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Fun fast for railway nutters: Why do all German non-standard gauge steamlocos have that class 99xxx shield despite their different looks, size, number of driving-wheels and so on and so forth? Easy answer: All the other numbers from 01xxx to 98xxx had been used for a huge bandwdith of locos. There were no other numbers left. It started in the 1920s when all pre- 1918 German state railways became one, the "Deutsche Reichsbahn". An entire set of new "unified" classes of steamlocos appeared on the drawing boards. That means that the blueprints from the Reichsbahn technical board were the basis for the various factories that built them: Krupp, Henschel, Kraus-Maffei, Schwartzkopff, Borsig.....And then all the locos that had been built for the Prussian, Bavarian, Saxonian... railways had to be incorporated to that numbering scheme so that it would be clear for which purposes they could be used: fast express pacifics with three driven axis of large diameter, versatile locos that could be used for slower trains but would even pull fright, and so on, and so on. Without computers and nothing but a desk full of blueprints, technical data of that great variety of locos all that comparisons were a hell of a job. And when it was done, all numbers from 01 to the 90s were being used. The "last" possible number, 98, was for the little Bavarian "glass cabin", a small engine with a self-feeding system that could replace the fireman and a driver's cab that ran almost up to the smoke box in the front.
At 1:07 a Hungarian motor-train. The Hungarian trains arrived in Egypt before the WWII when the Hungarian products won Egyptian tenders. 14 companies applied, including former British colonizers. Among them, the Egyptian Railway chose the offer of the Hungarian Ganz company and in July 1934 ordered 10 Árpád express locomotives. These were air-conditioned cars (in 1934!) and were obviously manufactured to be used in the Egyptian railway system. The air conditioning equipment, considered one of the first on the European continent, was the own invention of the Hungarian factory. The Egyptians were so satisfied with the Árpáds that they awarded the tender issued in March 1936 to Ganz, so the Hungarian factory could start delivering another 10 twin motorcars at the end of the year.
Was ist eigentlich aus den Dampfloks und Wagen geworden? Weiss Wer, wo und ob Sie weiter in Betrieb waren nach der Stilllegung? War wieder ein schönes Filmchen.
Die BR VI K - einschließlich aller Reko-Maschinen - wurde nach dem Ende des Wilsdruffer Netzes ausgemustert. Viele standen noch jahrelang am Lokschuppen in Ftl-Potschappel; nur 99 713 und 99 715 überlebten bis heute. Die Wagen hatten sehr unterschiedliche Schicksale, viele wurden noch in andere Netze umgesetzt. Das betrifft auch etliche Rollwagen.
Was für grandiose Aufnahmen! 1969 habe ich die letzten Zuckungen zwischen Bergen und Wittower Fähre noch als Fahrgast erleben dürfen. Fährhof - Altenkirchen war schon SEV. Es war beeindruckend und beklemmend zugleich. Danke für's zeigen.
Ja, im August 1969 bin ich auch noch mitgefahren von Bergen (Rügen) Ost bis Wittower Fähre. Es war ein langer GmP (oder PmG?) mit 99 587 + 2 GG (mit leeren Milchkannen) + mehreren O und OO (mit Briketts) und am Schluß 3 Zweiachser-Reisezugwagen und ein Packwagen. Alle Güterwagen wurden unterwegs abgesetzt in Patzig und Trent und am Zielbf. kamen nur noch die Lok und der Reisezugteil an. Fand ich schon damals sehr beeindruckend.
@@christopherwend5756 Mir ist damals nur aufgefallen, dass es sehr wenige Reisende gab und Eisenbahnfreunde habe ich damals nicht identifiziert. Wir wussten auch nichts von der rel. kurz bevorstehenden Stillegung, allerdings deuteten die bereits erfolgten Betriebseinstellungen von Altefähr nach Putbus sowie zwischen Fährhof und Altenkirchen ja darauf hin. Schön, dass wir das noch erleben durften.
You all probably dont care but does any of you know a method to get back into an instagram account..? I stupidly lost the login password. I would love any tips you can offer me
@Maximus Mekhi i really appreciate your reply. I got to the site on google and Im in the hacking process now. Takes a while so I will reply here later when my account password hopefully is recovered.
Großartig! Mohorn, wie ich es kannte. Auch die Parallelausfahrt aus Klingenberg-Colmnitz ab min 2:20 bis 2:31 war legendär! Schön, es hier wieder zu erleben, wenngleich im halsbrecherischem Zeitraffer.
the first one is a NS 6300, you will see it several times, one of our top heavy ones, used for postal and coal, before and during the war. after the war when the electrification started they become obsolete and where used as pounding locs thanks to there heavy weight. there nickname was (freely translated) the executioner...the fire man had to work really hard.
When I was in Holland using the excellent rail network I noticed those narrow gauge lines. I assumed they were for road salt or something. Anybody know their purpose? I saw some men pushing waggons on them in this video.
Definitely not road salt, that is transported by trucks. Not sure what it is, I've never seen them in 23 years of living in the Netherlands. I think for farmers
If you want to see which footage is post-war, just look at the smokestacks. Pre-war locomotives usually had a shiny brass crown around the top edge. During the second world war these rings were often removed by the germans to melt down for war materials. Not on all occasions, but often enough to where you can reliably judge footage to be pre- or post-war.
Wow!!! This is "Mecklenburg-Pommersche Schmalspurbahn (MPSB)" Very valuable footage. A rarity! There are very few films from this railroad company. Please change the title of the film with the name of the correct railway company. Then the film is easier to find on youtube.
Wow!! That are the first scenes of “Neubau VIK”, I have ever seen. Thank you! Very rare! more of narrow gauge in Wilsdruff, Mohorn and maybe Nossen, please :D
