with the final 0715 Nottingham to Glasgow. 47535skipton: Taken from the buffet car at the rear of the final 0715 Nottingham to Glasgow shortly after leaving Skipton. (Note the fine signal gantry and the few people leaning out of the window). Saturday 15 May 1982. 85036: On Saturday 15 May 1982, 85036 is seen at Carlisle working the final 0941 Leicester to Glasgow forward from Carlisle to Glasgow. (Note that the buffet car has been removed). 40069: On Saturday 10 April 1982, 40069 (HM) coasts down hill at Bell Busk with the 1150 Glasgow Nottingham. 45005/47219: On Saturday 15 May 1982, 45005 (TO) departing Appleby with the final 1150 Glasgow to Nottingham brushes past 47219 (IM) as it arrives with the final 0941 Leicester to Glasgow. (Note the driver of 45005 waving to his comrades on 47219. It must have been a good day out for the crews because I noted three railwaymen in the cab of 47219)! 45005arrival: On Saturday 15 May 1982, 45005 (TO) hauling the final 1150 Glasgow to Nottingham (running a few minutes late) arrives at Appleby. 45049: On Saturday Thursday 28 August 1980, 45049 (CW) The Staffordshire Regiment (The Prince of Wales’s) stands in the centre road at Carlisle waiting to take the 1150 Glasgow to Nottingham forward. (4472 can just be seen in the picture). 45110: On Saturday 27 February 1982, 45110 (TO) approaches Helm Bridge with the 1150 Glasgow to Nottingham. 47268: On Saturday 3 April 1982, 47268 (HA) passes beneath the ‘Great Pennine Fault’ at Birkett Tunnel with the 0941 Leicester to Glasgow. 47405: On Saturday 3 April 1982, 47405 (GD) passes beneath the ‘Great Pennine Fault’ at Birkett Tunnel with the 1150 Glasgow to Nottingham. Firebuckets: Three different makes of fire buckets seen at Appleby on Saturday 15 May 1982 – now long since gone! Noticeboard: Notice seen at Appleby on Saturday 15 May 1982 with information about the new timetable. Summit: The lovely restored summit board at Aisgill taken from the train on Saturday 27 February 1982 - 269 and three quarter miles from St Pancras! Trainrunningboard: Express train-running board seen on the down platform at Appleby on Saturday 15 May 1982. Another artefact from a by-gone age now long since gone.

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]]> Sun May 16 1982 A 79 Railway Squadron Veteran Remembers! http://peter-cooper.fotopic.net/c980032.html I have received these wonderful memories from Jon Newman of his time serving with 79 Railway Squadron RCT. His memories really sum up the culture and comraderie that exists within the British Army. There were plenty of hardships to put up with, but the job always got done with vigour, enthusiasm and HUMOUR! And there was nothing in civilian life to compare with the atmosphere (or opening hours - DID THEY EVER CLOSE?) of the Squadron Bar. What fabulous humour though - even in times of adversity and tradgedy! Thank you Jon for your wonderful memories. Hi Peter, I've just read your web page on "The Berliner" and the one on 79 Railway Squadron. I served with 79 railway from 82 - 84 and thoroughly enjoyed it. The pictures on your page brought back many happy memories. Just a couple of questions though:1. Where has the mud track from outside the squadron office gone? it seems to have been replaced with a nice looking brick road. When I was there they never did anything like that because the Americans (with whom we shared the barracks) used to drive bloody great big Abrahams tanks down there which pretty much chewed up all the road surfaces. As you look down the road towards the Autobahn there is a sudden left turn as the road heads back up through the camp towards the front gate. Have seen a couple of American tanks that forgot to turn in time on this bend! 2. Did you see any of the older Locomotives whilst you were there? I have fond memories of the 225, 360, 400 and Barclay 275 locomotives (all named after their BHP outputs) Usually you would do your driver training in a Barclay 275 and then once qualified you cross trained in a day onto the others (learning how to start them, all started with compressed air, as well as how to service them etc). 3. Didn't see the overhead crane in any of your pictures, it should have been visable in picture 664.jpg (me at the controls, where's the fire box) was it still there when you visitied? We mainly used it for lifting or cars up to carry out repairs etc!! 4. Is the 26 club still attached to the end of the training wing? This was an old ambulance coach that was converted into the squadron bar. It was located at the end of the training wing against the side of the car park. In your picture of loco 668 you may notice on the floor a drain cover. Nothing surprising in that you may think, how wrong you would be. In 1983 the shunting yard got a make over. After all the nice new ballast was laid and old tracks etc were renewed, no one could find the drain covers. The german contractors had burried them. Several attempts were made to locate them and the more futile the attempt, the lower the rank of the person who was assigned to find them. Eventually some where down the chain of command (below Whale Poo) you come to the private soldier. To be more precise, me and a friend of mine called Tiny. We were due to go on leave at the weekend, so on Tuesday we were told to find all 6 drain covers, or cancel our leave! Fortunately I have 5 A levels and managed to confuse the troop sergeant and got to agree that we could go on leave as soon as we had located all six of the drain covers. 30 minutes later we were going on leave (3 days early) We knew roughly the line the drains were on, but not how far down the yard they were. We simply walked along with a compass, when the needle moved from North, we knew we had found something metal. Once we had found 2 of them the other 4 were easy to pace out and locate. Tiny and I were promoted up the chain of command to something (just) above Whale Poo! Your picture entitled The Railway is (unless I am mistaken) taken just outside the rail gate on the road down to Rhinedahlen HBF. There used to be a derailer there which is what I am assuming the soldier has just got out to open. Did you notice a track to the right hand side of this line? I pulled up there one day coming back into the depot whilst driving one of the DB loco's we had hired for a specific task. As I looked out onto the track I saw a volkswagen Passet going up and down on its springs. Being soldiers we all stayed and watched as the young couple went at it like no tomorrow thinking they were alone. How surprised were they when we all applauded after they finished!! How on earth you could fail to hear a 1500BHP locomotive pull up (brakes screeching etc) is beyond me, they must have been busy!! The locomotives as I am sure you all know are named after former Officer Commandings of the squadron. I remember Riley, he was in charge when I came back to do a promotion course. On the subject of Office Commanding, does the OC's office still have a bloddy great big (and heavy) sign on it saying some thing like "Eisenbahnbetriebesleiter". Means something like "person in charge of/responsible for the running of the railway" I think it loses something in translation, but it was an honourary title bestowed on the OC of the squadron. There was another one at Kaldenkirchen, the Kaldenkirch Klein Bahn used to perform some shunting etc for us at an Ammunition depot (the name of which escapes me at present) where we some times worked. The pictures of Percy were a shock. It was always bright green during my time there, and it certainly never have the letters "WD" on it. I remember some one put the Sergeant Majors bike on top of it once for a joke. He didn't notice it until the end of the day when he couldn't find it. He was not amused!! Did you get to travel up to "The other side"? Technically the depot where your pictures were taken is called Holt2. The other side as we called it was called Holt1. This was mainly a vehicle disposal site operated by the Army Ordanance Corps. The Army's scrapped vehicles all went in through here. Some were sold off if they still worked. Not surprisingly most of us drove ex-army Escort estates or Ford Cortinas, mainly because spare parts were free! I thoroughly enjoyed your website, it brought back many happy memories. If you are interested I will have a look for some pictures I have of the squadron,servicing the Berliner and re-railing one of the brand new 600 BHP loco's after it slipped between the rails at an ammunition depot because the curve was too tight for the gauge of the loco (bit embaressing that one) If you want them and I can find them, I'll send you a copy. Sunday 4 June 2006: I have received these wonderful memories from Jon Newman of his time serving with 79 Railway Squadron RCT. His memories really sum up the culture and comraderie that exists within the British Army. There were plenty of hardships to put up with, but the job always got done with vigour, enthusiasm and HUMOUR! And there was nothing in civilian life to compare with the atmosphere (or opening hours - DID THEY EVER CLOSE?) of the Squadron Bar. What fabulous humour though - even in times of adversity and tradgedy! Thank you Jon for your wonderful memories. Hi Peter, I've just read your web page on "The Berliner" and the one on 79 Railway Squadron. I served with 79 railway from 82 - 84 and thoroughly enjoyed it. The pictures on your page brought back many happy memories. Just a couple of questions though:1. Where has the mud track from outside the squadron office gone? it seems to have been replaced with a nice looking brick road. When I was there they never did anything like that because the Americans (with whom we shared the barracks) used to drive bloody great big Abrahams tanks down there which pretty much chewed up all the road surfaces. As you look down the road towards the Autobahn there is a sudden left turn as the road heads back up through the camp towards the front gate. Have seen a couple of American tanks that forgot to turn in time on this bend! 2. Did you see any of the older Locomotives whilst you were there? I have fond memories of the 225, 360, 400 and Barclay 275 locomotives (all named after their BHP outputs) Usually you would do your driver training in a Barclay 275 and then once qualified you cross trained in a day onto the others (learning how to start them, all started with compressed air, as well as how to service them etc). 3. Didn't see the overhead crane in any of your pictures, it should have been visable in picture 664.jpg (me at the controls, where's the fire box) was it still there when you visitied? We mainly used it for lifting or cars up to carry out repairs etc!! 4. Is the 26 club still attached to the end of the training wing? This was an old ambulance coach that was converted into the squadron bar. It was located at the end of the training wing against the side of the car park. In your picture of loco 668 you may notice on the floor a drain cover. Nothing surprising in that you may think, how wrong you would be. In 1983 the shunting yard got a make over. After all the nice new ballast was laid and old tracks etc were renewed, no one could find the drain covers. The german contractors had burried them. Several attempts were made to locate them and the more futile the attempt, the lower the rank of the person who was assigned to find them. Eventually some where down the chain of command (below Whale Poo) you come to the private soldier. To be more precise, me and a friend of mine called Tiny. We were due to go on leave at the weekend, so on Tuesday we were told to find all 6 drain covers, or cancel our leave! Fortunately I have 5 A levels and managed to confuse the troop sergeant and got to agree that we could go on leave as soon as we had located all six of the drain covers. 30 minutes later we were going on leave (3 days early) We knew roughly the line the drains were on, but not how far down the yard they were. We simply walked along with a compass, when the needle moved from North, we knew we had found something metal. Once we had found 2 of them the other 4 were easy to pace out and locate. Tiny and I were promoted up the chain of command to something (just) above Whale Poo! Your picture entitled The Railway is (unless I am mistaken) taken just outside the rail gate on the road down to Rhinedahlen HBF. There used to be a derailer there which is what I am assuming the soldier has just got out to open. Did you notice a track to the right hand side of this line? I pulled up there one day coming back into the depot whilst driving one of the DB loco's we had hired for a specific task. As I looked out onto the track I saw a volkswagen Passet going up and down on its springs. Being soldiers we all stayed and watched as the young couple went at it like no tomorrow thinking they were alone. How surprised were they when we all applauded after they finished!! How on earth you could fail to hear a 1500BHP locomotive pull up (brakes screeching etc) is beyond me, they must have been busy!! The locomotives as I am sure you all know are named after former Officer Commandings of the squadron. I remember Riley, he was in charge when I came back to do a promotion course. On the subject of Office Commanding, does the OC's office still have a bloddy great big (and heavy) sign on it saying some thing like "Eisenbahnbetriebesleiter". Means something like "person in charge of/responsible for the running of the railway" I think it loses something in translation, but it was an honourary title bestowed on the OC of the squadron. There was another one at Kaldenkirchen, the Kaldenkirch Klein Bahn used to perform some shunting etc for us at an Ammunition depot (the name of which escapes me at present) where we some times worked. The pictures of Percy were a shock. It was always bright green during my time there, and it certainly never have the letters "WD" on it. I remember some one put the Sergeant Majors bike on top of it once for a joke. He didn't notice it until the end of the day when he couldn't find it. He was not amused!! Did you get to travel up to "The other side"? Technically the depot where your pictures were taken is called Holt2. The other side as we called it was called Holt1. This was mainly a vehicle disposal site operated by the Army Ordanance Corps. The Army's scrapped vehicles all went in through here. Some were sold off if they still worked. Not surprisingly most of us drove ex-army Escort estates or Ford Cortinas, mainly because spare parts were free! I thoroughly enjoyed your website, it brought back many happy memories. If you are interested I will have a look for some pictures I have of the squadron,servicing the Berliner and re-railing one of the brand new 600 BHP loco's after it slipped between the rails at an ammunition depot because the curve was too tight for the gauge of the loco (bit embaressing that one) If you want them and I can find them, I'll send you a copy.

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]]> Sun Jun 4 2006 79 Railway Squadron Royal Corps of Transport - VISIT ON THURSDAY 27 AUGUST 1987 http://peter-cooper.fotopic.net/c980012.html On Thursday 27 August 1987, Allan Stanistreet a fellow railway enthusiast and friend of Major John Poyntz, arranged a visit to 79 Railway Squadron, Royal Corps of Transport. We were both given a driving lesson on the railway aboard loco 664 Riley and afterwards presented with a certificate of competency. This is a photographic record of the event! It was a truly great occasion and I feel very priviledged to have been allowed to go on the visit. Major John Poyntz is a fine officer in the great traditions of the British Army. Thank you John for the visit! Thank you Allan for arranging the visit! Thursday 27 August 1987: On Thursday 27 August 1987, Allan Stanistreet a fellow railway enthusiast and friend of Major John Poyntz, arranged a visit to 79 Railway Squadron, Royal Corps of Transport. We were both given a driving lesson on the railway aboard loco 664 Riley and afterwards presented with a certificate of competency. This is a photographic record of the event! It was a truly great occasion and I feel very priviledged to have been allowed to go on the visit. Major John Poyntz is a fine officer in the great traditions of the British Army. Thank you John for the visit! Thank you Allan for arranging the visit!

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]]> Thu Aug 27 1987 Settle Carlisle Railway - My early photo's! http://peter-cooper.fotopic.net/c955337.html This collection is dedicated to the Friends of the Settle Carlisle Line, to whom without their dedication, hardwork and persistence this line would have been lost forever. Thank you! Thursday 1 January 1976: This collection is dedicated to the Friends of the Settle Carlisle Line, to whom without their dedication, hardwork and persistence this line would have been lost forever. Thank you!

08624 travelling from Manchester via Blackburn and Hellifield to Carnforth for Sunday engineering works. Sat 19 Jun 1982. 25018 approaches Blea Moor hauling 7A09 0932 Carlisle New Yard to Willesden (date to follow). 25164 at Ribblehead Quarry on Mon 17 May 1982. 25200 at the head of 6P72 1400 Ribblehead Qarry to Bamber Bridge and is seen running round at Blea Moor. (Date to follow). 25251 and 31123 on Skipton stabling point behind the station on Sat 13 Mar 1982. 31161 at Skipton at the head of 1537 Carlisle to Leeds, Mon 17 May 1982. 31161 at Skipton at the head of 1537 Carlisle to Leeds, Mon 17 May 1982. 31161 stops at Settle on the 1537 Carlisle to Leeds, Mon 17 May 1982. I got off to take a photograph and was told in no uncertain terms to get back on by the station railman! 31200 passing through Hellifield with the 0857 Leeds to Carlisle on Sat 19 Jun 82. 31226 at Ribblehead hauling the 1537 Carlisle Leeds at Ribblehead on Sat 29 May 1982. 31226 at Ribblehead hauling the 1537 Carlisle Leeds at Ribblehead on Sat 29 May 1982. 31226 at Ribblehead hauling the 1537 Carlisle Leeds at Ribblehead on Sat 29 May 1982. 31237 at Settle Junction on the 1537 Carlisle - Leeds on Sat 22 May 1982. 31302 and 31272 on the 6E42 1536 Rylstone Quarry to Hull at Skipton on Mon 17 May 1982. 31302 and 31272 on the 6E42 1536 Rylstone Quarry to Hull at Skipton on Mon 17 May 1982. Note the lovely signal box, semaphore signals and water column! 37283 passing Hellifield South Junction with The Galloway Ranger railtour from Wolverhampton on Saturday 19 June 1982. This was scheduled for class 56 haulage but the stock was vacuum braked only and therefore could not be used. 40150 is at the head of the 1040 Carlisle to Leeds service approaching Settle Station on Sat 19 Jun 1982. (Thank you to The Gen Master for this information - I am very grateful. 40010 on parcels passing through Garsdale sometime in 1976. 40035 Apapa at the head of 8M64 1235 Healey Mill to Carlisle New Yard (the Ponderosa) recessed at Skipton. (Note 31302 and 31272 propelling their train of the Grassington Branch). 40035 Apapa at the head of 8M64 1235 Healey Mill to Carlisle New Yard (the Ponderosa) recessed at Skipton. 4472 Flying Scotsman at Carlisle on Wed 28 Aug 1980. 4472 Flying Scotsman at Carlisle on Wed 28 Aug 1980. 4472 Flying Scotsman departs Carlisle on Wed 28 Aug 1980 with the Southbound Cumbrian Mountain Pullman. 45042 at the head of 7E84 0735 RWS to Tinsley stops its train at Blea Moor to drop off the signalman's supply of water. (Date to follow). 45042 at the head of 7E84 0735 RWS to Tinsley stops its train at Blea Moor to drop off the signalman's supply of water. (Date to follow). 45049 The Staffordshire Regiment (The Prince of Wales's Own) awaiting to work the 1150 Glasgow Central to Nottingham. 45106 at Carlisle on Sat 13 Mar 1982 waiting to work the 1150 Glasgow to Nottingham. 46229 Duchess of Hamilton approaching Newbiggin Station on Sat 27 Feb 1982. 46229 approaches Helm Bridge with the Southbound Cumbrian Mountain Pullman on Sat 27 Feb 1982. 46229 approaching Pasture Gill Bridge with the southbound leg of the Cumbrian Mountain Pullman on Sat 27 Feb 1982. 46229 passes Pasture Gill Bridge with the southbound leg of the Cumbrian Mountain Pullman on Sat 27 Feb 1982. (Note that the coal pusher is in action). 46229 Duchess of Hamilton hauling the Leeds to Carnforth leg of the Trans PeninePull man passes through the unspoilt countryside near Bell Busk on Sat 10 Aprr 1982. 46229 Duchess of Hamilton hauling the Leeds to Carnforth leg of the Trans PeninePull man passes through the unspoilt countryside near Bell Busk on Sat 10 Aprr 1982. 47165 at the head of a relief to Glasgow approaches Blea Moor Home Signal on 31 Dec 1980. 47264 (HA) recessed on the down loop at Hellifield on Fri 22 Aug 1980. Rare loco for this area, 47265 (SF) takes the Carnforth line at Settle Junction on Sat 22 May 1982 with a Saga special 1Z79 Scarborough to Workington on Sat 22 May 1982. 47454 heads the 1605 Leeds to Carlisle past Settle Junction on Sat 22 May 1982. The Norfolkman, headed by 4771 Green Arrow on Sat 25 Mar 1978. Photostop at Hellifield. Photostop at Hellifield. Photostop at Dent. Photostop at Dent. Photostop at Armathwaite. Photostop at Armathwaite. Presentation to Bill Harvey (after whom the train was called and was instrumental in restoring Green Arrow) at Armathwaite. Presentation to Bill Harvey (after whom the train was called and was instrumental in restoring Green Arrow) at Armathwaite. Arrival at Carlisle. 50621, 56210, 52069, 59826, 59766 and 52095 approaches Settle Junction with the 1239 Morecambe to Leeds on Sat 22 may 1982. 50621, 56210, 52069, 59826, 59766 and 52095 approaches Settle Junction with the 1239 Morecambe to Leeds on Sat 22 may 1982. 50621, 56210, 52069, 59826, 59766 and 52095 approaches Settle Junction with the 1239 Morecambe to Leeds on Sat 22 may 1982.

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]]> Thu Jan 1 1976 Hamburg Eisenbahnen - 1978 http://peter-cooper.fotopic.net/c855448.html During February, March and April of 1978 I was fortunate enough to spend four weekends in Hamburg on a training course, and of course trains were the main reason why I volunteered to attend! My journeys were as follows: Friday 17 February 1978: Train 7227 0918 Hamm to Muenster hauled by 141443 D533 1022 from Muenster to Hamburg Hbf hauled by 112311 Sunday 19 February 1978: D525 1405 Hamburg Hbf to Muenster hauled by 103166 D717 1706 Muenster to Hamm hauled by 112265 Friday 17 March 1978: E731 0747 Hamm to Muenster hauled by 110271 D531 0821 Muenster to Bremen Hbf hauled by 103198 and 103121 D533 1201 Bremen Hbf to Hamburg Altona hauled by 112502 Sunday 19 March 1978: E3316 1355 Hamburg Hbf to Hamburg Harburg hauled by 110353 and 103004 6443 1510 Hamburg Harburg to Hamburg Hbf hauled by141320 E3318 1600 Hamburg Hbf to Bremen Hbf hauled by 110300 D534 1807 Dremen Hbf to Muenster hauled by 110380 E3120 1949 Muenster to Hamm hauled by 103192 Friday 21 April 1978 E731 0747 Hamm to Muenster hauled by 110 473 D531 0825 Muenster to Hamburg Altona hauled by 103 122 Sunday 23 April 1978 D525 1349 Hamburg Altona to Muenster hauled by 103 161 D717 1706 Muenster to Hamm hauled by 110 355 Notes: At Diepholz the Bw was still in use. The Bw at Kirchweyhe houses rail oil tanks. At Rottenburg (Wummel) the Bw has been converted to a bus depot. I stayed at the Jugendherberge at Horner Rennbahn. The Bw at Bucholz (Nordheide) is still in use. It was like a voyage of discovery where I had my first glimpse of the wonderfully awe-inspiring V200s. The magnificent buildings of the Hbf were amazing where the expresses of the DB passed through one after the other. Bw Altona was another amazing discovery, with its unique double turntable. Altona Hbf was being rebuilt at the time. Thursday 9 February 2006: During February, March and April of 1978 I was fortunate enough to spend four weekends in Hamburg on a training course, and of course trains were the main reason why I volunteered to attend! My journeys were as follows: Friday 17 February 1978: Train 7227 0918 Hamm to Muenster hauled by 141443 D533 1022 from Muenster to Hamburg Hbf hauled by 112311 Sunday 19 February 1978: D525 1405 Hamburg Hbf to Muenster hauled by 103166 D717 1706 Muenster to Hamm hauled by 112265 Friday 17 March 1978: E731 0747 Hamm to Muenster hauled by 110271 D531 0821 Muenster to Bremen Hbf hauled by 103198 and 103121 D533 1201 Bremen Hbf to Hamburg Altona hauled by 112502 Sunday 19 March 1978: E3316 1355 Hamburg Hbf to Hamburg Harburg hauled by 110353 and 103004 6443 1510 Hamburg Harburg to Hamburg Hbf hauled by141320 E3318 1600 Hamburg Hbf to Bremen Hbf hauled by 110300 D534 1807 Dremen Hbf to Muenster hauled by 110380 E3120 1949 Muenster to Hamm hauled by 103192 Friday 21 April 1978 E731 0747 Hamm to Muenster hauled by 110 473 D531 0825 Muenster to Hamburg Altona hauled by 103 122 Sunday 23 April 1978 D525 1349 Hamburg Altona to Muenster hauled by 103 161 D717 1706 Muenster to Hamm hauled by 110 355 Notes: At Diepholz the Bw was still in use. The Bw at Kirchweyhe houses rail oil tanks. At Rottenburg (Wummel) the Bw has been converted to a bus depot. I stayed at the Jugendherberge at Horner Rennbahn. The Bw at Bucholz (Nordheide) is still in use. It was like a voyage of discovery where I had my first glimpse of the wonderfully awe-inspiring V200s. The magnificent buildings of the Hbf were amazing where the expresses of the DB passed through one after the other. Bw Altona was another amazing discovery, with its unique double turntable. Altona Hbf was being rebuilt at the time.

103001 stands at Bremen Hbf on Friday 17 March 1978. 110353 and 103004 stand at Harburg after working train E3316 1355 from Altona on Sunday 19 March 1978. On Friday 17 March 1978, 103 198 and 103 121 arrive at Muenster with D531 0821 to Hamburg. 141 157 and 103 200 at Muenster Hbf. On Friday 17 March 1978, 103 200 is seen at the head of IC 117 Gambrinus. On Sunday 23 April 1978, 103 236 awaits to depart Altona with an IC Express. 110 306 and 103 001 at Bremen on Friday 17 March 1978. On Friday 21 April 1978, 111 072 awaits departure from Altona with the Beograd Express. On Friday 17 March 1978, 151 092 and 151 095 pass light engine through Bremen Hbf. On Sunday 23 April 1978, 212 054 arrives Altona with a local stopping service. On Friday 17 March 1978, 216 079 is seen arriving at Bremen Hbf with an eilzug. On a snowy Friday 17 February 1978, 218 175 passes through the Hbf. 221 130 stands in the background. On Sunday 23 April 1978, 218 187 arrives at Altona with D589 Forde City 1212 Kiel – Wurzburg – Munich. On Friday 21 April 1978, 218 194 and 218 188 arrives at Altona with a D-zug. On Friday 21 April 1978, an unidentified 220 arrives with Hamburg Hbf with an eilzug. 220 012 with S4 at Hamburg Hbf on Sunday 19 February 1978. Sunday 19 March 1978, 220015 is on S4. Sunday 19 March 1978, 220015 is on S4. Bremen Bw. On Friday 21 March 1978, 220 036 is stabled at Hamburg Hbf. On Saturday 22 April 1978, 220 048 stands at Hamburg Hbf on S?. On Friday 17 March 1978, 220 067 is seen standing at Bremen Hbf. On Friday 17 March 1978, 220 078 is seen arriving with a train at Bremen Hbf. 221 115 at the head of ICMekuhr on Sunday 19 March 1978. On Friday 21 April 1978, 221 118 approaches Hamburg Hbf light engine. On a snowy Friday 17 February 1978, 261 676 passes through the Hbf on empty stock working. On Sunday 19 March 1978, 270 034 and 291 017 are seen inside BW Hamburg Harburg. On Friday 21 April 1978, 291 024 runs alongside my train as it approaches the Hbf. On Friday 21 April 1978, 291 036 passes light engine through the Hbf, as 261 704 shunts stock in the background. 291 044 is seen passing through Hamburg Hbf on Friday 17 March 1978. On Friday 21 April 1978, 323 340 shunts a 601 unit at Altona. On Friday 21 April 1978, 323 340 shunts a 601 unit at Altona. Sunday 19 March 1978. 472 approaches Hamburg Hbf. On Friday 17 March 1978, departmental vehicle stands at the Hbf. A view of the approaches to Altona on Friday 17 March 1978. 110 104 can be seen in the background. On Friday 17 March 1978 a 470 unit is seen approaching Altona. On Sunday 23 April 1978, 103 157 awaits departure with D589 from Altona. On Friday 21 April 1978, 323 340 shunts a 601 unit at Altona. 218 108 is stood in the background. On Friday 21 April 1978, 323 340 shunts a 601 unit at Altona. 218 108 is stood in the background. Altona rebuilding Friday 17 March 1978. 601001 and 612506 pictured at Bw Altona on Friday 17 March 1978. The magnificent double turntable at Bw Altona pictured on Saturday 18 March 1978. Die Schuppen Tore Sind Nicht Profilfrei! Saturday 18 March 1978. Bw Altona pictured on Saturday 18 March 1978. Sunday 23 April 1978. 103 002, 110 509 and 212 054. Altona. Sunday 23 April 1978. 103 157 on D589, 11 441 D675 1040 Westerland to Frankfurt, 103 161 D525 1349 Altona to Frankfurt. On Sunday 23 April 1978, 103 236 awaits to depart Altona with an IC Express. Wasserturm pictured Sat 18 March 1978. A view of Bremen Hbf pictured on Friday 17 March 1978.

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]]> Thu Feb 9 2006 TAGES-RUECKFAHRT HAMM NACH WILHELMSHAVEN UND ZURUECK http://peter-cooper.fotopic.net/c765839.html On 7 Aopril 1978 I travelled from Hamm to Wilhelmshafen to get V200 haulage and to photograph the V200s, which were all active in this area. From Hamm to Rheine I caught train 7213 0614 arriving at Rheine at 0728. The train was formed of 4 coaches and was hauled by 110 120. From Rheine I caught train E2731 0812 from Rheine to Leer. The train was formed of 9 coaches and It was a great thrash behind 220 065! I arrived in Leer at 0945. From Leer I caught train E3127 departing at 1005 and arriving in Oldenburg at 1053. The train was formed of 4 coaches and hauled by 220 063 - another wonderful thrash! My next train was train E3916 hauled by 220 058 departing oldenburg at 1123 and arriving at Wilhelmshaven at 1209. I returned from Wilhelmshaven on train E3145 hauled by 220 058 departing at 1306 and arriving at Oldenburg at 1351. I stayed at Oldenburg until 1456 and viewed the Bw and Hbf traffic. From Oldenburg I caught train E3278 departing at 1456 and travelling via Quakenbrueck and arriving in Osnabrueck at 1617. The train was hauled by 220 051 and formed of 4 coaches. From Osnabrueck to Munster I was hauled by 103 200 on train D525 departing at 1625 and formed of 14 coaches, arriving in Muenster at 1652. From Muenster to Hamm I caught train number 7266 hauled by 141 271 departing at 1722 and arriving Hamm at 1752. I was hauled by 4 different V200s and seeing 28 different V200s/200.1s. What a wonderful trip it was! Friday 7 April 1978: On 7 Aopril 1978 I travelled from Hamm to Wilhelmshafen to get V200 haulage and to photograph the V200s, which were all active in this area. From Hamm to Rheine I caught train 7213 0614 arriving at Rheine at 0728. The train was formed of 4 coaches and was hauled by 110 120. From Rheine I caught train E2731 0812 from Rheine to Leer. The train was formed of 9 coaches and It was a great thrash behind 220 065! I arrived in Leer at 0945. From Leer I caught train E3127 departing at 1005 and arriving in Oldenburg at 1053. The train was formed of 4 coaches and hauled by 220 063 - another wonderful thrash! My next train was train E3916 hauled by 220 058 departing oldenburg at 1123 and arriving at Wilhelmshaven at 1209. I returned from Wilhelmshaven on train E3145 hauled by 220 058 departing at 1306 and arriving at Oldenburg at 1351. I stayed at Oldenburg until 1456 and viewed the Bw and Hbf traffic. From Oldenburg I caught train E3278 departing at 1456 and travelling via Quakenbrueck and arriving in Osnabrueck at 1617. The train was hauled by 220 051 and formed of 4 coaches. From Osnabrueck to Munster I was hauled by 103 200 on train D525 departing at 1625 and formed of 14 coaches, arriving in Muenster at 1652. From Muenster to Hamm I caught train number 7266 hauled by 141 271 departing at 1722 and arriving Hamm at 1752. I was hauled by 4 different V200s and seeing 28 different V200s/200.1s. What a wonderful trip it was!

103200 at Munster with train D525. 212122 passes light through Oldenburg. 216057 at Meppen. 216 151 - I forget where! 220 027 departs Oldenburg with a D zug. 220 027 departs Oldenburg with a D zug. 220051 at the head of E3278 1456 Oldenburg to Osnabruck. 220051. 220058 at Wilhelmshaven with train No E3145 - the 1306 to Oldenburg. 220058. 220063 at Leer with train E3127 1005 Leer to Oldenburg. 220064 at Oldenburg. 220064. 220065 at Leer after arriving with train E2731, the 0812 from Rheine. 220271 going on the Bw at Oldenburg. Odenburg Bw. Oldenburg Bw. Oldenburg Hbf. Oldenburg Hbf trainshed. Oldenburg Hbf trainshed. Oldenburg Bw. Oldenburg Rangierbahnhof. Oldenburg Bw. Oldenburg Bw. Quakenbruck turntable. Quakenbruck Bf building. Oldenburg Rangierbahnhof. Rheine. Track machine Oldenburg. Varel Bf.

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]]> Fri Apr 7 1978 COLOGNE - TAG DER OFFNEN TUR - 50TH ANNIVERSARY OF THE RHEINGOLD http://peter-cooper.fotopic.net/c759991.html To celebrate the fiftieth anniversary of the Rheingold an open day was held at Cologne Nippes. This is a photographic record of the day. Saturday 15 April 1978: To celebrate the fiftieth anniversary of the Rheingold an open day was held at Cologne Nippes. This is a photographic record of the day.

144 039-5 from Bw Rosenheim on display. 118 010-8 from Bw Wurzburg on display. 151 083-3 of Bw Hagen Ekessey stabled at Cologne Geveon Guterzug Bahnhof. The pendelzug hauled by 160 005-5 from Bw Heidelberg is seen approaching Cologne Deutz bf. The pendelzug hauled by 160 005-5 from Bw Heidelberg is about to leave Cologne Nippes. Old meets new at the Hohenzoller Brucke. The Pendelzug at Cologne Hbf. SNCB 1805 runs light through Cologne Deutz on its way to the Bw. 181 213- from Bw Saarbrucken on display. 184 003- of Bw Koln Deutzerfeld on display. The Hohenzollern Brucke. 215 050-6 from Bw Krefeld on a service to Trier. 218 128-7 from Bw Flensburg on display. The pendlezug tailed by 236 204-4 approached Cologne Deutz bf. 236 204-4 tailing the pendlezug sets sail from Cologne Nippes. The pendlezug tailed by 236 204-4 approached Cologne Deutz bf. 56 3007 from Lubeck with doppel stock on display. Cologne Hbf. The replica Adler. Bahn machines at Cologne Geveon Guterzugbf. Nostalgia Express. The dreisheibe at Bw Koln Deutz. The show. Observation coach off the Rheingold. Nostalgia Express.

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]]> Sat Apr 15 1978 Essen Monday 1 May 1978 http://peter-cooper.fotopic.net/c756049.html A day out in Essen West Germany in May 1977 - more photos to follow. Monday 1 May 1978: A day out in Essen West Germany in May 1977 - more photos to follow.

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]]> Mon May 1 1978 The British Military Train - The Berliner http://peter-cooper.fotopic.net/c751779.html 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! Wednesday 7 January 1987: 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 fran_ais 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!

HQ BAOR orders for travelling to Berlin. HQ BAOR orders for travelling to Berlin. The Berlin Flash. Worn by troops and on vehicles in Berlin. Checkpoint Charlie pictured on Mon 12 Jan 87. Military railway ticket. British Forces rail permit. SNCF 63912 at Strasbourg with the ecs for the train militaire français de Berlin. Fri 22 Apr 88. French Military insignia on a coach of the train militaire français de Berlin. DB 181 216-3 departs Strasbourg with the train militaire français de Berlin for Berlin on Fri 22 Apr 88. Military staff receiving passengers for the train militaire français de Berlin at Strasbourg. (Also keeping a close eye on me)! A class 03 light pacific on the turntable at Helmstedt. (The heavier class 01s had larger boilers, and filled their profile more). The 03 were the more common passenger power from the East. Photo courtesy of Alan Winston. A class 41 Mikado arrives in Helmstedt with a train from the East in 1970. Its train will head West from Helmstedt behind a West German A British Chieftain tank in Berlin. Tanks in Berlin were painted in a diagonally to disguise them amongst buildings. 132 218-9 at Berlin Zoologischer Garten on Sat 10 Jan 87 with D1320/320 Neptun – 1035 Berlin to Copenhagen. A USA Army freight train pictured at Berlin Lichterfelde-West on Sat 10 Jan 87. Watching us watching them! The start of the railway ‘Corridor’ leaving Berlin, showing the Berlin Wall, watchtower and Soviet guards. Berlin Lichterfelde-West Bf pictured Sat 10 Jan 87. Compartment reservation label from ‘The Berliner’. The front cover of one of the menus from ‘The Berliner’. The attractive commemorative British Forces Post Office cover issued for the fortieth anniversary of ‘The Berliner’. Second class coach of ‘The Berliner’ pictured at Braunschweig on Fri 9 Jan 87. 141 143-8 at the head of ‘The Berliner’ after arrival at Braunschweig on Tue 13 Jan 87. Postcard showing breakfast time in the dining car of ‘The Berliner’. (Peter Cooper Collection). Flag Order showing the Soviet stamp of approval. A postcard depicting a re-enactment of the military ceremony at Marienborn. (Peter Cooper Collection). Berlin Charlottenburg on Tue 13 Jan 87. 132 644-6 is seen frozen solid and could not move. (The temperature was –25%c), and ‘The Berliner’ arrived here 25 minutes late! Ticket Hall of Braunschweig Hbf picurted on 7 January 1987. Braunschweig Hbf pictured on 7 Januray 1987. Station sign photographed on Saturday 8 January 1987. The Blue Menu front cover. The Blue menu page 1. The Blue Menu page 2. The Blue Menu page 3.

Published in Photos by Peter

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