 1 The VSM (Veluwe Steam Train Co) is a society which keeps a stud of standard gauge steam and diesel locomotives active. The diesels are mainly from Dutch origin, the steam locomotives are mainly from German origin. I will do the photo report thematically rather than chronologically. |
 2 I arrived at Beekbergen, the place to be when you visit the VSM, by steam train from Apeldoorn. In the distance a Geman class 23 is backing up against the train to pull the next train back to Apeldoorn. The station of Beekbergen (Bbg in telegraphic abbreviation, as indicated on the wall) was completed in 1886 and is a simple, sturdy two story building in the style of the day. |
 3 The railway line Apeldoorn-Dieren was opened in 1887. The line was closed to passenger transport in 1950 and freight transport has been in a gradual decline since then. Piece by piece the line was closed but not broken up. Only the section Apeldoorn to Apeldoorn Zuid (South) is still in use for revenue earning service. Since 1975 the line is in use by the museum society VSM. |
 4 My train was drawn by a (West) German class 23. This 105 strong class was built until 1959. After the war the West German railway authorities started a large scale programme to replace the ageing steam locomotive classes from the private railway era (pre 1920) by modern steam locomotive classes. The programme was cut short though by the onset of dieselisation and electrification. The class 23 was to be the only really numerous new built class. No 23 105 was the last steam locomotive to be supplied to the West German railways. |
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 7 The locomotive has many modern features like electric lighting, all welded frame and tender, roller bearings etc. What it lacked was the modern insights of André Chapélon. Wide steam tubes and a Kylchap exhaust and other measures would have turned this already excellent engine into a formidable performer. The class is very popular among preservation societies for one because it is the youngest class and second for the modern techniques in the design which make it a relatively comfortable and an easy to maintain performer. |
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 9 The characteristic low slung frameless selfsupporting tender makes the class instantly recognisable. |
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 12 Quite a contrast is this diminutive locomotor. Designed to replace the uneconomical shunting steam locomotives this tiny engine moved usually no more than two or three cars at a time in freight yards of larger stations. It could be operated after a relatively simple training, a full qualification as a loco driver was not mandatory. Two prototypes were built (1927 and 1929), the rest nos 103-152 were built in 1930 and 1932. |
 13 The first locos proved to be a bit light: when starting a heavy set of cars it lifted its front wheels from the track. This was duely resolved, I suppose by adding weight. |
 14 Its whistle made a funny somewhat bleating sound because it was operated on the exhaust gases of the engine, earning it the nickname Sik (in itself a nickname for a goat). Six engines of the orginal class have survived. In the background number the 321 is a representative of the second class. Being a more sophisticated design, far larger, stronger and with a closed cab, 169 examples were built in the 1930s and 1940s which served until quite recently (as late as 2005). Between 85-90 are still in existence. |
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 16 This Polish loco was designed and built in the 50s as an industrial loco. 390 were built, the VSM has two of them, both currently not operable. |
 17 The German 44 2-10-0 class, was built between 1926 and 1949, the class eventually having 1989 members although there never was a time that so many examples roamed the rails due to the war losses. |
 18 Peeking under the boiler is the shaft of the third cylinder. The 44's simple (not compounded) cylinders had three invidual sets of Walchaerts (Heusinger) gear. Nothing like a complicated Gresley conjugated valve gear (see this Youtube simulation). Greater simpicity and reliability at the cost of more weight, more parts and more greasing by the running staff. If that meant more maintenance is doubtful because the Gresley conjugated valve gear was notorious for its need of maintenance. |
 19 The middle cylinder is tilted to clear the second coupling axle. |
 20 The piping on this engine is a modeler's nightmare. |
 21 The last revenue earning timetabled train of West Germany was powered by sister engine 043 903-4 (043 being the sub-class for oil fired 44s after the 1968 renumbering) on 26 October 1977. |
 22 The only depot of steam locomotives I ever visited (excepting museum and tourist railways) |
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 24 This particular engine was converted to oil firing, one of only 36 to undergo such a conversion at the West German DB. The East German DR converted 97 engines but that is still a relatively small number compared to the total of 1989 built. Another 22 DR engines were converted to coal dust firing. |
 25 What a spectacle it must have been to drive these locos heading a 4000 ton ore train (a regular service in the 1970s) |
 26 The crosshead of the middle cylinder |
 27 And the Walschaerts motion |
 28 This 44 is a East German example of the same class. It is currently one of only three operational 44s. As it is expensive to operate it is only put to work on special occasions. |
 29 I have seen them in real operation when I was a tender 16 years old. Here presumably at Rheine station in 1974. |
 30 The same engine. In the station? Did I really step into the track? Inconceivable these days. |
 31 Another 44 storming through Rheine with a coal train |
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 33 This 44 stayed in East Germany after the war and was reconstructed there to DR practises. That is why the appearence of the loco is a little different from its DB sister engine. |
 34 This used to be the driving cab coach of the Benelux service that ran between Amsterdam and Brussels. In the 1970s and early 1980s the service was run with push-pull consists of which this was the drivers cab at the non-powered end. They were a conversion from existing Plan D coaches. The livery pictured here is from the period when it served as a maintenance of way vehicle after withdrawal from the Benelux service in the later 1980s. |
 35 This photo is of my own make. Rotterdam 1974. The entire scene is gone now. All coaches are gone, the 1100 class in the distance is gone and the station Rotterdam Centraal has been demolished and entirely rebuilt. |
 36 This is the former Dutch Railways (NS) no 2530. This is the last loco of the 130 members strong 2400 class (if the numbers exceeded 99 numbering continued into the next class range). It was built as an experiment to allow a better view for the driver. The experiment was not repeated and certainly did not lead to conversion of any of the existing 129 class mates. Because of it good view on the track it was used as motive power for the weed spray train from 1964 to 1989. |
 37 This a photo of my own making. The 2530 in 1975 in its modern NS livery. I guess the location is Rotterdam, though I am not sure. |
 38 The 2530 in comparison to normal class mate 2459. The raised cab is not only higher, its also much more spacious and comfortable (although the word comfort may have a different meaning to today's standards) |
 39 Suddenly we are into shipping: contemplating the merits of the bulbous bow. |
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 51 The class 52 was to the Germans what the Liberty ship was to the allied forces: with little sophistication and time and material reduced to the absolute minimum necessities they were produced in large quantities. The total number produced is estimated to have exceeded 7,000. Almost all manufacturers in the Geman zone were involved in producing them. Not unlike the logistical process of building the Liberty ship, many factories specialised in certain parts and there were various assembly locations. |
 52 At the end of the war the 52 class was spread all over Europe. Although designed to last for the war only, many of these locomotives were dearly needed after the war and reconstructing them and bringing them up to standard with conventional locomotives often proved more economical and faster than ordering entirely new locomotives. This engine is one of the few surviving unrebuilt engines. The loco's, rebuild or not, were put to work in Eastern Germany, the Sovejet Union, Belgium, Lucemburg, France, Hungary, Turkey, Bulgaria, Norway, Poland and Austria. |
 53 The DB, West Germany, could relatively quickly dispense with the locomotives. The DR (East Germany) however kept them running until the very last of steam in 1989. Because the DR got 1150 locos and also kept them running, they were present in large numbers after the German reunion. This explains why they are very numerous among the museum locos. The VSM alone has five of them of which three are operable. |
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 59 Roller bearings are a sign of the later reconstruction. No time for such fancies in the war. |
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 61 The motion also shows signs of the simple and quick production: rounded corners of the forging process were left unkempt. Before and after the war it was custom to mill them exactly square. |
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 65 Another 52 class back in the maintenance shed. |
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 67 Another member of the 50 class, this one came to East Germany after the war. |
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 69 It was constructed during the war in Belgium, being produced in parallel with the start of the production of the 52 class. The Belgians were not very willing to help occupying forces, so production was notoriously slow. |
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 71 Contrary to British design principles the steam manifold is not placed near the drivers cab but relatively far to the front and operated over pretty long operating bars. |
 72 The steam manifold |
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 75 Again this is an oil fired locomotive |
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 77 I already mentioned the 2400 class. On display on Beekbergen was this outwardly splendidly restored 2459. |
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 85 Further back in a line-up is a sister loco in the colours in which they were originally delivered. The turquoise proved cumbersome for cleaning and the locos were quickly repainted brown. |
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 88 A derivative of the British class 11. Several generations served the NS from 1946 until 1998 as Class 500, 600 and 700 three sub-classes of basically the same design. From 1998 until now various members have seen continued active service for other Dutch railway companies. |
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 92 Meanwhile a 23 was recoaling |
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 94 Ready for the next train to Apeldoorn |
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 96 This is a German class 50 in it pre-war outfit. This 2-10-0 class was the originator class of the 52 class before austerity measures took effect. |
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 100 A member of the 500 class |
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 106 There comes my train from Apeldoorn |
 107 The 23 is duely uncoupled and the train soon leaves for Apeldoorn again. |
 108 A storage site with no less than three Sik locomotors. Two can easily be spotted in yellow and green, the third can just be seen peeking behind the carriage that is behind the yellow Sik. Also two class 52 tenders. |
 109 Two class 50 tenders (left). In the centre an East German class 50 (?) which apparently was a ÜK50, Übergangskriegslokomotive = Transitional war locomotive, that is a 50 class on which austerity measures where effected as much as possible within the existing design, before production of the true war locomotive class 52 gathered pace. Tell tales of the ÜK type are welded sandboxes on top of the boiler and a disc running wheel instead a spoked one. I can't identify the rear locomotive. |
 110 Our train had to halt at almost every road crossing. |
 111 In the curve towards Apeldoorn station |
 112 The conclusion of a lovely, sunny but not too hot day. I enjoyed the visit thoroughly |