Adventures in Old Freight Paperwork: Germany, Car 841 3032-9 Bremerhaven - Berlin

I received some original paperwork that came off a freight car numbered 841 3032-9 in Berlin-Lichterfelde West in the summer of 1980.

According to the number range table in Stefan Carstens' book "Gueterwagen Band 1", car number 841 3 032-9 is UIC type Ichs377. It's an insulated refrigerator car (I), with meat hooks (c), heavy insulation (h), and permitted to run at speeds of up to 100 km/h (s). Deutsche Bundesbahn apparently had 29 of these cars.
According to "Gueterwagen Band 2", these cars were introduced in 1956 as German class Tmehs50 with electrical heating and steam heating for use in passenger trains. In 1968, the cars were relabeled to UIC class Ichqrs377. Later, the heating connections -- (q)=electrical, (r)=steam -- were removed, and the cars became class Ichs377. The last cars went out of service in 1985. This was a common car in the 60's and 70's for transporting goods that needed to be kept frozen.

I have a couple of these cars in service on the Welztalbahn. The Maerklin model of this car is a bit shortened and lacks the fine details of other models, but gives an idea what the car looked like.

The trip I'd like to focus on for the rest of this post started on July 29th, 1980 in Bremerhaven-Geestemünde, where car 841 3032-9 was cleaned inside out. This was recorded with a "Gewaschen"-Zettel on the car.

The next day, car 841 3032-9 was spotted at the Transthermos icing facility in Geestemünde. The loading doors to the ice bunkers at the ends of the car were opened and water ice loaded. Overnight, the car was put on a transfer run to Bremerhaven-Kaiserhafen and spotted at the Frigus cold storage facility on the banks of the Weser river, so that it was ready for loading by 6:00am on July 31st. By that time the ice loaded the previous day had cooled the car down to about 4 degree Celsius.

Frigus cold storage was built in 1920 and was powered by a huge steam engine. KKA has an interesting article about the facility, including photos of the building and the cooling machinery. By 1980, Frigus was used by the U.S. Army for transloading frozen meat from ships into train cars.

Here is the Hauptzettel, moving the loaded car to Berlin. The car weighs 14 tons. It's loaded with 11 tons of meat, for a total weight of 25 tons. The car is treated as a regular freight car, but gets special routing in the vicinity of Bremerhaven, hence the use of Hauptzettel for "Sonderplanwagen".

The car is switched from the Frigus facility to transfer run 66497 Bremerhaven-Kaiserhafen to Bremerhaven-Lehe. In Lehe, the car is put on train 38045. Note how the names of cities are stamped onto the Hauptzettel.

At first I thought that the car would simply enter the regular car routing system of Deutsche Bundesbahn. Maybe be routed from Lehe to Bremen Rbf and on to the border at Helmstedt via Braunschweig. However, upon further reflection that doesn't make much sense. The Allied Forces occupied Germany. This was a movement to resupply military installations in technically enemy country. It was important to protect military supply lines. The 38... number range was used for military movements. Hence 38045 was likely Dm38045 and ran directly from Bremerhaven-Lehe to Berlin Lichterfelde West as "Interzonenzug". It was not integrated with regular car routing.

There were also regular military passenger movements between West Germany and Berlin. Germans were not allowed to use these military trains. Verbotene Zuege has more information.

Here is some additional paperwork. As I pointed out earlier this car was loaded in a facility used by the U.S. Army. I'm not sure what the purpose of this sheet is and whether it traveled with the Hauptzettel on the car or was kept with waybills. The form shows weight information, origin and destination, as well as where the car enters the GDR on it's way to Berlin: Helmstedt. The car was sealed while in transit, and was to be delivered to TSA EURSO BERLIN WK4TC8 . Maybe one of my American friends with army background can make more sense of this.

From 1947 to 1994 Berlin Lichterfelde West station was used by the Berlin Brigade of the U.S. Army for military traffic with West Germany. 

Once again, this was a fun exercise and I learned quite a few things just from trying to understand almost 40 year old paperwork. 

Welztalbahn: New schedule for extension

I revised the Welztalbahn schedule to include the extension to Untergroeningen in operations. Since the new staging yard is not ready yet, in this schedule I'm treating the extension as Prechtal, and overall moved a few things around to account for trains having to change direction in Emsingen as they make their way to the "new" Prechtal.

The red numbers indicate which schedule book to use for each run.

Eurowest 2019

This was a new one for me. First time ever that I gave an official talk on a model railroading topic. As far as I can tell, the audience was interested in what I was talking about, and I got positive feedback after the talk. What else can you ask for?

Schwerpunktverfahren in combination with Richtpunktverfahren

I also helped run the HOm layout as in previous years. The MOB FZe 6/6 with the appropriate Pullmanexpress cars was a particularly nice unit to watch traversing the layout. Here it is in Chamby.

I just love this view of the Wright Flyer. A great day with lots of inspiration.

TT&TO at La Mesa: Extra 215

Extra 215 was the last train I was called for this weekend. Looks easy enough: I'll pick up my train with a set of ATSF F units in Boron staging, and run downhill to Bakersfield. Since I knew I'd be navigating around some scheduled trains I figured this would get me into Bakersfield by about 5:30 - 6:00pm, which should leave plenty of time to for my return flight home at the end of the weekend.

La Mesa doesn't use a fast clock. All times on paperwork and schedule are actual current time, we just need to keep track on whether it's AM or PM. The crew for this train was nominally called for 3:30 in the morning layout time, but I got to my train at Boron staging a bit early, picked up the switch list from the East End staging operator, and pulled out of staging into Mojave Yard.

While the station agent called dispatch to get my paperwork, I checked the timetable to prepare for the trip. Since I'm going west, I'm looking in the eastward schedule for opposing trains. I need to pay attention for two things: Trains that supposedly should have arrived within the last 12 hours, as well as trains that I will likely meet somewhere on the way to Bakersfield.
It's 3:20am, first class trains arriving in Mojave recently are 56 at 11:08pm, 4 at 7:18pm, and 52 at 3:58pm. Also third class trains 808 (9:25pm) and 806 (3:43pm) should be here.

I need to look out for first class trains 60, due in Mojave at 4:19am, and 58, due at 5:58am. Also, I will meet third class train 802 along the way, hopefully on the double-track segment between Mojave and Tehachapi. If I can get out of Mojave soon and everything goes smoothly, I can get as far as Marcel for the meet with train 60. Otherwise, I will need to hold in Tehachapi

For westward trains, I need to make sure that any higher priority trains that are due to leave by now have actually left. Also, I need to keep track of any higher priority trains traveling in the same direction as me, so that I get out of their way in time. Based on the schedule, I need to make sure that first class trains 59 (11:20pm), 57 (9:24pm), and 7 (6:10pm) have left, as well as second class train 447 (1:32am). Train 55 will be about half an hour behind me.

I'm still waiting for my clearance so I check the train register book at the west end of Mojave station to confirm my expectations and copy the information to my check sheet.
56, 4, and 52 have indeed arrived. Train 806 arrived with NO signals at 10:48pm, hence that train is complete. The first section of train 808 arrived with green signals at 3:06am. Uh oh ... 808 is not complete yet and the first section got here 6 hours late.

For westbound traffic things look more rosy. First class trains 7, 57, and 59 left Mojave about on time. 447 ran as a single section roughly on time as well.

I have to look out for remaining sections of 808, as well as all sections of 802. Plus, watch out for trains 58 and 60.

It's 3:40am, I get my clearance and orders from the Mojave station agent, who was apparently a bit tired.

The order gives me authority to occupy the main line ("run extra"), and on the single track section between Tehachapi and Bena my train has right over the second section of train 802.

With the train register check done, I know I can now leave. I record my departure in the train register and enter the double track main line railroad-west of Mojave. On the way to Tehachapi, I meet the second section of train 808 with no signals, hence train 808 is complete, and I don't need to worry about it any more. But where is First 802?

On arrival in Tehachapi shortly after 4am, I pull past the station into the siding. On the second siding a set of ATSF helpers is waiting for clearance to run downhill as well. The timetable indicates that train 60 is due to arrive at 4:05am in Tehachapi, which means I'm stuck here at least until that train arrives.

The track to Tehachapi is not accessible to visitors of the museum and the area is quite utilitarian. Mojave is the yard visible on the lower level, Tehachapi is on the upper level, while the connecting double-track line runs along the wall on the left and doubles back on itself. Staging is on the lower level off to the right from where I stand.

The Tehachapi station agent indicates he has more orders for me, and eventually I get this clearance and orders.

The first order tells me that the first section of train 802 is running 90 minutes late.

The second order tells me that First 802 is an additional 60 minutes late. So, instead of 3:18am at Tehachapi as indicated on the timetable, I should expect First 802 no earlier than 5:48am.

That's fine. Let's wait for train 60, which was supposed to be here at 4:05am and is already overdue. However, even if they showed up now, I have another problem: Train 55 is due in Tehachapi at 4:24am, it's now 4:25. Since 55 is a westward train it has priority over train 60, so that train is now likely in a siding somewhere waiting for 55, too.

While I'm still contemplating all of this, a Southern Pacific freight train pulls up at the end of the double track section and stops at the Tehachapi station. That train blocks the westward main line, so now 55 can't get by either when it will get to Tehachapi. We're dead-locked.

The station agent in Tehachapi conferred with the Dispatcher over the phone, and after a little while Dispatch settled on a solution.

Extra 215 West (that's me), Extra 6202 West (the SP train stopped at the station), and Extra 2690 (the ATSF helpers in the siding next to me) all get to run down the hill before train 55 may follow us.

We still need to wait for train 60 and its station stop. Train 60 probably got a "Run Late" order for train 55, so it could proceed from wherever it was waiting to Tehachapi. Once that was out of the way, SP 6202 got to go first, since they were blocking the main line.

Here it is rounding the blob with the Tehachapi station agent position.

5 minutes later, I finally got moving as well. Here I am passing the Marcel siding at 5:02am.

A couple minutes later at the West switch of Walong siding. Highball!

This train wasn't quite long enough to loop over itself, but the engineer can see the caboose up on the embankmen, while the engines are coming around the curve towards tunnel 9.

Approaching Woodford.

By 5:15am, I enter the siding at Woodford, here's why: Eastward train 58 is due at Cliff at 5:20am and at Rowen at 5:25am. The timetable shows that it takes 9 minutes from Woodford to Cliff, and 4 minutes to Rowen. I could make the run to Rowen and be in the clear with 2 minutes to spare if I had stayed on the main track. However, the sidings at Rowen have space for at most 30 cars, and my train is 44 cars long, so I don't fit, which means I have to put my train into the long siding at Woodford and wait for train 58 here.

At 5:19am, Extra 2690, the ATSF helpers we left behind in Tehachapi were catching up with Extra 215 at Woodford, too, and pulled into the siding behind me.

 The area between Woodford and Rowen is still under construction.

At 5:32am train 55 pulls into Woodford on the main track. The train order board is up, so they stop and head over to the station agent to get more orders.

At this point it became clear that Extra 215 would be stuck at Woodford for some time. This was a good time for me to call for a replacement crew, say Goodbye to La Mesa, and return to the real world.

Here's an overview shot of the paperwork discussed in this post.

(Deutsch) TT&TO bei La Mesa: Extra 215

Extra 215 war der letzte Zug fuer mich dieses Wochenende. Sieht ja ganz einfach aus: Ich hole den Zug mit ATSF F Lokomotiven in Boron Staging ab, und fahre ihn den Berg runter nach Bakersfield. Da ich vom Fahrplan weiss, dass ich mit Gegenverkehr rechnen muss, plane ich gegen 17:30 - 18:00 Uhr in Bakersfield zu sein. Das sollte mehr als genug Zeit sein, dass ich es rechtzeitig auf meinen Rueckflug nach San Jose schaffe.

Die Anlage von La Mesa hat keine Fastclock. Die Uhrzeiten auf Papierkram und im Fahrplan entsprechen der aktuellen Uhrzeit. Welche 12 Stunden des Fahrplans gefahren werden, ob es 8:00 Uhr morgens oder 8:00 Uhr nachmittags ist wird am Anfang des Tages bestimmt.

Die Crew fuer meinen Zug sollte um 3:30 AM den Zug uebernehmen, ich war aber schon etwas frueher in Boron, holte meine Switchlist vom East End Staging Operator, und fuhr aus dem Schattenbahnhof in die Gueterzuggleise von Mojave Yard ein.

Waehrend der Station Agent bei der Zugleitung anruft, um meinen Abfahrauftrag und sonstige Papiere vorzubereiten, pruefe ich den Fahrplan. Mein Zug faehrt nach Westen, also schaue ich zunaechst mal nach Gegenzuegen. Ich muss auf zwei Dinge achten: Zuege, die in den letzten 12 Stunden haetten ankommen sollen, und Zuege die ich unterwegs wahrscheinlich treffen werde.
Es ist 3:20AM. In letzter Zeit haetten die folgenden First Class Zuege ankommen sollen: 56 um 11:08PM, 4 um 7:18PM, und 52 um 3:58PM. Zusaetzlich noch Third Class Zuege 808 um 9:25PM und 806 um 3:43PM.

Unterwegs werde ich es mit Zug 60 zu tun bekommen, der um 4:19AM in Mojave erwartet wird, und Zug 58, Ankunft um 5:58AM. Dann haben wir noch Zug 802, den ich hoffentlich noch auf dem zweigleisigen Abschnitt zwischen Mojave und Tehachapi treffen werde. Wenn ich in Mojave bald abfahren kann, und alles glatt geht, kann ich es vielleicht bis Marcel schaffen und dort auf Zug 60 warten. Ansonsten muss ich in Tehachapi warten.

Fuer Zuege nach Westen, in die gleiche Richtung wie mein Zug, muss ich darauf achten, dass alle Zuege abgefahren sind, die bis jetzt haetten abfahren sollen. Ausserdem achte ich auf Zuege mit hoeherer Prioritaet, die mich unterwegs womoeglich einholen werden, so dass ich Platz machen muss. Nach Fahrplan sollten Zug 59 (11:20PM), 57 (9:24PM), 7 (6:10PM) und 447 (1:32AM) abgefahren sein. Zug 55 ist etwa eine halbe Stunde hinter mir

Ich warte noch auf meine Clearance und pruefe in der Zwischenzeit das Zugregisterbuch an der Westausfahrt von Mojave. Ich uebertrage die Informationen vom Zugregisterbuch auf einen Merkzettel.
56, 4 und 52 sind angekommen. 806 ist OHNE Markierungsleuchten um 10:48PM angekommen, das war der letzte Zugteil dieses Zuges. Der erste Zugteil von 808 kam mit gruenen Markierungsleuchten um 3:06AM an. Das ist nicht gut. Der erste Zugteil kam 6 Stunden zu spaet, und der Rest fehlt noch.

Die Abfahrten sehen besser aus. Zuege 7, 57, 59 und 447 haben Mojave ungefaehr puenktlich verlassen.

Ich muss also auf die restlichen Zugteile von 808 achten. Von 802 habe ich noch gar nichts gesehen. Zusaetzlich kommen mir 60 und 58 entgegen.

Es ist 3:40AM, ich bekomme meine Clearance und Orders vom Station Agent in Mojave, der wohl ein bisschen muede ist.

Die Order erlaubt mir das Hauptgleis zu befahren ("RUN EXTRA"), und auf der eingleisigen Strecke zwischen Tehachapi und Bena habe ich Prioritaet ueber den zweiten Zugteil von 802.

Ich bin abfahrbereit, trage meine Abfahrt im Zugregisterbuch ein, und fahre auf die zweigleisige Hauptstrecke von Mojave nach Tehachapi. Unterweges treffe ich den zweiten Zugteil von 808 ohne Markierungsleuchten, das heisst das war der letzte Zugteil, und ich kann 808 abhaken. Aber wo ist der erste Zugteil von 802?

Kurz nach 4:00AM halte ich in Tehachapi auf dem Nebengleis oestlich vom Stationsgebaeude. Im zweiten Nebengleis stehen zwei ATSF Nachschublokomotiven, die auf eine Luecke im Verkehr warten um nach Bakersfield runter zu fahren. Nach Fahrplan soll Zug 60 um 4:05AM in Tehachapi ankommen, das heisst ich kann jetzt erst mal warten.

Dieser Teil der Anlage ist fuer Museumsbesucher nicht zugaenglich und nicht ausgestaltet. Mojave ist auf der unteren Ebene rechts sichtbar, Tehachapi auf der oberen Ebene rechts. Die doppelgleisige Hauptstrecke zwischen den zwei Bahnhoefen verlaeuft an der Wand links. Der Schattenbahnhof ist rechts von mir auf der unteren Ebene.

Vom Tehachapi Station Agent bekomme ich kurze Zeit spaeter mehr Orders.

Die erste Order bedeutet, dass der erste Zugteil von 802 90 Minuten Verspaetung hat.

Die zweite Order bedeutet, dass 802 zusaetzlich eine Stunde spaeter kommt. Anstatt um 3:18AM brauche ich 802 also erst ab 5:48AM in Tehachapi erwarten.

In Ordnung. Wir warten immer noch auf Zug 60, der um 4:05AM haette hier sein sollen. Allerdings habe ich jetzt noch ein anderes Problem. Zug 55 haette Tehachapi um 4:24 nach Westen verlassen sollen. Es ist jetzt 4:25AM. Da Zug 55 nach Westen faehrt hat er Prioritaet ueber Zug 60, der wahrscheinlich irgendwo in einem Nebengleis nun auf Zug 55 wartet.

Waehrend ich noch darueber nachdenke, was hier gerade so abgeht, stoppt ein langer Gueterzug der Southern Pacific von Mojave am Ende der zweigleisigen Strecke vor dem Stationsgebaeude und blockiert somit alle Zuege, die nach Westen fahren. Zug 55 kommt da nicht dran vorbei, und wir sitzen erst mal fest.

Der Station Agent telefoniert mit dem Dispatcher und kurze Zeit spaeter bekommen alle drei Zuege weitere Orders.

Extra 215 West (das bin ich), Extra 6202 West (der SP Gueterzug auf dem Hauptgleis), und Extra 2690 (die ATSF Schubloks neben mir) duerfen alle vor Zug 55 abfahren.

Wir muessen immer noch auf Zug 60 warten, der wahrscheinlich eine "Run Late" Order fuer Zug 55 bekam und somit bis Tehachapi fahren konnte. Als Zug 60 durch war, darf SP 6202 als erster abfahren, da sie das Durchgangsgleis blockieren.

Hier faehrt SP 6202 am Arbeitsplatz des Station Agents in Tehachapi vorbei.

5 Minuten spaeter darf ich auch endlich abfahren. Hier bin ich an der Siding in Marcel um 5:02AM.

Ein paar Minuten spaeter an der westlichen Weiche von Walong Siding. Gruenes Signal. Weiter geht's!

Dieser Zug war nicht lang genug, dass er in der Tehachapi Loop unter sich selber durch faehrt, aber der Lokfuehrer kann das Caboose oben auf dem Bahndamm sehen waehrend er um die Kurve auf Tunnel 9 zufaehrt.

Kurz vor Woodford.

Um 5:15AM fahre ich in das Nebengleis in Woodford. Der Grund: Zug 58, der mir entgegen kommt, soll nach Fahrplan um 5:20AM in Cliff sein, und um 5:25AM in Rowen. Nach Fahrplan sind es 9 Minuten von Woodford nach Cliff, und 4 Minuten bis Rowen. Ich koennte es bis Rowen schaffen und 2 Minuten vor planmaessiger Ankunft von Zug 58 mich dort ins Nebengleis verdruecken. Leider ist das Nebengleis in Rowen nicht lang genug fuer meine 44 Wagen, und daher muss ich das lange Nebengleis in Woodford benutzen und dort warten.

Um 5:19AM kommt Extra 2690, die Nachschubloks, die wir in Tehachapi zurueckgelassen haben in Woodford an, und drueckt sich hinter Extra 215 ins Nebengleis.

Der Bereich zwischen Woodford und Rowen ist noch im Bau.

Um 5:32AM faehrt auch Zug 55 in Woodford ein. Das Train Order Signal steht auf Stop, und der Zugfuehrer fraegt beim Station Agent nach Orders.

Es wurde klar, dass Extra 215 eine Weile in Woodford fest sitzen wuerde. Zug 55 muss abfahren. Zug 58 und der erste Zugteil von 802 kommen mir entgegen. Ein guter Zeitpunkt die Abloesung zu arrangieren, mich von La Mesa zu verabschieden, und in die reale Welt zurueck zu kehren.

Hier ein Ueberblick des "Altpapiers", dass ich auf der Fahrt bisher gesammelt habe.

Mehr Fotos von La Mesa.