In addition, the course of the journey was planned. We decided to take the D 731 at 07:11 h from Hagen Hbf, which unfortunately only drove to Münster outside the summer holiday season. From Münster we continued with the E 1935
In addition, the course of the journey was planned. We decided to take the D 731 at 07:11 h from Hagen Hbf, which unfortunately only drove to Münster outside the summer holiday season. From Münster we continued with the E 1935
Ticket: This is a return ticket of more than 50 km, valid for 2 months, allowing interruptions and not requiring an additional express train supplement.
The stamp impressions on the back show the use of the D 731 and, following on from it, the E 1935.
At the very bottom, you can see the stamp of the D 736 (with a lot of imagination) for the return journey from Münster to Hagen main station.
The print of the E 1936 on the front of the ticket shows the use of the train between Rheine and Münster.
Above the hole, which was snapped at the barrier in Hagen, you can see the embossing 14III for the date and HG II 55 for the location and identification of the pincers.
Station distance table: The fare calculation was based on the tariff distance, which did not always correspond to the actual distance, to cover averages for alternative routes.
This fare distance could be taken directly from the station distance board, which was available for larger stations or occupied ticket offices.
For on-train sales, staff had access to the distance indicator (handheld tariff) for ticket sales on long-distance trains.
Fare calculation: As print templates for ticket creation were not available for all connections, the data may have had to be taken from this distance table and manually written to a corresponding blank ticket.
For the ticket to Rheine, the issuing officer was able to use a corresponding template, which specifies the tariff distance of 125 km and the area boundary number R 3017.
At that time, the space boundary board described all "corridors" within which a journey was made without calculating detour kilometres. With long travelling distances, several room boundaries could be lined up.
On my ticket, the area boundary R 3017 was noted, which referred to the section between Hagen and Münster. All routes between the points "Witten - Dortmund - Lünen" and "Unna - Hamm" could be used. Here it becomes clear that the tariff distance according to which the fare was calculated did not have to correspond to the actual distance. The distance from Hagen via Dortmund and Lünen to Münster may have been different from the distance from Hagen via Unna and Hamm to Münster.
Equipped with a simple camera, a few photos were taken, which according to today's ideas were of poor quality.
Well, we were young and had no money. After the registration with the locomotive management we marvelled at the steam engines.
At that time only friends and relatives were photographed. Therefore my railway friend Martin happens to be standing in front of 011 062-7.
Then it really started and here the charming back of 044 618-7 of the Emden depot was immortalized on 14. 03. 1973 at 12:25 h.
On the line passing the depot in the direction of Steinfurt 043 672-5 pulled its freight train in a race with a yellow VW Beetle.
Before visiting a railway depot, the gods had set the registration in the locomotive management.
In order to keep short-term train cancellations or foreseeable delays as low as possible, there were always a few train drivers on standby in the lounge of a depots.
One of these train drivers was then given to us in the depot Hamm, Wanne-Eickel or Freilassing for company and entertainment. These officials in the driving service had a lot of stories to tell or admonished us when we were allowed to climb onto the driver's cab of a 104 in the depot Hamm to take pictures: "Don't touch anything, otherwise the thing will go off and I don't know why" (The colleague was probably not familiar with old-building locomotives).
With the rush of visitors in the large depots at the end of the steam era, such as Ottbergen and Rheine, an insurance sum had to be paid for the inspection. In return, we were allowed to move freely in the depot, after appropriate admonition. In Ottbergen this was only entered in a book by name. In Rheine, a visitor's card was also issued, which was later to be worn visibly on the depot site - even with a ribbon.
Resting time: Here 012 100-4 simmers photogenically in the depot. The two gentlemen in grey are certainly part of the staff.
Disused: If 011 062-7 looked quite normal on our first visit and was only "disfigured" by the railway friend standing in front of it, the machine now looks quite plucked. Even if only written on with chalk, it was a great service to be able to read the locomotive number from this perspective because of the open smoke chamber door. Someone's been doing some thinking.
Express train steam: D 735 has been changed from electric locomotive to 012 066-7 in Rheine and leaves Rheine station here in the direction of Norddeich.
The platform at Rheine station looks like a damp wipe when 012 100-4 arrives here with D 715 from Norddeich. An electric locomotive will take over the train for the next leg of the journey to Munich. Loco 012 100-4 will be able to recover from the strenuous journey in the depot.
Analog display: We were already used to platform displays with automatically operated directional films from the Hagen metropolitan railway station. Here in Rheine, the destinations and types of trains were still pushed up and down by hand and the time "turned in".
Export support: 042 241-0 brings here a load of brand new Audis for shipment from Emden to the rest of the world. At that time, old and new were in succession. Wherever in the world today, there are probably not too many of these Audis left. Loco 41 241, as it is now called again, has survived and is currently (2020) in the Netherlands.
Route planning
Be where and when? Current online timetables did not yet exist at that time. For this reason, printed lists such as "Steam Guided Trains" or current news from railway magazines had to be evaluated.
This is the note for the tour on 29. 05. 1975. I did not take any pictures of the 103 that day.
The 29. 05. 1975 was a Thursday. We in North Rhine-Westphalia did not have to skip school that day. It was a holiday - Corpus Christi. Behind Rheine to the north was a normal working day in Lower Saxony.
Change of traction: At this time, the change from electricity to steam for the trains of the Emsland line took place daily in Rheine. The only picture I took of it is how 012 100-4 leaves her train from Emden direction and goes from the station to the depot. On the left side of the picture there is a 140 waiting to take over the train as well as some railway enthusiasts. Panic was the order of the day. The end of steam operation especially with 012 was in sight.
Waiting zone 1: For Emsland trains heading north, the steamers waited in the track apron of Rheine like here 012 066-7.
Steam under electric power: The journey continued to Salzbergen under electric power. 012 066-7 is really going strong here with its heavy express train.
Waiting zone 2: Here at the Schleupestraße level crossing, pedestrians and vehicle traffic on the road must give priority to the Dampfross.
Perspective: At the end there was the obligatory depot- visit on 29. 05. 1975. This railway day ended with a view through the driving wheel set of an unknown locomotive to 042 226-1.
I win: Here it looks like the electric locomotive squad, led by 140 661-0, has gained the upper hand.
The steamer on the right already has a lid on the fireplace and the locomotive signs have already disappeared from the boiler door.
The electrical crew is still resting at the Bw Rheine.
Nuclear fission vs. water vapour: Two different technologies for energy production meet each other.
Of course, only the class 042 locomotive moves past the nuclear power plant in Lingen as the lead of a sister locomotive.
Fortunately, the nuclear power plant remained in the same place until it was shut down.
Not for third parties: For strategic reasons the timetable of this train probably could not be passed on.
Did 042 320-2 want to defend itself here with military means against the replacement of the steam operation?
In the Bw Emden 043 903-4 and 221 144-9 are available on 04. January1977 still harmoniously side by side.
Locomotive 043 903-4 drove the last steam train (construction train 81354) of the German Federal Railroad from Oldersum to Emden on 26. 10. 1977; on 06. 12. 1981 erected as a monument at Emden main station.
Locomotive 221 144-9 was dismantled years ago far from home. (Source: www.revisionsdaten. de)
Visual timetable 1: For the planning of the photo locations, a visual timetable was created by hand using some known timetable corner points for the route section in question.
Kilometre 266 5:
This would have been visible on the milestone if I had not cut off the lower part.
Similar to today's GPS data, the recording location for km 266. 5 on the route 2931 can be set to an exact point between Meppen and Haren
This mileage, which is nowadays usually attached to the overhead contact line masts, allows the driver to change speeds, for example, in accordance with the timetable.
This is 043 903-4 en route on 13. 03. 1977. At that time you could even open the windows in the cars while driving and let the smoke and soot particles blow around and into your eyes!
Paperwork: There were printed book timetables for the regularly running trains, which included time and speed information for each individual train.
With this scan of issue 2A of the Bundesbahndirektion Münster for local trains, valid from 26. May 1974, on the left hand side you can see the respective speed changes at the kilometre points for the Ntb 7437 with a three-car of the class 624.
In contrast to this, the engineer was allowed to use his Nb 7407 or Nb 7411 at 100 km/h.
The pick-up point 266. 5 is therefore exactly between the Hemsen(Ems) and Haren(Ems) block.
Much area: Flat land is typical for the Emsland route. Here 042 096-8 will be on the second tour on 20. March 1977 with her special train through the North German countryside near Tecklingen.
Mandatory: After the special train a short stop at depot Rheine:
The Fifty-Fifty Joker is already set. 042 113-1, 043 621-9 are already facing 221 145-6 and a discreet beige turquoise engine.
Twilight of the gods
The shed at Bw Emden is still well filled with steamers.
The 30th. April 1977 043 326-8 and some sister machines are resting in the roundhouse of the Bw Emden.
Our locomotives are taking a break from smoking
A well-known advertising slogan of the German Federal Railway at the time of the change from steam to electricity and diesel.
These signs, such as "Smoking prohibited", were formerly used as a warning to the engineer in entrances to larger stations, especially with station concourses etc.
Here 043 681-6 sets itself in motion on 30. 04. 1977 in the Bw Emden with very little escape of steam.
Teenager
No serious diesel competition for the big steamers in the Bw Rheine was probably this cute little locomotive, recorded on 04. July 1977.
This is the visual timetable of the journeys with indication of the train numbers, planned traction units and train formations for the section Münster Hbf / Bentheim to Leer (Ostfriesland)
The pilot goes off board: With lead locomotive 220 077-2 D 2915 from Bentheim arrived in Salzbergen on 10. 09. 1977.
The lead locomotive has stopped and 023 076-3 will pull the 9 Bm of Nederland Spoorwegen alone towards Rheine.
Return of empties: Much noticed by the photographers present for the special trips, 043 475-3 here brings back empty car transport wagons from the port of Emden in the direction of the manufacturers' factories for reloading.
I wonder if the railroad police still had the situation under control.
Closing time
043 196-5 pulls here near Doerpen on 23. 10. 1977 the last special steam train, which ran over the whole Emsland line.
Three days later, the last steam locomotive-hauled trains ran at DB.
The 27th. October 1977 00:00 h the ban on steam locomotives on German Federal Railways lines came into force. For railway enthusiasts, special steam trips were then for a long time only available on private railway tracks such as the Westfälische Landeseisenbahn.